Flying in at the deep end
FYING AT THE DEEP END: Stansted’s Transatlantic Business Class Airlines At the start of last
November two new airlines took off at Stansted routing to JFK New York.
Both claimed to be business class only, but the product themselves and the pricings were completely
different. Their target markets were the NE London business person and those from East Anglia,
including the booming Cambridge pharmaceutical and computer industries.
Inbound Stansted makes sense from the USA as the air travel gateway to the City of London.
Maxjet has a daily (except Saturday) morning departure 102-seat twin aisle Boeing 767 service to
JFK T2 with current lead-in inclusive fare of £852 return. Eos, which flies seven days per week with
a single aisle Boeing 757, currently leaves at 1830 (2100 local arrival – a 1030 flight will be
added from the start of the summer season) with the price here at £3,500 although there are
various discounts (£2,000 return at present) and a rewards club available. No other airlines fly to
the US from Stansted. Both carriers have back-up aircraft.
Getting to Stansted is no bother (on a good day), the run around the M25 and up the M11 easy.
Parking in the mid-term area, accessible from the first roundabout once you come off the
A120 approach road, is simple and at £13.25 per day not too expensive.
It’s then less than five minutes to the terminal and, with the Maxjet departure due at 1000,
arriving at say 0800 brings one to the airport between the early and late morning waves
. In any event with just 102 passengers maximum check-in was always going to be easy,
the desks situated at the same end as one approaches the building, quietly away from the masses
queuing for the budget airlines. It is signposted. Discussions with security follow and then it is up to
the desk, seat and details having already been emailed to you.
The Maxjet desk is also very convenient for the Fastrack gate and a speedy entry into
the airport’s huge retail area.
Aer Lingus may have invented Duty Free back in the late forties but
BAA has taken it to new extremes.
Maxjet was fortunate in taking over the redundant SAS lounge on Pier A,
all glass and with a fine view over the apron and runway at the end of the pier.
Even in the early morning there is a full bar service and also a range of delightful snacks.
No Internet access at present and the company says that the area is being refurbishment ,
although to be fair it looks fine as it is. With a very light load just after Christmas clearly there
was no overcrowding but it should cope easily with a full load of passengers without any problems.
However with the start of a Washington service, due for mid March, there might be a difficulties.
Access to the aircraft is virtually direct. First impressions count, and once on board the
whole operation seems to be a cross between Continental’s BusinessFirst and the pre-flat bed
BA Club World, but none the worse for that. Seating on a 767 is 2 + 2 + 2 and at least
60” of leg room, the seat electrically operated and going virtually flat
(but infringing a little on whoever is behind you.
Perhaps not as fancy as some but far superior than the premium economy packages now
available at much the same price. It was going to be a comfortable ride
Coats were quickly taken away and an aperitif and hors d’oeuvres offered. All very nice.
No amenity bag.
Also available is a Maxjet branded digEplayer offered with really good headphones.
The hand held (or put it on the table) machine is an updated version of the Sony video walkman
once available on Virgin. It offers a range of films, TV shows and music.
Can stop, start, rewind and fast forward. Whilst not as sophisticated as the
IFE (in-flight entertainment) offered by some it is easy to use and simple for the airline to offer.
It’s a good system. Maxjet is up with the best of business class catering with a nice selection
although when they re-print the menu the description of the midday meal should be
luncheon not dinner. The cabin staff need to be a little more flexible on the serving as Brits for
the flight don’t, for the most part, want a main meal soon after 1100.
To be fair when your editor took his flight a one-hour delay was easily arranged.
Vegetarian and Kosher requirements must be pre-booked.
JFK is now a much-improved airport and, with the Maxjet arrival time of 1330 local not
coinciding with Air France and Lufthansa, immigration and customs are very easy, and even
friendly. Maxjet use T2 which has the AirTrain facility offering a free connection to the other
nine terminals and a $5 link to Jamaica subway station and onwards to downtown New York.
It is all very easy and with Penn station by Times Square about 45 minutes away and
$12 inclusive. T4 is the base for Eos, also the home of Virgin Atlantic and Emirates.
