MANSTON -3
Join Date: Jul 2007
Location: whitstable
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I suspect that Jude Winstanley's enthusiasm for the old place wasn't matched by those further up the food chain.
See: Blow for Kent International Airport as BA Cargo stays at Stansted | KentOnline| News
See: Blow for Kent International Airport as BA Cargo stays at Stansted | KentOnline| News
Last edited by manstonman; 12th Mar 2009 at 07:24.
Join Date: Jul 2006
Location: Thanet
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Sad to see the old place suffering disappointment after disappointment.
Next month marks 10 years of civilian operation and, despite "masterplans" and optimistic rumours, the economic realities of the global economy make the future look more bleak than ever.
Very sad.
Next month marks 10 years of civilian operation and, despite "masterplans" and optimistic rumours, the economic realities of the global economy make the future look more bleak than ever.
Very sad.
Join Date: Feb 2007
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I agree that the downturn is going to make things a lot lot harder for everyone, incluiding the airports and airlines. Having said that, Matt Clarke indicated in the above Kent Online article that freight figures were on the up. Yes I know, a rise from very little isn't much more, but it's still a (little) positive sign in these bad times.
Join Date: Jul 2006
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Operations at Manston are heavily subsidised by Infratil.
It would be sad if it's only destiny were to be a "bargain basement" airport used as a bargaining tool to drive down wages and standards at other airports.
I'm all in favour of healthy competition, but these are difficult times and the industry needs to be careful.
It would be sad if it's only destiny were to be a "bargain basement" airport used as a bargaining tool to drive down wages and standards at other airports.
I'm all in favour of healthy competition, but these are difficult times and the industry needs to be careful.
Join Date: Jul 2005
Location: kent
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oh dear, once again the 'done deal' becomes undone.
local labour mouthpiece steve ladyman states " its disappointing and there does come a point where we have to ask ourselves is the airport going to be a success" . not with that attitude me old sunshine! once again we are led down the yellow brick road only to find a no entry sign. i still hold a little hope for the place though.( just waiting for the laughs from catflap)
the staff at KIA were all kept in the dark and have now read the news, bad form from ba who obviously played one off against the other, good news for those at STN
local labour mouthpiece steve ladyman states " its disappointing and there does come a point where we have to ask ourselves is the airport going to be a success" . not with that attitude me old sunshine! once again we are led down the yellow brick road only to find a no entry sign. i still hold a little hope for the place though.( just waiting for the laughs from catflap)
the staff at KIA were all kept in the dark and have now read the news, bad form from ba who obviously played one off against the other, good news for those at STN
Join Date: Sep 2007
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The fact is that most of the time things like this are not in the public domain.
Only the extra hours made it come out.
Its a shame it did, because it feeds the doom merchants.
Only the extra hours made it come out.
Its a shame it did, because it feeds the doom merchants.
Join Date: Mar 2005
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Kent International Airport February Report
Kent International handled 2,519 tonnes of freight in February against 3,966 tonnes in February 2008, a 36% drop.
Cargolux recorded a significant year-on-year rise which was offset by a reduction in MK Airlines tonnage, mirroring recent months.
At 20,073 tonnes, the year-to-date freight volume is 31% down on the same period in 2007/08.
Kent International handled 2,519 tonnes of freight in February against 3,966 tonnes in February 2008, a 36% drop.
Cargolux recorded a significant year-on-year rise which was offset by a reduction in MK Airlines tonnage, mirroring recent months.
At 20,073 tonnes, the year-to-date freight volume is 31% down on the same period in 2007/08.
Join Date: Feb 2008
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It remains to be seen whether the Manston Management have blown their chances re accomodating Olympic traffic.
I'm very well aquainted with a UK FBO who are heavily involved in the above trade and have been negotiating for some considerable time with a number of SE airports to take care of the potential movements.
Apparently, all airports except a certain Kent airport were enthusiastic as said Kent airport had expectations beyond commercial reality, I assume they meant the anticipated trade from BAWC.
Hopefully it's not too late, but at this rate it's difficult to see Manston being operated as a commercal enterprise by the time 2012 is upon us.
I'm very well aquainted with a UK FBO who are heavily involved in the above trade and have been negotiating for some considerable time with a number of SE airports to take care of the potential movements.
Apparently, all airports except a certain Kent airport were enthusiastic as said Kent airport had expectations beyond commercial reality, I assume they meant the anticipated trade from BAWC.
Hopefully it's not too late, but at this rate it's difficult to see Manston being operated as a commercal enterprise by the time 2012 is upon us.
Last edited by goatface; 27th Mar 2009 at 21:50.
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On the kia departures board for tomorrow are several departures to European destinations with the flight prefix ESK which I understand is Sky Europe. Any clarification on this?
