Manchester-3
I don't think DUB's arrangement has an airside pier sterilised for USPC exclusive use. The facility there uses the lower level of the pier serving the 400 series gates, with non-USPC flights served from gates from the upper level of that pier. So the pier overall serves a mix of USPC and non-USPC destinations.
The value of USPC varies. If you are taking a connecting flight in the US, it greatly assists in short connection times when you land and removes a great deal of the stress. If you are travelling on a short business trip and managed to get on with just hand luggage you can be in a taxi in less than 10 mins in LAX in particular. Also some airports in the US are far worse than others for queuing at their end for immigration. I haven't flown to a US airport without pre-clearance much due the DUB and SNN facilities, but MIA and LAX were always particularly dire for me. JFK and MCO could also be very bad depending on what other flights offloaded just prior to mine and were also in the same queue.
Is it worth doing at MAN? I can certainly see VS in particular wanting it, which means DL should be lobbying for it too. All the noise out of EI are that they are committed long term to MAN and see future growth. Seems a no brainer for EDI, but there's no way the US will allow pre-cleared pax to mix with every other passenger after screening I'd imagine.
Last edited by Una Due Tfc; 8th May 2023 at 21:22.
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On USPC, I retired from MAG three years ago but was working on MAN-TP right up to the end. Including USPC was examined in some detail, working with the US authorities and looking at the set up in DUB. At the time we had a lot more US traffic than today. The issues were a) space in the extended/refurbished Terminal 2 and how this impacted on movement of passengers and their dwell time in retail; plus inevitably b) capital and operating cost. The US was willing to cover at least some of the operating costs but there were substantial capital costs which would not be covered by the US or UK authorities and had not been built into the base construction budget. Outline costed proposals for inclusion of USPC were put to the joint airport/airline infrastructure consultative committee and rejected on the basis of value for money, considering the likely improvements in immigration and customs technology and the potential loss of revenues from retail/catering etc. By contrast in Dublin the legacy cost was covered by the Irish Government and I believe the operation is still thus covered or subsidised to the present day.
Last edited by roverman; 8th May 2023 at 22:56. Reason: typo
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Discussion on the Edinburgh thread about Hainan.. think we could see daily flights coming back? We're currently back to the pre-covid 4x weekly. I think the VFR market is definitely growing (including the possible Hong Kong connections) and of course university students. Wouldn't surprise me if Air China gave PEK/Daxing or PVG a go in the future.. well see if Juneyao finally go ahead with the Shanghai route.. they held slots for Summer 23 but retracted them.
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They used to have the best (IMHO) domestic offering in the UK back when Pier A was rebuilt as T1 Domestic. It was an oasis of well behaved, suited and booted calm, where BA's Landor B757s mixed with Loganair and Manx offering more UK domestic destinations than any other UK airport. I always thought that was GLA 's crown with all the Highlands and Islands airports, but no, t'was MAN back then. Of course traffic some was lost to the trains but many were lost to the trauma that is modern T3. It was a passenger experience delight, even without lounge access. Nowadays, domestic at MAN is summed up by BA not even caring enough to have their own lounge anymore. Yeah, follow the money, I know....
I would totally agree with you on all counts. BA lounge is the same as Lufthansa, and believe me I have told them some what repeatedly that it is dire.
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April 2023 pax
STN – 2,350,679 down 1.6% on Apr 2019
MAN – 2,176,450 down 8.9% on Apr 2019
EMA – 312,361 down 20.6% on Apr 2019
Manchester Airports Group (MAG) served 4.8 million passengers in April, as passenger operations continue to ramp-up towards the peak summer season.
MAG, which owns and operates Manchester, London Stansted and East Midlands Airports saw year-on-year passenger numbers increase by 16.4%.
London Stansted and Manchester Airport both served more than 2 million passengers each, totalling 2.4m and 2.2m passengers respectively. Stansted’s overall figure was up 16% on last year, with Manchester’s increasing by 15% year-on-year.
