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

https://www.manchestereveningnews.co...lower-25031696
It's all kicking off in the suburbs. 😁

reduced power departure protocol fuel reduction measure one assumes else we got a lot of A340-200s in the circuits

The schedule is currently 2/weekly. The winter frequency is currently indicating 3/weekly. There’s very few transfer pax travelling due to the time of departure. Most passengers appear to be Spanish nationals travelling home.

Thought it was currently three weekly however satisfied if wrong
Agreed on the utterly futile use as a feeder it’s hopeless 😩

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!

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.

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.

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-être 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.

Oh my word, and I had such high hopes.. :ugh:

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).

Yes I read that too about the A332's being used for DUB services and it crossed my mind whether it put the EI flights from MAN to the US in doubt for next year. But as you say, S23 is still showing MAN - JFK bookable with the A321NEO and the MCO with the A333. Time will tell I guess. Reports suggested that JFK was doing well even with the narrow-bodied a/c and that while MCO struggled, it did start to pick up in peak season.

Latest rumour is that G-EIDY is returning. The A321 will go back to DUB.

I believe MAN will be 2 x A333 next year, with JFK going onto the A333, the Neo returns to DUB. MCO has picked up and rumour has it BGI selling well over the winter

Jet2 fully back in Terminal 2 from 8th November

I would imagine they will still have split terminal operations for Summer 2023?

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.

Not sure you can base it on one destination…

Do Virgin Atlantic have dedicated flight deck and/or cabin crew based at MAN? And are the cabin crew all cross qualified on B789/A333/A350?

We have no 787s operating at Manchester only A330 and a350

UK Airport survey - MAN last
 

"Which" survey results, oh dear !!

https://www.dailymail.co.uk/travel/t...omes-last.html

As with all these things it depends on what you ask. Exeter is a breeze to get through with short queues etc. shouldn't be hard when arrivals and departures are in single figures each day. No mention of range, frequency or price of flights.

Posted on another forum that EIUK MAN-JFK goes from A21N to A333 from 1st May as expected.

The LR showing its usefulness there, building a route and demand relatively cheaply until a bigger aircraft can take over and start reaping the benefits.

and now shown as such in GDS - A333 ops 1435-1720 out and 1905-0705 home EI045 out and 044 home

7.5 hours on the ground! Menzies will be busy towing that around every day. 😁

more likely it would alternate with the MCO I'd say ...

Won't the Orlando flight be alternating with the Bridgetown service?

The BGI route only runs for the winter schedule. The 2nd A330 is intended for the summer 23 schedule.

The EI 203 MAN-DUB rotation is switching from A320 to 321 next year 5 x weekly also. The 321 is normally only used on Euro routes with lots of TATL connections and high J class demand, mostly LHR, CDG and FCO so far. Interesting that they’re putting fully lie flat J on such a short sector.

in worse news, Airbus have announced the XLR EIS has slipped by at least another quarter to Q2 2024. EI were originally hoping to start receiving theirs Q3/4 2023, now looking more like Q1/2 2025. That might have yet more bearing on the MAN-BOS proposal unfortunately. If demand remains strong, they may acquire more widebodies next year to free up LRs in DUB.

"As with all these things it depends on what you ask. Exeter is a breeze to get through with short queues etc. shouldn't be hard when arrivals and departures are in single figures each day. No mention of range, frequency or price of flights."

WRONG - management are paid serious money , and the shareholders make serious money - all they have to do is provide a service. And they fail time after time

Other big airports manage it - why can't places like LHR and MAN?

I was coming from the other direction - how easy it is for small airports to appear at the top of these lists. Not making excuses for large airports to fail. It needs to be recognised though that their job is far more difficult

I can’t agree with you on that, SWBKCB.

In all cases, both effective scheduling and passenger satisfaction depend on having:

the right staff
in the right place
at the right time

Now you could argue that larger airports have a greater challenge in having the right staff due to scale, but that’s probably more of a function of terms and conditions. It’s interesting to note that Aldi has just awarded its staff the third pay increase this year. That tells you that the company wishes to retain its best staff, which it has spent time and effort training. Aldi also operates in a highly competitive, price sensitive sector. Perhaps airports should follow their example…..

It's not just about T&C's for staff though is it? It's about organisation and infrastructure as well - smaller the numbers the easier it is.

No, the principles remain the same, resource the demand. For larger organisations you may require additional management/supervision but having been taught by American consultants who used the same principles on a car factory, I can assure you that it works.

Still going on about the events of spring and summer - Give it up . Manchester had problems , Gatwick had problems, Birmingham had problems , Heathrow T2 had baggage problems, and T5 also. Dublin and Amsterdam had massive problems whilst Dusseldorf and Berlin also had strikes .

Further away Canada Toronto had queues out the doors.

Of the major EU economies only France got it right imho largely due to their strong labour laws preventing the mass layoffs and the several times I have past through Nantes it’s been a pleasure.

Liverpool was lucky (relatively small workforce in any case) and Exeter has just ONE Tui aircraft based !

Leeds had problems with departures on Jet2 first wave in particular ( couldn’t process baggage )

For the first three months of summer 2022 and as a result of rapid uptake and redemptions at rates completely unexpected, mass layoffs post furlough ( Also the reason for Amsterdams meltdown) the industry was in an almost death spiral.

Add the then recruitment , home office issues with processing CRB and especially enhanced checks ( upto 12 weeks at times) for ALL needing to go airside, onsite training and inductions resulted in the meltdown

A multifaceted and systemic failure occurred .

And simple US management speak could not have resolved this any quicker.

But Manchester was considered the worst by the users....................

Shameful. The City of Manchester should order its name be removed from the airport then just flog it to the highest bidder.

A limited survey !
I believe they surveyed 40 people at Exeter ( must have been a busy morning ) and about 400 at Manchester and similar at Liverpool .

The extrapolation was flawed . Did Manchester ever have the queues of a mile OUTSIDE ( not those in the multiple car park waiting to check in luggage at TUI desks the lie of the camera )

Again I am not disputing the systemic failures in the industry , just that particular pole with a clear bias - Which poles are notoriously poor and have been for years - consumers poles my **** indeed that survey acknowledges that Which are gaining click per view fees that automatically red flags the research imho.

Nationally they say they surveyed around 7000 , we have no idea at what times and where , what the questions were whether the survey enquired about reason for travel nor the social and economic makeup of those surveyed were.

From an analytical point of view it seems poor to be generous .

The Icelandair 767 in today apparently had a heavy landing causing some ceiling panels and oxygen masks to fall down. The return flight was cancelled and the aircraft needs to be inspected before it can return. There are pictures on social media of the damaged panels inside the plane.

"A limited survey ! I believe they surveyed 40 people at Exeter ( must have been a busy morning ) and about 400 at Manchester and similar at Liverpool ."

the statisticians would tell you that 900 people give you a correct answer to around +/- 2%