Manchester-3
Skipness One Echo - If you don't wish to be subjected to my 'War and Peace' postings, I invite you to put me on "Ignore". I'm fine with that.
My comments on cargo actually cover ONE paragraph. Why should I leave cargo out of the 2019 v 2023 stats comparison - and then no doubt stand accused by some on here of glossing over bad news? And there WAS something new to add. This situation which sees MAN left with ZERO scheduled freighter movements is a first in my lifetime and probably well back beyond that. I haven't seen that reported on here previously.
Personally, I don't see zero scheduled cargo flights at MAN as a 'win'. I respect your right to differ.
My comments on cargo actually cover ONE paragraph. Why should I leave cargo out of the 2019 v 2023 stats comparison - and then no doubt stand accused by some on here of glossing over bad news? And there WAS something new to add. This situation which sees MAN left with ZERO scheduled freighter movements is a first in my lifetime and probably well back beyond that. I haven't seen that reported on here previously.
Personally, I don't see zero scheduled cargo flights at MAN as a 'win'. I respect your right to differ.
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Thanks, LBAflyer22.
Jet2 is one of the four bellweather carriers which portend the tone for the forthcoming season at MAN, the others being Ryanair (RYR/RUK/LDA), EasyJet (EZY/EJU) and TUI (TOM). If all of these show a healthy increase in capacity at start of season, then things look good.
In ACL's initial coordination report for S23, Jet2 was shown to hold 17,283 slots representing 3,871,873 seats. Since then, there has been a further update showing 16,606 slots held for the season, though I have not seen the commensurate number for reduction in seats.
This compares with Summer '22 numbers of 16,125 slots held representing 3,468,653 seats in that year's start of season ACL report.
That would indicate Jet2 offering 403,220 additional seats based on the initial filing, but we see that 677 slots seem to have been deducted since then. Whilst a larger aircraft is expected to be in the mix, some reduction from the original +403,220 should be anticipated. However, an increase in seats offered over the S22 total still looks a safe bet. I will await the next ACL report with interest.
Of course, the benchmark year most of us would like to see surpassed is pre-covid 2019.
The MAT (Moving Annual Total) for the 12 months to September 2019 (the peak of recorded stats at MAN prior to numbers falling away, then plunging) were reported as:
PAX Terminal & Transit: 29,510,599
Movements: 204,178
Freight & Mail: 113,248 Tonnes.
By comparison, the latest reported MAT's for the 12 months to the end of January 2023 are:
PAX Terminal & Transit: 24,310,746
Movements: 162,480
Freight & Mail: 65,460 Tonnes.
From these numbers, we see that MAN must recover a further 5,199,853 pax within the MAT in order to re-enter record territory.
The month of February 2022 was still amidst full covid recession; things began to change in March. April was the first "normal" month. So February and March 2023 numbers should again make decent inroads into that shortfall. However, from April onwards we start to compare months with more like-for-like conditions, so the rate of incremental gains will slow to the kind of percentages we became accustomed to in pre-covid years. Obviously, it would be great if positive momentum can be maintained once we hit that point, but as discussed earlier, bumper business is far from assured with some markets not back at scale, and the public dealing with the soaring cost of living and possible recession. In the leisure market, the risk is that operators will consolidate capacity if the bookings don't come rolling in at the volumes hoped for.
The 2019 movements total was disproportionately boosted by the high number of FlyBe movements using smaller types. We will probably face a long wait to break any movements records at MAN going forward.
The abject cargo number is the inevitable endgame of MAG's "Anywhere but Manchester" policy. There is no hope of meaningful recovery in that sector for as long as MAG persist with the current strategy. There should be a rise in tonnage as more capacity returns to long-haul services offering belly-hold space, but MAN now has NO scheduled cargo services whatsoever since the loss of the short-lived Lufthansa A321F service. I believe that this is the first time in my lifetime that MAN has had ZERO scheduled freighter services - and I'm absolutely ancient! Joking aside, it is sad to see such a situation - such a dramatic contrast with the cargo heyday of the 2000-2010 period. Still, I'm sure that certain executives will have been handsomely rewarded for switch-selling MAN's freighter throughput to other airports.