East Midlands Airport saw the highest overall percentage increase for the month of April, serving more than 300,000 passengers – up 25% on 2022.
MAG’s rolling 12-month passenger total to April 2023 stood at 54.8 million passengers – up 123% on the total to April 2022.
Service levels across all three airports remain strong, with 99% of passengers at East Midlands Airport getting through security in under 15 minutes. At London Stansted the figure stood at 98%, and at Manchester Airport the figure was 96%.
In April, MAG welcomed the publication of Sustainable Aviation’s (SA) updated Decarbonisation Roadmap. Formally launched at the Sustainable Skies Summit at Farnborough, the Report set out the progress the UK aviation industry in making in the roll out of low and zero emission flight technologies. The Road-Map also explained how the UK could position itself as a world leader in aviation decarbonisation, but that increased support from the UK Government is needed to ensure this opportunity is not lost.
The Government’s Jet Zero Council, of which MAG is a founding member, also convened for its latest meeting at the Sustainable Skies Summit to discuss the industry’s progress towards net zero by 2050.
STN – 2,350,679 down 1.6% on Apr 2019
MAN – 2,176,450 down 8.9% on Apr 2019
EMA – 312,361 down 20.6% on Apr 2019
Manchester Airports Group (MAG) served 4.8 million passengers in April, as passenger operations continue to ramp-up towards the peak summer season.
MAG, which owns and operates Manchester, London Stansted and East Midlands Airports saw year-on-year passenger numbers increase by 16.4%.
London Stansted and Manchester Airport both served more than 2 million passengers each, totalling 2.4m and 2.2m passengers respectively. Stansted’s overall figure was up 16% on last year, with Manchester’s increasing by 15% year-on-year.
East Midlands Airport saw the highest overall percentage increase for the month of April, serving more than 300,000 passengers – up 25% on 2022.
MAG’s rolling 12-month passenger total to April 2023 stood at 54.8 million passengers – up 123% on the total to April 2022.
Service levels across all three airports remain strong, with 99% of passengers at East Midlands Airport getting through security in under 15 minutes. At London Stansted the figure stood at 98%, and at Manchester Airport the figure was 96%.
In April, MAG welcomed the publication of Sustainable Aviation’s (SA) updated Decarbonisation Roadmap. Formally launched at the Sustainable Skies Summit at Farnborough, the Report set out the progress the UK aviation industry in making in the roll out of low and zero emission flight technologies. The Road-Map also explained how the UK could position itself as a world leader in aviation decarbonisation, but that increased support from the UK Government is needed to ensure this opportunity is not lost.
The Government’s Jet Zero Council, of which MAG is a founding member, also convened for its latest meeting at the Sustainable Skies Summit to discuss the industry’s progress towards net zero by 2050.
London Stansted and Manchester Airport both served more than 2 million passengers each, totalling 2.4m and 2.2m passengers respectively. Stansted’s overall figure was up 16% on last year, with Manchester’s increasing by 15% year-on-year.
East Midlands Airport saw the highest overall percentage increase for the month of April, serving more than 300,000 passengers – up 25% on 2022.
Service levels across all three airports remain strong, with 99% of passengers at East Midlands Airport getting through security in under 15 minutes. At London Stansted the figure stood at 98%, and at Manchester Airport the figure was 96%.
East Midlands Airport saw the highest overall percentage increase for the month of April, serving more than 300,000 passengers – up 25% on 2022.
Service levels across all three airports remain strong, with 99% of passengers at East Midlands Airport getting through security in under 15 minutes. At London Stansted the figure stood at 98%, and at Manchester Airport the figure was 96%.
I ask also from personal experience. Currently, it all seems a rather chaotic experience if you don't have fast track access
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Why is Manchester airport still a significant laggard on security ? Admittedly the 8 hour queues of last year are gone... but the security screening process at MAN still seems to be struggling rather more than (for example) Stansted.
