If so, why are airlines such as Saudia buying loads of A321s, with the specific intention of starting more routes to places previously unserved, when the A321 doesn't lend itself to carrying any significant cargo?
Yes I agree. They currently only serve Bosnia and Cyprus (seasonally) in Europe so UK service may be some way away. But, as you say, they seem to be investing in eventual long haul operations. FlyNas has a larger presence in Europe, mainly on seasonal service.
1XIf you’ve got LinkedIn account you’ll be able see what the airports new Aviation director Declan Maguire has just posted using the following link.
If you look elsewhere on LinkedIn you’ll also see he along with LBA’s CEO Vincent Hodder have had direct talks with Saudi Airlines at its HQ in Jeddah.
Today marks the conclusion of our mission to the Kingdom of Saudi Arabia, where we’ve held a series of productive meetings with airlines and airports, promoting the strong demand and evidencing the… | Declan Maguire
Today marks the conclusion of our mission to the Kingdom of Saudi Arabia, where we’ve held a series of productive meetings with airlines and airports, promoting the strong demand and evidencing the broad business support for a direct air service between Yorkshire and Saudi Arabia. At Leeds...www.linkedin.com
I assume some airlines see routes as economical without the need for cargo. Narrow body aircraft are pretty useless for cargo. In any case it wouldnt be viable for the airport to reopen a cargo facility for any less a couple of wide bodies a week.
Yes, I think WH has mentioned in ACC reports that although the airport are looking for longer haul destinations they are not seeking out wide body operators.
Forget the idea that cargo is essential and that we need wide-bodied jets. You have to change your perspective. LBA isn't chasing 777s or A380s to Dubai. Its vision is for the A321XLR, potentially with a premium cabin option.
The airline might make more money, but LBA would have to provide a transit shed and staff it, which is not going to be viable.
I'm doubtful, but let's have a look at your workings. How much revenue are we talking from cargo per sector ?
You also have to consider the fact that operating a wide-bodied aircraft is considerable compared with narrow-bodied aircraft so cargo is a necessity. This simple doesn't need to be a consideration for a smaller aircraft such as the A321XLR.
Revenue varies from market to market. Generally though pax narrow bodies arent viable for cargo, even without pax theres little capacity. I suspect generating even small amounts of cargo on export or import would be very hard unless the carrier had a good route network.
But its quite likely that a couple of A321s a week out of LBA to (say) Jeddah would be pretty well loaded with passengers, with the baggage hold also well loaded as a result, so no room for cargo nor any need to carry it. If cargo was a prerequisite then airlines wouldn't be buying aircraft such as the A321LR for long haul, and if passenger loads are poor then the route won't survive and will be gone!
It dont think it was heavily used for exports and imports were mainly mangoes. Having said that my firm used it for garments, mainly from the Far East. The airport had a Transit Shed back then. It wasnt viable to retain it once PIA went.
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