Norwegian-2
Aircraft without it are not allowed between FL350 and FL390 on the North Atlantic due separation requirements. Until this month it was only a requirement on the NAT tracks during their published operating times, now it’s a requirement 24/7, 365 for the entire North Atlantic, so unless flights can climb to FL400 before oceanic entry (assuming FL400 is available) then they’re stuck at FL340 or below for the entire oceanic crossing.
In a couple of years, all RVSM airspace (ie FL290-FL410) will require CPDLC.
In a couple of years, all RVSM airspace (ie FL290-FL410) will require CPDLC.
OK thanks, we have it. But given the disjointed nature of the coverage on a lot of our routes, the benefits have so far been less than obvious at times. Making it mandatory is the way to go, including all atc. providers. Then it will be a real step forward.
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Skippness
The WiFi & sat comm hump is fitted at Boeing, I did read about a new WiFi contract that will significantly increase band with.
All Norwegian aircraft have CPDLC but require VHF contact for it to work, sat comm will be installed shortly, the big benefit will come East bound when due to average TWC the fuel required and thus the aircraft mass is much less making a higher cruise level possible further reducing fuel required.
West bound head winds means that in most cases it’s not possible to get above 340 even if we could prior to NAT entry, as soon as we leave NAT off the coast of Canada we climb up to 380 this saves around 2% on the remaining couple or so hours.
The WiFi & sat comm hump is fitted at Boeing, I did read about a new WiFi contract that will significantly increase band with.
All Norwegian aircraft have CPDLC but require VHF contact for it to work, sat comm will be installed shortly, the big benefit will come East bound when due to average TWC the fuel required and thus the aircraft mass is much less making a higher cruise level possible further reducing fuel required.
West bound head winds means that in most cases it’s not possible to get above 340 even if we could prior to NAT entry, as soon as we leave NAT off the coast of Canada we climb up to 380 this saves around 2% on the remaining couple or so hours.
Norwegian closes BHX
New blow for Birmingham as Norwegian scraps all flights from the city to Spain
I have never seen this kind of thing, closing routes 4 days before departure alluding to poor performance ???
New blow for Birmingham as Norwegian scraps all flights from the city to Spain
I have never seen this kind of thing, closing routes 4 days before departure alluding to poor performance ???
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The major problem with the Telegraph headline is the negativity re Birmingham. A number of MPs have inexplicably linked UK aviation capacity to Heathrow but put forward Birmingham as a "possible' answerwith the advent of HS2.
This is of course laughable but any bad publicity (as above) could be misconstrued in some quarters as a reflection on expansion of STN or indeed MAN which continue to go from strength to strength.
Anything outside the M25 is described as regional so if one fails the media will suggest others will to.
This is of course laughable but any bad publicity (as above) could be misconstrued in some quarters as a reflection on expansion of STN or indeed MAN which continue to go from strength to strength.
Anything outside the M25 is described as regional so if one fails the media will suggest others will to.
Last edited by Navpi; 29th Dec 2017 at 12:22.
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@LAX_LHR
It does seem strange. Normally the mix of RYR/EZY (and EXS to a degree) goes down well. Maybe they see it more as a business airport, BHX being the 2nd UK city? Leaving others to scoop up the 'riffraff'
It does seem strange. Normally the mix of RYR/EZY (and EXS to a degree) goes down well. Maybe they see it more as a business airport, BHX being the 2nd UK city? Leaving others to scoop up the 'riffraff'
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But Easyjet do serve ‘business’ routes and see a good proportion of ‘suits’ as well as buckets and spades, so the business Airport case doesn’t stack up.
BHX has suffered with yield in the past, and Easyjet have good as said this is an issue in the Midlands too.
BHX has suffered with yield in the past, and Easyjet have good as said this is an issue in the Midlands too.
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So back to the original point. If EZY don't serve BHX-Spain then Norwegian (remember this is their thread) then they might be seeing RYR/EXS as a major threat to them. RYR is obviously a challenge for its lower fares, but i would have thought they could compete with EXS's fare level at least.
And for the catchment size, i would have thought the market could afford 3 main players (at least until MON went under)
And for the catchment size, i would have thought the market could afford 3 main players (at least until MON went under)
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Manchester a business airport, you're having a laugh. Went through there in October for the first time in many years - not impressed. The only UK airport I would suggest is a 'business' airport would be London City. As for Norwegian I think they are finding it rather tough in the UK short haul market and have decided rightly or wrongly to concentrate on long haul. Time will tell but I have serious doubts.
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Could it also be that with Primera arriving at BHX then Norwegian saw no point in either short haul or long haul prospects at BHX, so have exited completely as they can make a better return by building something strategic with that aircraft capacity elsewhere?
