Gatwick-3
How is the new Easyjet lounge different from a standard paid-for lounge ? The only difference I can see is that it's set at a lower price point than other lounges and has an area for small kids.
I'm not sure why this needed the involvement of Easyjet instead of an existing lounge operator opening up something with this new admission policy. Do Easyjet intend to do a hard sell of the lounge in the booking process as the dominant operator at North terminal, taking a commission for each lounge access purchase, similiar to car hire ?
Will Easyjet customers (eg those with Plus card, Flight Club or Flexi tickets) get some form of preferential access rate ?
I'm not sure why this needed the involvement of Easyjet instead of an existing lounge operator opening up something with this new admission policy. Do Easyjet intend to do a hard sell of the lounge in the booking process as the dominant operator at North terminal, taking a commission for each lounge access purchase, similiar to car hire ?
Will Easyjet customers (eg those with Plus card, Flight Club or Flexi tickets) get some form of preferential access rate ?
Last edited by davidjohnson6; 20th Oct 2021 at 11:05.
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I assume it will bring in some cash, probably an easy up sell at check-in and when booking. It would also offer them the ability to offer a business class style fare. Wouldn’t take much change to do so.
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Most lounges allow kids. A kid area is actually probably better as it allows the kids to be entertained rather than run around or play iPads out loud.
Personally I’ve never been disturbed by kids in a lounge or on a plane. Obnoxious adults taking zoom calls or loud phone calls are far more common and annoying for me.
Personally I’ve never been disturbed by kids in a lounge or on a plane. Obnoxious adults taking zoom calls or loud phone calls are far more common and annoying for me.
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I believe it is My Lounge that will become Gateway Lounge and not be the No1 Lounge. You have Clubrooms as well but that is not open again yet.
davidjohnson6
Is the only difference from the existing lounge the orange sign at the front and the easyJet aircraft model?
And what actually is the benefit of being in 'Flight Club'... I've genuinely never used my membership. If they want to appeal to more business passengers (it seems to be fairly appealing already), have a FFP worth having.
Is the only difference from the existing lounge the orange sign at the front and the easyJet aircraft model?
And what actually is the benefit of being in 'Flight Club'... I've genuinely never used my membership. If they want to appeal to more business passengers (it seems to be fairly appealing already), have a FFP worth having.
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From experience, generally you can get through on the phone quicker as a Flight Club member - however, with easyJet I think its the whole digital side they are lacking. Your ‘profile’ doesn’t know if you’re flight club or not, your can’t even see what your membership number is through the profile.
For something like this, whether you pay for easyJet Plus, or a Flight Club member (remembering you have to fly a decent amount of times to qualify) - I know they want to move away from physical cards, but there’s nothing stopping them having digital ones.
For something like this, whether you pay for easyJet Plus, or a Flight Club member (remembering you have to fly a decent amount of times to qualify) - I know they want to move away from physical cards, but there’s nothing stopping them having digital ones.
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vectisman
While I am sure Wizz are still keen to grow at Gatwick, I think growth in the UK is going to be slowed...
With the UK having different travel restrictions to the rest of Europe, and only recently the rules being relaxed, I think the airline has had their feet burnt and reluctant to grow at the rates they were trying to a year ago.
For example their Cardiff base was postponed by a year.
At Luton their main UK operation, they are gradually restoring routes at quite a pace, but frequencies are quite reduced. Budapest use to see 4 return flights a day, that is currently 2 flights a day and Warsaw was 3-4 flights a day, that is currently 1-2 a day.
As far as I am aware, Wizz have not gained new slots at Luton, but managed to recently announce routes to Rome, Venice, Naples, Ljubljana, Odessa and a whole host of other destinations earlier in the year to Spain, Greece and Turkey. All squeezing them in within the current slots they have available.
Maybe that will mean Wizz will start already established routes to London from Gatwick and just spread the daily frequencies to airports both north and south of London?
While I am sure Wizz are still keen to grow at Gatwick, I think growth in the UK is going to be slowed...
With the UK having different travel restrictions to the rest of Europe, and only recently the rules being relaxed, I think the airline has had their feet burnt and reluctant to grow at the rates they were trying to a year ago.
For example their Cardiff base was postponed by a year.
At Luton their main UK operation, they are gradually restoring routes at quite a pace, but frequencies are quite reduced. Budapest use to see 4 return flights a day, that is currently 2 flights a day and Warsaw was 3-4 flights a day, that is currently 1-2 a day.
As far as I am aware, Wizz have not gained new slots at Luton, but managed to recently announce routes to Rome, Venice, Naples, Ljubljana, Odessa and a whole host of other destinations earlier in the year to Spain, Greece and Turkey. All squeezing them in within the current slots they have available.
Maybe that will mean Wizz will start already established routes to London from Gatwick and just spread the daily frequencies to airports both north and south of London?
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gdiddy
Yes & Yes, if you look at LTN schedules in S22 then back to 4 daily on some routes, on the Luton thread I'm sure some analysis will be made on how they can add so many new routes without extra LTN slots. But then again what is in the booking engine does not always reflect what will be flown.
I do expect as more gets flown from LGW then some trimming of LTN schedules will occur but then again new routes added. If they work, duplicate at LGW.
Yes & Yes, if you look at LTN schedules in S22 then back to 4 daily on some routes, on the Luton thread I'm sure some analysis will be made on how they can add so many new routes without extra LTN slots. But then again what is in the booking engine does not always reflect what will be flown.
I do expect as more gets flown from LGW then some trimming of LTN schedules will occur but then again new routes added. If they work, duplicate at LGW.
Quebec is an amazingly beautiful city and very cosmopolitan with an obvious French influence and it's well worth the visit. Quebec has many attractions and it's also a fairly affluent city. I personally recommend Quebec as an alternative Canadian destination for those seeking somewhere different to visit in Canada. Hopefully this new connection by Air Transat between Quebec and London Gatwick will prove popular with inbound as well as outbound traffic. I'm sure a fly-drive will be popular amongst in-bound passengers as you could fly into Quebec and fly back from either Montreal or Toronto or vice versa.
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BA now actively recruiting management positions for the new Gatwick short haul subsidiary. Aim
is to start operations in Summer 2022.
By Summer 2022 I mean start of airline Summer timetables so probably late March 2022.
is to start operations in Summer 2022.
By Summer 2022 I mean start of airline Summer timetables so probably late March 2022.
YQB
All seem to be via a stop at YUL both outbound and inbound, some with rather long connex times - I cannot find any direct non-stops even in high season.
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TSC492 Quebec to Gatwick (non-stop) from 11th May to 28th September. TSC728 is the Montreal to Gatwick flight (5 flights a week). Toronto flights are TSC122 and TSC282 (9 flights a week).
A commercial approach on such new operations by semi-charter companies is to put the nonstops on sale (in this case from both Montreal and Quebec) on a given day of the week, and a limit of say half a planeload each for bookings. Knowing how the typical demand curve goes for bookings over time, you get to a point say four months beforehand, or as the 50% point comes close, and reassess whether to consolidate into one flight with a stop, or run the two separate ones, maybe consolidated for part of the season only. I'm sure TSC have their own way of doing it.
UK IT operators to the Mediterranean used to be experts at doing this.
UK IT operators to the Mediterranean used to be experts at doing this.
