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Singapore Airlines/Scoot
Following interesting bits taken from report from THE TELEGRAPH
The budget subsidiary of Singapore Airlines says it hopes to start flights between India and Europe using its so-called "fifth freedom" privilege, which allows airlines to carry passengers between two foreign countries as a part of services that connect with their home country.
"Since we have fifth freedom, we can operate direct flights from Mumbai, Delhi, Chennai and Kolkata to destinations like Copenhagen, Vienna, Cairo and Manchester," Bharath Mahadevan, head of the airline’s operations in the country, told the Times Of India. Scoot favours flights to Manchester over London to avoid luring customers from its parent company, Singapore Airlines.
The budget subsidiary of Singapore Airlines says it hopes to start flights between India and Europe using its so-called "fifth freedom" privilege, which allows airlines to carry passengers between two foreign countries as a part of services that connect with their home country.
"Since we have fifth freedom, we can operate direct flights from Mumbai, Delhi, Chennai and Kolkata to destinations like Copenhagen, Vienna, Cairo and Manchester," Bharath Mahadevan, head of the airline’s operations in the country, told the Times Of India. Scoot favours flights to Manchester over London to avoid luring customers from its parent company, Singapore Airlines.
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Surely what it tells us is that underlying demand for this route is weak enough that capacity rather than pricing needs to be adjusted for seasonality.
Surely what it tells us is that underlying demand for this route is weak enough that capacity rather than pricing needs to be adjusted for seasonality.
Liberalization of air service agreements means Chinese carriers are falling over themselves to launch massive amounts of capacity into Australia and New Zealand this coming northern winter season ferrying sun starved Chinese to warmer climates. All those aircraft have to come from somewhere.
Switching capacity between Europe and the southern hemisphere has been practiced by the North American carriers for years, the Chinese are following suit.
Join Date: Jul 2004
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Following interesting bits taken from report from THE TELEGRAPH
The budget subsidiary of Singapore Airlines says it hopes to start flights between India and Europe using its so-called "fifth freedom" privilege, which allows airlines to carry passengers between two foreign countries as a part of services that connect with their home country.
"Since we have fifth freedom, we can operate direct flights from Mumbai, Delhi, Chennai and Kolkata to destinations like Copenhagen, Vienna, Cairo and Manchester," Bharath Mahadevan, head of the airline’s operations in the country, told the Times Of India. Scoot favours flights to Manchester over London to avoid luring customers from its parent company, Singapore Airlines.
The budget subsidiary of Singapore Airlines says it hopes to start flights between India and Europe using its so-called "fifth freedom" privilege, which allows airlines to carry passengers between two foreign countries as a part of services that connect with their home country.
"Since we have fifth freedom, we can operate direct flights from Mumbai, Delhi, Chennai and Kolkata to destinations like Copenhagen, Vienna, Cairo and Manchester," Bharath Mahadevan, head of the airline’s operations in the country, told the Times Of India. Scoot favours flights to Manchester over London to avoid luring customers from its parent company, Singapore Airlines.
Or does this mean ditching Houston (at least via MAN) and switching SIN-MAN to Scoot?
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Or simply that they have worked out they can make more money in the Southern Hemisphere summer by deploying their assets elsewhere.
Liberalization of air service agreements means Chinese carriers are falling over themselves to launch massive amounts of capacity into Australia and New Zealand this coming northern winter season ferrying sun starved Chinese to warmer climates. All those aircraft have to come from somewhere.
Switching capacity between Europe and the southern hemisphere has been practiced by the North American carriers for years, the Chinese are following suit.
Liberalization of air service agreements means Chinese carriers are falling over themselves to launch massive amounts of capacity into Australia and New Zealand this coming northern winter season ferrying sun starved Chinese to warmer climates. All those aircraft have to come from somewhere.
Switching capacity between Europe and the southern hemisphere has been practiced by the North American carriers for years, the Chinese are following suit.
Redeploying frames is much more complex than adjusting pricing.
If they could maintain adequate yield ex-MAN then they would.
