SOUTHAMPTON
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hmm interesting! Then again it wouldnt surprise me, EXT-DUS was announced in the media before the official press release from Flybe! Although I am surprised at the same time that these regional routes are all from Southampton.......will there be sufficient demand for them?
Join Date: May 2009
Location: Southampton, U.K
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If these routes succeed then perhaps Eastern should look at offering a few flights per week for its Dijon base on a J41 or S20 if there is sufficient demand. Will these new flybe destinations really be able to perform well on Q400's though?
Join Date: Nov 2009
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The flights to Beziers, Pau and Clermont-Ferrand now confirmed in a press release on the Flybe website. (timetable below from website but same as previously mentioned by other users 
)
Beziers
Operates twice weekly Monday and Friday effective May 27th - September 10th, 2011
Depart Southampton 1045 arr Beziers 1340
Depart Beziers 1420 arr Southampton 1505
Clermont-Ferrand
Operates 3xweekly Monday, Thursday and Saturday effective May 21st - September 10th
Monday/Thursday flights
Depart Southampton 1050 arr Clermont-Ferrand 1325
Depart Clermont-Ferrand 1350 arr Southampton 1425
Saturday flights
Depart Southampton 1140 arr Clermont-Ferrand 1415
Depart Clermont-Ferrand 1440 arr Southampton 1515
Pau operating from May 21st to September 7th 2x weekly on Wednesdays and Sundays.
Depart Southampton 10:45 Arrive Pau 13:40
Depart Pau 14:10 Arrive Southampton 15:05 - Wednesday schedule
Depart Southampton 14:05 Arrive Pau 17:00
Depart Pau 17:30 Arrive Southampton 18:25- Sunday schedule
Also has been suggested on the Flybe forum that Southampton could start to receive some new embraers from S11. Can anyone elaborate?
RC
)Beziers
Operates twice weekly Monday and Friday effective May 27th - September 10th, 2011
Depart Southampton 1045 arr Beziers 1340
Depart Beziers 1420 arr Southampton 1505
Clermont-Ferrand
Operates 3xweekly Monday, Thursday and Saturday effective May 21st - September 10th
Monday/Thursday flights
Depart Southampton 1050 arr Clermont-Ferrand 1325
Depart Clermont-Ferrand 1350 arr Southampton 1425
Saturday flights
Depart Southampton 1140 arr Clermont-Ferrand 1415
Depart Clermont-Ferrand 1440 arr Southampton 1515
Pau operating from May 21st to September 7th 2x weekly on Wednesdays and Sundays.
Depart Southampton 10:45 Arrive Pau 13:40
Depart Pau 14:10 Arrive Southampton 15:05 - Wednesday schedule
Depart Southampton 14:05 Arrive Pau 17:00
Depart Pau 17:30 Arrive Southampton 18:25- Sunday schedule
Also has been suggested on the Flybe forum that Southampton could start to receive some new embraers from S11. Can anyone elaborate?
RC
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Nothing new from within with regards to the E175 deliveries. 1st is still off to Guernsey in April time, then the rest start to arrive from Sept with no know locations yet. Always liable for change though. Maybe this is the first hint.
Join Date: Nov 2009
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Just been browsing some very odd articles about aviation on the IOW and managed to come across an old pprune forum regarding bembrisge/sandown. The question that came to mind was that could a small aircraft such as a let 410, twotter or trislander operate a route from Southampton/Bournemouth to the IOW maybe 3x daily and show that there is demand for air traffic from the IOW.
No catches or anything but it was just a random question that maybe others have opinions on or agree with
RC
No catches or anything but it was just a random question that maybe others have opinions on or agree with
RC
RooCat
Technically due to the short sector length the runway physical sizes at both aerodromes may be adequate. However, to operate for public transport purposes the aerodromes would need to be licensed, Sandown recently gave up their licence plus there is doubt as to the continued use of the site as an aerodrome.
Bembridge remains licensed but woud need massive investment to improve the aerodrome's infrastructure to support scheduled air transport movements. This would probably require provision of an ATC Unit and instrument approaches to ensure some level of regularity of service. Who is going to pay? Sounds far fetched enough for the EU to pour in millions to achieve it!
Finally who is going to operate the service? Would suggest that any chance of sucess woulod need something the size of an Islander, very appropriate as Bembridge is the birth place of it. Problem then is to how is the aircraft going to make money for the rest of the day after a few SOU roundtrips?
Nice thought, but cannot see it happening.
