Doncaster Sheffield Airport to reopen?

[mpthomson]

I agree with most of that, Ryanair and Jet2 have both been quite open to issuing concern to CDC and SYMCA over this, with Ryanair doing it quite publicly and clearly stating that a reopened DSA would be a ‘tough sell because it’s close to LBA’.

The only slight glimmer of hope is that currently easyJet haven’t publicly committed to a base at LBA. It’s widely rumoured to be in the pipeline amongst staff at easyJet, but the one thing Doncaster could offer is a completely clean slate. The council’s project manager has let slip that easyJet are a target when he cautioned that time is of the essence as they need to ‘agree terms with airlines like easyjet before they become entrenched at other local airports’. So from a passenger perspective if DSA is going to open them I’d expect a bit of a behind the scenes battle to secure an easyJet base.

Easyjet did outstation one aircraft at DSA back in 2010 as part of a wider Peel deal as easyJet were starting to grow at MAN to the expense of LPL. The base lasted all of 5 months before they announced a complete withdrawal of all services citing lack of sufficient bookings. Interestingly immediately after this they announced their first flights from LBA to GVA, but it took almost ten years for them to then announce flights to Belfast, they have since started flying to a couple more Spanish destinations. The growth at LBA mirrors what they did at BHX prior to announcing a base there, so there’s a clear statement of intent.

I think if easyjet do decide to base at LBA then DSA should not be permitted to reopen as a passenger airport, it’ll be far too expensive and there’ll be little chance of growing the offering sustainably. TUI might go back, but at the same time they might not! It’s not exactly rich pickings though which is why I feel the project is foolhardy.

EasyJet's formal basing at NCL, as announced in the last weeks or so, also reduces the likelihood of them choosing DSA as a base.

 

[Cloud Strife]

Just as way of a reminder, when the previous owners operated it they were known to subsidise airlines to generate growth, so not only were they charging very little but they were offering to underwrite any losses to de-risk as much as possible. This very rarely resulted in long term sustainable growth.

It simply doesn't work in the vast majority of cases. Europe is littered with airports that tried and failed to do this, and I think one of the few where it did successfully work was in Bratislava. Other airports crashed and burned, like Frankfurt-Hahn, as the LCCs simply moved out when the incentives ended.

Many LCCs have nearby bases to DSA though. Ryanair and Jet2 have existing bases at LBA, Easyjet is at Manchester with rumors of a base at LBA and Wizz has sizeable presences at Manchester and LBA.

They do, but I wouldn't underestimate the will of the LCCs to fly somewhere with spare capacity if they can make it work financially. But it all goes back to the question of whether it's affordable and a good use of taxpayer money.

 

[ainsworth74]

But it all goes back to the question of whether it's affordable and a good use of taxpayer money.

To which the answer to the latter question is absolutely 100% no it isn't. Take from someone who is seeing vast amounts of money wasted on propping you a local airport that needs to die.

 

[Killingworth]

It simply doesn't work in the vast majority of cases. Europe is littered with airports that tried and failed to do this, and I think one of the few where it did successfully work was in Bratislava. Other airports crashed and burned, like Frankfurt-Hahn, as the LCCs simply moved out when the incentives ended.

They do, but I wouldn't underestimate the will of the LCCs to fly somewhere with spare capacity if they can make it work financially. But it all goes back to the question of whether it's affordable and a good use of taxpayer money.

My recollection of DSA was researching possible journeys and finding many of the cheap flights were to eastern European cities departing from DSA late at night and returning at very early hours of the morning. Presumably they were using marginal hours for aircraft and crew and popular with pre-Brexit eastern Europeans travelling between family homes and not requiring access to hotel accommodation.

 

[mpthomson]

My recollection of DSA was researching possible journeys and finding many of the cheap flights were to eastern European cities departing from DSA late at night and returning at very early hours of the morning. Presumably they were using marginal hours for aircraft and crew and popular with pre-Brexit eastern Europeans travelling between family homes and not requiring access to hotel accommodation.

They weren’t popular with anyone. Peel subsided Wizz’s losses throughout their time there.

 

[YorkRailFan]

They do, but I wouldn't underestimate the will of the LCCs to fly somewhere with spare capacity if they can make it work financially.

Easyjet wasn't able to make it work in 2010, they pulled out within months, what's to say it will work this time around? Jet2 and Ryanair have ruled it out and Wizz moved to LBA in 2022 following the closure of DSA, why would Wizz move back to DSA? Having spare capacity isn't a good enough incentive, especially with other established airports nearby and LBA is expanding.

