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Billy kettlefish
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1 hour ago, Steady Eddie said:

It is amazing that the taxpayer is even subsidizing more roles that directly suck more money from the Manx taxpayer to relocate here. 

WTF are you on about, how is the essential role of airport director sucking money from tax payers. It’s absolutely normal for relocation packages to be paid & they are also offered to health & education workers.

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1 minute ago, Banker said:

WTF are you on about, how is the essential role of airport director sucking money from tax payers. It’s absolutely normal for relocation packages to be paid & they are also offered to health & education workers.

Agreed , nonsense to think theres a raft of 'airport directors' just sitting around for a job to come to light. Relocating is a major step especially to a Island . I'm more worried about the recruitment process tbh as recent appointments have been massively lacking in capability for the job entailed.

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1 hour ago, swoopy2110 said:

Both yesterday and today the aircraft due to operate the evening flight have been pretty much on time back into LGW in the early evening so very little other reasons why it would be cancelled when the crew were on the plane.

And again it seems their flights  LGW to Jersey are operating almost to time  so it does make you wonder where and what  the ATC restriction is?.

Edited by ellanvannin2010
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35 minutes ago, Numbnuts said:

Agreed , nonsense to think theres a raft of 'airport directors' just sitting around for a job to come to light. Relocating is a major step especially to a Island . I'm more worried about the recruitment process tbh as recent appointments have been massively lacking in capability for the job entailed.

Yes.  As I pointed out when Gary Cobb was appointed, he doesn't actually have as much experience as you would expect for an Airport Director:

Surprising little looking at his Linkedin.   He's only been in aviation for seven years - his last job before that was managing a pet food factory.  Still an impressive enough cv, though a little bizbollocks-heavy, but then aren't they all.

He's only been at H&I for two years and a ATC project he's managing hasn't been getting good reviews, but I suspect he didn't originate it.  He's only about 40, so of course the danger is that if he's any good he'll be off in two years and if not we'll be stuck with him for 25. 

[...] He may be in luck if there is reform in the Cabinet Office/DoI/Treasury that means effectiveness isn't frowned on.  In which case he's arriving at the right time.  He just needs to make sure that what is already there is made to work better rather than insisting on having whichever magic beans some con artist has insisted will solve all the woes.  I assume most of the staff will just be relieved to have someone there who knows something about the job after their recent leadership vacuum.

But the thing to remember is that it's a year since Reynolds announced she was going and seven since she went.  So even if they were incompetent at recruiting (they are), it rather looks as if candidates aren't lining up.   The original closing date was 5 December 2021 with  salary of £82,797 to £103,492 per annum, of which the midpoint is above the median salary you'd expect for the same job in the UK, probably for a bigger airport.  So we have to take what we can get.

His job before the Highlands one was at Gatwick, trying to sort out the runway scheduling problems there, so at least he'll know the other side of the messes we have at the moment. Frankly we're lucky to get anyone - there's a general shortage and we must have become a bit of an industry laughing stock with the appointment of Spake.

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2 hours ago, swoopy2110 said:

Both yesterday and today the aircraft due to operate the evening flight have been pretty much on time back into LGW in the early evening so very little other reasons why it would be cancelled when the crew were on the plane.

Nope. Yesterdays was due to terminal disruption at lgw, today, the aircraft still isn't anywhere close to arriving back from Nice over half an hour after it was due to depart to IOM.

That said, EZY COULD operate the service LGW to IOM well before ATC run out of hours but choose not to for their convenience. 

Please check your facts swoopy....

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I thought I'd have a look at what passenger levels were actually like at the Airport and whether they had got anywhere near to pre-Covid levels[1].  It's quite instructive:

IOM Airport Pax May 2019 v May 2022
       
Dest Pax 2019 Pax 2022 Change
BFS 2333 1972 -15%
BHX 3899 1907 -51%
BRS 2660 2530 -5%
DUB 4602 2696 -41%
EDI 732 897 23%
LGW 16592 14704 -11%
GLA 48   -100%
LHR 2222 1901 -14%
LPL 21551 11851 -45%
LCY 4589 1585 -65%
LTN 4516   -100%
MAN 16096 8098 -50%
Non-S 669 1373 105%
       
Total 80509 49514 -38%

Overall passengers are down by nearly 40%, but it's clear that the destinations which have been worse hit are those which might be seen as business destinations (such as LCY and BHX).  As it happens there was a similar attempt at providing an LHR route three years ago and the figures show that it's no more successful this time - it would be interesting to know just how much has been spent helping other people slot-sit.

It's also notable that the figures show the previous network is now more or less restored - only the part-seasonal LTN flight isn't back.  Routes to the North seem worse affected than elsewhere, despite the extra easyJet to Manchester - which may explain why they are stopping for the Summer.  Are people preferring the boat for reliability or cost, or still just travelling less?

 

[1]  May 2022 are taken from IOM Airports own website, but because the monthly passenger figures pre-2020 have vanished from the Government website (perhaps to hide how things had fallen) I've reconstructed May 2019 from the CAA's statistics for the month.  I'm not sure the non-scheduled figures are comparable, but it's fairly minor.

