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Isle of Man-2

Old 26th Oct 2019, 23:39
  #161 (permalink)  
 
Join Date: Oct 2019
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The last Flybe IOM-LHR was yesterday, I always heard that it was popular so hopefully someone will bring it back on the departure screens soon!
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Old 27th Oct 2019, 08:38
  #162 (permalink)  
 
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Originally Posted by 116d View Post
I wouldn't have thought there's much in it economics-wise between Q400's and ATR 72's, though from a passenger perspective having been on both I prefer the ATR 72's and if it's -600's the bigger overhead luggage bins will be an improvement over the -212A/500's from EI-REL/M's time based at IOM. One negative of having aircraft based at IOM from the last time is if one of them goes tech or if there are delays it impacts the rest of the day's programme, whereas at the moment they can swap aircraft at BHX or MAN.

I do wonder whether this is one area where the new regime are flexing their muscles on the business and who's driving the change?
I was in the pub the other night and there were a few Western Atlantic engineers there. It seems another matter to consider is that they are able to (and do) carry out line maintenance on the ATRs but not the Dash.

To be fair to Stobart, I've been on the receiving end of needing to wait for a replacement aircraft getting off the IOM and it led to a <2hr delay. Nothing too drastic in my view.
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Old 27th Oct 2019, 09:02
  #163 (permalink)  
 
Join Date: Aug 2014
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Originally Posted by flyerguy View Post
The last Flybe IOM-LHR was yesterday, I always heard that it was popular so hopefully someone will bring it back on the departure screens soon!
Latest stats show 64.5 per flight which isnít too bad considering it wasnít really peak business timings. Sadly this was always likely to be temporary until such time as the slot was needed for something more lucrative
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Old 27th Oct 2019, 09:59
  #164 (permalink)  
 
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Originally Posted by AirportPlanner1 View Post


Latest stats show 64.5 per flight which isnít too bad considering it wasnít really peak business timings. Sadly this was always likely to be temporary until such time as the slot was needed for something more lucrative
IMO 64% is not actually that great for a main hub route to LHR
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Old 27th Oct 2019, 10:41
  #165 (permalink)  
 
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Looks like Guernsey has escaped that fate - for the moment.
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Old 27th Oct 2019, 11:21
  #166 (permalink)  
 
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Originally Posted by VickersVicount View Post

IMO 64% is not actually that great for a main hub route to LHR
No thatís 64.5 people, 83%.
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Old 28th Oct 2019, 09:07
  #167 (permalink)  
 
Join Date: Sep 2012
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Originally Posted by AirportPlanner1 View Post
No thatís 64.5 people, 83%.
Considering the short notice of the flight and the timings, average 83% LF on a Dash 8 is reasonable. If anything, it's proven there is a market that could be tapped into if slots become available again and timings are more favourable for business trips and connecting on/off flights out of LHR, though at the same time IOM is also a prime candidate for feeding MAN once VS/Virgin Connect advance their hub plans there (though I accept you can't fly to as many destinations directly from MAN compared to LHR).
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Old 28th Oct 2019, 11:12
  #168 (permalink)  
 
Join Date: Mar 2003
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But - operated as a slot warner - has it actually made money ?That is the big question. The art is not filling a plane, but earning money by doing so.
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Old 28th Oct 2019, 11:30
  #169 (permalink)  
 
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I think there has to be a fairly high level of risk that if IOM/LHR were ever to become a permanent fixture, it would spell the end of at least one other existing IOM/LON service. LGW was down 1,000 pax in July, LCY was down 1,000 pax in August versus last year. The market has grown slightly, but not by the same proportion as the capacity injected. Before there is any excitement about the ongoing viability of IOM/LHR, it merits some consideration of whether it would be a sustainable addition to the IOM network or whether it would displace one of the other links - LCY likely being the one most at risk.
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Old 28th Oct 2019, 14:33
  #170 (permalink)  
 