 

[Killingworth]

To which the answer to the latter question is absolutely 100% no it isn't. Take from someone who is seeing vast amounts of money wasted on propping you a local airport that needs to die.

An airport that has quite a good service to Amsterdam ( https://www.teessideinternational.com/arrivals-departures/ ) but if you want to to go anywhere else Newcastle is a better bet ( https://www.newcastleairport.com/arrivals-departures ).

Yes, I see what you mean. I hadn't realised quite how quiet Teesside is, although I should have guessed.

 

[pug1]

Oliver Coppard has announced that the decision on whether to approve Gainshare drawdown for the reopening of DSA is likely to be made ‘in early September’.

Ros Jones (mayor of Doncaster) is adamant that the airport will reopen in Spring 26, I suggest she gets some new advisors.

Coppard last week said in a local radio interview that one of the many factors being assessed is demand from airlines to fly from DSA. I know of two major players that have said they aren’t interested, they seem to be bagging their hat on easyjet who, ironically this week, have announced yet another new route from LBA to start this winter. He did however sound slightly more upbeat in his SYMCA board statement yesterday.

Could he green light it in the knowledge that it will probably fail again? Or will he take the unpopular yet sensible move and reject funding due to the inherent lack of viability?

 

[mpthomson]

Oliver Coppard has announced that the decision on whether to approve Gainshare drawdown for the reopening of DSA is likely to be made ‘in early September’.

Ros Jones (mayor of Doncaster) is adamant that the airport will reopen in Spring 26, I suggest she gets some new advisors.

Coppard last week said in a local radio interview that one of the many factors being assessed is demand from airlines to fly from DSA. I know of two major players that have said they aren’t interested, they seem to be bagging their hat on easyjet who, ironically this week, have announced yet another new route from LBA to start this winter. He did however sound slightly more upbeat in his SYMCA board statement yesterday.

Could he green light it in the knowledge that it will probably fail again? Or will he take the unpopular yet sensible move and reject funding due to the inherent lack of viability?

Plus EasyJet has their new base at NCL now.

 

[Killingworth]

Plus EasyJet has their new base at NCL now.

Although it won't be operating as a fully operational base until next year, building on a long established number of routes operated from bases elsewhere.

Expecting any airline to set up a new base anywhere before proving viability of routes seems somewhat optimistic. What's in it for the airline? Who pays? Holidaymakers buy very much on price. Business travellers are more attracted by convenience to get quickly to multiple destinations around the globe.

You may be able to fill a weekly flight to Alicante, but it needs the much larger numbers consolidated at airports like Manchester and London to attract time constrained business flyers. From DSA to interchange at Amsterdam, Paris, or Frankfurt I hear the cry, several times a day.

Whatever, big subsidies are going to be needed. Is potential state money burning a hole in one or two enthusiasts' pockets?

 

[mpthomson]

Although it won't be operating as a fully operational base until next year, building on a long established number of routes operated from bases elsewhere.

Expecting any airline to set up a new base anywhere before proving viability of routes seems somewhat optimistic. What's in it for the airline? Who pays? Holidaymakers buy very much on price. Business travellers are more attracted by convenience to get quickly to multiple destinations around the globe.

You may be able to fill a weekly flight to Alicante, but it needs the much larger numbers consolidated at airports like Manchester and London to attract time constrained business flyers. From DSA to interchange at Amsterdam, Paris, or Frankfurt I hear the cry, several times a day.

Whatever, big subsidies are going to be needed. Is potential state money burning a hole in one or two enthusiasts' pockets?

Still significantly reduces the chances of a base at DSA, which won't be open until at least Spring '27, if it ever does, given that gainshare release won't be until September if it happens and the airlines they'd need to attract have already published timetables/schedules for 2026. DSA's problem is that airlines (less TUI which can't get the slots it wants at LBA) know from previous experience that routes from there aren't viable, which is why they all stopped flying from there.

I've said this fequently before, this is an issue with elected mayors and of any party. They need some tubthumping local vanity project to keep interest in them, rather than concentrating on things that really do need improvement, such as child safeguarding in Doncaster's case.

 

[pug1]

Although it won't be operating as a fully operational base until next year, building on a long established number of routes operated from bases elsewhere.

Expecting any airline to set up a new base anywhere before proving viability of routes seems somewhat optimistic. What's in it for the airline? Who pays? Holidaymakers buy very much on price. Business travellers are more attracted by convenience to get quickly to multiple destinations around the globe.