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24 minutes ago, Roger Mexico said:

I thought I'd have a look at what passenger levels were actually like at the Airport and whether they had got anywhere near to pre-Covid levels[1].  It's quite instructive:

IOM Airport Pax May 2019 v May 2022
       
Dest Pax 2019 Pax 2022 Change
BFS 2333 1972 -15%
BHX 3899 1907 -51%
BRS 2660 2530 -5%
DUB 4602 2696 -41%
EDI 732 897 23%
LGW 16592 14704 -11%
GLA 48   -100%
LHR 2222 1901 -14%
LPL 21551 11851 -45%
LCY 4589 1585 -65%
LTN 4516   -100%
MAN 16096 8098 -50%
Non-S 669 1373 105%
       
Total 80509 49514 -38%

Overall passengers are down by nearly 40%, but it's clear that the destinations which have been worse hit are those which might be seen as business destinations (such as LCY and BHX).  As it happens there was a similar attempt at providing an LHR route three years ago and the figures show that it's no more successful this time - it would be interesting to know just how much has been spent helping other people slot-sit.

It's also notable that the figures show the previous network is now more or less restored - only the part-seasonal LTN flight isn't back.  Routes to the North seem worse affected than elsewhere, despite the extra easyJet to Manchester - which may explain why they are stopping for the Summer.  Are people preferring the boat for reliability or cost, or still just travelling less?

 

[1]  May 2022 are taken from IOM Airports own website, but because the monthly passenger figures pre-2020 have vanished from the Government website (perhaps to hide how things had fallen) I've reconstructed May 2019 from the CAA's statistics for the month.  I'm not sure the non-scheduled figures are comparable, but it's fairly minor.

I'm not going to get in to an easy vs Logan spat on this but I've flown to Manchester 15 return trips in the past 4 months. 6 of them were easyJet, 9 were Loganair. All bar one Loganair flight I was on was less than half full. One of them was even subbed for an E145 and there was only 8 of us on the flight in total.

Every easy flight I've taken to Manchester has been packed. Very busy.

I think this is ultimately all down to cost for most people rather than convenience. Let's not forget that Flybe used to operate min 4x daily on both Liverpool and Manchester. We have therefore lost a considerable number of seats on the routes and base fares are considerably higher than they used to be. I often recall booking Flybe flights to Liverpool for £35 each way and Manchester for £40+ each way, obviously they are no longer in existence in that guise and for many reasons. But their flights were often very busy or full, as tells in the historical passenger data.

I don't know if Loganair can reduce fares by operating more capacity - if they could even get the planes and staff to do so - but I do think it's a big reason. Flybe also had the benefit of having such a substantial base at Manchester that they could swap non-local crews in very easily when required.

If you look at Gatwick, Bristol and Belfast and how little the gap is versus pre-pandemic, it shows that if schedules and traditional cost bases are restored, then the demand remains.

Other standouts being LCY. BA on Eastern/Loganair were operating 3 - sometimes 4 - return daily trips on a 50 seater aircraft. That compares to what has been only 1 daily for some time on a an ATR at 70 seats - the recent LCY flight I took with loganair was very busy - I think there's scope for recovery here in the numbers, but would be better serviced on the ATR 42-600 rather than a 72. But then, I seem to recall when loganair were operating it for BA on the ATR42, it had major performance issues on busy flights getting out of City.

Edinburgh has been upgauged from a Saab 340 to ATR42 or E145, which gives it more seats and that seems to be benefiting.

The Non-Scheduled seems a crazy increase. But it also makes a lot of sense. I noticed a considerable number of charter aircraft during this TT for example which was much more than normal and the jet centre seems busier than ever.

easyjet culling MAN also makes a lot of sense. It's likely one of if not the shortest sector they operate out of Manchester and if you're looking to buy yourself more buffer room for ATC and ground handling delays, it's an easy place to make a cut. My recent Gatwick flight back to the Island was on an A319 that had the extra rows removed enabling them to operate with only 3 cabin crew, for example.

Given the historical data available, you have to question Governments decision to underwrite Heathrow. I can say I've flown on it with Loganair and it benefited me, but the flights weren't particularly busy on the two returns I've taken. Whilst I'd love to see Heathrow retained over any other London route for selfish reasons, I think a split City / Gatwick focus is all we really need for now, why spread the figures too thinly?

There's a fair way to go still, the best recovery will be increased frequencies on main routes and keeping base fares low. I still think Loganair would benefit from stripping out the free tunnocks and suitcase, if it meant their base fares came down.

Edited by NoTailT
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18 minutes ago, NoTailT said:

I'm not going to get in to an easy vs Logan spat on this but I've flown to Manchester 15 return trips in the past 4 months. 6 of them were easyJet, 9 were Loganair. All bar one Loganair flight I was on was less than half full. One of them was even subbed for an E145 and there was only 8 of us on the flight in total.

Every easy flight I've taken to Manchester has been packed. Very busy.

