GLASGOW Airport won a massive expansion of services to the Middle East and beyond

It’s good news for folk who don’t want to mess around with flying / driving / getting the train down south.

Tonight Aberdeen also gained approval for 24 hour operation – which they say will add 4 flights per day during summer.

Good day for Scottish aviation – more business = more flights = more pilot positions. Ye ha.

DME

Another great day all round for Scottish aviation. 🙂

It’s good news for folk who don’t want to mess around with flying / driving / getting the train down south.

Tonight Aberdeen also gained approval for 24 hour operation – which they say will add 4 flights per day during summer.

Good day for Scottish aviation – more business = more flights = more pilot positions. Ye ha.

DME

Another great day all round for Scottish aviation. 🙂

It’s good news for folk who don’t want to mess around with flying / driving / getting the train down south.

Tonight Aberdeen also gained approval for 24 hour operation – which they say will add 4 flights per day during summer.

Good day for Scottish aviation – more business = more flights = more pilot positions. Ye ha.

DME

It’s good news for folk who don’t want to mess around with flying / driving / getting the train down south.

Tonight Aberdeen also gained approval for 24 hour operation – which they say will add 4 flights per day during summer.

Good day for Scottish aviation – more business = more flights = more pilot positions. Ye ha.

DME

with regards to stats about cities and their productivity, see also this article in today’s Evening Times… http://www.eveningtimes.co.uk/hi/news/5036139.html#

with regards to stats about cities and their productivity, see also this article in today’s Evening Times… http://www.eveningtimes.co.uk/hi/news/5036139.html#

LOL
It is naive to think that BAA are alone in what they do. Unlike at Charleroi, privately run airports can support air services in any way that they like. All airports have published charges, but very few of them charge these, in actual fact many airports do not hgave two airlines paying the same fees.

What happens with the RDFs is that they can only match the discounts offered by the airports, and cannot exceed them, this is done on the understanding that most airport operators will give some level of discount.

There are some under the misguided impression that only GLA has benefitted from BAA’s `discounts` in Scotland. Quite clearly this isn’t the case and is a myth that should that should be banished once and for all.

EK had intended to fly from GLA – LONG before any RDF’s – BAA’s or the SE.

Clearly they made a correct choice and people from all over Central Scotland are using the service despite the usual doom-merchants predictions.

LOL
It is naive to think that BAA are alone in what they do. Unlike at Charleroi, privately run airports can support air services in any way that they like. All airports have published charges, but very few of them charge these, in actual fact many airports do not hgave two airlines paying the same fees.

What happens with the RDFs is that they can only match the discounts offered by the airports, and cannot exceed them, this is done on the understanding that most airport operators will give some level of discount.

There are some under the misguided impression that only GLA has benefitted from BAA’s `discounts` in Scotland. Quite clearly this isn’t the case and is a myth that should that should be banished once and for all.

EK had intended to fly from GLA – LONG before any RDF’s – BAA’s or the SE.

Clearly they made a correct choice and people from all over Central Scotland are using the service despite the usual doom-merchants predictions.

I refer you to my above post, the GDP of Leeds is double that of Edinburgh.

Which is where we start down the slipperry slope of statistics I was trying to avoid. The question asked was “financial importance” in terms of wanting to attract business services. You cannot work that out just from a city’s GDP, in fact it is highly subjective depending on how “financial importance” is quantified.

There is a NEVER a simple answer to these things! 😉

I refer you to my above post, the GDP of Leeds is double that of Edinburgh.

Which is where we start down the slipperry slope of statistics I was trying to avoid. The question asked was “financial importance” in terms of wanting to attract business services. You cannot work that out just from a city’s GDP, in fact it is highly subjective depending on how “financial importance” is quantified.

There is a NEVER a simple answer to these things! 😉

So you’ll know there are two RDFs in Scotland then, although BAA are somewhat ‘hush hush’ about their’s. It is significantly bigger though? (than the SE’s)

LOL
It is naive to think that BAA are alone in what they do. Unlike at Charleroi, privately run airports can support air services in any way that they like. All airports have published charges, but very few of them charge these, in actual fact many airports do not hgave two airlines paying the same fees.

What happens with the RDFs is that they can only match the discounts offered by the airports, and cannot exceed them, this is done on the understanding that most airport operators will give some level of discount.

So you’ll know there are two RDFs in Scotland then, although BAA are somewhat ‘hush hush’ about their’s. It is significantly bigger though? (than the SE’s)

LOL
It is naive to think that BAA are alone in what they do. Unlike at Charleroi, privately run airports can support air services in any way that they like. All airports have published charges, but very few of them charge these, in actual fact many airports do not hgave two airlines paying the same fees.

What happens with the RDFs is that they can only match the discounts offered by the airports, and cannot exceed them, this is done on the understanding that most airport operators will give some level of discount.

I am an aviation consultant, with specialist economists as colleagues. The subsidies you talk of are NOT subsidies as such, and again I can definately consider myself to be somewhat of an expert! What you are talking about is the Scottish Route Development Fund, which does not equate to a subsidy, but purely acts as a way of assisting airlines when their load factors fall below desginated levels in order to help them establish routes earlier than the natural market would stipulate. As I say I can guarantee from my work that I am a relative expert on RDFs!

Looking at GDP statistics… Edinburgh = €22,351,000,000, Leeds = €56,373,000,000, quite a significant difference. These are taken from Eurostats.

