I am not familiar with CO’s UK diversion policy but it will be a combination of:
* Where is forecast to be above limits
* Crew base to allow the return flight to operate
* Ground base to allow the flight to be handled relatively easily
* Airborne en-route and holding fuel requirements
* Operational slot availability
* etc, etc as I said above
It could be anything including [for example] DUB might be marginal or below limits, MAN might not have terminal/gate/ground handling capacity, GLA has no 757 qualified crews available, no operational slots available at LGW, the only crews at BHX were needed for their own flights, etc, etc, etc.
Bottom line, airline dispatchers will select the most convenient nominated diversion based on a variety of considerations both operational and commercial. Even then, if the planned alternates are not viable on the day, the operating crew will make a definitive decision as the flight progresses.
Andy
Ok thanks for that, it just seems strange that EDI was first suitable alternative that they used. I think EDI’s own flight had left quite a while before the SNN flight arrived.
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