LUTON
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No parking adjacent to easyLand for their employees, that will mean taking the staff bus then?
Painting H89 orange, can they do this?
So easyJet's grand H.Q along Kimpton Rd (I saw the plans and GRAND is an understatement) becomes a corner of a hangar that is far past its 'designed for' age! Is this desperation?
I guess the predicted revenue for this coming winter, forces the new management team to make some really LOw COst decisions? Add to this the possible impending FL Group challenge to Stelios Chairmanship!
MOL must be need medical aid for his continuous laughter especially as easy have opened the Taj for Teaching on the industrial estate. How much additional expense is this?
Do the Icelandic's think that Sterling is a real nice name for a UK based airline? Well it sounds better than Euro!
Anyway, still no room for a Bear compound!
Painting H89 orange, can they do this?
So easyJet's grand H.Q along Kimpton Rd (I saw the plans and GRAND is an understatement) becomes a corner of a hangar that is far past its 'designed for' age! Is this desperation?
I guess the predicted revenue for this coming winter, forces the new management team to make some really LOw COst decisions? Add to this the possible impending FL Group challenge to Stelios Chairmanship!
MOL must be need medical aid for his continuous laughter especially as easy have opened the Taj for Teaching on the industrial estate. How much additional expense is this?
Do the Icelandic's think that Sterling is a real nice name for a UK based airline? Well it sounds better than Euro!
Anyway, still no room for a Bear compound!
Thread Starter
Much of the accommodation is on mezzanine floors located at one end of the hangar and is in a poor state of repair as it hasn't been used for years. All of the office accommodation is classed as airside as there is free access onto the hangar floor so unless some serious internal barriers are installed all members of staff will need airside passes which come at a price.
I can also see parking is going to be a real issue. The existing staff car park will disappear as will the airport staff car park next to Harrods. This will leave some easyjet staff parking at the front of the hangar and in the car park at the base of the tower. Everyone else will be catching the car hire coaches to the back of the airport. Talking to some duty free staff this can add 30 minutes to their travelling times, as these buses are not that frequent.
I have been wondering where the multi story car park is going to be located. Wherever it goes it will have to be quite slim to fit in the gap between the new apron and the roadway that leads to the tunnel. In the short term I can’t see easyjet staff or any airport staff being allowed to park in there until the new reception centre in the mid term car park is built which will then free up the multi story car park for staff parking as passengers cars will no longer be driving through the tunnel.
I can also see parking is going to be a real issue. The existing staff car park will disappear as will the airport staff car park next to Harrods. This will leave some easyjet staff parking at the front of the hangar and in the car park at the base of the tower. Everyone else will be catching the car hire coaches to the back of the airport. Talking to some duty free staff this can add 30 minutes to their travelling times, as these buses are not that frequent.
I have been wondering where the multi story car park is going to be located. Wherever it goes it will have to be quite slim to fit in the gap between the new apron and the roadway that leads to the tunnel. In the short term I can’t see easyjet staff or any airport staff being allowed to park in there until the new reception centre in the mid term car park is built which will then free up the multi story car park for staff parking as passengers cars will no longer be driving through the tunnel.
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Nothing new there. LTN's website is always way behind.
The flights are to be operated by Styrian Spirit on a Tu/Thu/Sat/Sun starting 17 Dec. Bookings will start from 11 Nov. Late morning arr/dep at LTN.
The flights are to be operated by Styrian Spirit on a Tu/Thu/Sat/Sun starting 17 Dec. Bookings will start from 11 Nov. Late morning arr/dep at LTN.
Thread Starter
From Flight International
Gulfstream Aerospace is confident of receiving full maintenance approvals for its current product range at its European facility by early next year, as the company hints at further non-US expansion.
Gulfstream's London Luton airport service centre was acquired in April 2003 from Signature Air Support and previously had no Gulfstream overhaul approvals.
Over the past two years its engineers have undergone re-training and the facility has been re-certificated by the US Federal Aviation Administration and European Aviation Safety Agency to carry out maintenance, repair and overhaul (MRO) work for all "legacy" Gulfstream aircraft such as the G-V and G-VI superlarge range, the company says.
The company says it is "working on" extending its competence to the G450, G550 types and expects to receive approvals by the first quarter of next year with further types added over time.
The approvals represent a turnaround from Signature's MRO activity, which concentrated on Cessna Citation, Dassault Falcon Jet and Raytheon Hawker ranges.
"We've gone from zero Gulfstream to 95% of our business," says Gulfstream Luton service centre general manager Frank DeFelice.
