It always baffles me that Osaka isn't connected to London with a direct service. Osaka currently has non stop flights to Paris, Amsterdam, Helsinki and Frankfurt which makes lack of London flights even more bizarre, especially in the era of new generation fuel efficient aircraft. Why do you think it...
Jump to postLow frequency short haul routes carry the most O&D pax and in particular buck&spade ones. At the moment these are LEI, OVD, FAO, BIO, GIB, IBZ, INN, INV, KBP, SOF, ZAG, KRK, LUX, AGP, PMO, MJV, PMI, KEF, LED, TLL, TFS. You can measure it by volume and I'm sure NYC, DUB, MAD, GLA, EDI and AMS...
Jump to postBA should exploit fast growing and stable economy of Ivory Coast and start flying to Abidjan with similar schedules to ACC.
Jump to postBoth LH and AF/KLM Group have excellent feeder networks at their hubs so connections to second tier Chinese cities become more viable. IAG is restricted at LHR and the slots it does have use can be used more profitably to North America which remains an area of focus. BA also lacks high frequency con...
Jump to postI can assure you that US citizens are not removed 'back to India' at CDG or FRA.
Jump to postINADs are passengers attempting entry to a country they have no valid documents for. In case the journey is disrupted, the carrier is responsible for rerouting as per IATA 735D. Quite the opposite is the case here where passengers wanted to get to their final ticketed destination and subsequently le...
Jump to postSo based on the video provided some of you think that despite the agent holding someone's US passport and passengers talking in the background clearly of North American origin, effectively begging to be returned to the US and the agent refusing to do that, somehow all of that means that he was only ...
Jump to postThe video clearly shows how the agent referes to US citizens as 'I'm talking to Indian people' followed by a reminder by passengers that they are in fact US citizens followed by the agent storming off. This video cannot be misinterpreted and indeed the airline should have rerouted them via Sky Team ...
Jump to postAeroflot could have easily rerouted them via AMS, CDG FCO or LHR to the US from Moscow. It only goes to show how incompetent, racist and primeval Russia gets.
Jump to postPerhaps that will teach them not to transit primitive countries in future.
Jump to postI wondered why BA seems so weak in PEK. They have grown their presence in PVG by adding frequencies however PEK is only a daily 789 which isn't much is it? CA on the other hand has grown over the years to double daily 77W.
Jump to postCompletely agree one stop option wouldn't be competitive Cunard!
SAA has already lost a battle on JNBLONJNB market though. Accra would have much higher yield and it would allow to feed Star Alliance network to US/Canada at LHR. It also saves SAA one aircraft from operating JNB ACC JNB.
This is what SAA's operations should look like.
JNB 1840-2225 ACC 2355-0625 LHR
JNB 2155-0720 LHR
LHR 1430-2100 ACC 2230-0625 JNB
LHR 1805-0715 JNB
Agree, A321 NEO would be suitable at IB and could be used to Middle East/West Africa.
Jump to postThey should retime existing frequencies to depart on the hour every hour between 8am and 8pm for LHR-JFK. This would be great PR and could be branded as New York Shuttle service. They should also introduce Fare Families on the route so that pax can switch to any flight on the day subject to space.
Jump to postThe issue with BGO and SVG was lack of suitable aircraft. KLM operates multiple daily frequencies to many cities in Norway but they have the advantage of using Embraers. One daily frequency was simply not competitive and there were no slots available for more nor does Heathrow have anything smaller ...
Jump to postI wanted to find out what are the biggest short haul markets currently not served by BA but served by other airlines from London area. If I wanted a discussion whether BA is competing effectively against LCCs or whether it should fly from the regions, I would ask for it. Please stick to the topic an...
Jump to postI completely disagree, IAG has opened or reinstated a number of routes from LHR since 2012 when additional slots were acquired from bmi and same goes for LCY where it has been growing stronger and stronger every year. We will also be hearing what BA is going to do with Monarch slots at LGW. This thr...
Jump to postI was wondering what are the biggest short haul markets (number of frequencies ) not currently served by IAG from LGW/LHR/LCY?
CGN - LHR (EW), SEN (BE), STN (EW, FR)
RIX - STN (FR), LTN (W6), LGW (BT)
BEG - LHR (JU), LTN (W6)
recently closed BGO and SVG
How come Aeroflot flies 31x weekly?
Jump to postI would expect BACF to expand to markets such as MAD, FCO, MUC, CPH, ARN, LUX, WAW or VIE when additional aircraft are secured. Some of them have been tried before but I guess bigger return can be made elsewhere. The interesting one is LUX which is served twice daily from LHR which is rather poor gi...
Jump to postWhat are the main slot congested airports in the world? We all heard of millions of pounds being paid for slots at LHR but just how widespread is this practice?
Jump to postYou can kill two birds with one stone and offer SYD-LAX-LHR-SIN-SYD with evening departure of SYD and SYD-SIN-LHR-LAX-SYD with a bit of ground time at LHR.
