London Gatwick Airport
- CAPA Analysis
- Schedule Analysis
- Route Maps
- Print Summary
- IATA Code
- ICAO Code
- Corporate Address
- Gatwick Airport
West Sussex, RH6 0NP,
- United Kingdom
- Airport Type
- Other airports serving London
- London City Airport
London Heathrow Airport
London Luton Airport
London Stansted Airport
- 3316m x 46m
2565m x 45m
3159m x 45m
- Airlines currently operating to this airport with scheduled services
- Adria Airways
Air Arabia Maroc
Air Europa Lineas Aereas
Aurigny Air Services
Heli Air Monaco
Norwegian Air Shuttle
Royal Air Maroc
Thomas Cook Airlines
Ukraine International Airlines
Virgin Atlantic Airways
- Airlines currently operating to this airport via codeshare
Delta Air Lines
Formerly owned by BAA, London Gatwick Airport is operated by Gatwick Airport Ltd. Gatwick is wholly-owned by Ivy Bidco Limited (Ivy), a company formed to undertake the acquisition of Gatwick. Ivy is ultimately controlled by funds managed by Global Infrastructure Management, LLC, part of Global Infrastructure Partners (GIP). GIP, a USD5.6 billion independent investment fund, invests worldwide in infrastructure assets. It targets investments in air transport infrastructure, ports, freight rail, power and utilities, natural resources infrastructure, water distribution and treatment, and waste management.
London Gatwick is the second busiest airport in the United Kingdom. Hosting regional and international passenger and cargo services for over 30 airlines, London Gatwick is a hub for airlines including Aer Lingus, British Airways, easyJet, Flybe, Monarch Airlines, Thomas Cook Airlines, Thomson Airways and Virgin Atlantic Airways. London Gatwick is the busiest single-runway airport in the world.
Location of London Gatwick Airport, United Kingdom
Ground Handlers and Cargo Handlers servicing London Gatwick Airport
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121 total articles
In Dec-2013 the UK’s Airports (Davies) Commission identified in an Interim Report three possible options for enhanced airport capacity in the UK; all of them in the southeast of England. Two were at London's Heathrow and one at Gatwick.
At the same time, and seemingly under some political pressure, the Commission agreed to allot extra time to a more detailed analysis of several proposals for a new airport on the banks of, or in, the River Thames Estuary.
After a period of reflection on everyone’s part the gloves are back on as the main protagonists square up once again with a series of revised proposals. But in the end, politics, not logic is likely to be the deciding factor.
The airline business is a seasonal one and European airlines tend to lose money in the winter. EasyJet is no exception in this respect, but it has again narrowed its winter loss in 1HFY2014. With targeted capacity growth, it increased its revenue per seat faster than cost per seat.
Revenue per seat was also helped by a growing number of passengers flying for business purposes. On a rolling 12 month basis, easyJet said that it carried 12 million business travellers in the year to Mar-2014, around 20% of total passenger numbers. Since it started to target business passengers in 2010, the number has grown by 44%, demonstrating what can be achieved without having a business class cabin.
Competitor capacity growth is accelerating this summer and easyJet will see its own growth accelerated by the inclusion of Gatwick slots acquired from Flybe. This may lead to some downward pressure on yields, although the strength of its network and product features such as allocated seating may mitigate this. Certainly, narrower winter losses place it well for another year of healthy growth in profit.
Garuda Indonesia is planning further expansion to Japan as it decreases focus on Europe by dropping plans to operate non-stop services to London and to compete in the Australia-London market. The U-turn in Garuda’s widebody fleet deployment strategy reflects the intense competition in the Southeast Asia-Europe and Australia-Europe markets compared to the more attractive expansion opportunities within Asia.
Garuda’s new flagship fleet of 777-300ERs was initially intended to operate several new non-stop long-haul routes to Europe, starting with London in Nov-2013. Garuda instead now plans to use a small portion of its 777-300ER fleet for long-haul services, operating only five weekly flights to Europe on a Jakarta-Amsterdam-London Gatwick routing.
Garuda also has dropped plans to deploy the 777-300ER to Sydney as part of a one-stop same plane product for the Australia-UK market. The carrier instead is expanding capacity in North Asia, particularly to Japan where it sees growing demand and opportunities for connections with other SkyTeam members and new partner All Nippon Airways.
After withdrawing from London Gatwick Flybe has recently announced its re-entry into the London market. It is to launch seven routes from London Southend, to be operated by franchisee Stobart Air (formerly Air Arann) using ATR equipment. In an even more eye-catching move, it will also launch five new routes from London City Airport, operated by its own Q400 fleet.
Flybe's initial pricing of routes from both airports looks attractive, but each has relatively high airport charges. Although Stobart may offer lower costs at Southend than Flybe could achieve, it will need to ensure sufficient yields to offset the jump in charges.
This may be challenging. The Southend routes face little competition, but it is not a premium yield market. While London City attracts business travellers and good airline yields, Flybe's routes from there will face significant competition on a city pair basis (including LCC competitors). Flybe is still implementing an important cost reduction programme, but achieving good yields will be the key to success on its new London routes.
The board of beleaguered carrier Caribbean Airlines, the national airline of Trinidad and Tobago, has reportedly undertaken an evaluation of the airline’s routes as its long-haul operation to London continues to underperform. The analysis occurs just as JetBlue launches new service in some of Caribbean’s key North American markets and pilot upheaval is added to the list of the airline’s woes, which also includes financial weakness.
Unfortunately, all of those factors culminate in the status quo for Caribbean – increasingly dashed hopes that the carrier could create a new era in commercial aviation in the region.
Instead, instability remains the norm at the carrier as it struggles to define its goals and objectives, and more importantly, create a sustainable path to profitability.
easyJet has recently concluded long term deals with Gatwick and Luton airports, its two largest London bases. The Gatwick deal follows a change in economic regulation that encourages a more tailored approach and the Luton agreement follows a change of concession ownership and a commitment to capacity expansion.
Last year, easyJet reached a similar agreement with Stansted, which is no longer subject to economic regulation. easyJet also operates from Southend, the smallest London airport, albeit not under a long term contract.
easyJet's London airport deals give it both a high level of visibility over airport charges and real flexibility about where to deploy its capacity. It has thrown an effective lasso around the UK's capital, and now appears to have tightened its grip on the rope.
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