I ask also from personal experience. Currently, it all seems a rather chaotic experience if you don't have fast track access
I ask also from personal experience. Currently, it all seems a rather chaotic experience if you don't have fast track access
I always thought the oppressive closed in environment has a lot to do with mindset and behaviour. GLA and LGW are usually a good experience having fairly vast and open security halls, even when only a few lanes are open. At MAN, the tension and frustration is palpable by comparison.
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I regularally travel through Manchester around twice per month
Security through terminal 3 recently has been a breeze to get through, genually around 10 minutes however last Friday went through terminal 1 at 0500hrs for 0610 departure arrived at entrance in terminal 1 only to be told to go through downstairs security next to jet2 check in, but they were getting people to queue upstairs to go downstairs, however I just walked passed and everyone downstairs checking in with jet2 was joining the queue so those upstairs had no chance,, however the queue was back to the stairs, and not moving,I asked a member of staff why upstairs was not open, told it was too busy, however when I went pass I could not see anyone in a queue, likely only fast track was open, this seems to be regular at Manchester., anyway back downstairs the queue was not moving when I said my gate closes in 40 minutes this queue would never get me through was told with a reply where you been, obviously not going to help spoke to a second person, they just said walk down to fast track see if they let you through in which they did, however it was jammed going through by the time that i scanned my boarding card gate was 10 minutes from closing now, spoke to another meber of staff explained that gate closes in 10 minutes, response I got was we only prioritise passengers through 30 minutes before departure time, explained all gates close 30 minutes before departure time but was having none of it, the attitude was we don't care, luckily a passenger told me to jump in there spot, finally got through but after allocated gate closing time and after a run to the gate just managed to board flight, only because they were late completing boarding flight meant i made the flight.
The attitude and assistance of the staff is totally couldn't careless attitude
Security through terminal 3 recently has been a breeze to get through, genually around 10 minutes however last Friday went through terminal 1 at 0500hrs for 0610 departure arrived at entrance in terminal 1 only to be told to go through downstairs security next to jet2 check in, but they were getting people to queue upstairs to go downstairs, however I just walked passed and everyone downstairs checking in with jet2 was joining the queue so those upstairs had no chance,, however the queue was back to the stairs, and not moving,I asked a member of staff why upstairs was not open, told it was too busy, however when I went pass I could not see anyone in a queue, likely only fast track was open, this seems to be regular at Manchester., anyway back downstairs the queue was not moving when I said my gate closes in 40 minutes this queue would never get me through was told with a reply where you been, obviously not going to help spoke to a second person, they just said walk down to fast track see if they let you through in which they did, however it was jammed going through by the time that i scanned my boarding card gate was 10 minutes from closing now, spoke to another meber of staff explained that gate closes in 10 minutes, response I got was we only prioritise passengers through 30 minutes before departure time, explained all gates close 30 minutes before departure time but was having none of it, the attitude was we don't care, luckily a passenger told me to jump in there spot, finally got through but after allocated gate closing time and after a run to the gate just managed to board flight, only because they were late completing boarding flight meant i made the flight.
The attitude and assistance of the staff is totally couldn't careless attitude
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Obviously this doesn't take away from the fact that the staff didn't seem to be communicating with one another, which is abysmal and makes queues longer in some cases, but most airlines wouldn't advise turning up at security at 05.00 for a 06.10 departure, if that is what happened
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And "all gates close 30 minutes before departure" is a new one on me. My experience is 10 minutes - 15 for long haul. Signs saying "gate closing" doesn't mean it has already done so.
Through T2 security in about 15 mins this week, but yet again bag taken for secondary. Happens 50% of the time at MAN but no other airport. This time it was an umbrella- seriously, had to be taken out & bag rescanned. Having been through Asia & AMS extensively this year nothing is taken out, liquids or electronics (except power banks) but now my umbrella is an issue in Manchester of all places.