MAN is a big bucket and spade airport. Let’s not get ahead of ourselves. MAN does have a lot of business travellers and a previously under estimated demand for J and even F class travel. But to call it a business airport is a misrepresentation IMO. Leisure, in whatever form that takes these days, is the bread that very much goes with the ‘business’ butter. If you were to take that away tomorrow, MAN would be a shadow of what it is today.
BHX will always struggle being sandwiched between the LON airports and MAN. Historically, in charter days, MAN and LGW were always favoured over BHX. The second city argument will continue to rumble on and be a bone of contention but if it was to be argued purely on airports, there really is no contest.
BHX will always struggle being sandwiched between the LON airports and MAN. Historically, in charter days, MAN and LGW were always favoured over BHX. The second city argument will continue to rumble on and be a bone of contention but if it was to be argued purely on airports, there really is no contest.
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Norwegian @ BHX
Looking back at the CAA stats Norwegian started BHX in March 2015 operating Madrid as the sole operator only for every man and his dog to pile on the route, Barcelona was alongside Ryanair and Monarch (seasonal at the time) and then joined by Vueling with Malaga having Ryanair, Monarch and Thomson all year round and then joined by Vueling and finally BACF.
Fares outside of the school holidays were light to say the least and thus the claim of poor yields seems reasonable.
Loads I would say that in general they fared better than Vueling (especially in winter) but the brand recognition (only a personal opinion) never really got established at BHX although those who tried them heaped praise on their product in general.
It was noticeable that it was before Monarch went under and Primera announced their impending flights that they hadn't any winter flights on sale and I assume neither had any bearing on their decision and it appears they were going come what may.
Did they make bad choices in respect of the routes they chose? This is a difficult question but with Madrid and Malaga and later Tenerife I would say no, as at the time there was enough spare capacity at BHX, although I would not say the same of Las Palmas which was short-lived and Barcelona they must have known that they were entering into a battle.
With Madrid they were just unlucky as who would have thought after years without a service, that IBS, FR and ZB would take it on in quick succession.
I think in the end it was over-capacity and even the Monarch loss could not persuade them to change their mind and obviously Vueling have come to the same decision as well (minus Barcelona which remains).
It seems it was just a case they came, tried hard, gave the routes time and circumstances changed to make continued operations impossible and they have moved on.
Maybe some lessons to be learned by BHX in respect of multiple operators on a single route but at the end of the day if an airline wants to operate and pay the fees it is unlikely that they will be turned away.
Fares outside of the school holidays were light to say the least and thus the claim of poor yields seems reasonable.
Loads I would say that in general they fared better than Vueling (especially in winter) but the brand recognition (only a personal opinion) never really got established at BHX although those who tried them heaped praise on their product in general.
It was noticeable that it was before Monarch went under and Primera announced their impending flights that they hadn't any winter flights on sale and I assume neither had any bearing on their decision and it appears they were going come what may.
Did they make bad choices in respect of the routes they chose? This is a difficult question but with Madrid and Malaga and later Tenerife I would say no, as at the time there was enough spare capacity at BHX, although I would not say the same of Las Palmas which was short-lived and Barcelona they must have known that they were entering into a battle.
With Madrid they were just unlucky as who would have thought after years without a service, that IBS, FR and ZB would take it on in quick succession.
I think in the end it was over-capacity and even the Monarch loss could not persuade them to change their mind and obviously Vueling have come to the same decision as well (minus Barcelona which remains).
It seems it was just a case they came, tried hard, gave the routes time and circumstances changed to make continued operations impossible and they have moved on.
Maybe some lessons to be learned by BHX in respect of multiple operators on a single route but at the end of the day if an airline wants to operate and pay the fees it is unlikely that they will be turned away.
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easyflyer83
I also don't want to start the MAN V BHX / 2nd debate but agree MAN has a better airport and football teams but Birmingham is still the UK's 2nd City in terms of population etc.
I also don't want to start the MAN V BHX / 2nd debate but agree MAN has a better airport and football teams but Birmingham is still the UK's 2nd City in terms of population etc.
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Having flown through both a few times this year, I would say it is a question between BHX and MAN as to which airport is least bad, not best. Security at both leaves an incredible amount to be desired.
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2017
Passengers: 33,149,555 +13%
Load factor: 87.5% -0.2p.p.
https://www.norwegian.com/globalasse...ember-2017.pdf
http://media.norwegian.com/uk/#/pres...n-2017-2358859
Outlook for 2018
Newsdesk - Norwegian
Passengers: 33,149,555 +13%
Load factor: 87.5% -0.2p.p.
https://www.norwegian.com/globalasse...ember-2017.pdf
The company took delivery of 32 brand new aircraft and launched 54 new routes, mainly between Europe and the U.S.
Outlook for 2018
Newsdesk - Norwegian