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This risk profile gives negative skewness to the potential returns
from Heathrow.
Last updated: 02 November 2021
Whilst changes in the national
and local economies of the UK are undoubtedly underlying causes of this effect,
as are capacity constraints at the London airports, domestic routes may also be
more affected by competition from other modes of transport and the effect of
local aviation taxes than international routes and they are often more sensitive to
changes in journey time.
1.2 The Commission correctly identifies the way that a domestic service to an
airport with a range of onward connections can combine both point to point
demand and transferring passengers to reinforce its viability, although, as
CAA survey data shows, this effect is not only limited to Heathrow and can be
observed at other airports where connections to short and medium haul services
may be available.
1.3 With no new capacity at the major London airports, the effects of many of the
factors outlined above are likely to continue to put pressure on domestic routes,
although the pace is difficult to judge.
Last updated: 05 September 2014
This risk profile gives negative skewness to the potential returns
from Heathrow.
Last updated: 03 November 2021
However, the 1991 TDRs have imposed significant operational constraints on express services by
restricting all-cargo flights at Heathrow and Gatwick during periods that are essential to time-definite
networks.
Last updated: 14 May 2026
For the London airports, where we have already made MPDs (i.e.
Last updated: 01 December 2015
These proposals include:
4 CAP 1684.
5 Joint letter from Gatwick Airport Limited and the Gatwick Airport Consultative Committee, 25 September 2018.
6 Letter from Paul Smith, 8 October 2018.
7 The Passenger Advisory Group forms part of the Gatwick Airport Consultative Committee (GATCOM).
Last updated: 22 October 2020
At the end of July 2025, the number of validations supporting the
approach control functions of the London airports [compared to summer 2019] were: Heathrow 37
[43], Gatwick 35 [30], Stansted 35 [26], Luton 31 [24] and London City 30 [31].
Last updated: 23 September 2025
This replaces the framework for airport economic regulation
under the Airports Act 1986 (AA86).
Last updated: 12 May 2015
• 2025 will see the regulatory processes for both Heathrow and NATS’ enroute business progressing.
Last updated: 15 January 2025