Through T2 security in about 15 mins this week, but yet again bag taken for secondary. Happens 50% of the time at MAN but no other airport. This time it was an umbrella- seriously, had to be taken out & bag rescanned. Having been through Asia & AMS extensively this year nothing is taken out, liquids or electronics (except power banks) but now my umbrella is an issue in Manchester of all places.
However those valid points fail to acknowledge the level at which this happens compared to other UK airports complying with the same regulations. The only common theme is Manchester, but nothing changes.
Cam I just ask which airline you were travelling with? I only ask as most airlines recommend arriving at the airport 2.5-3 hours before departure. From what you are saying (not sure how long it took you to check in), but it would appear you left a lot less time to get through than advised.
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The flight was with easyjet
Clearly shows on boarding pass that gate closes at 0530 hrs for 0610 departure so actually 40 minutes before depaerture
Ryanair shows gate closes 30 minutes before departure
As we know airlines often close the gate after the time they say, however I've seen it numerous times, that once the last person in the queue has gone pass boarding and they are after the gate closes time they will close the gate immediatley, without announcements, especially ryanair
Clearly shows on boarding pass that gate closes at 0530 hrs for 0610 departure so actually 40 minutes before depaerture
Ryanair shows gate closes 30 minutes before departure
As we know airlines often close the gate after the time they say, however I've seen it numerous times, that once the last person in the queue has gone pass boarding and they are after the gate closes time they will close the gate immediatley, without announcements, especially ryanair
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Could be complete BS, but I hear rumours of Air India coming in Winter 2023 to Delhi and Mumbai with 787-8. I assume the same frequencies as previously applied for Summer 2023. Something to look out for nonetheless.. if they don't come in 2023 it will be 2024, their huge fleet expansion means a MAN route is inevitable anyhow.
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JET2
2 or 3 years ago I recall the minutes from a Gtr Manchester counsellor who suggested at the Manchester Airport Consultative Committee meeting,
"....why not share our aviation wealth across the region"
He was referring to traffic being artificially diverted to Liverpool away from Manchester if it "got busy", he will I suspect have been putting the garlands up today.
one wonders if he knew something ?
Jet2s decision to set up a new base down the road is in my view final confirmation if need be that the strategic management of Manchester in the last 10 years has been misguided, others may react more strongly, the handling of the transformation programme being the proverbial icing on the cake.
In 2015 the North of England was promised massive expansion, a single 35m pax capacity terminal with world class facilities, including pre clearance (now dropped) notwithstanding a pandemic it's now 2023 and progress is glacial with continuing adverse effects on day to day operations and seemingly no thought for the impact this might have on airline strategic thinking nor their operations ! Well we know what Jet2 are thinking ! Who will be next ?
(NB... worth mentioning the pandemic did not affect this timeline it was touted as a min 10 year project as far back as 2015).
Manchester has already abdicated its once superb freight offering created by one of the airports former CEOs, Gil Thompson, but now it appears worse is to come, with passenger movements also strained.
4 aircraft with high utilization has effectively provided a gift to a competitor airport 35 mins away. The CEO at Liverpool will i suspect be raising a glass to the MAG board today.
1.3m pax a year on plate without lifting a finger and of course if successful why not base more over there. If growth at Manchester remains constrained why not ? It's 1.3m pax EVERY YEAR and who knows, there might be more to follow.
Manchester is not in a position where it can dictate to airlines when and how they operate. Yes Manchester needs to sweat the assets, that is understood , but whilst appreciating it needs to fill up slots as best it can, (61 max per hour), and indeed smooth out peaks and troughs, it is equally dependent on based units crucially ensuring they return on wave 1 and wave 2 providing recurring/repeat daily services, more so than airlines operating services from remote locations. Manchester is not Heathrow, where demand always outstrips supply and slots can be traded at a premium.