You may be able to fill a weekly flight to Alicante, but it needs the much larger numbers consolidated at airports like Manchester and London to attract time constrained business flyers. From DSA to interchange at Amsterdam, Paris, or Frankfurt I hear the cry, several times a day.

Whatever, big subsidies are going to be needed. Is potential state money burning a hole in one or two enthusiasts' pockets?

Peel were quite clever back in 2004 when they managed to get ThomsonFly (as was) to commit. At the time they were in somewhat a state of flux trying to find their place in the ‘new’ world of low cost leisure airlines. It also meant that ThomsonFly would centre all ops on DSA and eventually all but abandon known markets at HUY and LBA. Problem is it didn’t quite work out like that longer term, Jet2 started a holidays arm, lots if airlines went to the wall following the financial crash and the attempt to diversify ops at DSA came ti near zero. We know there were numerous high profile failures at DSA. With this in mind where exactly is the incentive for a DSA 2.0 to be anywhere near the top of the list of priorities for airlines? I just can’t fathom how it’s got this far, other than to say that aviation is an inherently risk based business and that makes it attractive to a certain sort. Airports also act as political levers. We’re in a perilous position where hundreds of millions could be squandered here, diverting much needed funds from projects that could have lasting ROI. I find Coppard hard to read, I hope he makes the right decision in September even if it upsets the apple cart in the short term.

 

[thejuggler]

I've just done a check on Flightradar to see how much Jet2 have grown.

TUI fleet 69, Jet2 128

TUI have 92 flights in the air (includes other EU departures), Jet2 102.

 

[Cloud Strife]

With this in mind where exactly is the incentive for a DSA 2.0 to be anywhere near the top of the list of priorities for airlines?

There is a 'but' here. DSA has a much, much longer runway, meaning that there are effectively no limitations on what can operate from there. LBA is less than 2300m, while DSA is close to 2900m. It's not a big deal for most short haul flights, but if you start to consider longer flights (for instance, to Turkey or even further) where Wizzair have been experimenting, LBA starts to have issues.

One potential interesting niche for DSA could be for airlines wanting to try and make a 5-6 hour medium haul flight work. Both the Max-10 and the A321neo would possibly need more runway for a 4-5 hour flight than LBA can offer, especially on a flight operated by a low cost carrier. As deliveries continue, LCCs might find some business in operating to places like Hurghada, and LBA simply wouldn't be able to accommodate them.

It would need a lot of clever management and an understanding that DSA is not going to win when it comes to flights to places like Alicante, but that there's a viable future in attracting and operating connections to medium haul destinations where people will travel a bit more to an airport where such a connection is offered.

 

[mpthomson]

There is a 'but' here. DSA has a much, much longer runway, meaning that there are effectively no limitations on what can operate from there. LBA is less than 2300m, while DSA is close to 2900m. It's not a big deal for most short haul flights, but if you start to consider longer flights (for instance, to Turkey or even further) where Wizzair have been experimenting, LBA starts to have issues.

One potential interesting niche for DSA could be for airlines wanting to try and make a 5-6 hour medium haul flight work. Both the Max-10 and the A321neo would possibly need more runway for a 4-5 hour flight than LBA can offer, especially on a flight operated by a low cost carrier. As deliveries continue, LCCs might find some business in operating to places like Hurghada, and LBA simply wouldn't be able to accommodate them.

It would need a lot of clever management and an understanding that DSA is not going to win when it comes to flights to places like Alicante, but that there's a viable future in attracting and operating connections to medium haul destinations where people will travel a bit more to an airport where such a connection is offered.

There isn’t a ‘but’ at all. There is literally no airframe that is ever likely to use DSA that can’t also use LBA.

You forget that LBA routinely hosted A300 and 747s previously (PIA and WardAir) plus Jet2 used to fly 757 non stop to JFK regularly during Christmas shopping season. There’s no reason at all why flights to Hurghada couldn’t go direct from there if there was the demand. It’s easily in reach of a 737MAX. PIA were planning to introduce 777 direct from LBA to Islamabad to replace the A300 before they got banned. LBA’s runway is fine for A321 NEO.

Flights to Turkey are no longer than the standard flights to Tenereife etc that routinely go from LBA. Jet2 already has regular flights to Dalaman and Antalya from LBA and it has had for 20yrs.