So you’ll know there are two RDFs in Scotland then, although BAA are somewhat ‘hush hush’ about their’s. It is significantly bigger though? (than the SE’s)

Ok then, so one has to ask how they all define ‘important’ then as that is word being used. Maybe due to the fact Edinburgh is home to the likes of RBS it is regarded as more ‘important’? :confused:

I am an aviation consultant, with specialist economists as colleagues. The subsidies you talk of are NOT subsidies as such, and again I can definately consider myself to be somewhat of an expert! What you are talking about is the Scottish Route Development Fund, which does not equate to a subsidy, but purely acts as a way of assisting airlines when their load factors fall below desginated levels in order to help them establish routes earlier than the natural market would stipulate. As I say I can guarantee from my work that I am a relative expert on RDFs!

Looking at GDP statistics… Edinburgh = €22,351,000,000, Leeds = €56,373,000,000, quite a significant difference. These are taken from Eurostats.

So you’ll know there are two RDFs in Scotland then, although BAA are somewhat ‘hush hush’ about their’s. It is significantly bigger though? (than the SE’s)

Ok then, so one has to ask how they all define ‘important’ then as that is word being used. Maybe due to the fact Edinburgh is home to the likes of RBS it is regarded as more ‘important’? :confused:

There are lies, damned lies, and then there are statistics. I’m sure that somewhere on the net are the stats that will prove Farnborough is the 2nd most important financial centre after London. Both Leeds and Edinburgh are important in their own right, and do similar things, you will not get a conclusive answer as to which is “more” important.

Goodbye EDI vs GLA hello EDI vs LBA 😀

I refer you to my above post, the GDP of Leeds is double that of Edinburgh.

There are lies, damned lies, and then there are statistics. I’m sure that somewhere on the net are the stats that will prove Farnborough is the 2nd most important financial centre after London. Both Leeds and Edinburgh are important in their own right, and do similar things, you will not get a conclusive answer as to which is “more” important.

Goodbye EDI vs GLA hello EDI vs LBA 😀

I refer you to my above post, the GDP of Leeds is double that of Edinburgh.

posted by RIPConcordeIt’s taken a while for me to realise this, but by my reckoning the ET are way out with their B773 seating! 😮 Going by their 2-class seat plan they seat mid-300s, not 400 odd.

erm, this quote from Emirates.com…

The Boeing 777-200/300
One of the largest aircraft in our fleet, the B777-200 comfortably accommodates 18 First Class, 49 Business Class and 236 Economy Class passengers, carrying a total of 303 passengers. A second configuration offers 49 Business Class seats and 304 Economy Class passengers, allowing for a total of 353 passengers. These aircraft are currently being updated to provide greater comfort and a new 500 channel entertainment system. The B777-300, the largest member of the Emirates fleet, can carry a total of 434 passengers, with 49 Business Class seats and 385 Economy seats.

source: http://www.emirates.com/miniSites/AboutOurFleet1/Home/index.asp

posted by RIPConcordeIt’s taken a while for me to realise this, but by my reckoning the ET are way out with their B773 seating! 😮 Going by their 2-class seat plan they seat mid-300s, not 400 odd.

erm, this quote from Emirates.com…

The Boeing 777-200/300
One of the largest aircraft in our fleet, the B777-200 comfortably accommodates 18 First Class, 49 Business Class and 236 Economy Class passengers, carrying a total of 303 passengers. A second configuration offers 49 Business Class seats and 304 Economy Class passengers, allowing for a total of 353 passengers. These aircraft are currently being updated to provide greater comfort and a new 500 channel entertainment system. The B777-300, the largest member of the Emirates fleet, can carry a total of 434 passengers, with 49 Business Class seats and 385 Economy seats.

source: http://www.emirates.com/miniSites/AboutOurFleet1/Home/index.asp

I guess that depends on what type of work you do then. 😉 I shall try and find some figures etc to back up what I have said.
As for operating from the two airports, if the time ever comes that EK look to go 2x daily at GLA, I bet the odds of them starting from EDI instead would be high, that way they would be entitled to more subsidies. 😉 I’m not inclined to agree with you entirely, as CO have shown it is possible to operate from both airports with little or no impact on any existing service. You may also find this news article of interest: 😉

http://news.scotsman.com/edinburgh.cfm?id=667892004

I am an aviation consultant, with specialist economists as colleagues. The subsidies you talk of are NOT subsidies as such, and again I can definately consider myself to be somewhat of an expert! What you are talking about is the Scottish Route Development Fund, which does not equate to a subsidy, but purely acts as a way of assisting airlines when their load factors fall below desginated levels in order to help them establish routes earlier than the natural market would stipulate. As I say I can guarantee from my work that I am a relative expert on RDFs!

Looking at GDP statistics… Edinburgh = €22,351,000,000, Leeds = €56,373,000,000, quite a significant difference. These are taken from Eurostats.

I guess that depends on what type of work you do then. 😉 I shall try and find some figures etc to back up what I have said.
As for operating from the two airports, if the time ever comes that EK look to go 2x daily at GLA, I bet the odds of them starting from EDI instead would be high, that way they would be entitled to more subsidies. 😉 I’m not inclined to agree with you entirely, as CO have shown it is possible to operate from both airports with little or no impact on any existing service. You may also find this news article of interest: 😉

http://news.scotsman.com/edinburgh.cfm?id=667892004

I am an aviation consultant, with specialist economists as colleagues. The subsidies you talk of are NOT subsidies as such, and again I can definately consider myself to be somewhat of an expert! What you are talking about is the Scottish Route Development Fund, which does not equate to a subsidy, but purely acts as a way of assisting airlines when their load factors fall below desginated levels in order to help them establish routes earlier than the natural market would stipulate. As I say I can guarantee from my work that I am a relative expert on RDFs!

Looking at GDP statistics… Edinburgh = €22,351,000,000, Leeds = €56,373,000,000, quite a significant difference. These are taken from Eurostats.