The document states that "London Southend Airport must be able to accommodate new and future aircraft models that are quieter and more fuel efficient"
The description of the A319s currently operating from the Airport as the most modern and fuel-efficient is incorrect. These aircraft conform to chapter 3 of annex 16 to chapter 30 of the Chicago Convention. The specification for chapter 4 aircraft was agreed in 2006 and it is the policy agreed this year to aggressively replace chapter 3 aircraft with chapter 4 aircraft in order to meet commitments on reducing emissions. The replacement for the current A319 is the A319neo (new engine option). Both Boeing and Airbus are offering conversions by re-engining existing narrow bodied airliners to meet the new standard. The new engines provide greater fuel economy and therefore lower emissions of CO2; but are heavier, larger in diameter and produce less maximum power. This has the effect of increasing the takeoff run meaning that the increase in runway length has been negated. It also increases the landing weight and approach speed putting more impact load on the runway.
The operating costs of the A319neo (156 seats) and the A320neo (180 seats) are virtually the same and orders for the A319neo have dried up. Fewer than 30 A319neos but more than 1,400 A320neos are currently on order. EasyJet has no A319neos on order having converted their orders for A319s to A320neos, these aircraft are heavier and require a runway longer and stronger than that now at Southend.
EasyJet are said to be considering the Bombardier C series but only the CE100 (125 seats max) and CE300XT (145 seats max) could fly from Southend at maximum take off weight. The XT indicates extra thrust meaning the aircraft is over engined. The Bombardier C series cannot accommodate a standard airline freight container in its hold, and is therefore unlikely that this type will be suitable for easyJet operations. Airlines generally prefer a single soured fleet.
Of the aircraft currently using or proposed to use Southend, the Fokker 100, Boeing 737 600 series and Boeing 717 are chapter 3 aircraft. The Embraer 195 is a chapter 3 aircraft and requires a runway of 2,179 metres at maximum takeoff weight. Only the turboprop aircraft operating from the Airport such as the ATR 52/72 of Aer Arran have chapter 4 compliance. Correct decisions cannot be based on false or misleading information. The councils rely too heavily of the Airport for aviation related advice and this is heavily tainted by self interest.
The vast majority of passengers flying from London Southend Airport are seasonal holidaymakers. It is the current policy of EasyJet to move its passenger profile away from holiday traffic to the more lucrative business travellers. To this end they have introduced allocated seating and some seating with increased legroom. Few if any of the routes currently being offered appear to have any potential for business travel. It would seem that the decision of EasyJet to come to Southend has more to do with internal politics within the company than hard economics. EasyJet moved to East Midlands Airport but left in 2009 citing lack of profitability of seasonal holiday traffic which included flights to Faro and Ibiza. Aer Arran has already abandoned two of its routes, OLT Express has gone into receivership and Air Maestrick has delayed a decision to come to Southend.
The aviation industry is committed to reducing the amount of greenhouse gas emissions from its aircraft. The move to Chapter 4 aircraft is part of this process. The elimination of stacking where aircraft circle aimlessly waiting to land will make an additional major contribution to this process of reduction. The further development of Precision Air Navigation by which an aircraft will fly under computer control via satellite link in the most economical manner and land immediately on arrival is part of this scheme. To ensure immediate landing on arrival the airports that will be permitted to operate in the future must have autoland systems it is unlikely that Southend Airport would be able to justify the cost of the installation and running of such a system, or that the location is suitable. The large number of small airports in the UK complicate the air traffic control system and without autoland systems they will be unable to fully participate in the programs to reduce greenhouse gas emissions and will be forced to close. The standard length for a regional airport runway is likely to be set at 2,500 metres unless there are exceptional circumstances.
The consultation document looks forward to 2020 without any reference to the developments in aviation that will take place in that timespan. In view of this the document cannot be considered to have been drawn up in a rational manner and is therefore illogical and unbalanced. It is a legal requirement that such a document must be balanced, as it is not, it is therefore unlawful.