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From the Lydd Airport Action Group, received 19/04
Lydd and Manston Airports Report Losses
The latest report and accounts filed at Companies House reveal that London Ashford Airport (Lydd Airport) owned by Sheikh Fahad al Athel, employs 54 people and is losing £1.9m per annum. The larger Kent International Airport (Manston Airport), owned by Infratil Ltd a publicly quoted company in New Zealand, employs 92 people and is losing £4m per annum. Both airports have failed to attract sufficient commercial passenger business, although Manston managed to handle 32,624 tons of freight. CAA statistics for calendar 2008 reveal that Lydd Airport handled 1,673 passengers and Manston 11,657 passengers implying that both airports were operating at less than 1% of their potential capacity based on their existing runways. In spite of offering unlimited slot capacity both airports have failed to attract sufficient commercial airline operators.
A leading aviation consultant Malcolm Spaven of Spaven Consulting has carried out an analysis of the operational aspects of both airports and concluded that even if Lydd Airport’s current planning application for the extension of the runway and new terminal were successful, Manston Airport would remain operationally superior to Lydd Airport. Manston Airport has a longer runway, the ability to support both short and long haul traffic which makes it attractive to freight operators as well commercial passenger airlines, unrestricted airspace, better instrument landing systems, better road and rail infrastructure and is a subsidiary of a group that owns two other airports in Europe which should enable it to offer better marketing packages. Hence, Lydd Airport will be unlikely to attract commercial passenger airlines without route development subsidies and will be uncompetitive in the freight market which is dominated by long haul traffic.
In LAAG’s opinion there is no case for a second regional airport in Kent. Increased airport capacity in Kent as a result of Lydd Airport’s expansion will not lead to additional demand. In the short haul market Lydd Airport would compete directly for the first time with Manston Airport as a result of its ability to handle B737s and A319s, the work horses of the low cost operators, and this will put pressure on landing fees, further undermining the viability of Manston Airport and making it unlikely that Lydd Airport will recover its investment.
LAAG believes there should only be one regional airport in Kent and since Manston Airport has clear operational advantages over Lydd Airport it should fulfil this role. With its long runway of 2752m, (Lydd Airport - 1949m after expansion) it can handle both short and long haul traffic and unlike Lydd Airport, Manston Airport is unencumbered by the close proximity of nuclear power stations, military ranges and protected environmental sites. LAAG believes Shepway District Council should reject Lydd Airport’s planning application as there is already spare runway capacity in Kent - profit and employment optimisation in the region will be associated with promoting one regional airport in Kent.
Louise Barton
Lydd Airport Action Group
www.lyddairportaction.co.uk
The latest report and accounts filed at Companies House reveal that London Ashford Airport (Lydd Airport) owned by Sheikh Fahad al Athel, employs 54 people and is losing £1.9m per annum. The larger Kent International Airport (Manston Airport), owned by Infratil Ltd a publicly quoted company in New Zealand, employs 92 people and is losing £4m per annum. Both airports have failed to attract sufficient commercial passenger business, although Manston managed to handle 32,624 tons of freight. CAA statistics for calendar 2008 reveal that Lydd Airport handled 1,673 passengers and Manston 11,657 passengers implying that both airports were operating at less than 1% of their potential capacity based on their existing runways. In spite of offering unlimited slot capacity both airports have failed to attract sufficient commercial airline operators.
A leading aviation consultant Malcolm Spaven of Spaven Consulting has carried out an analysis of the operational aspects of both airports and concluded that even if Lydd Airport’s current planning application for the extension of the runway and new terminal were successful, Manston Airport would remain operationally superior to Lydd Airport. Manston Airport has a longer runway, the ability to support both short and long haul traffic which makes it attractive to freight operators as well commercial passenger airlines, unrestricted airspace, better instrument landing systems, better road and rail infrastructure and is a subsidiary of a group that owns two other airports in Europe which should enable it to offer better marketing packages. Hence, Lydd Airport will be unlikely to attract commercial passenger airlines without route development subsidies and will be uncompetitive in the freight market which is dominated by long haul traffic.
In LAAG’s opinion there is no case for a second regional airport in Kent. Increased airport capacity in Kent as a result of Lydd Airport’s expansion will not lead to additional demand. In the short haul market Lydd Airport would compete directly for the first time with Manston Airport as a result of its ability to handle B737s and A319s, the work horses of the low cost operators, and this will put pressure on landing fees, further undermining the viability of Manston Airport and making it unlikely that Lydd Airport will recover its investment.
LAAG believes there should only be one regional airport in Kent and since Manston Airport has clear operational advantages over Lydd Airport it should fulfil this role. With its long runway of 2752m, (Lydd Airport - 1949m after expansion) it can handle both short and long haul traffic and unlike Lydd Airport, Manston Airport is unencumbered by the close proximity of nuclear power stations, military ranges and protected environmental sites. LAAG believes Shepway District Council should reject Lydd Airport’s planning application as there is already spare runway capacity in Kent - profit and employment optimisation in the region will be associated with promoting one regional airport in Kent.
Louise Barton
Lydd Airport Action Group
www.lyddairportaction.co.uk