With over £1 billion poured into the ongoing Terminal Transformation Project (which seems to be effectively choking off growth rather than creating it ), why has there not been a corresponding increase in apron capacity to allow for a flex in demand and to cover the seemingly never ending disruption of WIP? We are not talking months here, its now been 8 years with seemingly no end in sight.
If "wait for it" , 10+ years to extend a terminal wasn't bad enough, there will now be further ongoing disruption as MAG decide to build another pier, but don't worry we are not done yet, as there is no plan for a mothballed decaying terminal which when emptied will act as a skeletal building simply to park aircraft prior to tow, to what will hopefully be a completed shiny new terminal. More on that plan no doubt in 2 years.
Manchester is to all intents and purposes a facility for LoCost passengers, why do they need more piers? Without wishing to decry the facilities offered to EZY, RYR, TUI and JET2 passengers who make up the bulk of the traffic and whose holidaymakers will ultimately be the benefactors when the old terminal is closed down, one does wonder if this is becoming a gold plated vanity project as a legacy of current senior management before they collect their pension ? Thus far the new terminal seems to be struggling to attract the new long haul offering we were promised.
In order to ensure the current level of passenger aircraft is squeezed in , we have the transfer over the last 6 years of cargo operators , systematically moved to EMA in an effort to free up space for passenger movements. The farce of PPE traffic using Liverpool and indeed practically every airport in the UK except Manchester during Covid should have been a wake up call that "something" was going dramatically wrong in terms of strategic joined up thinking.
Constraints on handling freight has now seemingly infected passenger movements. Some mainline charters and biz jets with Manchester originating passengers now appear equally affected.
Manchester City ladies team, The Manchester City Youth team, Manchester City supporters, and even 2 weeks ago a Qatar government A340 which was due at MAN for parking subsequently cancelled and ended up in Brussels at 36 hours notice. Coincidence, maybe, maybe not. On Wednesday this week the airport hosts an influx of executive jets for the football, most will drop off passengers but some will then have to depart.to Liverpool for parking.
The simple truth no matter how this is dressed up, is that Manchester may be heading toward a situation where it regularly has little option but to turn away some business on a weekly basis, the worry is how bad will it get ?
Jet2 setting up a base up the road should set alarm bells ringing They would not be duplicating cost and basing 4 aircraft at an airport which as the crow flies is 20.7 miles away if Manchester had flexed sufficient apron space at the appropriate time.
There were 44 departures from Liverpool on Monday 15th May , over half , (23), were to Eire, N Ireland and the IOM. Unless JET2 are starting charters to Dublin, Belfast, Knock and the Isle of Man they cannot possibly be chasing market share, not when the market from Manchester is 5 times larger, why move aircraft to an airport 5 times smaller than the catchment area you currently serve , it makes no commercial sense, it points to an artificial displacement of service from Manchester does it not ?
It's a bit like Qantas justifying a new additional service but operating from Birmingham.
Poor decision making has not been restricted to infrastructure spend in certain areas. Promoting the MD at EMA to CEO at Manchester was another puzzling appointment akin to a top 4 premiership team employing the manager from say Northampton Town. Baffling !
At least the latest CEO from LGW has played for the big boys lets hope he has the autonomy outside the MAG board to make the right decisions moving forward. and quick. If some concrete is not laid growth at Manchester will reach a celling not governed by the 35m pax terminal but an inability to service it fully.
Long live the late Sir Gil Thompson, I suspect he would have handled things differently.
2 or 3 years ago I recall the minutes from a Gtr Manchester counsellor who suggested at the Manchester Airport Consultative Committee meeting,
"....why not share our aviation wealth across the region"
He was referring to traffic being artificially diverted to Liverpool away from Manchester if it "got busy", he will I suspect have been putting the garlands up today.
one wonders if he knew something ?
Jet2s decision to set up a new base down the road is in my view final confirmation if need be that the strategic management of Manchester in the last 10 years has been misguided, others may react more strongly, the handling of the transformation programme being the proverbial icing on the cake.