Last edited by pilot9249; 6th Sep 2017 at 01:18.
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Or in the winter some Southern Hemisphere destinations change to very good yield, whereas Manchester is just good. They've only got a finite fleet, and I would guess no appetite for leasing in winter-only capacity.
Maybe I'm just a glass half full type, though some here seem to be glass half empty, and even that some b*gger's peed in!
Maybe I'm just a glass half full type, though some here seem to be glass half empty, and even that some b*gger's peed in!
Join Date: Feb 2016
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Ian C is right.
Scoot would "compete" with SQ for one stop traffic MAN-SIN in the same way as the MEB4 and EU4 can offer one stop fares. In that respect, nothing has really changed.
Scoot would be about sector traffic, MAN-BOM/DEL vv and SIN-BOM/DEL etc.
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Nothing exciting loaded in the Ryanair S18 timetable so far.
Seville increases to 3 weekly, Budapest decreases to 4 weekly and Beauvais is dropped completely.
I've not done a comparason of the sun routes as the capacity to those gets added onto at a later date.
Seville increases to 3 weekly, Budapest decreases to 4 weekly and Beauvais is dropped completely.
I've not done a comparason of the sun routes as the capacity to those gets added onto at a later date.
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Or in the winter some Southern Hemisphere destinations change to very good yield, whereas Manchester is just good. They've only got a finite fleet, and I would guess no appetite for leasing in winter-only capacity.
Maybe I'm just a glass half full type, though some here seem to be glass half empty, and even that some b*gger's peed in!
Maybe I'm just a glass half full type, though some here seem to be glass half empty, and even that some b*gger's peed in!
They looked at their worst performing routes and substituted capacity onto their best existing routes or new ones instead.
The only part which involves MAN is in being part of the worst performing route section of the discussion. That's why MAN was chosen to reduce capacity.
Where it was redeployed to instead is irrelevant.
It wouldn't have been redeployed if it was performing.
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Thomas Cook UK W18 long-haul preliminary changes as of 08SEP17 :: Routesonline
Thomas Cook Airlines UK this week begins listing preliminary long-haul changes for winter 2018/19 season, effective from 28OCT18. Initial operation changes as of 08SEP17, based on the airline’s PDF schedule listing, as follow.
Manchester – Cancun 4 weekly flights, instead of 5 weekly in W17
Manchester – Las Vegas 4 weekly flights, instead of 6 weekly in W17
Manchester – Orlando 5 weekly flights, instead of 4 weekly in W17
Additional changes expected in the next few months.
Manchester – Cancun 4 weekly flights, instead of 5 weekly in W17
Manchester – Las Vegas 4 weekly flights, instead of 6 weekly in W17
Manchester – Orlando 5 weekly flights, instead of 4 weekly in W17
Additional changes expected in the next few months.
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Another month of over 3.1million pax. Rolling now 27.4 million, putting us over 2 million pax ahead of the next largest airport.
Looks like September isn't slowing down either, so we could be on course for another 2.8-2.9 million pax month.....
Looks like September isn't slowing down either, so we could be on course for another 2.8-2.9 million pax month.....
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That's all very well and good saying that 'numbers' are good but what about us poor punters that are the 'numbers'?
I have to fly almost every week for work and these 'numbers' have made the MAN experience practically unbearable this Summer.
T3 in particular has been (IMO) close to being dangerously over-crowded.
T1 and T3 are both terrible - I'm embarrassed about them as a Mancunian. The only good terminal has been T2 and that's about to change and join the 'terrible club' whilst they demolish and rebuild.
It's T3 that needs to be demolished and re-built.
So the question to those MAN boosters out there is simple 'What plans are in place to alleviate the congestion in both T1 and T3 before next Spring?'
My guess would be 'nothing'......but I hope to be pleasantly surprised.
I have to fly almost every week for work and these 'numbers' have made the MAN experience practically unbearable this Summer.
T3 in particular has been (IMO) close to being dangerously over-crowded.
T1 and T3 are both terrible - I'm embarrassed about them as a Mancunian. The only good terminal has been T2 and that's about to change and join the 'terrible club' whilst they demolish and rebuild.
