Manchester-2
United Airlines is in a difficult place financially. It is reported that they will try to get a $5Bn bond issue away next week. Goldman Sachs is on the case according to Bloomberg. Solvency cannot be taken for granted.
Boeing's CEO was recently rapped for suggesting that he expected one of the major US carriers to fail due to the C-19 crisis. Perhaps the anger directed towards him was more a case of "not in front of the children" rather than his authoritative opinion being wide of the mark in reality.
We'll have to see how things pan out. Feeling within the US is that passengers will drive rather than fly on journeys conducive to that until a vaccination programme has been completed. And stubbornly high C-19 infections in key areas such as Florida and New York could amount to a 'lost summer' for vacation travel. The market outlook for US carriers is tough. Unless they're deemed too big to fail by government.
On the plus-side, fuel prices appear set to remain relatively low in the medium term. That helps.
Boeing's CEO was recently rapped for suggesting that he expected one of the major US carriers to fail due to the C-19 crisis. Perhaps the anger directed towards him was more a case of "not in front of the children" rather than his authoritative opinion being wide of the mark in reality.
We'll have to see how things pan out. Feeling within the US is that passengers will drive rather than fly on journeys conducive to that until a vaccination programme has been completed. And stubbornly high C-19 infections in key areas such as Florida and New York could amount to a 'lost summer' for vacation travel. The market outlook for US carriers is tough. Unless they're deemed too big to fail by government.
On the plus-side, fuel prices appear set to remain relatively low in the medium term. That helps.
According to Simple Flying - Air Transat to resume operations from July 23rd.
Anyone know if the Air Canada merger is a dead duck or not? Don't think Rouge has been doing much flying, if any.
For passengers flying from Montreal where the carrier is based, the available destinations will be; Athens in Greece and the French cities of Bordeaux, Lyon, Nantes, Marseille, Paris, and Toulouse, and a flight to Lisbon. From Toronto, there will be flights to Athens, Glasgow, London, Manchester, Porto, and Rome.
Passengers will also receive a small care kit on board. This will contain disinfectant, gloves, face masks, and hand sanitizer.
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Qatar a/w currently operates daily at lunchtime but increases to x11pw from 02Jul with morning flight added.
Etihad restarts 01Jul with retimed service once per day 1040/1225z B787-10 during July.
Cathay cutback to 01Aug, Singapore to 17Jul, Turkish to 01Jul, Oman to 01Jul, Air Transat 26Jul, Biman 16Jul, Ethiopian 02Jul, Saudia 01Jul.
Hainan adhoc charters 20Jun, 10Jul and 25Jul with A330-300.
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Delta are the only US major who so far have not retired the 757. As such UA and AA will be significantly reducing routes to non hub / primary airports one would imagine. AA are also retiring the 767 and A330. Until both start getting A321XLRs in 2023, things could be tough. UA have pulled EWR-SNN, SFO and EWR to DUB appear to be continuing on the 787, they ran ORD and IAD to DUB on the 757, haven't read what is likely to happen there so far, but their 767s are very premium heavy and are pretty much set up for LHR and other premium hubs, so probably not suitable for the likes of DUB/SNN/MAN/EDI/GLA. With business travel likely in the doldrums for quite a while, who knows whether that fleet will survive.
AA are taking delivery of several 787-8s right now, but I'd be wary of making any assumptions about them, rumours are rife that they'll be into chapter 11 once the CARES act expires on 1st October.
Very tough times ahead. The recession/depression resulting from the virus hasn't really bitten yet because everything is effectively in stasis due lockdowns.
AA are taking delivery of several 787-8s right now, but I'd be wary of making any assumptions about them, rumours are rife that they'll be into chapter 11 once the CARES act expires on 1st October.
Very tough times ahead. The recession/depression resulting from the virus hasn't really bitten yet because everything is effectively in stasis due lockdowns.