Since acquisition Gulfstream has doubled the size of the facility from 2,600m2 (28,000ft2) to 5,200m2 and hired an additional 30 staff to take the total to 70 at the site, 50km (35miles) from central London.
The two hangars can accommodate six aircraft simultaneously, says DeFelice.
Gulfstream declines to give specific figures for aircraft passing through the facility, but says Luton represents one of the most concentrated clusters of Gulfstreams outside the USA and the facility has captured a lot of business that was previously going to the USA.
"I looked at the volume of Gulfstream and it's here not Farnborough, but there was also a big driver in our relationship with Signature," says Larry Flynn, Gulfstream president product support.
Gulfstream has six service centres in the USA as well as six General Dynamics Aviation Services centres working primarily on non-Gulfstream types.
Luton was the first outside the USA, although Flynn says other sites are being considered, although no final decision has been taken.
"You have to ask 'how many places can you set up a pure-Gulfstream maintenance shop?' so there would have to a concentration of aircraft in service," says Flynn.
Gulfstream has three approved service centres in Switzerland and another in Israel.
The company is also considering basing a second dedicated parts logistics aircraft in Luton to offer European customers the same dispatch service carried out with a G150 based in Savannah, Georgia, adds Flynn.
"While 80% of the fleet is in the USA, as you sell more aircraft in Europe then we would consider basing an aircraft here," he says.
The Luton facility houses around $3.2 million in spare parts, or just over 1% of the $275 million global inventory.
Gulfstream Luton is the first service centre outside the USA to receive the FAA's Aviation Maintenance Technician (AMT) diamond certificate of excellence.
Gulfstream's London Luton airport service centre was acquired in April 2003 from Signature Air Support and previously had no Gulfstream overhaul approvals.
Over the past two years its engineers have undergone re-training and the facility has been re-certificated by the US Federal Aviation Administration and European Aviation Safety Agency to carry out maintenance, repair and overhaul (MRO) work for all "legacy" Gulfstream aircraft such as the G-V and G-VI superlarge range, the company says.
The company says it is "working on" extending its competence to the G450, G550 types and expects to receive approvals by the first quarter of next year with further types added over time.
The approvals represent a turnaround from Signature's MRO activity, which concentrated on Cessna Citation, Dassault Falcon Jet and Raytheon Hawker ranges.
"We've gone from zero Gulfstream to 95% of our business," says Gulfstream Luton service centre general manager Frank DeFelice.
Since acquisition Gulfstream has doubled the size of the facility from 2,600m2 (28,000ft2) to 5,200m2 and hired an additional 30 staff to take the total to 70 at the site, 50km (35miles) from central London.
The two hangars can accommodate six aircraft simultaneously, says DeFelice.
Gulfstream declines to give specific figures for aircraft passing through the facility, but says Luton represents one of the most concentrated clusters of Gulfstreams outside the USA and the facility has captured a lot of business that was previously going to the USA.
"I looked at the volume of Gulfstream and it's here not Farnborough, but there was also a big driver in our relationship with Signature," says Larry Flynn, Gulfstream president product support.
Gulfstream has six service centres in the USA as well as six General Dynamics Aviation Services centres working primarily on non-Gulfstream types.
Luton was the first outside the USA, although Flynn says other sites are being considered, although no final decision has been taken.
"You have to ask 'how many places can you set up a pure-Gulfstream maintenance shop?' so there would have to a concentration of aircraft in service," says Flynn.
Gulfstream has three approved service centres in Switzerland and another in Israel.
The company is also considering basing a second dedicated parts logistics aircraft in Luton to offer European customers the same dispatch service carried out with a G150 based in Savannah, Georgia, adds Flynn.
"While 80% of the fleet is in the USA, as you sell more aircraft in Europe then we would consider basing an aircraft here," he says.
The Luton facility houses around $3.2 million in spare parts, or just over 1% of the $275 million global inventory.
Gulfstream Luton is the first service centre outside the USA to receive the FAA's Aviation Maintenance Technician (AMT) diamond certificate of excellence.
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Carinthian Spirit? Buster told you first, you only have to read backwards on this thread from here!
EXCELLENT NEWS!
Has Luton ever offered a scheduled route to Austria?
No Concession charge for Gulfstream's only $$$ for the consortium!
EXCELLENT NEWS!
Has Luton ever offered a scheduled route to Austria?
No Concession charge for Gulfstream's only $$$ for the consortium!
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Wizz is increasing LTN flights to POZ from 4 to 5 weekly from 1 Dec, and to 7 from 27Mar 06. GDN goes up from 11 to 12 weekly from 1 Dec & into the summer sch. WAW increases from 10 to 14 weekly, also from 1 Dec.