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Trying to think what we had when I was at BMA LHR when we started the IOM with 2 x 73 seat Viscount flights a day
IOM 0730/0830 LHR 0900/1000 IOM BD301/302
plus the evening peak time flight in and out of LHR around 1830 or 1900 iirc
We took the slots from BA

Also we had 3 or 4 Viscount flights a day LPL-IOM (that also connected nicely with the 4 or 5 daily LHR-LPL services usually)
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Old 28th Oct 2019, 18:40
  #171 (permalink)  
 
Join Date: Feb 2019
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Originally Posted by rog747 View Post
Trying to think what we had when I was at BMA LHR when we started the IOM with 2 x 73 seat Viscount flights a day
IOM 0730/0830 LHR 0900/1000 IOM BD301/302
plus the evening peak time flight in and out of LHR around 1830 or 1900 iirc
We took the slots from BA

Also we had 3 or 4 Viscount flights a day LPL-IOM (that also connected nicely with the 4 or 5 daily LHR-LPL services usually)
i went on a Viscount a couple of times, enjoyable flights.
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Old 28th Oct 2019, 18:49
  #172 (permalink)  
 
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Originally Posted by BACsuperVC10 View Post
i went on a Viscount a couple of times, enjoyable flights.
With a full oven galley I think?
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Old 28th Oct 2019, 21:07
  #173 (permalink)  
 
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I can't believe IOM LHR has bit the dust. I ssumed any connectivity to LHR was a licence to print money ?
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Old 29th Oct 2019, 03:51
  #174 (permalink)  
 
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Originally Posted by VickersVicount View Post

With a full oven galley I think?
Oh yes - nice hot breakfast on the way down to LHR but only coffee and biscuits on the way back
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Old 29th Oct 2019, 11:31
  #175 (permalink)  
 
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Originally Posted by Navpi View Post
I can't believe IOM LHR has bit the dust. I ssumed any connectivity to LHR was a licence to print money ?
A single daily flight does not guarantee great connectivity. It will be mainly on high frequency routes to the continent (most of which are served via LCY as well). For longhaul or low-frequency short-haul, a daily feeder flight is not exactly useful.

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Old 29th Oct 2019, 12:16
  #176 (permalink)  
 
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Originally Posted by virginblue View Post
A single daily flight does not guarantee great connectivity. It will be mainly on high frequency routes to the continent (most of which are served via LCY as well). For longhaul or low-frequency short-haul, a daily feeder flight is not exactly useful.
That's why BMA (then Manx was formed a bit later on ) had the early morning and the evening flights into and out of LHR from around 1979 - plus connex via LPL too
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Old 29th Oct 2019, 21:05
  #177 (permalink)  
Paxing All Over The World
 
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Manx used to have x3 rotations a day into LHR, also LTN. I used both extensively, LHR from 1980 and LTN from as soon as they started (2000 I think) and then had to use LGW (I live in Hertfordshire) and was glad when my mother returned to the mainland.
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Old 29th Oct 2019, 21:54
  #178 (permalink)  
 
Join Date: Sep 2007
Location: Isle of Man
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Originally Posted by Navpi View Post
I can't believe IOM LHR has bit the dust. I ssumed any connectivity to LHR was a licence to print money ?
Have you actually read the numerous previous posts on this topic, and understood that, this was only ever a fixed term 'slot-sitting' exercise, being operated to protect a slot pair for Virgin/Delta.
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Old 30th Oct 2019, 04:29
  #179 (permalink)  
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It's almost like we need a third runway at LHR to enable connecting traffic ...
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Old 10th Nov 2019, 09:21
  #180 (permalink)  
 
Join Date: Feb 2007
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BACF LCY frequency increase?

BACF have been allocated additional slots at LCY to increase frequency to IOM for the S20 schedule from 18 to 23 x weekly, according to page 7 of ACLís LCY S20 Initial Coordination report.

https://www.acl-uk.org/wp-content/up...ion-report.pdf

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