Manchester-2
Join Date: Aug 2007
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“SPD_travels
Was told this morning that Ryanair and easyjet have been offered exclusive use if T1 at manchester with no landing fees for 4 years, plus Easyjet seriously considering exiting there liverpool base. T1 will become solely a low frills terminal and T2 will become home to the rest”
It’s not often that commercial terms being offered are leaked into public domain, as in the tweet above.
not being from the aviation industry, my questions arising would be:
- is this a potential distortion of the market by virtue of scale?
- is it in the long term public interest?
- do such changes fall to the CAA to rule on?
Does this point to a consolidation in the industry, with a smaller number of large airports surviving post Covid?
Was told this morning that Ryanair and easyjet have been offered exclusive use if T1 at manchester with no landing fees for 4 years, plus Easyjet seriously considering exiting there liverpool base. T1 will become solely a low frills terminal and T2 will become home to the rest”
It’s not often that commercial terms being offered are leaked into public domain, as in the tweet above.
not being from the aviation industry, my questions arising would be:
- is this a potential distortion of the market by virtue of scale?
- is it in the long term public interest?
- do such changes fall to the CAA to rule on?
Does this point to a consolidation in the industry, with a smaller number of large airports surviving post Covid?
Join Date: Jul 2007
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“SPD_travels
Was told this morning that Ryanair and easyjet have been offered exclusive use if T1 at manchester with no landing fees for 4 years, plus Easyjet seriously considering exiting there liverpool base. T1 will become solely a low frills terminal and T2 will become home to the rest”
It’s not often that commercial terms being offered are leaked into public domain, as in the tweet above.
not being from the aviation industry, my questions arising would be:
- is this a potential distortion of the market by virtue of scale?
- is it in the long term public interest?
- do such changes fall to the CAA to rule on?
Does this point to a consolidation in the industry, with a smaller number of large airports surviving post Covid?
Was told this morning that Ryanair and easyjet have been offered exclusive use if T1 at manchester with no landing fees for 4 years, plus Easyjet seriously considering exiting there liverpool base. T1 will become solely a low frills terminal and T2 will become home to the rest”
It’s not often that commercial terms being offered are leaked into public domain, as in the tweet above.
not being from the aviation industry, my questions arising would be:
- is this a potential distortion of the market by virtue of scale?
- is it in the long term public interest?
- do such changes fall to the CAA to rule on?
Does this point to a consolidation in the industry, with a smaller number of large airports surviving post Covid?
Join Date: Mar 2009
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Well done Liverpool who grasped the opportunity readily and by all accounts provided excellent customer service.
We should not forget that they will have put themselves in prime position to handle more of these flights moving forward.
But an approach was made to Manchester who seemingly made no attempt to look at what might be done to handle this flight.
So in effect are we are saying Manchester has scant regard for its employees or taxpayers who provided a substantial bail out a few months ago, and is now incapable of handling a pure freight flight ever again. Its preposterous for an airport of this size centred in the heart of the industrial North.
Is Manchester the only airport in the UK with a no freight notam ?
Even accepting that the main freight hub is EMA this seems farcical.
Ps Merry Christmas skipness one Foxtrot or is that S1E
Last edited by Navpi; 18th Nov 2020 at 10:42.
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They do but it's pretty meagre for an airport supposedly pushing the Northern gateway mantra.
"20m customers within 2 hours is a pr puff piece that Manchester continually push"
Not apparently if its important cargo however!
"20m customers within 2 hours is a pr puff piece that Manchester continually push"
Not apparently if its important cargo however!
Last edited by Navpi; 18th Nov 2020 at 11:18.
Right, so it's alright for Liverpool's important cargo to go to Manchester, but not for Manchester's important cargo to go to the Midlands?
As has been pointed out previously, cargo isn't that bothered...
Which NOTAM is this? The only current NOTAM I can find which mentions cargo a/c is A3792 on aerodrome hours which states that the terminal restrictions don't impact cargo flts
As has been pointed out previously, cargo isn't that bothered...
Is Manchester the only airport in the UK with a no freight notam ?