By early Dec, Wizz would have carried almost 750,000pax to/from LTN, since it started flights on 17 May 2004. Not bad for a new start up, which most people only gave a 6 months life span when it commenced operations.
London(LTN) is the busiest & most successful destination on the Wizz network.
By early Dec, Wizz would have carried almost 750,000pax to/from LTN, since it started flights on 17 May 2004. Not bad for a new start up, which most people only gave a 6 months life span when it commenced operations.
London(LTN) is the busiest & most successful destination on the Wizz network.
Thread Starter
Regarding wizz's growth, there presence is certainly felt in the luton population, 10,000 strong poles now in luton
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I see BMI have yet to announce where the available rotation by the Jungle Jet will go?
Munich was announced from Edinburgh by BMI this week and this was a rumoured route form Luton?
10,000 Poles in Luton, maybe he means telegraph ones or possibly the poles marking out the new development!
Munich was announced from Edinburgh by BMI this week and this was a rumoured route form Luton?
10,000 Poles in Luton, maybe he means telegraph ones or possibly the poles marking out the new development!
PPRuNe Handmaiden
I know exactly where 9,000 of them are living too. In my street!! 
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On the back of this success, Wizz will be launching two, possibly three new destinations into LTN in S06, so expect even more Poles down your street. The only route that seems not to have enjoyed the growth of all the others though is BUD. This started with a daily rotation, gradually increased to three daily, but for the last four months has gone back down to single daily.
Noted that Sytrian Spirit now have a note on their website confirming the launch of the KLU-LTN flights in Dec, with bookings starting at the end of the coming week. The route will transfer to LGW for the summer because of the longhaul connections. A short-lived service from LTN!!!.
Noted that Sytrian Spirit now have a note on their website confirming the launch of the KLU-LTN flights in Dec, with bookings starting at the end of the coming week. The route will transfer to LGW for the summer because of the longhaul connections. A short-lived service from LTN!!!.
Last edited by Powerjet1; 5th Nov 2005 at 07:09.
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Luton rail links various [hope this is of interest]
Just responding to some of the msgs about Luton rail links.
I know this is not a rail forum but here goes anyway as it seems to be of interest :-
[1] Direct rail link plan from Heathrow to St. Pancras was killed of more than 2-3 years ago. There is no allowance in the present rebuild of St. Pancras station area for anything more than CTRL international trains, CTRL domestic trains to Kent, and Midland main line trains. There is not even capacity for emergency Thameslink diversions. Layout and platforms are *exactly* limited to CTRL and MML.
[2] 12 car Thameslink trains - this is presently part of Thameslink 2000 upgrade - and not before. 12 cars is a good deal more complex than it might seem. At the moment, north of the Thames, only City Thameslink station can take 12 cars. The platform lengthening project requires closure of the present Thameslink Moorgate line, as the only way to get Farringdon for 12 cars is to extend across the present junction - and you can't close Moorgate until the route, track and signalling infrastructure is expanded on the through route. Blackfriars also can't take 12 cars without a bridge rebuild (by re-use of the piers you can see upstream from the present rail bridge, in between that and the road bridge) which obviously is a major project in its own right. Existing Kings Cross Thameslink has no hope of ever being made 12-car - see (3). So, as you can't run 12-cars on the present set up from any of Kings Cross Thameslink, Farringdon of Blackfriars, you are screwed as far as the rest of the route is concerned.
(3) As I'm sure most know, even when St. Pancras International opens in 2007, the new Kings Cross St. Pancras Thameslink station does not (unless funds and word start PDQ). This is the replacement station for the present Kings Cross Thameslink and - when it does open - will be 12 cars. It was building this station box that closed Thameslink as the through route from September 2004 to May 2005 - but only the box and not the station itself. The box was built as part of CTRL works and funded by that, the station is part of TL2000 which has no funds (yet, and at the present progress rate may be TL3000).
(4) One more thing - ot may get worse before it gets better. The present Thameslink franchise holder GOVIA also holds the ''south central'' franchise known as Southern (SN) (mainly out of Victoria to Sussex coast and Surrey suburbia). The fleet of 86 class 319 trains (the only one that have authority to run through Thameslink tunnels for practical purposes) run as a common user pool, but with a paper accountancy use by SN of a number of them. At no time so far in history have all 86 319s ever run on a permanent basis solely for Thameslink, even in British Rail days. (All 86 did during the recent tunnel block but reverted to SN straight away after it was re-opened). It was had been planned that as from 12/2005 all 86 319s would - at last - come under Thameslink sole use allowing more 8 car trains. But, as GOVIA has lost the Thameslink franchise and that another plan is possible elimination of Gatwick Express as a separate operation, SN have said they need the 319s for their own use. The issue here is that the paper allocation of 319s to SN was always 20 units even though they were only using 7 or 8 for the last 18 months or so. What this means is - if it is allowed to happen - Thameslinks train resource will drop from the present 77-78 units to 66, whereas it should have risen to 86. Will result in more 4car than 8car trains then there are now. (This explains why some 319s are now running in SN green and white colours which some of you may have seen.)