It is a fine terminal with plenty of clothing outlets but surprisingly nothing electronic,
New York very cheap in this area. The Emirates Lounge, as used by Eos, is large, offers a
delightful buffet meal and is very well equipped with 20 Internet points, but will not accept
passengers until 1700 for the 1905 departure. Situated at the end of the pier it also overlooks the
apron giving a fine perspective of the airport. The Eos product is in many ways more first class
than business class, typically passengers offered an escort from check-in to the lounge, and when
the time comes, direct to the waiting aircraft. The Department of Homeland Security likes to make
sure that you are aware it is doing its job properly, irritating but showing efficiency. Outbound be
prepared to take your shoes off and be body searched very thoroughly. It matters not whether
you are J class or a child, the same applies. And no argument. Don’t forget to leave your case
unlocked if it is going in the hold on the JFK-STN journey.
The Eos Boeing 757 cabin looks and feels brand new and is divided into three sections the
interior designer attempting a stylish modern black and grey creation. Whether this comes off,
or indeed is needed, is a matter of opinion. With only 48 passengers,
the washroom facilities are more than adequate. The single flat bed seats are staggered which
makes access to window seats easy. The footstool converts to a seat
(let us hope that BA adds this feature to its new business class product) and unlike Maxjet
(which has the old fashioned arm type foldaway) the table is of a decent size.
The seats on the aisle appear to be slightly wider than those by the window and definitely have
more space for putting your oddments. An amenity bag is offered as soon as you settle in your
area as well as slippers. Bar service and canapés are provided before take off and there is a
choice of three main courses and what was described as a light meal; a fine idea for a
relatively short (six hours 45 minutes) flight. With most JFK east-bound evening departures
passengers just need to settle down for the night. In any event the service was particularly quick,
the cabin staff very aware that all the passengers really wanted was shut-eye.
A nice selection of wines did help and the bar offerings were very comprehensive.
The seats go completely flat and are very comfortable. And for night owls a hand held digiEplayer
style computer is provided with a selection of films, TV, music and games.
The headphones were particularly efficient in that they really did insulate from the
general aircraft noise, and together with an eyeshade ensured a good sleep for most of the trip.
The airline provides either a full hot breakfast or something lighter and passengers can make
use of the wash and brush up facilities (plus the swimming pool for those who are really keen) at
the Radisson Hotel, which adjoins Stansted Airport. In summary Maxjet is not the world’s finest
business class product, although good. What it does offer is the world’s best value for money in J class.
You don’t even have to pay the business class tax. In some ways it lacks the sophistication that
one has come to expect but the airline is learning the whole time and both the ground staff and cabin
crew showed real enthusiasm and a desire to help.
Typically if you want to power up your computer you will have to be self-sufficient and
collectors of Air Miles will be disappointed. No amenities bag, a trend that is catching on but if
you want those items all you have to do is ask.
Likewise no free continental breakfast and smartening-up facility such as that offered by bmi
at the Radisson in Manchester. And forget about the free chauffer service offered by some.
Where it might score is in picking up business from the lesser airports of Continental Europe.
From these places getting to and from New York is not easy. With the first wave due in at
Stansted from 0600 catching the 1000 departure should be easy, although not a confirmed interline,
and in the other direction no problem at all for the late morning flights.
Or you can night stop at the hotel.
Stansted cannot compete with Heathrow when it comes to economy class travel.
There are just too many carriers who are prepared to virtually give away flights
(currently from £250 inclusive return) subsidised by their executive class customers.
However there is requirement for a business class operation both ways from a growing
airport currently on 22m annual passengers with a strong catchment area at both ends.
The Eos product is superior but much more expensive. As a high-class executive package it
would probably work. The quandary is Maxjet who will definitely take some passengers away.
Whether Stansted can sustain two solo J class airlines at this stage of its development is
open to question.
American and Continental were not able to stand the pace. Both Eos and Maxjet are well funded.
They need to be. http://www.eosairlines.com http://www.maxjet.com