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Acceptance of the AN124 was to be greatly applauded, this was an operational diversion however, no freight was off loaded, it is therefore superfluous to this argument.
ATC, ops, fire did however came together in a brilliant "can do" attitude that was so prevalent in the 80s and 90s.
ATC, ops, fire did however came together in a brilliant "can do" attitude that was so prevalent in the 80s and 90s.
Last edited by Navpi; 18th Nov 2020 at 12:09.
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I have worked in the logistics sector for many years and in particular airfreight at Manchester, Leeds/Bradford and Heathrow. I echo the previous comments that freight doesn't care where it lands. In my younger days at Manchester in the mid 70's onwards we had freigters every night to Dublin, Amsterdam, Frankfurt, Zurich etc, all now gone replaced by trailers to said airports.
The vast majority of cargo arriving/leaving by air at Manchester is carried in the belly of cargo aircraft, so it could well be argued (current situation permitted) that increasing passenger flights is the driving growth for cargo at Manchester not the occasional ad-hoc charter. For scheduled freigters, there are other airports best suited to handle them in the group and that makes economic sense for MAG.
The vast majority of cargo arriving/leaving by air at Manchester is carried in the belly of cargo aircraft, so it could well be argued (current situation permitted) that increasing passenger flights is the driving growth for cargo at Manchester not the occasional ad-hoc charter. For scheduled freigters, there are other airports best suited to handle them in the group and that makes economic sense for MAG.
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Car industry freight generally does care where it lands. To go the expense of bypassing their normal supply chain routes generally means that the parts or materials in question are urgently required. There is no point flying them somewhere they can’t be offloaded and on their way to the factory quickly.
I echo the previous comments that freight doesn't care where it lands.
The vast majority of cargo arriving/leaving by air at Manchester is carried in the belly of cargo aircraft, so it could well be argued (current situation permitted) that increasing passenger flights is the driving growth for cargo at Manchester not the occasional ad-hoc charter. For scheduled freigters, there are other airports best suited to handle them in the group and that makes economic sense for MAG.
It is very encouraging that the new management team at MAN appears to be making real constructive efforts to attract back air passenger business ("progressive" initiatives put forward by MAN, according to a recent quote attributed to Michael O' Leary). There are early signs that lamentable past instances of the airport turning away requests for additional based units by carriers such as Ryanair and EasyJet are being replaced by initiatives to accommodate all such capacity as based carriers can be incentivised to commit. Rumours of approaching Wizz for a base too. All good progress, to be applauded if confirmed. Kudos for this.
But if MAN is to finally leave behind its industry tag as "the airport which likes to say NO!!!" once and for all, then there is much more work to be done. Cargo leads - YES! Aircraft parking (when this can be accommodated) - YES! Prospective new hangar tenants offering high quality employment to the region - YES! Training approaches at quiet times - YES! Diversions - YES! Executive traffic - YES! Unfortunately, the default answer at MAN is far too often NO! Sometimes the answer genuinely does have to be 'No', but at MAN it can often appear to be a case of a default 'NO!' before the underlying question is even considered.
Many Manchester veterans reflect with fondness upon the management team around in the Gil Thompson era when the airport was the 'CAN DO' poster-child of aviation in the UK. How acutely those positive attitudes are needed now. But the (alleged) recent default 'NO!' response to the RAM B767F inquiry - allegedly before handling agents were even approached - suggests that MAN's complacent ultra-negativity towards certain "too difficult for us" market sectors is alive and well. For this culture to change, perhaps some old fossils need to be booted right out of their comfort zone of complacent idleness.
I suggest that in the current challenging market environment, any MAG executive who is still issuing default 'NO!' answers to all new business leads should be summoned for a chat with Ms Smart to explain why they shouldn't be part of the next headcount cull.
Time to see a return to the sorely-missed culture of 'CAN DO' at MAN.
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Even the dodgiest of scrappers would have had that section supported rather than just letting it go.
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That's how nearly every scrapyard does it. If anything that was quite a neat chop. As mentioned above, YouTube is filled with video's of the exact same thing happening.