So, as you can't run 12-cars on the present set up from any of Kings Cross Thameslink, Farringdon of Blackfriars, and St. Pancras has no present or future capacity for Thameslink trains you are stuck with the present set up which may even be losing some trains.
The present franchise is up for grabs between the 5 bidders as reported already. Whether there will be some movement on TL2000 after 02/2006 when the new bidder is known, and whether anyone will push TL2000 for Olympics 2012 is anyones guess.
Hope you don't mind. I'm not a professional in the air line industry (in fact I'm unemployed any job hints out there ??? ) but live in Luton, follow civil aviation as well as trains, and I was pointed to this learned forum by one who does fly 757s for a living as being of serious interest (and that last bit is certainly true).
OK, end of rant, I'll go back to the trainspotter anorak now :o)
--
Nick
I know this is not a rail forum but here goes anyway as it seems to be of interest :-
[1] Direct rail link plan from Heathrow to St. Pancras was killed of more than 2-3 years ago. There is no allowance in the present rebuild of St. Pancras station area for anything more than CTRL international trains, CTRL domestic trains to Kent, and Midland main line trains. There is not even capacity for emergency Thameslink diversions. Layout and platforms are *exactly* limited to CTRL and MML.
[2] 12 car Thameslink trains - this is presently part of Thameslink 2000 upgrade - and not before. 12 cars is a good deal more complex than it might seem. At the moment, north of the Thames, only City Thameslink station can take 12 cars. The platform lengthening project requires closure of the present Thameslink Moorgate line, as the only way to get Farringdon for 12 cars is to extend across the present junction - and you can't close Moorgate until the route, track and signalling infrastructure is expanded on the through route. Blackfriars also can't take 12 cars without a bridge rebuild (by re-use of the piers you can see upstream from the present rail bridge, in between that and the road bridge) which obviously is a major project in its own right. Existing Kings Cross Thameslink has no hope of ever being made 12-car - see (3). So, as you can't run 12-cars on the present set up from any of Kings Cross Thameslink, Farringdon of Blackfriars, you are screwed as far as the rest of the route is concerned.
(3) As I'm sure most know, even when St. Pancras International opens in 2007, the new Kings Cross St. Pancras Thameslink station does not (unless funds and word start PDQ). This is the replacement station for the present Kings Cross Thameslink and - when it does open - will be 12 cars. It was building this station box that closed Thameslink as the through route from September 2004 to May 2005 - but only the box and not the station itself. The box was built as part of CTRL works and funded by that, the station is part of TL2000 which has no funds (yet, and at the present progress rate may be TL3000).
(4) One more thing - ot may get worse before it gets better. The present Thameslink franchise holder GOVIA also holds the ''south central'' franchise known as Southern (SN) (mainly out of Victoria to Sussex coast and Surrey suburbia). The fleet of 86 class 319 trains (the only one that have authority to run through Thameslink tunnels for practical purposes) run as a common user pool, but with a paper accountancy use by SN of a number of them. At no time so far in history have all 86 319s ever run on a permanent basis solely for Thameslink, even in British Rail days. (All 86 did during the recent tunnel block but reverted to SN straight away after it was re-opened). It was had been planned that as from 12/2005 all 86 319s would - at last - come under Thameslink sole use allowing more 8 car trains. But, as GOVIA has lost the Thameslink franchise and that another plan is possible elimination of Gatwick Express as a separate operation, SN have said they need the 319s for their own use. The issue here is that the paper allocation of 319s to SN was always 20 units even though they were only using 7 or 8 for the last 18 months or so. What this means is - if it is allowed to happen - Thameslinks train resource will drop from the present 77-78 units to 66, whereas it should have risen to 86. Will result in more 4car than 8car trains then there are now. (This explains why some 319s are now running in SN green and white colours which some of you may have seen.)
So, as you can't run 12-cars on the present set up from any of Kings Cross Thameslink, Farringdon of Blackfriars, and St. Pancras has no present or future capacity for Thameslink trains you are stuck with the present set up which may even be losing some trains.
The present franchise is up for grabs between the 5 bidders as reported already. Whether there will be some movement on TL2000 after 02/2006 when the new bidder is known, and whether anyone will push TL2000 for Olympics 2012 is anyones guess.