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MAG Group - May 2020
Pax
Stansted – 20,607 down 99.2%
Manchester – 18,750 down 99.3%
East Mids – zero
Cargo
East Mids – 30,547 down 0.7%
Stansted – 21,210 up 14.1%
Manchester 1,342 down 85.9%
Traffic figures at all MAG airports were severely impacted by the outbreak of Covid-19 in May, as travel restrictions and a dramatic reduction in demand for flights impacted the Group’s passenger numbers. MAG’s reduction was reflective of world trends, with global travel demand reduced by 97% compared to previous year, according to UK Government data.
All MAG airports saw passenger figures reduce by at least 99.3% year-on-year in May, with MAG’s three airports serving 39,357 passengers between them, compared with 5.7 million last May.
At London Stansted Airport and East Midlands Airports, cargo figures held up well (STN: +14.1%, EMA: -0.7%) as key freight operators used the airports to keep essential goods flowing into the country and providing UK firms with a key route to export.
East Midlands Airport was one of the most resilient European airports by flight numbers in May, as its important role as the UK’s biggest airport for cargo aircraft continued.
Stansted – 20,607 down 99.2%
Manchester – 18,750 down 99.3%
East Mids – zero
Cargo
East Mids – 30,547 down 0.7%
Stansted – 21,210 up 14.1%
Manchester 1,342 down 85.9%
Traffic figures at all MAG airports were severely impacted by the outbreak of Covid-19 in May, as travel restrictions and a dramatic reduction in demand for flights impacted the Group’s passenger numbers. MAG’s reduction was reflective of world trends, with global travel demand reduced by 97% compared to previous year, according to UK Government data.
All MAG airports saw passenger figures reduce by at least 99.3% year-on-year in May, with MAG’s three airports serving 39,357 passengers between them, compared with 5.7 million last May.
At London Stansted Airport and East Midlands Airports, cargo figures held up well (STN: +14.1%, EMA: -0.7%) as key freight operators used the airports to keep essential goods flowing into the country and providing UK firms with a key route to export.
East Midlands Airport was one of the most resilient European airports by flight numbers in May, as its important role as the UK’s biggest airport for cargo aircraft continued.
Freight down 85.9%. Ye Gawds! People have been quarantined in place. Pallets haven't!
What isn't expressly stated is that MAN's cargo figures represent abject disaster. The decade-long policy of switch-selling freight-leads away from MAN is clearly exposed as the shameful failure which some on here have been scolded for calling it out to be. Absence of dedicated freighter services help protect long-haul passenger flights ... yes, that argument went well. Freighters occupy valuable aircraft stands ... yes, that's what aircraft stands are there for. EMA is just down the road ... yes, that road which is recognised as the worst in Europe linking two major conurbations. And MAN has ten newly-constructed stands ready to bring on stream at a time when demand from passenger fleets is in freefall.
Time for a complete change of direction. Time to enthusiastically welcome freighters back to the fold at MAN. Not just by resignedly acceding to inspiring initiative from enterprising growth companies such as THG (who refuse to be switch-sold elsewhere?). But by actively marketing to and incentivising operators whose services will benefit business in the NW region and beyond. MAG is arguably one of the biggest winners from the 'Northern Powerhouse' agenda, but that comes with a moral responsibility to invest in its success too. Maximising freight potential is low-hanging fruit in this respect.
A good start would be to ensure that they guy who answers the phone to Manchester Airport cargo inquiries isn't incentivised to switch-sell the business to EMA or STN. That has to stop. In the difficult economic environment we face now, the onus must fall upon MAN to move away from the frequently encountered: "NO - Now what is the question?" mindset to: "YES WE CAN!!!!!" (Apologies to Bob the Builder and Mr Obama).
No doubt a series of postings will now ensue insisting that MAN is absolutely correct to turn business away. That shows sophisticated group strategic thinking, you see. Well, we're in an economic recession for the ages now. Or is it a DEpression? Time to leave that particular business-school garbage behind till the next economic boom once again allows the luxury of such a damaging policy. Get out and compete for business again. Make sure that MAN offers robust capability to support the needs of northern business across the spectrum of aviation services ... including cargo. HMG wants to 'level up' the North. Come on MAN ... get on the case and help to make it happen!
