SOUTHEND 5
asdf1234
I assume that the Vanguard Helipad on the Isle of Dogs would be used to access Canary Wharf. At least one of the Apollo/Stobart AW109s has visited there recently.
The helicopter link will certainly attract market attention I would think at that price and Steve Grimes looks a pretty experienced guy for them to have recruited to run the Exec Jet Centre operation.
I assume that the Vanguard Helipad on the Isle of Dogs would be used to access Canary Wharf. At least one of the Apollo/Stobart AW109s has visited there recently.
The helicopter link will certainly attract market attention I would think at that price and Steve Grimes looks a pretty experienced guy for them to have recruited to run the Exec Jet Centre operation.
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It's not always about cost in the executive world.
I understand last Wednesday a Falcon 7X flew from Italy to LCY and then positioned to Southend where it parked up until Sunday when it then positioned back to LCY before returning to Italy.
Obviously a direct flight to SEN would have resulted in a considerable cost saving, eliminating the two landing and handling fees at LCY, but the latter was still the preferred destination.
Lets hope the proposed helicopter transfers will help sway operators Southends way, although in the above case SEN still received landing, handling and parking fees in respect of the aircraft.
I understand last Wednesday a Falcon 7X flew from Italy to LCY and then positioned to Southend where it parked up until Sunday when it then positioned back to LCY before returning to Italy.
Obviously a direct flight to SEN would have resulted in a considerable cost saving, eliminating the two landing and handling fees at LCY, but the latter was still the preferred destination.
Lets hope the proposed helicopter transfers will help sway operators Southends way, although in the above case SEN still received landing, handling and parking fees in respect of the aircraft.
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Using Luton as an example helicopter transfers are not that frequent compared to the total number of biz jet movements. Also all airports would have a helicopter transfer option but not in a package.
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Heard Perpignan will go year-round should the demand be high on the initial summer season flights. Supposedly 90 on the first outbound flight today.
Last edited by tws123; 25th May 2017 at 15:51. Reason: Additional info
Exactly.
Market penetration is the name of the game initially when you are entering markets already being served from other LON airports. If Stobart were concentrating too much on yield at this stage that would be the wrong approach. Yield can and will become the focus further down the line no doubt.
Market penetration is the name of the game initially when you are entering markets already being served from other LON airports. If Stobart were concentrating too much on yield at this stage that would be the wrong approach. Yield can and will become the focus further down the line no doubt.
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This is a busy weekend of course. At the time of posting, fares for Sat / Sun range from £109.99 (Prague) to £324.99 (Perpignan). Cologne is sold out. Doesn't prove anything, except the bargains were snapped up
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Stobart can afford for lots of bargain fares to be snapped up. Let's say they are the £30 ones and pax travelled without reserving seats or checking in bags, unlike FR/EZY where the £30 is the final amount collected Stobart can count on an average of say £20 average car park income. Plus a few pounds of terminal spend which should cover the franchise fee if we assume it's 20% of the ticket price. So £50 starting fare which isn't too bad.
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You're right but plenty will arrive by train/bus, originate overseas or get dropped off which is why my assumption wasn't particularly high. Of course for places like Dubrovnik where people are going for a week in the sun with a couple of suitcases average ancillary income especially for parking would be substantially higher.
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For an extra revenue stream I'd have a caged off smoking zone and charge £10 to enter.
Last edited by DC3 Dave; 26th May 2017 at 10:27. Reason: Afterthought
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I think we have to credit then with the intelligence to have worked out a sensible fare structure for a full plane!
They didn't give the last few seats away for a fiver the day the flights went on sale, as they know it's not good for people to search for flights and get the message that there's no point looking at SEN as the plane will already be full!
They didn't give the last few seats away for a fiver the day the flights went on sale, as they know it's not good for people to search for flights and get the message that there's no point looking at SEN as the plane will already be full!
An additional Long Stay car park will be built north-east of the control tower, where the Vulcan was parked until recently, and this will still be only about 300 metres from the terminal entrance.
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Stobart can afford for lots of bargain fares to be snapped up. Let's say they are the £30 ones and pax travelled without reserving seats or checking in bags, unlike FR/EZY where the £30 is the final amount collected Stobart can count on an average of say £20 average car park income. Plus a few pounds of terminal spend which should cover the franchise fee if we assume it's 20% of the ticket price. So £50 starting fare which isn't too bad.
We lived in France for 10 years up to 2011 and have friends near Lyon. We visited them earlier this month and arranged the dates so that we could fly from SEN. Previously it would be from LTN or possibly LGW depending on price at the time. OK, I'll always use SEN in preference to any other LON airport even if it cost a little more but I think our experience of using SEN this time would apply to any traveller. SEN is not our nearest airport and many of our friends use STN, LGW and SEN with equal readiness. LTN seems more rarely used for some reason.
We stayed overnight at the Holiday Inn and have friends in Southend so met them there for a meal. Next morning it took 20 minutes from leaving the hotel room to sitting down near the departure gate (plenty of seating) including bag drop. The flights were on time on the ERJ-195 outbound and the RJ85 returning, both equally comfortable compared to an A319/320 (perhaps more so on the ERJ). On arrival back at SEN we were on the M25 40 minutes after touchdown including baggage reclaim. Overall a very pleasant comfortable experience.
My first point is that any traveller on those flights who had thought he would give SEN a try, perhaps tempted by introductory fares, would likely be equally impressed and ready to use it again and probably tell others of its merits. That's why market penetration is more important than yield initially when you're entering a mature, well catered for market. The revenue benefits come along later in the piece.
Secondly, Stobart will have made money from our stay at the Holiday Inn, the week's car parking, hold baggage revenue which they load themselves, in addition to their share of the fare and ancillary revenues. For any given basic fare yield these things add substantially to net profit or reduce any initial net losses.
We stayed overnight at the Holiday Inn and have friends in Southend so met them there for a meal. Next morning it took 20 minutes from leaving the hotel room to sitting down near the departure gate (plenty of seating) including bag drop. The flights were on time on the ERJ-195 outbound and the RJ85 returning, both equally comfortable compared to an A319/320 (perhaps more so on the ERJ). On arrival back at SEN we were on the M25 40 minutes after touchdown including baggage reclaim. Overall a very pleasant comfortable experience.
My first point is that any traveller on those flights who had thought he would give SEN a try, perhaps tempted by introductory fares, would likely be equally impressed and ready to use it again and probably tell others of its merits. That's why market penetration is more important than yield initially when you're entering a mature, well catered for market. The revenue benefits come along later in the piece.
Secondly, Stobart will have made money from our stay at the Holiday Inn, the week's car parking, hold baggage revenue which they load themselves, in addition to their share of the fare and ancillary revenues. For any given basic fare yield these things add substantially to net profit or reduce any initial net losses.