The Birmingham International Airport draft master plan creates yet more tangles for the relationship between Birmingham and Coventry airports.
While Coventry has been dealing with angry residents and Warwick District Council over the past 18 months or so, the airspace, commercial and now potential buy-out concerns between the two airports have grown.
These have increased so much that at a public inquiry on a permanent terminal for two million passengers a year at Coventry in January, it is BIA who will be the major objector to the plans. The airports co-exist little more than 11 miles apart and, while the burgeoning passenger operation at Coventry is dwarfed by its neighbour by a factor of ten, the airport at Baginton has become a major stumbling block for BIA.
The BIA second runway would be roughly at right angles to Coventry, creating a point at about 3,000 feet where aircraft paths would cross.
The Civil Aviation Authority and National Air Traffic Services are due to remap the airspace involved, which should at least provide some clarity for skies that are going to get much busier in the future.
BIA remains "concerned" at the impact of further development at Coventry on its airspace capacity and has consistently objected to recent planning applications for the Coventry passenger terminal developments. The report adds: "The airport company is willing to work with Coventry Airport to explore if measures could be put in place to mitigate the airspace impacts of complementary development at Coventry on BIA.
"However, unless any such practical measures can be identified and implemented with a longterm commitment, further development at Coventry Airport could undermine the airspace capacity, and hence long-term development, of Birmingham International Airport and the associated substantial regional economic benefits."
Since TUI bought Coventry Airport in February 2004, BIA's disquiet has steadily grown.
BIA's concerns are twofold. As already mentioned, Coventry operations could constrain airspace when BIA expands. As well as that, the existence of an established Coventry Airport harms the business case needed to attract investors to build the second runway.
Recently, The Birmingham Post reported that TUI had offered BIA the chance to buy Coventry Airport.
Problems solved? Well, whether knocking out those concerns is worth buying a new airport which is not blessed with adequate infrastructure and remains dogged by local opposition, is open to question.
Its availability does leave an opportunity for one of BIA's competitors, Peel Airports (owners of Liverpool John Lennon) or the Manchester Airport Group (which owns East Midlands and Manchester) to put a stalking horse on the doorstep. Richard Heard is staying tight-lipped but many experts believe BIA needs to at least acquire the first option on Coventry to safeguard its own future.
The expansion of BIA - despite being approved by the Government's Aviation White Paper in December 2003 - was never going to be easy financially.
An expertly-timed press conference (a couple of hours before Transport Secretary Alistair Darling announced the White Paper in the Commons) revealing passenger flights were soon to begin at the freight and private aircraft strip 11 miles away in Baginton immediately made it harder again.
More than half of the air passengers in the West Midlands disappear off to Manchester or London to catch their planes. That untapped demand is the prize on which BIA is basing its case for a second runway.
So, it was less than happy when TUI came along and started attracting some of those passengers.
Coventry Airport's managing director Bill Savage, when recently asked whether BIA was approached by TUI or vice versa, said it was like "a playground tale of who kissed who first".
Whether this is a mischievous comment or a clear hint that BIA is interested in the deal is, at the moment, unclear.