I think this is ultimately all down to cost for most people rather than convenience. Let's not forget that Flybe used to operate min 4x daily on both Liverpool and Manchester. We have therefore lost a considerable number of seats on the routes and base fares are considerably higher than they used to be. I often recall booking Flybe flights to Liverpool for £35 each way and Manchester for £40+ each way, obviously they are no longer in existence in that guise and for many reasons. But their flights were often very busy or full, as tells in the historical passenger data.

I don't know if Loganair can reduce fares by operating more capacity - if they could even get the planes and staff to do so - but I do think it's a big reason. Flybe also had the benefit of having such a substantial base at Manchester that they could swap non-local crews in very easily when required.

If you look at Gatwick, Bristol and Belfast and how little the gap is versus pre-pandemic, it shows that if schedules and traditional cost bases are restored, then the demand remains.

Other standouts being LCY. BA on Eastern/Loganair were operating 3 - sometimes 4 - return daily trips on a 50 seater aircraft. That compares to what has been only 1 daily for some time on a an ATR at 70 seats - the recent LCY flight I took with loganair was very busy - I think there's scope for recovery here in the numbers, but would be better serviced on the ATR 42-600 rather than a 72. But then, I seem to recall when loganair were operating it for BA on the ATR42, it had major performance issues on busy flights getting out of City.

Edinburgh has been upgauged from a Saab 340 to ATR42 or E145, which gives it more seats and that seems to be benefiting.

The Non-Scheduled seems a crazy increase. But it also makes a lot of sense. I noticed a considerable number of charter aircraft during this TT for example which was much more than normal and the jet centre seems busier than ever.

easyjet culling MAN also makes a lot of sense. It's likely one of if not the shortest sector they operate out of Manchester and if you're looking to buy yourself more buffer room for ATC and ground handling delays, it's an easy place to make a cut. My recent Gatwick flight back to the Island was on an A319 that had the extra rows removed enabling them to operate with only 3 cabin crew, for example.

There's a fair way to go still, the best recovery will be increased frequencies on main routes and keeping base fares low. I still think Loganair would benefit from stripping out the free tunnocks and suitcase, if it meant their base fares came down.

Dublin seems well down too. 
Has the frequency reduced ( I thought it was only daily in 2019 and is similar now) so is that  due to it being a business destination or pax not traveling long haul via DUB I wonder?.

The LCY flights I have taken so far have been pretty busy, LHR much less so, so hopefully the LCY flights will survive in some form  past October.

Edited by ellanvannin2010
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1 minute ago, ellanvannin2010 said:

Dublin seems well down too. 
Has the frequency reduced ( I thought it was only daily in 2019 and is similar now) so is that  due to it being a business destination or pax not traveling long haul via DUB I wonder?.

The LCY flights I have taken so far have been pretty busy, LHR much less so, so hopefully the LCY flights will survive in some form  past October.

I think May probably wasn't the best month to be looking at for any of the routes because this year TT practice week started later in May versus 2019. Pre-COVID and during TT, Aer Lingus would operate 3 daily flights, sometimes more. I don't recall seeing that upgauge this TT, but I could be wrong. In 2019, TT was May 25, 2019 – Jun 7, 2019 so you had 'more' of TT in May too, which means more frequency and seats. I seem to recall outside of TT, Aer Lingus would have 2 flights on some days didn't they?

Your London experience mimics mine though, City busy, Heathrow not.

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9 minutes ago, WTF said:

but if it helps them get out of paying compo who are we to argue.

Seems they are using every angle to get out of paying compo. Needs looked at as clearly it would seem lots of times they should be coughing up. I'm away in late November with Easyjet and not confident in any shape or form...Not good for any confidence in travel to and from IOM for visitors either. Government need to be watching this situation very closely. But not sure they are.

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Anyone know if this is true .....

There are two sections of security at the airport bit like blue and red watch if you like ....... Blue watch hold a security exercise using a dummy bomb type of thing, red watch, who were presumably unaware, come on duty and the dummy bomb thing is scanned as they are not aware of it's presence ... then the airport gets shut and evacuated !

One of the security guys got very touchy when asked about this !

 

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1 hour ago, ellanvannin2010 said:

Dublin seems well down too. 
Has the frequency reduced ( I thought it was only daily in 2019 and is similar now) so is that  due to it being a business destination or pax not traveling long haul via DUB I wonder?.

The LCY flights I have taken so far have been pretty busy, LHR much less so, so hopefully the LCY flights will survive in some form  past October.

Dublin only started again in March, so it may be taking some time to get back to previous levels - people may have booked indirect flights in advance for instance.  Six days a week I think but not Saturday, which suggests a business component.

I was very surprised that LHR was higher than LCY, to the extent that I checked the figures.  Can't cross-check with CAA as May not loaded.

I don't think the figures will be much altered by a shift in TT dates as TT air travel is shorter and more central[1].

Thinking about it, I should have included MAN as more of a business destination like BHX and LCY and some of the decline there may come from that.

 

[1]  Looking at the 2019 figures, which does show some early TT departure in May, I do wonder if there is some over-counting of TT visitors.  I can't imagine many people flying over specifically for the pre-TT and then back again.  It's possible they are including anyone who says they might be looking at some of the racing, even though the purpose of their visit is really something else.

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