In 2015 the North of England was promised massive expansion, a single 35m pax capacity terminal with world class facilities, including pre clearance (now dropped) notwithstanding a pandemic it's now 2023 and progress is glacial with continuing adverse effects on day to day operations and seemingly no thought for the impact this might have on airline strategic thinking nor their operations ! Well we know what Jet2 are thinking ! Who will be next ?
(NB... worth mentioning the pandemic did not affect this timeline it was touted as a min 10 year project as far back as 2015).
Manchester has already abdicated its once superb freight offering created by one of the airports former CEOs, Gil Thompson, but now it appears worse is to come, with passenger movements also strained.
4 aircraft with high utilization has effectively provided a gift to a competitor airport 35 mins away. The CEO at Liverpool will i suspect be raising a glass to the MAG board today.
1.3m pax a year on plate without lifting a finger and of course if successful why not base more over there. If growth at Manchester remains constrained why not ? It's 1.3m pax EVERY YEAR and who knows, there might be more to follow.
Manchester is not in a position where it can dictate to airlines when and how they operate. Yes Manchester needs to sweat the assets, that is understood , but whilst appreciating it needs to fill up slots as best it can, (61 max per hour), and indeed smooth out peaks and troughs, it is equally dependent on based units crucially ensuring they return on wave 1 and wave 2 providing recurring/repeat daily services, more so than airlines operating services from remote locations. Manchester is not Heathrow, where demand always outstrips supply and slots can be traded at a premium.
With over £1 billion poured into the ongoing Terminal Transformation Project (which seems to be effectively choking off growth rather than creating it ), why has there not been a corresponding increase in apron capacity to allow for a flex in demand and to cover the seemingly never ending disruption of WIP? We are not talking months here, its now been 8 years with seemingly no end in sight.
If "wait for it" , 10+ years to extend a terminal wasn't bad enough, there will now be further ongoing disruption as MAG decide to build another pier, but don't worry we are not done yet, as there is no plan for a mothballed decaying terminal which when emptied will act as a skeletal building simply to park aircraft prior to tow, to what will hopefully be a completed shiny new terminal. More on that plan no doubt in 2 years.
Manchester is to all intents and purposes a facility for LoCost passengers, why do they need more piers? Without wishing to decry the facilities offered to EZY, RYR, TUI and JET2 passengers who make up the bulk of the traffic and whose holidaymakers will ultimately be the benefactors when the old terminal is closed down, one does wonder if this is becoming a gold plated vanity project as a legacy of current senior management before they collect their pension ? Thus far the new terminal seems to be struggling to attract the new long haul offering we were promised.
In order to ensure the current level of passenger aircraft is squeezed in , we have the transfer over the last 6 years of cargo operators , systematically moved to EMA in an effort to free up space for passenger movements. The farce of PPE traffic using Liverpool and indeed practically every airport in the UK except Manchester during Covid should have been a wake up call that "something" was going dramatically wrong in terms of strategic joined up thinking.
Constraints on handling freight has now seemingly infected passenger movements. Some mainline charters and biz jets with Manchester originating passengers now appear equally affected.
Manchester City ladies team, The Manchester City Youth team, Manchester City supporters, and even 2 weeks ago a Qatar government A340 which was due at MAN for parking subsequently cancelled and ended up in Brussels at 36 hours notice. Coincidence, maybe, maybe not. On Wednesday this week the airport hosts an influx of executive jets for the football, most will drop off passengers but some will then have to depart.to Liverpool for parking.
The simple truth no matter how this is dressed up, is that Manchester may be heading toward a situation where it regularly has little option but to turn away some business on a weekly basis, the worry is how bad will it get ?
Jet2 setting up a base up the road should set alarm bells ringing They would not be duplicating cost and basing 4 aircraft at an airport which as the crow flies is 20.7 miles away if Manchester had flexed sufficient apron space at the appropriate time.
