LUTON - 7
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RYANAIR DIVERTS ETC.
Three diverted yesterday morning (Thursday) due presumably to very low viz at Stansted - RYR6ML Frankfurt Hahn, FR6MD Krakow and FR86M Budapest. There was a lot of holding for the visibility to improve.
The Fokker 50 somebody mentioned I think was a Denim Air which operated DM1607 to Munich but I am 1,500 miles away so reliant on my computer and intuition!
Regarding Mahon - Minorca is not like any other of the Spanish islands or the Costas. It is essentially for a family or people who just want a quiet beach holiday and there are not too many hotels on the island. This all stems from a Mr Franco not putting hardly any infrastructure into the tourist industry in the 1950-60s due to the island ciding with the Republicans in the Civil War and probably did them a favour. From October until March the island almost closes down so very few direct flights during that time.
The Fokker 50 somebody mentioned I think was a Denim Air which operated DM1607 to Munich but I am 1,500 miles away so reliant on my computer and intuition!
Regarding Mahon - Minorca is not like any other of the Spanish islands or the Costas. It is essentially for a family or people who just want a quiet beach holiday and there are not too many hotels on the island. This all stems from a Mr Franco not putting hardly any infrastructure into the tourist industry in the 1950-60s due to the island ciding with the Republicans in the Civil War and probably did them a favour. From October until March the island almost closes down so very few direct flights during that time.
Last edited by compton3bravo; 6th Sep 2013 at 04:45.
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Limits on disclosure required in bus services access litigation - Lexology
When parties in litigation seek documents and information in the hope of finding a claim or bolstering their cases the courts have to balance the interests of both parties in requiring them to be provided. The Court provided a timely reminder of the limits and appropriate use of disclosure remedies of this sort on 29 August 2013.
The dispute relates to a competition claim brought by Arriva against London Luton Airport Operations Limited (LLAOL), the operator of London Luton Airport (until 2028). From May 2013, an agreement for dedicated direct coach services from central London to the airport was awarded to National Express. The agreement gave National Express exclusive rights to operate the service to and from the airport’s public transport hub for seven years.
Arriva alleges an abuse of dominant position by LLAOL and standard disclosure was ordered. However, Arriva sought additional wide-ranging disclosure including the airport's management accounts relating to costs for aeronautical services and non-aeronautical services and other services, LLAOL's rates, structure and contract terms, LLAOL's internal documents and/or minutes relating to its commercial strategy, passenger and revenue data for the National Express service and airport traffic management documents.
Mr Justice Morgan adopted a robust position based on the fact that the dispute related to a very narrow market, namely matters connected to the relevant bus service. Information relating to any other services were not relevant. The judge was additionally reluctant to grant disclosure of documents where requests for further information would have sufficed but had not been made. In relation to National Express documents in LLAOL’s possession, it was noted that much of it would be commercially confidential and therefore protected from disclosure. For National Express documents not in LLAOL’s possession, it was not appropriate for Arriva to pursue these under the guise of standard disclosure (it would have to apply for a non-party disclosure order directly against National Express). Finally, in the case of airport traffic management documents, it was clear to the judge that Arriva was seeking evidence to create a claim rather than seeking disclosure of pleaded issues.
In what appears to have been a difficult court appearance for Arriva, parties are reminded of the limits of relevance, reasonableness and proportionality when it comes to standard disclosure of documents which are or have been in another party’s control. Courts are unlikely to accede to disclosure requests which appear too broad or speculative, particularly since the changes to the disclosure regime introduced from April 2013 emphasising proportionality and costs control
When parties in litigation seek documents and information in the hope of finding a claim or bolstering their cases the courts have to balance the interests of both parties in requiring them to be provided. The Court provided a timely reminder of the limits and appropriate use of disclosure remedies of this sort on 29 August 2013.
The dispute relates to a competition claim brought by Arriva against London Luton Airport Operations Limited (LLAOL), the operator of London Luton Airport (until 2028). From May 2013, an agreement for dedicated direct coach services from central London to the airport was awarded to National Express. The agreement gave National Express exclusive rights to operate the service to and from the airport’s public transport hub for seven years.
Arriva alleges an abuse of dominant position by LLAOL and standard disclosure was ordered. However, Arriva sought additional wide-ranging disclosure including the airport's management accounts relating to costs for aeronautical services and non-aeronautical services and other services, LLAOL's rates, structure and contract terms, LLAOL's internal documents and/or minutes relating to its commercial strategy, passenger and revenue data for the National Express service and airport traffic management documents.
Mr Justice Morgan adopted a robust position based on the fact that the dispute related to a very narrow market, namely matters connected to the relevant bus service. Information relating to any other services were not relevant. The judge was additionally reluctant to grant disclosure of documents where requests for further information would have sufficed but had not been made. In relation to National Express documents in LLAOL’s possession, it was noted that much of it would be commercially confidential and therefore protected from disclosure. For National Express documents not in LLAOL’s possession, it was not appropriate for Arriva to pursue these under the guise of standard disclosure (it would have to apply for a non-party disclosure order directly against National Express). Finally, in the case of airport traffic management documents, it was clear to the judge that Arriva was seeking evidence to create a claim rather than seeking disclosure of pleaded issues.
In what appears to have been a difficult court appearance for Arriva, parties are reminded of the limits of relevance, reasonableness and proportionality when it comes to standard disclosure of documents which are or have been in another party’s control. Courts are unlikely to accede to disclosure requests which appear too broad or speculative, particularly since the changes to the disclosure regime introduced from April 2013 emphasising proportionality and costs control
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Thomson
As one of Luton's longest serving carriers (in its various guises) what does the future hold for Thomson at Luton. Will we eventually see an all 737 fleet at Luton once the 757's are gone? Could this mean more based aircraft and more flights/routes in due course?
