LUTON -8
December Provisional CAA stats:
ATMs month 6,681 up 20.4%
ATMs rolling year 87,503 up 15.7%
Pax month 864,824 up 19.0%
Pax rolling year 12,262,842 up 17.0% (highest increase of all airports reporting)
ATMs month 6,681 up 20.4%
ATMs rolling year 87,503 up 15.7%
Pax month 864,824 up 19.0%
Pax rolling year 12,262,842 up 17.0% (highest increase of all airports reporting)
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If this keeps up it's going over 1M+ passengers every month very soon, ATMs are impressive as well, still strong VVIP flights, more concrete required!
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They are very impressive figures, but can't help noticing one thing of interest...
The ATMs in December grew at a faster rate than the pax numbers. Even for the rolling year, pax numbers are only growing fractionally faster than ATMs.
There's not been a particularity big surge in smaller aircraft operators (ie less seats) other than maybe La Compagnie, and it's not like business, cargo or any other non-passenger related activity at LTN is booming at the moment.
So since it would seem it's only pax aircraft contributing to the growth in ATMs, the fact that they have grown at a faster rate than the pax numbers surely isn't a good thing?
The ATMs in December grew at a faster rate than the pax numbers. Even for the rolling year, pax numbers are only growing fractionally faster than ATMs.
There's not been a particularity big surge in smaller aircraft operators (ie less seats) other than maybe La Compagnie, and it's not like business, cargo or any other non-passenger related activity at LTN is booming at the moment.
So since it would seem it's only pax aircraft contributing to the growth in ATMs, the fact that they have grown at a faster rate than the pax numbers surely isn't a good thing?
FRatSTN - I agree that if the number of passengers per public commercial passenger flight is decreasing then it would be bad. However this would also imply load factors decreasing or airlines using smaller aircraft - is there any evidence to suggest this is happening ?
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ATM figures given are not the actual true movements at Luton. According to the airports Annual Monitoring Report for 2014 Annual Monitoring Report - London Luton Airport Luton was handling even then 103,939 so for 2015 the figure is more likely to be around 125,000 movements.
79,171 passenger flights including commercial flights by executive aircraft.
17,369 non-commercial flights
5,704 positioning flight
1,695 cargo flights.
Of those non commercial flights
16,831 General Aviation private aircraft, helicopters and business jets not operating for hire or reward
347 Other
142 Test and training
47 Official
2 Military
So my understanding is that if a Biz jet is owned it is non-commercial but if it is hired it is commercial. As many bizjets at Luton will be classed as commercial an increase in that traffic will alter the passengers per aircraft figure so might not have any bearing on passengers passing though the terminal.
Commercial – operating for hire or reward and includes cargo, passenger and positioning flights
Non-Commercial – not operating for hire and reward
Cargo – aircraft movements which are solely for freight. It should be noted that freight can also be
carried on aircraft in other categories
General Aviation – private aircraft, helicopters and business jets not operating for hire or reward
Passenger – commercial passenger flights, including executive aircraft
Positioning – typically empty flights to/from other airports
Military – flights on military business
Official – flights solely for official purposes by British or foreign civil government departments
Other – other non-commercial movements, e.g. a departing aircraft that has made an unscheduled
return to base
Test & Training – training flights involving aircraft and also flights following or during aircraft
maintenance
79,171 passenger flights including commercial flights by executive aircraft.
17,369 non-commercial flights
5,704 positioning flight
1,695 cargo flights.
Of those non commercial flights
16,831 General Aviation private aircraft, helicopters and business jets not operating for hire or reward
347 Other
142 Test and training
47 Official
2 Military
So my understanding is that if a Biz jet is owned it is non-commercial but if it is hired it is commercial. As many bizjets at Luton will be classed as commercial an increase in that traffic will alter the passengers per aircraft figure so might not have any bearing on passengers passing though the terminal.
Commercial – operating for hire or reward and includes cargo, passenger and positioning flights
Non-Commercial – not operating for hire and reward
Cargo – aircraft movements which are solely for freight. It should be noted that freight can also be
carried on aircraft in other categories
General Aviation – private aircraft, helicopters and business jets not operating for hire or reward
Passenger – commercial passenger flights, including executive aircraft
Positioning – typically empty flights to/from other airports
Military – flights on military business
Official – flights solely for official purposes by British or foreign civil government departments
Other – other non-commercial movements, e.g. a departing aircraft that has made an unscheduled
return to base
Test & Training – training flights involving aircraft and also flights following or during aircraft
maintenance
Last edited by LTNman; 17th Jan 2016 at 05:36.
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LTNman
Yes, that's the difference between AMs and ATMs:
AMs (Aircraft Movements) - Any aircraft take-off or landing at an airport. These could be either commercial or non-commercial flights. For airport traffic purposes one arrival and one departure are counted as two movements.
ATMs (Air Transport Movements) - Landings or take-offs of aircraft engaged on the transport of passengers, freight or mail on commercial terms. All scheduled movements, including those operated empty, loaded charter and air taxi movements are included.
Source: CAA
If you look at the CAA 'Aircraft Movements' 2014 Annual data, you'll see there were just over 15,257 movements for business aviation, which comes under non-commercial (ie not included in ATMs).
