NEWCASTLE - 8
Join Date: Sep 2007
Location: newcastle
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GFCLF was changed into the flight after GFCLI had a problem. GFCLF has a lower maximum take off weight than GFCLI so is having to tech stop at RHO for fuel on the way back.
Join Date: Aug 2013
Location: Down South
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Well that explains that, I was wondering why it had stopped at Rhodes and FCLI flew out to FUE on time this afternoon, so it looks like all is sorted.
Also it appears that FCLD has been re-positioned up here from LGW to take the NBE flight tonight.
Also it appears that FCLD has been re-positioned up here from LGW to take the NBE flight tonight.
Last edited by JND6198; 9th Oct 2013 at 18:14.
Oh no, it's New York again!
Flights to US from Newcastle Airport should be top priority, says think tank - Journal Live
Interesting comment:
Interesting comment:
It comes as council leaders unite with business chiefs to try and entice one of at least two targeted airlines to Newcastle. The local authority leaders are hoping they can offer financial support in some form while trying to avoid breaking strict state aid rules.
Join Date: Aug 2013
Location: Newcastle Upon Tyne
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We would love a direct flight to New York but it wont happen for a while although I do think it will eventually , if there is a 1% chance of it happening then I can only see emirates trying it if they think money is to be made via freight to the west.
Join Date: May 2009
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Aer Lingus is probably the best we can get but I think they need to push that route a lot more.
I got an email from EI and all it mentioned was Dublin flights. No mention of immigration clearance in Dublin, no mention of the connection or flight time etc, it was rather irritating.
I got an email from EI and all it mentioned was Dublin flights. No mention of immigration clearance in Dublin, no mention of the connection or flight time etc, it was rather irritating.
Join Date: Aug 2002
Location: London (Babylon-on-Thames)
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That's a nonsense report. NCL-AMS-US, -LHR-US, -DUB-US are in place offering easy one stop options across the Atlantic. Any NCL-EWR or JFK would also mean changing to the final destination in the US. The key point in the real world, the one certain peeps need to visit, is could any operator gain enough point to point traffic year round to make it work bearing in mind a lot of travellers will continue to use other existing gateways for points and lounge access.
This is politicians trying to distort a market and "entice" an operator to start. The only two possibilities I can see are American who are currently retiring their B757s from the Atlantic, and United who couldn't make BRS, a much more affluent city, work for them. Delta have dropped EDI and MAN-JFK, so not likely to be heading for the Tyne any time soon. I despair at the commercial awareness of people, whoever they are, who write this stuff.
Summer service a few times weekly by Jet2 might be the other option, more realistic than a US network carrier.
This is politicians trying to distort a market and "entice" an operator to start. The only two possibilities I can see are American who are currently retiring their B757s from the Atlantic, and United who couldn't make BRS, a much more affluent city, work for them. Delta have dropped EDI and MAN-JFK, so not likely to be heading for the Tyne any time soon. I despair at the commercial awareness of people, whoever they are, who write this stuff.
Summer service a few times weekly by Jet2 might be the other option, more realistic than a US network carrier.
Join Date: Sep 2007
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Not sure of the reason but GFCLI has a MTOW of about 108000kgs whereas the MTOW on GFCLF is only about 104000kgs (I think). Different engine ratings maybe?
Last edited by nclops; 14th Oct 2013 at 06:51.
Join Date: May 2010
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It's purely a difference on paperwork. Companies get charged to overfly different people's airspace and those charges are based on the MTOW. If you don't need all of your planes to do long routes then just have some certified to a lower weight by the manufacturer, all the planes are physically identical so could actually carry up to approx 115000 kgs which I think is the max Boeing themselves will certify for a 757-200. They can be re-certified by Boeing for a (big) cost!
Join Date: May 2002
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It's purely a difference on paperwork. Companies get charged to overfly different people's airspace and those charges are based on the MTOW. If you don't need all of your planes to do long routes then just have some certified to a lower weight by the manufacturer, all the planes are physically identical so could actually carry up to approx 115000 kgs which I think is the max Boeing themselves will certify for a 757-200. They can be re-certified by Boeing for a (big) cost!
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15% increase for Dubai, just over 19000 pax. Give it a couple of years I'd expect 90% average loads
Join Date: May 2013
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When you base it on the fact we probably didn't have all 2 class in September, I'd say I'm pretty confident actual load factors will have been in the 80-85% margin. I'd like to hope so anyway.
EK probably run it (it, as in medium haul in general between about 6 and 8 hour sector lengths) at a profit on about 50% if not less when cargo and on board purchases etc. are taken into account.
Lets see if we can break 20,000 for October! Only need 5 more people per flight!
EK probably run it (it, as in medium haul in general between about 6 and 8 hour sector lengths) at a profit on about 50% if not less when cargo and on board purchases etc. are taken into account.
Lets see if we can break 20,000 for October! Only need 5 more people per flight!