I’m sorry but we’re back into the realms of fantasy airport. There are no 5 or 6 hr medium haul routes that are viable commercially except for for Cape Verde and Hurghada, which are really only TUI (plus the new EasyJet flights from Luton) as there just isn’t the demand other than what they offer.

 

[edwin_m]

Longer low cost flights such as Hurghada or even Jeddah are unlikely to be more than a handful in a day, unlikely to make DSA viable without continuing subsidy, and they would probably want to fly from the London area where there is more population. If anything needed a longer runway in the region than LBA, East Midlands is also about 2900m and as an established airport would probably be a better choice than rolling the dice on DSA.

 

[pug1]

There is a 'but' here. DSA has a much, much longer runway, meaning that there are effectively no limitations on what can operate from there. LBA is less than 2300m, while DSA is close to 2900m. It's not a big deal for most short haul flights, but if you start to consider longer flights (for instance, to Turkey or even further) where Wizzair have been experimenting, LBA starts to have issues.

One potential interesting niche for DSA could be for airlines wanting to try and make a 5-6 hour medium haul flight work. Both the Max-10 and the A321neo would possibly need more runway for a 4-5 hour flight than LBA can offer, especially on a flight operated by a low cost carrier. As deliveries continue, LCCs might find some business in operating to places like Hurghada, and LBA simply wouldn't be able to accommodate them.

It would need a lot of clever management and an understanding that DSA is not going to win when it comes to flights to places like Alicante, but that there's a viable future in attracting and operating connections to medium haul destinations where people will travel a bit more to an airport where such a connection is offered.

I don’t buy this argument. If you look back to 2003/4 when Peel were fighting through a public enquiry much was made of the long runway and how it could unlock some untapped demand for long haul routes. It echoes what some people pushing for reopening are saying today, flights across the globe due to the long runway etc etc. Fact is it’s just not viable, there isn’t the catchment area to serve long-haul destinations at a frequency required to make the operation viable given the high fixed costs.

The runway is almost exactly the same length as EMA almost to the foot! EMA is less than 60 minutes down the motorway from Jct 3 of the M18. Do we really need another airport trying to do exactly the same thing in an area that is, for the most part, made up of fields and sheep and an erstwhile town that has a relatively poor economy and high worklessness? Manchester Airport serves the north of England as far as the long haul airlines are concerned. There isn’t the demand for another one trying to do the same thing.

Surface access to LBA is poor, but it does well because it’s such a large city region and so has access to lots of people.

 

[Cloud Strife]

I don’t buy this argument. If you look back to 2003/4 when Peel were fighting through a public enquiry much was made of the long runway and how it could unlock some untapped demand for long haul routes. It echoes what some people pushing for reopening are saying today, flights across the globe due to the long runway etc etc. Fact is it’s just not viable, there isn’t the catchment area to serve long-haul destinations at a frequency required to make the operation viable given the high fixed costs.

I'd point out though that it's an entirely different market today than to 2003/2004. The longer runway argument wasn't valid then, but now with the 737 Max-10 and A321neo making it possible to operate medium haul routes with 200+ passengers, it's quite possible that some interesting connections could be opened up. Of course, it won't work for genuinely long haul, but I wouldn't rule out an airline like Easyjet trying things like Marsa Alam where they could sell a large amount of seats to tour operators in winter.

There isn’t a ‘but’ at all. There is literally no airframe that is ever likely to use DSA that can’t also use LBA.

The A321neo and Max-10 on longer sectors probably wouldn't be able to use LBA if they were fully loaded in a typical low cost or charter configuration.

You forget that LBA routinely hosted A300 and 747s previously (PIA and WardAir) plus Jet2 used to fly 757 non stop to JFK regularly during Christmas shopping season.

The 757 would have been restricted in some way as it would have needed a runway of between 2100-2400m. I can't imagine how the 747 or A300 would have done it without some major restrictions, unless these were short haul flights - a long haul flight would need a lot more runway than LBA has.

Flights to Turkey are no longer than the standard flights to Tenereife etc that routinely go from LBA. Jet2 already has regular flights to Dalaman and Antalya from LBA and it has had for 20yrs.

Tenerife is closer, but again, what are Jet2 using on those flights? If we're talking about Dalaman, the A321neo would be *very* close (if not over it) to the limits of LBA in summer if we're assuming a fully loaded 232 seat plane. They could do it with some seat restrictions, but there's no denying that LBA needs a 200-300m runway extension.

I’m sorry but we’re back into the realms of fantasy airport. There are no 5 or 6 hr medium haul routes that are viable commercially except for for Cape Verde and Hurghada, which are really only TUI (plus the new EasyJet flights from Luton) as there just isn’t the demand other than what they offer.