Returning to passenger numbers and comparisons with 2019. In that year, Thomas Cook Airlines held 10,097 slots representing 2,441,653 seats for the Summer season alone. The equivalent Summer season numbers for FlyBe were 19,882 slots representing 1,688,548 seats. Naturally, other companies have seen changes too - but these are the really substantial ones. So it is not enough for our remaining stalwart companies to increase over their own 2019 programmes; we need to see the deficits from lost operators backfilled too. And that's why the effort to break out to new highs on passenger throughput may yet prove to be an arduous slog against the backdrop of difficult economic conditions. Will current carriers' programmes advance sufficiently to offset those major players lost to the great hangar in the sky?
Jet2 is one of the four bellweather carriers which portend the tone for the forthcoming season at MAN, the others being Ryanair (RYR/RUK/LDA), EasyJet (EZY/EJU) and TUI (TOM). If all of these show a healthy increase in capacity at start of season, then things look good.
In ACL's initial coordination report for S23, Jet2 was shown to hold 17,283 slots representing 3,871,873 seats. Since then, there has been a further update showing 16,606 slots held for the season, though I have not seen the commensurate number for reduction in seats.
This compares with Summer '22 numbers of 16,125 slots held representing 3,468,653 seats in that year's start of season ACL report.
That would indicate Jet2 offering 403,220 additional seats based on the initial filing, but we see that 677 slots seem to have been deducted since then. Whilst a larger aircraft is expected to be in the mix, some reduction from the original +403,220 should be anticipated. However, an increase in seats offered over the S22 total still looks a safe bet. I will await the next ACL report with interest.
Of course, the benchmark year most of us would like to see surpassed is pre-covid 2019.
The MAT (Moving Annual Total) for the 12 months to September 2019 (the peak of recorded stats at MAN prior to numbers falling away, then plunging) were reported as:
PAX Terminal & Transit: 29,510,599
Movements: 204,178
Freight & Mail: 113,248 Tonnes.
By comparison, the latest reported MAT's for the 12 months to the end of January 2023 are:
PAX Terminal & Transit: 24,310,746
Movements: 162,480
Freight & Mail: 65,460 Tonnes.
From these numbers, we see that MAN must recover a further 5,199,853 pax within the MAT in order to re-enter record territory.
The month of February 2022 was still amidst full covid recession; things began to change in March. April was the first "normal" month. So February and March 2023 numbers should again make decent inroads into that shortfall. However, from April onwards we start to compare months with more like-for-like conditions, so the rate of incremental gains will slow to the kind of percentages we became accustomed to in pre-covid years. Obviously, it would be great if positive momentum can be maintained once we hit that point, but as discussed earlier, bumper business is far from assured with some markets not back at scale, and the public dealing with the soaring cost of living and possible recession. In the leisure market, the risk is that operators will consolidate capacity if the bookings don't come rolling in at the volumes hoped for.
The 2019 movements total was disproportionately boosted by the high number of FlyBe movements using smaller types. We will probably face a long wait to break any movements records at MAN going forward.
The abject cargo number is the inevitable endgame of MAG's "Anywhere but Manchester" policy. There is no hope of meaningful recovery in that sector for as long as MAG persist with the current strategy. There should be a rise in tonnage as more capacity returns to long-haul services offering belly-hold space, but MAN now has NO scheduled cargo services whatsoever since the loss of the short-lived Lufthansa A321F service. I believe that this is the first time in my lifetime that MAN has had ZERO scheduled freighter services - and I'm absolutely ancient! Joking aside, it is sad to see such a situation - such a dramatic contrast with the cargo heyday of the 2000-2010 period. Still, I'm sure that certain executives will have been handsomely rewarded for switch-selling MAN's freighter throughput to other airports.
Returning to passenger numbers and comparisons with 2019. In that year, Thomas Cook Airlines held 10,097 slots representing 2,441,653 seats for the Summer season alone. The equivalent Summer season numbers for FlyBe were 19,882 slots representing 1,688,548 seats. Naturally, other companies have seen changes too - but these are the really substantial ones. So it is not enough for our remaining stalwart companies to increase over their own 2019 programmes; we need to see the deficits from lost operators backfilled too. And that's why the effort to break out to new highs on passenger throughput may yet prove to be an arduous slog against the backdrop of difficult economic conditions. Will current carriers' programmes advance sufficiently to offset those major players lost to the great hangar in the sky?
Refers to the switch selling!
MAG has been implicated and a general knuckles slapping has ensued.
