Manchester: Airport Transformation Programme

[CCGE29]

As has been summed up quite well above -

easyJet get the A gates (and the remotes 901-917 so B gates). BA also use A gates.

Jet2 get C gates because it’s closest to their offices.

TUI get D gates because closer to Swissport Offices & TUI Engineering.

This was the plan all along to improve efficiency it’s just taken slightly longer to implement.

The former C pier (gates B22-B32) over the summer has become quite regimented with airlines pretty much keeping the same gates.

B22 is a rotation of KL/VL/SN dependant on day of the week.
B24/26/28 - EZY
B29-32 - TOM
B23/25/27 - LS

AF is permanent remote when ops by A220 as no engineering support on station and flight deck refuse to ride the brakes so aircraft cannot be towed if/when it goes tech. After many disputes through the summer (one involving an aircraft being stuck on 203L/C3 for a week!), MAG has rightly had enough with the antics and now whenever A220 ops - its on stand 4. LX Flight-deck do ride the brakes in event of AOG so they still get contact stands.

Airlines do have preferences for certain gates for various reasons - it is accommodated where operationally possible.

CCGE29

 

[LS@MAN]

As has been summed up quite well above -

easyJet get the A gates (and the remotes 901-917 so B gates). BA also use A gates.

Jet2 get C gates because it’s closest to their offices.

TUI get D gates because closer to Swissport Offices & TUI Engineering.

This was the plan all along to improve efficiency it’s just taken slightly longer to implement.

The former C pier (gates B22-B32) over the summer has become quite regimented with airlines pretty much keeping the same gates.

B22 is a rotation of KL/VL/SN dependant on day of the week.
B24/26/28 - EZY
B29-32 - TOM
B23/25/27 - LS

AF is permanent remote when ops by A220 as no engineering support on station and flight deck refuse to ride the brakes so aircraft cannot be towed if/when it goes tech. After many disputes through the summer (one involving an aircraft being stuck on 203L/C3 for a week!), MAG has rightly had enough with the antics and now whenever A220 ops - its on stand 4. LX Flight-deck do ride the brakes in event of AOG so they still get contact stands.

Airlines do have preferences for certain gates for various reasons - it is accommodated where operationally possible.

CCGE29

Thanks again for the info.
Interesting ref the Air France A220 but I certainly understand why MAG don’t want the aircraft at T2, so makes complete sense.

All we need now is for the works on taxiway Delta to start so we can again get back to a dual taxiway system as originally intended.

 

[mannyflyer]

Brand new Costa Coffee now open in T3 arrivals, reported as a £500,000 investment. Alongside the duty-free reconfiguration in the old T1 departures area, new escape lounge and various other works it looks like the current arrangement for T3 and the use of the wider T1 complex is probably going to be around for quite some time.

Are there any plans to make use of the space left vacant in the former check-in area? This would help open up some of the narrow corridors currently present.

 

[BLB777]

Manchester Airport bosses say they need to move key motorway road

The plan comes on the back of a £1.3bn transformation

www.manchestereveningnews.co.uk

Plans to move Runger lane and make it a dual carriageway. Expected start Sept27

 

[LS@MAN]

Manchester Airport bosses say they need to move key motorway road

The plan comes on the back of a £1.3bn transformation

www.manchestereveningnews.co.uk

Plans to move Runger lane and make it a dual carriageway. Expected start Sept27

Extended apron is needed first, I hope work can start on this before September next year!

 

[MKY661]

As has been summed up quite well above -

easyJet get the A gates (and the remotes 901-917 so B gates). BA also use A gates.

Jet2 get C gates because it’s closest to their offices.

TUI get D gates because closer to Swissport Offices & TUI Engineering.

This was the plan all along to improve efficiency it’s just taken slightly longer to implement.

The former C pier (gates B22-B32) over the summer has become quite regimented with airlines pretty much keeping the same gates.

B22 is a rotation of KL/VL/SN dependant on day of the week.
B24/26/28 - EZY
B29-32 - TOM
B23/25/27 - LS

AF is permanent remote when ops by A220 as no engineering support on station and flight deck refuse to ride the brakes so aircraft cannot be towed if/when it goes tech. After many disputes through the summer (one involving an aircraft being stuck on 203L/C3 for a week!), MAG has rightly had enough with the antics and now whenever A220 ops - its on stand 4. LX Flight-deck do ride the brakes in event of AOG so they still get contact stands.

Airlines do have preferences for certain gates for various reasons - it is accommodated where operationally possible.

CCGE29

Thank you as always for the additional input!

Did see a few Air France A220s park on Stand 6 this week on FR24, so looks like they're using that one too 🙂

 

[MannyJon]

As has been summed up quite well above -

easyJet get the A gates (and the remotes 901-917 so B gates). BA also use A gates.

Jet2 get C gates because it’s closest to their offices.

TUI get D gates because closer to Swissport Offices & TUI Engineering.

This was the plan all along to improve efficiency it’s just taken slightly longer to implement.

The former C pier (gates B22-B32) over the summer has become quite regimented with airlines pretty much keeping the same gates.

B22 is a rotation of KL/VL/SN dependant on day of the week.
B24/26/28 - EZY
B29-32 - TOM
B23/25/27 - LS

AF is permanent remote when ops by A220 as no engineering support on station and flight deck refuse to ride the brakes so aircraft cannot be towed if/when it goes tech. After many disputes through the summer (one involving an aircraft being stuck on 203L/C3 for a week!), MAG has rightly had enough with the antics and now whenever A220 ops - its on stand 4. LX Flight-deck do ride the brakes in event of AOG so they still get contact stands.

Airlines do have preferences for certain gates for various reasons - it is accommodated where operationally possible.

CCGE29

Jet 2 C because close to offices, yet easy jet A when their offices and rest room between C and D.

Not fair that 😜

 

[Trumpington]

Any diagrams or artist impressions been published for this?

 

[BlueManc]

Any diagrams or artist impressions been published for this?

Just the road diagram in the EIA. There are a lot of documents, about wildlife, but I can't see any diagrams for airside.

 

[Brown]

Earlier this year while cycling the raised path overlooking the apron, there were numerous hi vis clad theodoliters. I stopped to ask why they were taking measurements as the road, junctions and footpaths had only just been completed, the reply was "this won't be here within a few years as Runger Lane will be located further over towards the motorway, and this will be concreted over"
I'm presuming if this is correct to be for more aircraft apron parking.

 

[LS@MAN]

I know I’ve said this before, but once the cargo sheds have been demolished (which I hope is sooner rather than later!) then surely work can start on a partial extended apron before this realignment of Runger Lane starts? There was talk on the airport’s podcast last year about 20 new stands required within the next 5 years. So if this realignment and apron expansion is due to start next September and roughly take 12 months to complete (if I have understood the info correctly), it won’t be until summer of 2029, which coincides with what the ops teams mentioned on the podcast, of when we see this benefit of the extra stands. In the meantime, there is space to create some new stands once the cargo sheds are demolished and therefore have more stand flexibility from next summer. But I assume with Pier C (ex T1) being used as an overflow of T2 this year (and I assume next year and / or 2028) this will continue to be used until all the new remote stands are available (by the sounds of it summer 2029?).