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Teesside International Airport-1

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Teesside International Airport-1

Old 20th Aug 2019, 08:00
  #61 (permalink)  
 
Join Date: Jul 2003
Location: Teesside, UK
Age: 29
Posts: 969
Originally Posted by tigertanaka View Post
Yes, my calculations were on 180 seats - brain fade today.

The Embraer change in late October 2017 put a lot of extra capacity on the AMS route. A Fokker 70 had 70 seats but there was a "middle seat vacant" policy which meant that KLM would normally only sell around 64 seats (this varied but 3 rows of business would be typical). An E175 has 88 seats which means over 25% more capacity than before.

To put recent traffic into context, June 2019 (E175) was 34% up on June 2017 (F70). Also 10,988 pax in June (and assuming 3 daily weekday, 2 daily weekends) is an average of 69 pax per flight so we are a bit away from getting a 4th daily flight or a move up to an E190..
Fokker 70s were 80 seats weren't they?
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Old 28th Aug 2019, 08:05
  #62 (permalink)  
 
Join Date: Mar 2013
Location: UK
Posts: 195
July CAA stats:

Terminal passengers: 12,922 - up 11% v prior year
  • Aberdeen: 1,511 - down 17%
  • Amsterdam: 9,431 - up 4%
  • Jersey: 599 - up 1%
  • Burgas: 1,274 (new)
Amsterdam shows year-on-year growth for the 22nd month in succession, although passenger numbers were down on recent months due to KLM's annual service reduction during July & August. Aberdeen is again still well down although I am not sure how the movements compare versus last year. Jersey up slightly (and 75 pax per flight is a 96% load). Burgas still looks to be doing well - 1,274 passengers over 4 weekends means a 86% load per flight (assuming 180 seats on an A320).

Rolling 12 month passengers: 144,264 - highest since 2013.
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Old 28th Aug 2019, 13:58
  #63 (permalink)  
 
Join Date: Jun 2010
Location: Newcastle
Posts: 679
Good stats there. Jersey and Burgas show that if flights are provided to places that people want to go to, people will use them! I still reckon that the east end of Darlington alone could easily fill a weekly 737 to Alicante, but we'll see what happens over the next year or so.
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Old 2nd Sep 2019, 14:44
  #64 (permalink)  
 
Join Date: Jul 2011
Location: England, UK
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www.teessideinternational.com
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Old 2nd Sep 2019, 18:32
  #65 (permalink)  
 
Join Date: Aug 2007
Location: 4DME
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The old website is still live and its advertising superbreaks.
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Old 2nd Sep 2019, 20:25
  #66 (permalink)  
 
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Originally Posted by N707ZS View Post
The old website is still live and its advertising superbreaks.
Yes, pretty poor they havenít redirected the old URL to the new site.
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Old 3rd Sep 2019, 22:37
  #67 (permalink)  
 
Join Date: Dec 2003
Location: Darlington
Posts: 162
MME-ABZ

Hope I am wrong, but I would expect to see a reduction in the passenger numbers to Aberdeen after the introduction of the Loganair flights from Newcastle. Some fares from Newcastle, especially on Flybe/Eastern are down to £65, while they are still charging £243 one way from Teesside.
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Old 4th Sep 2019, 08:32
  #68 (permalink)  
 
Join Date: Aug 2006
Location: Middlesbrough U.K.
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" are still charging £243 one way from Teesside. "
Sounds like a good way to go out of businees. Compete or go under, unless you can offer something better than the opposition.
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Old 5th Sep 2019, 09:02
  #69 (permalink)  
 
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How much is the Eastern Newcastle to Aberdeen in comparison.
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Old 5th Sep 2019, 13:59
  #70 (permalink)  
 
Join Date: Mar 2016
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Originally Posted by N707ZS View Post
How much is the Eastern Newcastle to Aberdeen in comparison.
I checked last night and it was around the £66 mark, one-way. But Iím pretty sure Eastern have lowered their fares to compete with the £67 Loganair fare.
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Old 5th Sep 2019, 14:51
  #71 (permalink)  
 
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Those two faced jocks at Loganair are launching two new routes from up the road
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Old 10th Sep 2019, 05:47
  #72 (permalink)  
 
Join Date: Oct 2009
Location: Teesside
Posts: 192
No-one to start engines?


https://www.gazettelive.co.uk/news/t...rport-16889394

never heard of a diversion because no-one was available to start an engine....
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Old 10th Sep 2019, 08:24
  #73 (permalink)  
 
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Doesn't make any sense? Clearly there's more to it and the press have jumped on what they've seen to be a juicy story
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Old 10th Sep 2019, 08:52
  #74 (permalink)  
 
Join Date: Oct 2009
Location: Teesside
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Yes, I suspect there was a technical issue with the aircraft and they didnít have the equipment or qualified personnel to deal with it at MME. In which case, sounds like a non-story...

The headline reads like it was a routine task and MME were short staffed...
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Old 10th Sep 2019, 09:05
  #75 (permalink)  
 
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Would not the APU on the KLM E190 start the engines on the ground?
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Old 10th Sep 2019, 10:30
  #76 (permalink)  
 
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For the flight in question, I believe the fire service were activated, which wouldn't have happened if the decision to divert was made over the north sea
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Old 10th Sep 2019, 10:46
  #77 (permalink)  
 
Join Date: Mar 2016
Location: UK
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It could have been something as simple as the KLM plane in question having no serviceable APU, and MMEís Air Starter Unit (ASU) being inoperative.

Must have been a slow news day.
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Old 10th Sep 2019, 11:02
  #78 (permalink)  
 
Join Date: May 2002
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Originally Posted by P330 View Post

https://www.gazettelive.co.uk/news/t...rport-16889394

never heard of a diversion because no-one was available to start an engine....
Gas turbine engines are usually started by a high pressure air powered starter motor. The air source may be internal (APU), external (Air Start Unit, e.g. Palouste), cross bleed air from another engine that has already been started by other means or older “exotic “ systems such as Avpin, cartridge or internal air bottles - Lightning, Canberra, Mk2 V Bombers.

What most methods have in common is a system for removing the air supply and disengaging the starter motor when the engine has reached self-sustaining speed. To achieve this an electrical solenoid will shut the start valve when this occurs. Should this solenoid fail it is possible to operate the start valve manually with an appropriate tool; box spanner on an extension bar. To carry out this procedure an engineer plugged in to external intercom is positioned by the engine to be started. At the point in the checklist when Start is selected the engineer is instructed to open the start valve and when the start is complete he closes the valve, secures the access panel and all proceeds as normal.

Clearly this his procedure requires that the ground personnel are qualified and trained which means having an engineer qualified on type. No suitably qualified engineer available then no capability to start the engines. I am not saying that this was the case here, but it seems highly likely as dispatching with an unserviceable air start valve is not unusual.

YS
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Old 10th Sep 2019, 17:21
  #79 (permalink)  
 
Join Date: Aug 2006
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I wonder what the total diversion cost. Several thousand pounds I'd suspect including hire of several coaches a) to bring the landed pax at N'cle to Teessider and b) to take pax from Teesside to Ncle. Wasn't there a spare, certified, engineer, in Ncle who could have jumped in his car and been at the airport in less than 50 minutes? A saving of a massive amount of money and the service which the pax had paid good money for. Who does the final cost that day fall on? Teesside Airport of KLM?
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Old 10th Sep 2019, 19:31
  #80 (permalink)  
 
Join Date: Apr 2003
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KLM's responsibility, surely?
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