Manchester-3
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Not sure who handles Iberia these days, but this is a bit of an epic fail. No checked bags loaded on flight MAN-MAD
Flight was Sunday & Iberia say no worries, bags will come on Wednesday.
If you were connecting via MAD I'd be pretty miffed, especially when often checked bags cost more than a passenger seat these days.
https://simpleflying.com/iberia-leav...box=1663251268
Flight was Sunday & Iberia say no worries, bags will come on Wednesday.
If you were connecting via MAD I'd be pretty miffed, especially when often checked bags cost more than a passenger seat these days.
https://simpleflying.com/iberia-leav...box=1663251268
The quoted press statement says Menzies are the handler as per Partner BA
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https://www.manchestereveningnews.co...lower-25031696
It's all kicking off in the suburbs. 😁
It's all kicking off in the suburbs. 😁
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Given it’s an Iberiaexpress flight and the current scheduled has an arrival in Madrid at 2am I am not sure what use it provides as a feeder to mainline at the moment . It immediately also be goes down to 2 weekly for the winter
The quoted press statement says Menzies are the handler as per Partner BA
The quoted press statement says Menzies are the handler as per Partner BA
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Agreed on the utterly futile use as a feeder it’s hopeless 😩
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The airport timetable is showing ITA (Alitalia) operating Linate 2x daily from the start of the winter schedule. Does anyone know if this has been announced/is still planned as I would like to make use of it. Thanks in advance!
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The preliminary ACL report (issued in June 2022) for W22 shows:
Operator Category Description
ITA Airways NEW New twice per day LIN (Milan) with A320, 0850/0940z and 1820/1910z, Terminal 1 allocated.
This is obviously subject to change/confirmation, but it does tally with your information.
Operator Category Description
ITA Airways NEW New twice per day LIN (Milan) with A320, 0850/0940z and 1820/1910z, Terminal 1 allocated.
This is obviously subject to change/confirmation, but it does tally with your information.
Join Date: Nov 2009
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With the sad demise of Doncaster now confirmed, would any members like to withdraw their extremely long essays about MAG being incompetent for not chasing the low income cargo traffic booming at Doncaster? It was pointed out numerous times that this traffic was most likely breaking even at best, but a couple of wide body movements a week were enough for some contributors to wade in with paragraph upon paragraph of utter drivel praising the managerial excellence of Doncaster and to contrast this to the bland “run it down” mentality of their MAG counterparts. It’s easy to criticise hypothetical situations which some wallow in, but here we have some absolute concrete evidence of the outcomes of real world decisions taken by MAG not to chase cargo at MAN, and the fantasy armchair CEOs on here pontificating wildly beyond their expertise.
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Turtle Controller: Your post is wholly disingenuous and you know it. You are trolling. The arguments in favour of MAN supporting a whole-plane cargo capability were NOT as you state, and I invite you to revisit said "long essays" to confirm that.
Now. About DSA. Why did it really face closure? Because it certainly wasn't because of their modest but welcome cargo operation.
Wizz Air had pledged to establish a base there with four aircraft committed and an eventual ten envisaged. Then they reneged on that deal AFTER Peel had committed a substantial sum to arranging facilities to Wizz Air's liking. Since you are clearly unaware, TC, Wizz Air is primarily a no-frills airline focused on passenger business, NOT CARGO.
FlyBe also established a base at DSA. But then they went bust. A major blow to DSA's business plan. Since you are clearly unaware, TC, original FlyBe was a passenger-focused airline, NOT a whole-plane cargo operator.
In earlier years, both EasyJet and Ryanair were persuaded to give DSA a go. They both pulled out. This was a major blow to DSA. Since you are clearly unaware, TC, EasyJet and Ryanair are passenger-focused airlines, NOT whole-plane cargo operators.
The cargo operation at DSA was a welcome revenue stream but NEVER the raison-d-ętre of the airport. And that is what it should be at MAN too. Nobody on this forum has argued otherwise.
So DSA presents it's owners with a conundrum. All the no-frills carriers which could reasonably have been pursued by DSA have tried and failed. On more package holiday focused business, they host a stable and successful TUI base, but that is not sufficient to support passenger ops at DSA without considerable throughput by others. Only a handful of low-yield Wizz Air rotations per week use the terminal alongside these. There is little chance of attracting a network carrier such as KLM with the issues ongoing at AMS. Jet2 would be ideal from DSA's perspective, but the carrier itself has it's HQ at nearby LBA where it dominates, it's largest base at MAN and a healthy operation at EMA. They've got the region covered without venturing into DSA.
DSA has other operations onsite including 2Excel Aviation and the NPAS. But their contribution is insufficient to keep the airport afloat either.
But the real problem facing DSA as a perpetual money-pit airport is that the land it occupies is so perfect for profitable alternative uses. I'm guessing - but cannot confirm - that the airport will be considered brownfield land. It is relatively central to England and located adjacent to the M1 corridor. PERFECT for warehousing, logistics, and light industry. Businesses which will ultimately provide the area with substantial secure employment - and not just on a seasonal minimum wage basis which accounts for many of the posts at the existing airport operation. Local councils will make sympathetic noises at this time, but when the outcry dies down they will welcome those new employers and the windfall they bring with open arms. It simply makes economic sense. And DSA as an operational airport simply doesn't.