Hope you don't mind. I'm not a professional in the air line industry (in fact I'm unemployed any job hints out there ??? ) but live in Luton, follow civil aviation as well as trains, and I was pointed to this learned forum by one who does fly 757s for a living as being of serious interest (and that last bit is certainly true).
OK, end of rant, I'll go back to the trainspotter anorak now :o)
--
Nick
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Thanks for the rail update. The short term future looks bleak for airport rail users with no chance for a dedicated Luton Airport rail service as per Heathrow Express, Gatwick Express and Stansted Express.
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This is excellent news as it opens up a large parcel of land from the taxiway underpass to the South Stands and the East Apron.
easyJet will have moved out to Hangar 89 and elsewhere, and Harrods will transfer all its operations to the existing Hangars 201/202 site with the associated apron ('Stand 62') being doubled in size by a southerly extension plus additional access/exit from Taxiway Delta.
Subject to the necessary planning permission, this is all planned to be completed by the Spring of 2007.
As to the batching plant being removed - it's probably going to be replaced by a larger version...
In response to the inevitable "doom & gloomers" Luton's image HAS changed (Airport that is - not Toilet Town!) and it's worth remembering that 35 years ago, many so-called "informed experts" claimed that nobody in their right mind would choose to travel from an airport located in deepest Sussex (we're talking about Gatwick here - not Shoreham...), whilst 25 years ago these same "informed experts" were muttering about a white elephant airport located in rural Essex (i.e. Stansted).
Time will tell, but make no mistake about it the intent, organisation and ability (i.e. financial clout) to develop Luton is there.
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The terminal is set to grow in size by around 25% or around 15 check-in desks. So where is the multistory car park going to be located? Will there be any car parking in the central area while the construction work is in progress? How far will the new drop off area be to the existing terminal when the add on is being built?
The airport say late 2007 which really means summer 2008
Subject to the necessary planning permission, this is all planned to be completed by the Spring of 2007
Last edited by King Pong; 5th Nov 2005 at 21:38.
Thread Starter
Much of LTN’s previous development work has appeared to be haphazard with no thought about future expansion. That was not the case with the laying out of the eastern apron. The location was precise to allow 4 additional stands, which became the northern apron. More importantly its position allowed a mirror apron of the eastern apron to just fit in between the eastern apron and the south stands with room for 2 additional piers to be slotted into the gaps.
Luton presently has 31 stands that are used for terminal passengers including stands 10- 15L which are also used for maintenance. While a new apron would give 6 additional wide body stands in reality the stands will also be marked out to take 8 737’s. Another 4 737’s could also use the south stands giving a grand total of 43 stands.
Taking a walk around the central area now will reveal that it will be a logistical nightmare to relocate the passenger and staff car parks while this work is going on. The first step must surly be to build a multi story car park for passengers before commencing any other work. Anyone know how many floors/ parking places are planned?
Staff will be the big losers here with most of them including the easyland hangar HQ workers being bussed to the back of beyond to pick up their cars. It won’t be just them either as easyjet flight crew have also had access to the central staff car park.
Harrods newly completed exec terminal will be knocked down which won’t please them nor will they be too pleased at loosing the handy south apron. Their passengers won’t like the morning rush hour queues around the back of the hangars to get from stand 62 to out of the airport and the pilots won’t like the extended taxi times as they join the one way system from taxiway Bravo onto Alpha through the main apron to taxiway Echo past the Northern apron onto taxiway Delta to get onto stand 62 when the runway in use is 26.
Luton presently has 31 stands that are used for terminal passengers including stands 10- 15L which are also used for maintenance. While a new apron would give 6 additional wide body stands in reality the stands will also be marked out to take 8 737’s. Another 4 737’s could also use the south stands giving a grand total of 43 stands.
Taking a walk around the central area now will reveal that it will be a logistical nightmare to relocate the passenger and staff car parks while this work is going on. The first step must surly be to build a multi story car park for passengers before commencing any other work. Anyone know how many floors/ parking places are planned?
Staff will be the big losers here with most of them including the easyland hangar HQ workers being bussed to the back of beyond to pick up their cars. It won’t be just them either as easyjet flight crew have also had access to the central staff car park.
Harrods newly completed exec terminal will be knocked down which won’t please them nor will they be too pleased at loosing the handy south apron. Their passengers won’t like the morning rush hour queues around the back of the hangars to get from stand 62 to out of the airport and the pilots won’t like the extended taxi times as they join the one way system from taxiway Bravo onto Alpha through the main apron to taxiway Echo past the Northern apron onto taxiway Delta to get onto stand 62 when the runway in use is 26.