Jump to postWhy can't QF introduce evening departure from Australia to LAX to increase utilisation on at least one route? It would also allow full days work in Oz?
Jump to postCAA would only repatriate people who purchased packaged holidays with Monarch which are protected under ATOL scheme. Flight only passengers do not benefit from such protection hence only two aircraft for now.
Jump to postThese aren't rumours. UK CAA has already positioned two Qatari A320s to STN should Monarch not have their ATOL licence renewed.
Jump to post18 A350s are meant to replace 18 mid-J B747 so it's fair to say that B787-10 won't be flying on trunk routes currently operated by mid-J B747s simply because they don't provide necessary capacity. My bet is that B787-10s will start replacing oldest B772s and perhaps allow to upgauge large volume B78...
Jump to postSurely maintenance in Qatar will be cheaper than UK?
Jump to postI think this is precisely why that little gremlin wants to fly there given how camp he is. Plenty of closeted Arabs on Grindr looking for fun!
Jump to postI'm flabbergasted why BA continues to operate 772 on EZE. It could easily support B77W!
Jump to postI always wondered why BA didn't think of rerouting the flight via DUB which also offers US preclearance and especially given EI's presence at DUB. It would easily fill 2 dailies with LCY-JFK DUB-JFK and XXX-DUB-JFK traffic with tickets being sold on LCY-DUB only after XXX-DUB-JFK ticket has been sold.
Jump to postChanging the two daily mid-haul A321 round trips on DME to A318 doesn't fully release two planes, sometimes the same plane operates both daily round trips for up to a week at a time, sometimes a plane will do one and a half round trips, while a second plane combines the remaining one-way trip with ...
Jump to postThey should use it for BA235/4 and BA237/6 to DME and convert 3rd and 4th midhaul A321 to short haul configuration. They should also bring back mid-J B747 on BA233/2 to make up for lost capacity. It would leave BA with 3 midhaul A321s - one for AMM, BEY and BA163/2 TLV. CAI can once again sustain wi...
Jump to postNo, IAH is mostly 744/772 everyday, occasionally switching to 77W. Other days have had twice daily 744. The LHR-IAH market is growing again, along with oil rising, it's bound to be at its best. The market is huge and I believe it can support the A388/789 daily in the future. I would put this flight...
Jump to postIf BA had spare A380s they'd use them on rotations where AA cannot provide additional capacity uplift. ORD isn't one of them.
Jump to postDFW maybe
SEA maybe
IAH is a no no, all the oil traffic dried up it's only 772/789 now
ORD is also a no no otherwise AA wouldn't be putting 788s on it.
If anything I'd say only current mid-J routes could support A380.
During Northern Summer those extra A380s could easily go on a second rotation to SFO, make BOS daily and replace B747 to LAS and PHX daily. During Northern Winter they could go to CPT once a day, second MIA and maintain daily BOS. Summer: LAX x2 (+789) SFO x2 YVR x1 BOS x1 (+3x772) JNB x1 (+74S) SIN...
Jump to postBA does have spare slots and jettime operation this summer is a good example. Aircraft availability is another issue but I think that can be easily resolved by AA taking over one of BA's B772 flights out of JFK. On LHR end Europe is indeed main point of transfer traffic and that can be fed all day l...
Jump to postHow is that insanity if I'm simply responding to your arguments?
Jump to postAgain plenty of people connect through MIA to South America every day as witnessed on BA flights every day.
I think BA B789 would be perfect for the route.
People take Aeromexico and Avianca flights out of LHR that land early morning too and those fight seem to be doing just fine.
It is interesting that you say people hate connecting through MIA and/or it isn't viable to connect through MIA and/or it's purely O&D. There must be about 100 onwards connections on BA flights alone every day that connect through MIA elsewhere and vice versa. My emphasis was on Latin America-LH...
Jump to postI know PHL-LHR has been tried in the past but are there any other markets currently unserved with history of day flights on US-LHR?
Jump to postAs MAH4546 mentioned the O&D market is 4th largest out of US so if other markets with lower demand and lack of connections can sustain such flight why not MIA?
Jump to postYou all mention poor timings but AA operates B767 successfully on A ORD-LHR dayflight? Connection possibilities on both ends are much greater with early morning departure from MIA and early evening arrival into LHR.
Jump to postWell there are dayflights in place from BOS, JFK, EWR, ORD and IAD with limited LHR connections. 8pm arrival into LHR could provide some Scottish, Irish, Middle Eastern (including TLV) connections in addition to feed on MIA end.
Jump to postAmerican and LATAM bring loads of Latin American pax to MIA during early morning. Why not introduce AA dayflight departing around 7.30am which would presumably be full of Latin American connections and landing around 8pm in LHR? The aircraft then in turn could operate 10.30pm night flight back to MI...
Jump to post