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Stands 201-208 will be in use, as the updated plans for the TP now include these stands in the long term until a 3rd pier is built (which is not expected to be even started until after 2025 at least).
For these stands, the configuration is either 7 narrowbody or 4 widebody capable (only stand 205 does not have an airbridge now, but I don't know if this can be used). Stand 201 is steps access anyway.
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Anybody heard that the Munich to Manchester Lufthansa late arrival is being stopped ? I have heard that it is no longer available to book in April.
Thanks in anticipation.
Cheers
Mr Mac
Thanks in anticipation.
Cheers
Mr Mac
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Mr Mac
The attached link will provide you with the information regarding the reduction and increased European schedules from Lufthansa for summer 2023.
www.aeroroutes.com/eng/221220-lhns23eu
The attached link will provide you with the information regarding the reduction and increased European schedules from Lufthansa for summer 2023.
www.aeroroutes.com/eng/221220-lhns23eu
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Munich
Mr Mac
The attached link will provide you with the information regarding the reduction and increased European schedules from Lufthansa for summer 2023.
www.aeroroutes.com/eng/221220-lhns23eu
The attached link will provide you with the information regarding the reduction and increased European schedules from Lufthansa for summer 2023.
www.aeroroutes.com/eng/221220-lhns23eu
Pete
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A shame they have had to cut this particular flight, I would have thought one of their daytime flights could have been cut instead…that last flight of the day comes in pretty handy! Loads were always mostly full when I flew as well (usually twice a month).
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Munich
This then explains why two of my flights I had booked for April & May have been bought forward from arriving around 23:00 to now arriving around 16:30…however, I have opted for a refund as the transfer time in Munich went from 2hrs to 40mins!
A shame they have had to cut this particular flight, I would have thought one of their daytime flights could have been cut instead…that last flight of the day comes in pretty handy! Loads were always mostly full when I flew as well (usually twice a month).
A shame they have had to cut this particular flight, I would have thought one of their daytime flights could have been cut instead…that last flight of the day comes in pretty handy! Loads were always mostly full when I flew as well (usually twice a month).
At least Star Alliance at Manchester have Brussels Airlines, Swiss, Austrian and SAS as potential alternatives depending on the desired end destination.
Pete
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All
Thank you all for the information. I generally use the earlier flight but the late one was the back stop.
Unfortunately I was coming back on the 3rd April so due to change I am now leaving Middle East on an earlier flight in the early hours Sunday, via Frankfurt. Lose a morning relaxation and good flight times for a Red Eye early hours departure. Such is life and travel I guess 🥲
Cheers
Mr Mac
Thank you all for the information. I generally use the earlier flight but the late one was the back stop.
Unfortunately I was coming back on the 3rd April so due to change I am now leaving Middle East on an earlier flight in the early hours Sunday, via Frankfurt. Lose a morning relaxation and good flight times for a Red Eye early hours departure. Such is life and travel I guess 🥲
Cheers
Mr Mac
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This may be a totally bone head question but you never know. When did Iberia start operating at the airport. Walking through Tatton park earlier and saw one approach. Have to say I’m scratching my head and I can’t say I’ve ever seen Iberia operating in to man.
It is. Online media articles says they commenced (as Iberia Express) in September 2015.
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An example schedule for 1983
IB 346 MAD 15.20 MAN 16.40 357 D9S
IB 347 MAN 17.30 MAD 20.50 357 D9S
During the mid eighties Iberia creased Madrid in favour of Barcelona
An example schedule for 1989
IB 632 BCN 10.15 MAN 11.35 2467 D9S/727
IB 633 MAN 12.30 BCN 15.40 2467 D9S/727
Aviaco flights were also infrequently operated into Manchester by it's parent company Iberia during the eighties and early nineties with a selection of aircraft. Incidentally there are loads of photos online depicting Iberia aircraft at Manchester.
Hopefully you now have no need to "scratch your head" as Iberia are definitely no strangers to Manchester. After all Iberia Express have been operating into Manchester since 2015, that's eight years.
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Ok. Probably poorly phrased. I’m sure Iberia would have been in Manchester in the past. I just can’t remember seeing them in recent times and I’ve spent more time at MAN than I care to remember. Both before during and after covid. I honestly can’t remember ever seeing them before. But that’s clearly mea culpa. They appear to do every other day in the afternoon.