What isn't expressly stated is that MAN's cargo figures represent abject disaster. The decade-long policy of switch-selling freight-leads away from MAN is clearly exposed as the shameful failure which some on here have been scolded for calling it out to be. Absence of dedicated freighter services help protect long-haul passenger flights ... yes, that argument went well. Freighters occupy valuable aircraft stands ... yes, that's what aircraft stands are there for. EMA is just down the road ... yes, that road which is recognised as the worst in Europe linking two major conurbations. And MAN has ten newly-constructed stands ready to bring on stream at a time when demand from passenger fleets is in freefall.
Time for a complete change of direction. Time to enthusiastically welcome freighters back to the fold at MAN. Not just by resignedly acceding to inspiring initiative from enterprising growth companies such as THG (who refuse to be switch-sold elsewhere?). But by actively marketing to and incentivising operators whose services will benefit business in the NW region and beyond. MAG is arguably one of the biggest winners from the 'Northern Powerhouse' agenda, but that comes with a moral responsibility to invest in its success too. Maximising freight potential is low-hanging fruit in this respect.
A good start would be to ensure that they guy who answers the phone to Manchester Airport cargo inquiries isn't incentivised to switch-sell the business to EMA or STN. That has to stop. In the difficult economic environment we face now, the onus must fall upon MAN to move away from the frequently encountered: "NO - Now what is the question?" mindset to: "YES WE CAN!!!!!" (Apologies to Bob the Builder and Mr Obama).
No doubt a series of postings will now ensue insisting that MAN is absolutely correct to turn business away. That shows sophisticated group strategic thinking, you see. Well, we're in an economic recession for the ages now. Or is it a DEpression? Time to leave that particular business-school garbage behind till the next economic boom once again allows the luxury of such a damaging policy. Get out and compete for business again. Make sure that MAN offers robust capability to support the needs of northern business across the spectrum of aviation services ... including cargo. HMG wants to 'level up' the North. Come on MAN ... get on the case and help to make it happen!
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Clearly the majority of MAN's cargo business in below the feet of passengers.
It is that combination of passenger and cargo demand that makes the flights viable.
It is a myth that all-cargo services and long-haul passenger services cannot successfully co-exist. See Milano Malpensa. And they have a big cargo specialist airport 76km away at Bergamo too. I deliberately chose a broadly comparable airport vis-a-vis MAN rather than the likes of AMS which is huge in all-cargo and scheduled passenger services alike. Only Manchester seems to preach the myth that the two must be segregated at all costs. Everyone else is getting it wrong. And the results prove it. Oh ... hang on a sec ...
they have already made significant investments in dedicated freighter facilities elsewhere in the group, why change course now?
Why would someone open a new facility when they have a perfectly functional one 60 miles away they could use more intensively?
You say you are in Cork / Leeds. How often do you drive an artic over the Snake Pass? There is sixty miles. And there is sixty miles. EMA is a very challenging 60 miles for a heavily-laden HGV. That Pennine road tunnel towards Sheffield can't come soon enough - but that's another discussion.
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EMA isn't just the cargo airport for the East Midlands. It's the airport for the major logistic bases which serve the whole of the UK. From these sites an LGV can reach more of England in an out and back shift than anywhere like Manchester. The specialist freight airlines use EMA because they want to.
You say you are in Cork / Leeds. How often do you drive an artic over the Snake Pass? There is sixty miles. And there is sixty miles. EMA is a very challenging 60 miles for a heavily-laden HGV. That Pennine road tunnel towards Sheffield can't come soon enough - but that's another discussion.
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EMA is a very challenging 60 miles for a heavily-laden HGV
If any HGV driver struggles with that they'd best find another career
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