That works out as 15% of the 101,950 AMs in 2014 (CAA figures). I'm no expert on LTNs traffic mix but I don't think there could be many more than that to account for ATMs. I'm not sure that any business aviation counts towards ATMs, though I could be wrong?
Nonetheless, the 20.4% in December was for ATMs only and I think it's fair to assume that's pretty much wholly down to the growth in mainstream passenger traffic.
For many airports in the current climate, you only have too look at the data to see that passenger growth is normally substantially higher than growth in ATMs. Below is the latest full data available (October 2015):
October 2015 - % Change on Oct 14
Airport / Terminal & Transit Pax / Passenger ATMs
LTN +22% +19%
LGW +8% +4%
MAN +4% 0%
STN +8% +5%
EDI +10% +2%
BHX +5% -3%
Yes, that's the difference between AMs and ATMs:
AMs (Aircraft Movements) - Any aircraft take-off or landing at an airport. These could be either commercial or non-commercial flights. For airport traffic purposes one arrival and one departure are counted as two movements.
ATMs (Air Transport Movements) - Landings or take-offs of aircraft engaged on the transport of passengers, freight or mail on commercial terms. All scheduled movements, including those operated empty, loaded charter and air taxi movements are included.
Source: CAA
If you look at the CAA 'Aircraft Movements' 2014 Annual data, you'll see there were just over 15,257 movements for business aviation, which comes under non-commercial (ie not included in ATMs).
That works out as 15% of the 101,950 AMs in 2014 (CAA figures). I'm no expert on LTNs traffic mix but I don't think there could be many more than that to account for ATMs. I'm not sure that any business aviation counts towards ATMs, though I could be wrong?
Nonetheless, the 20.4% in December was for ATMs only and I think it's fair to assume that's pretty much wholly down to the growth in mainstream passenger traffic.
For many airports in the current climate, you only have too look at the data to see that passenger growth is normally substantially higher than growth in ATMs. Below is the latest full data available (October 2015):
October 2015 - % Change on Oct 14
Airport / Terminal & Transit Pax / Passenger ATMs
LTN +22% +19%
LGW +8% +4%
MAN +4% 0%
STN +8% +5%
EDI +10% +2%
BHX +5% -3%
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La Compagnie December
Based on 19 flights in each direction.
LTN-EWR 38.3 pax average = 51.8% load factor
EWR-LTN 43.3 pax average = 58.5% load factor
LTN-EWR 38.3 pax average = 51.8% load factor
EWR-LTN 43.3 pax average = 58.5% load factor
Last edited by cj241101; 20th Jan 2016 at 12:48.
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Hey Buster looks like you have lost your accumulator - according to normally reliable sources Norwegian have handed back their slot holdings at Luton for Summer 16, so unless they turn up at Stansted we can assume they have managed to fit everything into Gatwick for now.
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Vueling
Is it just Barcelona that Vueling will operate from Luton?
Short burst daily from March 17th (must be to capture the Easter window), then nothing until June 1st when it is daily and x2 some days.
A brave move testing the orange waters of Luton!
EI-BUD
Short burst daily from March 17th (must be to capture the Easter window), then nothing until June 1st when it is daily and x2 some days.
A brave move testing the orange waters of Luton!
EI-BUD
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Aren't Vuelings timings to both AMS and BCN different to those offered by EZY giving passengers a wider range of flight times. Maybe both routes can sustain two operators? I thought maybe EZY would respond and up their own frequencies to try and push Vueling out
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If Copenhagen can survive at 7x Daily between FR and EZY (although at low yield), surely Barcelona and Amsterdam could carry more frequency.
It seems that over the years EZY has reduced frequency on a number of routes in favour of more destinations. I can see Vueling push further on EZY on LTN routes - maybe Rome, Zurich & Madrid as they are all bases.
It seems that over the years EZY has reduced frequency on a number of routes in favour of more destinations. I can see Vueling push further on EZY on LTN routes - maybe Rome, Zurich & Madrid as they are all bases.
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This was one of the plans from the council when it thought that the then airport operator did not have the vision or intent to invest in Luton.
With the short term car park replaced by an apron and the new pier B extended all the way to the south stands I wonder it it would have worked. Note the drop off area appears to be inside the multistory car park. No outer ring road but another 11 stands connected to a pier.
Also note the high speed exits from the runway and the taxiways that touch the ends of the runway. Also stands 16 & 17 (the pond) appear to be left for Signature.
With the short term car park replaced by an apron and the new pier B extended all the way to the south stands I wonder it it would have worked. Note the drop off area appears to be inside the multistory car park. No outer ring road but another 11 stands connected to a pier.
Also note the high speed exits from the runway and the taxiways that touch the ends of the runway. Also stands 16 & 17 (the pond) appear to be left for Signature.
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EZY - vs everyone else
wallp - EZY don't respond quickly on anything, everything will be maxed out through S16 and a good part of W16. They might wake up next year......?
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The council plan has got me thinking. Would it be feasible to build a satellite to the East of taxiway Delta connected by underground train or monorail (round what for the nostalgic I will call the 18 threshold) connecting from the terminal- stands on both sides. Is the old rubbish tip too contaminated?
I don't think it's a matter of contamination from the old rubbish tip (although I would expect it to produce gases), more the question of whether the ground is stable enough to build on.