Also, what is the likelihood of the 787 ever being seen at Luton (isn't it tailor made for flying from airports like Luton with shorter runways that can't handle some fully laden long haul jets)?
Also, what is the likelihood of the 787 ever being seen at Luton (isn't it tailor made for flying from airports like Luton with shorter runways that can't handle some fully laden long haul jets)?
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It looks like Thomson will still have a 757 at Luton for S14 since Skiathos is served by a non-stop flight each way, and 738's have to have a fuel stop, in Kavala usually.
TCX will more then double it's S14 schedule at STN with 8 new routes, so maybe Thomson may look to add something from either there or Luton in the future.
TCX will more then double it's S14 schedule at STN with 8 new routes, so maybe Thomson may look to add something from either there or Luton in the future.
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Will there be any 787 in luton in the winter season
Is Luton legally able to accept 787's yet?
Also, what is the likelihood of the 787 ever being seen at Luton (isn't it tailor made for flying from airports like Luton with shorter runways that can't handle some fully laden long haul jets)?
Thomson didn't buy the aircraft to operate from smaller airports, simply as a replacement for the 767-300's, with lower operating costs and higher efficiency. They will no doubt want to keep Gatwick as their Long Haul base for London.
We might if we are very lucky, possibly see the occassional 787 visit, if it is operating a cruise charter. I know the old 767-200's use to operate this a few years back to the like of New Orleans or Bridgetown (Barbados).
I remember reading elsewhere that Boeing was not able to deliver the short take-off performance,s that they had originally promised in the early years. But has better performance than the 777-200, and if this can operate from Luton, I see no issue with the 787.
Bristol only has a 6000ft runway, and the 767's operate from there long haul with a fuel stop in Manchester en-route. But I have heard the 787 will not be able to get into Bristol at all. I can't remember if this was an issue with the wingspan and apron space or purely the runway length.
The below Boeing document might be of use, with regards to the 787 and airport compatibility.
http://www.boeing.com/assets/pdf/com...87brochure.pdf
gilesdavies, if your stats show this summers Wizz flights, how does next summers compare, looks like 20-30% increase on some routes?!
It looks like Thomson will still have a 757 at Luton for S14 since Skiathos is served by a non-stop flight each way, and 738's have to have a fuel stop, in Kavala usually.
I flew with Thomas Cook on an A320 a few years back, and we operated non-stop back to Gatwick, even though we was scheduled to operate via Thessaloniki for a fuel stop. However the flight was no more than half full.
Last edited by gilesdavies; 6th Sep 2013 at 10:48.
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Skiathos' runway is currently being expanded and should mean from next summer most narrow bodies operating from JSI to the UK, can fly non-stop. So I wouldn't guarantee it will be operated by a 757.
I only assumed that TOM must be using a 757 at LTN in order to fly from JSI non-stop?
Last edited by FRatSTN; 6th Sep 2013 at 12:21.
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Thomson
The Corfu flight looks like it is not doing a w flight as it returns in the afternoon instead of 11:40pm
Last edited by Boeing737-8; 6th Sep 2013 at 14:24.
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Wizz
Will there have more people traveling thought luton than easyjet in the winter as 180 seats compared to easyjet 150 with a319 when there nearly have as many flights as easyjet
737-8 - have a look at the Airport Coordination Ltd website. Admittedly the winter 2014 report for Luton isn't out yet but the summer 2013 report should answer your question in part
TOM's provisional Summer 2014 program for LTN is busier than this year as both the W pattern's currently operated this Summer on Fri/Sat are replaced by an additional return flight.
Ref the 757's.....As long as TOM continue to perform A checks at LTN on these, its likely at least one will continue to be LTN based in the Summer. As for the 787....don't hold your breath (although there is a rumour one may appear soon for a trial fit in H61!)
Ref the 757's.....As long as TOM continue to perform A checks at LTN on these, its likely at least one will continue to be LTN based in the Summer. As for the 787....don't hold your breath (although there is a rumour one may appear soon for a trial fit in H61!)
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The wingspan of the 787 is too big to use the taxiways on the main apron. 52m max span.
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New destinations
Whilst Luton's route network has continue to grow over recent years, there still seem to me to be a few key areas which are either completely untapped or with potential for growth. What chance some of these in future:
- Scandinavia, with no routes at present, an opportunity for easyjet perhaps?
- Then there's major cities like Dusseldorf or perhaps Frankfurt to complement those destinations already served in Germany?
- Also, the Irish market seems to have plenty of room for growth - Cork, Shannon, Galway, Waterford & Londonderry for example?
- Scandinavia, with no routes at present, an opportunity for easyjet perhaps?
- Then there's major cities like Dusseldorf or perhaps Frankfurt to complement those destinations already served in Germany?
- Also, the Irish market seems to have plenty of room for growth - Cork, Shannon, Galway, Waterford & Londonderry for example?
Last edited by wallp; 7th Sep 2013 at 15:41.
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New routes
What about the Middle East destinations like Beirut and Amman
The Irish market is empty with Ryanair going in to stansted but if flybe move to luton there might be a few new flights
The Irish market is empty with Ryanair going in to stansted but if flybe move to luton there might be a few new flights
- Then there's major cities like Dusseldorf or perhaps Frankfurt to complement those destinations already served in Germany?
Dortmund isn't that far from Dusseldorf and EZY don't even fly to fortress FRA from LGW!
Dortmund isn't that far from Dusseldorf and EZY don't even fly to fortress FRA from LGW!