There were 44 departures from Liverpool on Monday 15th May , over half , (23), were to Eire, N Ireland and the IOM. Unless JET2 are starting charters to Dublin, Belfast, Knock and the Isle of Man they cannot possibly be chasing market share, not when the market from Manchester is 5 times larger, why move aircraft to an airport 5 times smaller than the catchment area you currently serve , it makes no commercial sense, it points to an artificial displacement of service from Manchester does it not ?
It's a bit like Qantas justifying a new additional service but operating from Birmingham.
Poor decision making has not been restricted to infrastructure spend in certain areas. Promoting the MD at EMA to CEO at Manchester was another puzzling appointment akin to a top 4 premiership team employing the manager from say Northampton Town. Baffling !
At least the latest CEO from LGW has played for the big boys lets hope he has the autonomy outside the MAG board to make the right decisions moving forward. and quick. If some concrete is not laid growth at Manchester will reach a celling not governed by the 35m pax terminal but an inability to service it fully.
Long live the late Sir Gil Thompson, I suspect he would have handled things differently.
Last edited by AlwaysWatching1; 16th May 2023 at 21:05.
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Jet 2 LPL. I really wouldn't get too worried about this. It's fits in with Jet 2's gradual expansion across the UK. I would only be concerned if there was a corresponding reduction in their offering from MAN but I haven't heard any suggestion that there will be. They have a huge operation out of MAN, and all those proposed LPL routes are served from MAN, where capacity needs to be kept or made available for strategic long-haul routes which are not served or are under-served. LAX, DEL, BOM, BKK, ORD, SFO, LAS, BOS, YVR, none of which will be served from LPL or by Jet 2 any time soon. We are doing fine for flights to family sun spots and I don't see that declining. Some Merseyside/Cheshire passengers will use LPL as they do for Ireland and Spain, no problem there.
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You could flip all of this and imagine how LPL has not been too pleased watching RYR and EZY become far far bigger at MAN than LPL. MAN has been seen many fold more growth from these pair while LPL as hovered at a similar level for years. LPL has to find a way to grow somehow and Jet2 seems a good fit with excellent reputation and product - they are a great success wherever they go.
As for Jet2 at MAN are they not nearly done there anyway ? Where could they have flown another 3 or 4 aircraft to ? Their network is very comprehensive at MAN and new opportunities must be limited now in regards to new sun and city breaks, so I see their growth at MAN coming with the introduction of more and larger 321NEO's rather than new destinations or increased frequencies, unless they somehow figure how to offer their holiday packages to the likes of Florida, Mexico and the Carribean and go long haul.....but is that Jet2's thing...I'm not so sure it is.
I see this as Jet2 increasing their nationwide market share and EZY / RYR at LPL will feel their arrival more than taking away from MAN. It will be interesting to see how RYR and EZY react at LPL now, more so maybe EZY as their business model these days certainly seems to favour bigger operations at bigger airports and I do wonder if LPL fits in with this in the medium term and maybe more so now Jet2 are setting up camp there.
As for Jet2 at MAN are they not nearly done there anyway ? Where could they have flown another 3 or 4 aircraft to ? Their network is very comprehensive at MAN and new opportunities must be limited now in regards to new sun and city breaks, so I see their growth at MAN coming with the introduction of more and larger 321NEO's rather than new destinations or increased frequencies, unless they somehow figure how to offer their holiday packages to the likes of Florida, Mexico and the Carribean and go long haul.....but is that Jet2's thing...I'm not so sure it is.
I see this as Jet2 increasing their nationwide market share and EZY / RYR at LPL will feel their arrival more than taking away from MAN. It will be interesting to see how RYR and EZY react at LPL now, more so maybe EZY as their business model these days certainly seems to favour bigger operations at bigger airports and I do wonder if LPL fits in with this in the medium term and maybe more so now Jet2 are setting up camp there.