Well, don't forget that some other places are now starting to fight for tourism, such as Baku. Then, as Europe becomes more and more expensive for tourism, people are looking for cheaper destinations, so you've also got to consider places like Batumi as being commercially viable in time. Of course, LBA is perfect for most missions, but there's certainly a niche in catering to medium haul cheap flights where the goal is simply to pack people in for 5 hours or so.

I don't think DSA is viable by itself, but I also don't think it's a lame duck if they're able to attract an airline willing to put on a reasonable amount of flights.

 

[mpthomson]

I'd point out though that it's an entirely different market today than to 2003/2004. The longer runway argument wasn't valid then, but now with the 737 Max-10 and A321neo making it possible to operate medium haul routes with 200+ passengers, it's quite possible that some interesting connections could be opened up. Of course, it won't work for genuinely long haul, but I wouldn't rule out an airline like Easyjet trying things like Marsa Alam where they could sell a large amount of seats to tour operators in winter.



The A321neo and Max-10 on longer sectors probably wouldn't be able to use LBA if they were fully loaded in a typical low cost or charter configuration.



The 757 would have been restricted in some way as it would have needed a runway of between 2100-2400m. I can't imagine how the 747 or A300 would have done it without some major restrictions, unless these were short haul flights - a long haul flight would need a lot more runway than LBA has.



Tenerife is closer, but again, what are Jet2 using on those flights? If we're talking about Dalaman, the A321neo would be *very* close (if not over it) to the limits of LBA in summer if we're assuming a fully loaded 232 seat plane. They could do it with some seat restrictions, but there's no denying that LBA needs a 200-300m runway extension.



Well, don't forget that some other places are now starting to fight for tourism, such as Baku. Then, as Europe becomes more and more expensive for tourism, people are looking for cheaper destinations, so you've also got to consider places like Batumi as being commercially viable in time. Of course, LBA is perfect for most missions, but there's certainly a niche in catering to medium haul cheap flights where the goal is simply to pack people in for 5 hours or so.

I don't think DSA is viable by itself, but I also don't think it's a lame duck if they're able to attract an airline willing to put on a reasonable amount of flights.

The 757 wasn’t restricted in any way at all. It flew transatlantic from LBA routinely. A300 was direct to Islamabad, whatever you care to imagine or not. And PIA were going to do it using a 777 as well.

The runway isn’t nearly as much of an issue as people think. A Max8 can easily get to Hurghada or Cape Verde from LBA, that they don’t is because there isn’t enough market.

There’s not remotely enough market (and neither will there ever be) to and from Azerbaijan or Georgia from LBA.

 

[pug1]

I'd point out though that it's an entirely different market today than to 2003/2004. The longer runway argument wasn't valid then, but now with the 737 Max-10 and A321neo making it possible to operate medium haul routes with 200+ passengers, it's quite possible that some interesting connections could be opened up. Of course, it won't work for genuinely long haul, but I wouldn't rule out an airline like Easyjet trying things like Marsa Alam where they could sell a large amount of seats to tour operators in winter.



The A321neo and Max-10 on longer sectors probably wouldn't be able to use LBA if they were fully loaded in a typical low cost or charter configuration.



The 757 would have been restricted in some way as it would have needed a runway of between 2100-2400m. I can't imagine how the 747 or A300 would have done it without some major restrictions, unless these were short haul flights - a long haul flight would need a lot more runway than LBA has.



Tenerife is closer, but again, what are Jet2 using on those flights? If we're talking about Dalaman, the A321neo would be *very* close (if not over it) to the limits of LBA in summer if we're assuming a fully loaded 232 seat plane. They could do it with some seat restrictions, but there's no denying that LBA needs a 200-300m runway extension.



Well, don't forget that some other places are now starting to fight for tourism, such as Baku. Then, as Europe becomes more and more expensive for tourism, people are looking for cheaper destinations, so you've also got to consider places like Batumi as being commercially viable in time. Of course, LBA is perfect for most missions, but there's certainly a niche in catering to medium haul cheap flights where the goal is simply to pack people in for 5 hours or so.

I don't think DSA is viable by itself, but I also don't think it's a lame duck if they're able to attract an airline willing to put on a reasonable amount of flights.