It's T3 that needs to be demolished and re-built.
So the question to those MAN boosters out there is simple 'What plans are in place to alleviate the congestion in both T1 and T3 before next Spring?'
My guess would be 'nothing'......but I hope to be pleasantly surprised.
FFMAN is correct and T3 is an embarrassment. Morning departures are chaotic, people are rammed into a tiny space. On a late arrival in T3 last week, when it was the only arrival. No guidance system or marshaller for 10+ minutes, aircraft held off gate, then no airbridge driver, then almost an hour for bags. Pax and nightstopping overseas crew not impressed. In fact it would have been quicker to fly to Liverpool and drive back. It simply isn't acceptable to say we're working on it and it'll be better in 2027.
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I have to fly almost every week for work and these 'numbers' have made the MAN experience practically unbearable this Summer.
Border control not responsibility of Airport, blah de blah..... Anyway, 'Welcome to Manchester'.
Join Date: Jul 2015
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That's all very well and good saying that 'numbers' are good but what about us poor punters that are the 'numbers'?
I have to fly almost every week for work and these 'numbers' have made the MAN experience practically unbearable this Summer.
T3 in particular has been (IMO) close to being dangerously over-crowded.
T1 and T3 are both terrible - I'm embarrassed about them as a Mancunian. The only good terminal has been T2 and that's about to change and join the 'terrible club' whilst they demolish and rebuild.
It's T3 that needs to be demolished and re-built.
So the question to those MAN boosters out there is simple 'What plans are in place to alleviate the congestion in both T1 and T3 before next Spring?'
My guess would be 'nothing'......but I hope to be pleasantly surprised.
I have to fly almost every week for work and these 'numbers' have made the MAN experience practically unbearable this Summer.
T3 in particular has been (IMO) close to being dangerously over-crowded.
T1 and T3 are both terrible - I'm embarrassed about them as a Mancunian. The only good terminal has been T2 and that's about to change and join the 'terrible club' whilst they demolish and rebuild.
It's T3 that needs to be demolished and re-built.
So the question to those MAN boosters out there is simple 'What plans are in place to alleviate the congestion in both T1 and T3 before next Spring?'
My guess would be 'nothing'......but I hope to be pleasantly surprised.
Outside of artificially reducing the number of flights/passengers what do you propose be done before next summer? The real problem is that the current infrastructure cannot be readily reorganised to improve the situation. This is a result from the decision not to invest during the last downturn. However, this is pretty standard in much of the industry where there isn't either a guaranteed revenue stream or guaranteed debt.
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Flew out of T1 on Sunday afternoon. Queues to the drop off were back almost to the Hilton Roundabout- thankfully our taxi driver had been warned by a colleague and came through the back way and dropped us at the Jet 2 entrance.
Queues inside actually not too bad (15-20 minutes for security) but the main departure lounge was heaving.
Our flight was an hour late departing (all bar one of the EZY flights in the hour before and after ours were delayed) and boarding was chaotic.
Speedy Boarders were given about 10 seconds head start over every one else (no pre boarding announcements, no call for pax with kids or special needs). The rear doors were only opened part way through the boarding process so there was a long slow wait in the rain for the forward steps.
Queues inside actually not too bad (15-20 minutes for security) but the main departure lounge was heaving.
Our flight was an hour late departing (all bar one of the EZY flights in the hour before and after ours were delayed) and boarding was chaotic.
Speedy Boarders were given about 10 seconds head start over every one else (no pre boarding announcements, no call for pax with kids or special needs). The rear doors were only opened part way through the boarding process so there was a long slow wait in the rain for the forward steps.
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Washington Dulles – Edinburgh 23MAY18 – 03OCT18 1 daily 757
UA146 IAD2210 – 1025+1EDI 752 D
UA147 EDI1240 – 1540IAD 752 D
UA146 IAD2210 – 1025+1EDI 752 D
UA147 EDI1240 – 1540IAD 752 D
We once had a IAD service