Finally, Turtle Controller, if you would like to apologise to the regular posters on this thread for your unwarranted and ill-informed attack, feel free to do so any time now.
Now. About DSA. Why did it really face closure? Because it certainly wasn't because of their modest but welcome cargo operation.
Wizz Air had pledged to establish a base there with four aircraft committed and an eventual ten envisaged. Then they reneged on that deal AFTER Peel had committed a substantial sum to arranging facilities to Wizz Air's liking. Since you are clearly unaware, TC, Wizz Air is primarily a no-frills airline focused on passenger business, NOT CARGO.
FlyBe also established a base at DSA. But then they went bust. A major blow to DSA's business plan. Since you are clearly unaware, TC, original FlyBe was a passenger-focused airline, NOT a whole-plane cargo operator.
In earlier years, both EasyJet and Ryanair were persuaded to give DSA a go. They both pulled out. This was a major blow to DSA. Since you are clearly unaware, TC, EasyJet and Ryanair are passenger-focused airlines, NOT whole-plane cargo operators.
The cargo operation at DSA was a welcome revenue stream but NEVER the raison-d-ętre of the airport. And that is what it should be at MAN too. Nobody on this forum has argued otherwise.
So DSA presents it's owners with a conundrum. All the no-frills carriers which could reasonably have been pursued by DSA have tried and failed. On more package holiday focused business, they host a stable and successful TUI base, but that is not sufficient to support passenger ops at DSA without considerable throughput by others. Only a handful of low-yield Wizz Air rotations per week use the terminal alongside these. There is little chance of attracting a network carrier such as KLM with the issues ongoing at AMS. Jet2 would be ideal from DSA's perspective, but the carrier itself has it's HQ at nearby LBA where it dominates, it's largest base at MAN and a healthy operation at EMA. They've got the region covered without venturing into DSA.
DSA has other operations onsite including 2Excel Aviation and the NPAS. But their contribution is insufficient to keep the airport afloat either.
But the real problem facing DSA as a perpetual money-pit airport is that the land it occupies is so perfect for profitable alternative uses. I'm guessing - but cannot confirm - that the airport will be considered brownfield land. It is relatively central to England and located adjacent to the M1 corridor. PERFECT for warehousing, logistics, and light industry. Businesses which will ultimately provide the area with substantial secure employment - and not just on a seasonal minimum wage basis which accounts for many of the posts at the existing airport operation. Local councils will make sympathetic noises at this time, but when the outcry dies down they will welcome those new employers and the windfall they bring with open arms. It simply makes economic sense. And DSA as an operational airport simply doesn't.
Finally, Turtle Controller, if you would like to apologise to the regular posters on this thread for your unwarranted and ill-informed attack, feel free to do so any time now.
Regarding EI & potentially having A332s based at MAN next year, DUB-YYZ and DUB-SEA are now showing the A332 seat maps for S23 (were A21N & A333 respectively). There are rumours that the final A332 in storage (EI-GEY) might be reactivated also, as well as some near term A339s being acquired. Anyway there will definitely not be two A332s based in MAN unless another is acquired from somewhere as only 3 remain in the fleet, and only 2 of them have crew rests suitable for West Coast US operations (-GEY doesn’t).
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Regarding EI & potentially having A332s based at MAN next year, DUB-YYZ and DUB-SEA are now showing the A332 seat maps for S23 (were A21N & A333 respectively). There are rumours that the final A332 in storage (EI-GEY) might be reactivated also, as well as some near term A339s being acquired. Anyway there will definitely not be two A332s based in MAN unless another is acquired from somewhere as only 3 remain in the fleet, and only 2 of them have crew rests suitable for West Coast US operations (-GEY doesn’t).
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Im guessing they staying at T2. Ive had an message of Jet2 saying my flight to Greece has been moved to Terminal 2 next summer. This summer Greek flights operated from T1.
Mammoth Freighters LLC (“Mammoth”) is pleased to announce that the company signed a General Terms Agreement with STS Aviation Services (STS) to perform passenger-to-freighter conversions for the Mammoth 777 program. All work will be accomplished at STS’ facility in Manchester, UK, and the multi-year agreement covers both the 777-200LR and 777-300ER aircraft.
The STS facility will also provide Mammoth with AOG, product support, and spares provisioning throughout Europe. STS acquired the Manchester facility earlier this year as part of their expansion efforts, and this constitutes their third facility in the UK. Mammoth will begin inducting 777 aircraft for modification at the facility in mid-2024.
Ian Bartholomew, Managing Director for STS Aviation Services, said, “This P2F program assures stability in Manchester from day one and means we can forge ahead, investing in entry-level engineers and trainee schemes giving them development opportunities in the area of major programs and real-life aircraft engineering – when at the same time as taking capacity at Manchester to around 80% within two years of go live.”
Ian Bartholomew, Managing Director for STS Aviation Services, said, “This P2F program assures stability in Manchester from day one and means we can forge ahead, investing in entry-level engineers and trainee schemes giving them development opportunities in the area of major programs and real-life aircraft engineering – when at the same time as taking capacity at Manchester to around 80% within two years of go live.”
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