If anything the only change is that airlines have consolidated and growth is happening at bigger airports. Theres no chance at all that easyJet would consider doing what you suggested. They may be looking at it at the moment but all evidence points towards a base at LBA. DSA is just too close to its competitors so flying from there doesn’t make commercial sense. Like I said, EMA isn’t far away and is better placed to handle those niche destinations you mention.

 

[AlastairFraser]

Manchester Airport serves the north of England as far as the long haul airlines are concerned.

I agree that DSA is unlikely to successfully reopen, but consider a left field scenario for a moment.
What if DSA decided to massively undercut Manchester with widebody fees and justified a reopening that way with ancillary fees providing a small profit margin?

 

[pug1]

I agree that DSA is unlikely to successfully reopen, but consider a left field scenario for a moment.
What if DSA decided to massively undercut Manchester with widebody fees and justified a reopening that way with ancillary fees providing a small profit margin?

It’s not about fees, people make a big deal about this but generally the wide body long haul operators need access to big markets and they’ll absorb the fees easier than your Ryanair’s and easyJet’s. Say for arguments sake Emirates decided to serve another airport on the M62 corridor, not only will they be competing with themselves on price but they’d also be increasing costs. Not only that, but handling wise body jets is an expensive business which DSA is not equipped for, imagine the outlay required just to even attempt to enter that market, just would never work.

 

[AlastairFraser]

It’s not about fees, people make a big deal about this but generally the wide body long haul operators need access to big markets and they’ll absorb the fees easier than your Ryanair’s and easyJet’s. Say for arguments sake Emirates decided to serve another airport on the M62 corridor, not only will they be competing with themselves on price but they’d also be increasing costs. Not only that, but handling wise body jets is an expensive business which DSA is not equipped for, imagine the outlay required just to even attempt to enter that market, just would never work.

The scenario I was envisaging was more that long haul airlines would move their entire operations here, rather than splitting between DSA and Manchester. But I respect your opinion.

 

[pug1]

The scenario I was envisaging was more that long haul airlines would move their entire operations here, rather than splitting between DSA and Manchester. But I respect your opinion.

There’s literally zero incentive to do so, it would inconvenience the largest part of their market by moving it to somewhere relatively remote and so it just doesn’t make sense. I can’t imagine there are millions of passengers generated in Doncaster.

 

[mpthomson]

The scenario I was envisaging was more that long haul airlines would move their entire operations here, rather than splitting between DSA and Manchester. But I respect your opinion.

That’s never ever going to happen. It would be great if people could stop playing ‘fantasy airport’.

 

[AlastairFraser]

There’s literally zero incentive to do so, it would inconvenience the largest part of their market by moving it to somewhere relatively remote and so it just doesn’t make sense. I can’t imagine there are millions of passengers generated in Doncaster.

It depends what they value more, cost reduction and ease of access (especially for road passengers - Manchester Airport drop off charges are bad enough, parking is worse).

That’s never ever going to happen. It would be great if people could stop playing ‘fantasy airport’.

Thank you for your constructive contribution!

 

[thejuggler]

I have heard from three sources who aren't connected, that airlines are considering LBA to operate 6+ hour flights with A321 Neos.

One being mentioned is Saudi as an alternative to Emirates on hub routes to the Indian sub continent.

 

[pug1]

It depends what they value more, cost reduction and ease of access (especially for road passengers - Manchester Airport drop off charges are bad enough, parking is worse).

Thank you for your constructive contribution!

They don’t care about handling fees. They need bums on seats, it’s very simple in that respect. You wouldn’t pull out of a region that has something ike 7 million people to one that has around 1.4 million just to save a few quid on landing fees. Complete non starter.

 

[Nym]

I have heard from three sources who aren't connected, that airlines are considering LBA to operate 6+ hour flights with A321 Neos.

One being mentioned is Saudi as an alternative to Emirates on hub routes to the Indian sub continent.

Why would they not consider using Stanstead with it's much larger catchment area?

 

[mpthomson]

Why would they not consider using Stanstead with it's much larger catchment area?

Because it doesn’t serve remotely the same market in terms of population that LBA does. Stansted is terrible to get to from Yorkshire.

We’ll see though, there aren’t that many spare slots at LBA (one of the reason that TUI has some interest in a reopened DSA), there isn’t that much room for new airlines to move in.

== Doublepost prevention - post automatically merged: 29 Jun 2025 ==

Thank you for your constructive contribution!

it’s completely accurate though. No long haul airline is going to be moving from MAN (or anywhere else) to DSA. That’s absolutely none. To think one ever would shows a complete lack of understanding of airline economics.