Technically due to the short sector length the runway physical sizes at both aerodromes may be adequate. However, to operate for public transport purposes the aerodromes would need to be licensed, Sandown recently gave up their licence plus there is doubt as to the continued use of the site as an aerodrome.
Bembridge remains licensed but woud need massive investment to improve the aerodrome's infrastructure to support scheduled air transport movements. This would probably require provision of an ATC Unit and instrument approaches to ensure some level of regularity of service. Who is going to pay? Sounds far fetched enough for the EU to pour in millions to achieve it!
Finally who is going to operate the service? Would suggest that any chance of sucess woulod need something the size of an Islander, very appropriate as Bembridge is the birth place of it. Problem then is to how is the aircraft going to make money for the rest of the day after a few SOU roundtrips?
Nice thought, but cannot see it happening.
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Aurigny could use a Trislander on an ACI - SOU - BBP - SOU - ACI sector, to tie in with the ACI - SOU services already in place. I know that British Midland chucked a Dash 7 into Bembridge on a summer basis some years ago.
Thread Starter
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The morning slots were cleared for over an hour earlier than applied for (0455 arrival rather than requested 0615) so they are probably unusable
The afternoon slots were also cleared quite a bit earlier than applied for, but maybe suitable for a once daily service if Flybe wanted, and felt it viable, to offer such a frequency
The afternoon slots were also cleared quite a bit earlier than applied for, but maybe suitable for a once daily service if Flybe wanted, and felt it viable, to offer such a frequency
Join Date: Nov 2009
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cheers TCAS Fan and Aeromad!
AM-I liked your idea about aurigny doing a route like so.It would make sense for a number of reasons! but maybe an airline like Manx2 who could base an ai9rcraft in bembridge/sandown for an early morning flight to southampton and back again, then doing a one way to bournemouth, and from there go down to the channel islands:
BBP-SOU-BBP-BOH-JER-BOH-BBP-SOU-BBP-BOH-GUE-BOH-BBP
I suppose if its an early morning start,7am lets say, the aircraft can complete a schedule like so by maybe 2pm or 3pm based on size!
However, we are probably beyond anybody wanting to operate a service from SOU to BBP but in perspective maybe a couple of times daily to connect to hubs and centres such as Manchester, Glasgow, Newcastle, Edinburgh etc would work nicely and certainly benefit in the summer!
RC
AM-I liked your idea about aurigny doing a route like so.It would make sense for a number of reasons! but maybe an airline like Manx2 who could base an ai9rcraft in bembridge/sandown for an early morning flight to southampton and back again, then doing a one way to bournemouth, and from there go down to the channel islands:
BBP-SOU-BBP-BOH-JER-BOH-BBP-SOU-BBP-BOH-GUE-BOH-BBP
I suppose if its an early morning start,7am lets say, the aircraft can complete a schedule like so by maybe 2pm or 3pm based on size!
However, we are probably beyond anybody wanting to operate a service from SOU to BBP but in perspective maybe a couple of times daily to connect to hubs and centres such as Manchester, Glasgow, Newcastle, Edinburgh etc would work nicely and certainly benefit in the summer!
RC
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Dare I say it, but I have my reservations about the profitability of a BOU - JER/GCI service, and the airlines willing to fly it.
Blue Islands ditched ACI - BOU (2009), BMIBaby ditched JER - BOU (2010) and Aurigny ditched JER - BOU (back in 2004) for a reason.
Blue Islands ditched ACI - BOU (2009), BMIBaby ditched JER - BOU (2010) and Aurigny ditched JER - BOU (back in 2004) for a reason.
Last edited by Aero Mad; 24th Nov 2010 at 18:34.
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SOU ILS
There have been comments on other sites re the ineffectiveness in poor weather of the ILS at SOU. I dont know the required minima but is there room to upgrade the current CAT1 system? How do the operating airlines feel about having to regularly divert each time there is fog/snow etc . Are they bothered or is it just accepted as part of the SOU routine that seems to occur each winter? I would have thought that Flybe as the biggest carrier would be 'having words' with the BAA management especially with the current proposals for route expansion and new aircraft in the offing?
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AIP text says uncategorised but the ILS plate gives OCAs for all categories of aircraft which would give a 200ft decision height, and refers to these as "CAT 1". The 'uncat' designation may be due to obstacles between DH and threshold or a host of other issues such as locations of holding points.
NS
NS
Following action by the UK to remove undeclared Differences from ICAO SARPs (just before an ICAO audit of the UK?) it is my understanding that there is no longer such an animal as an "uncatergorised" ILS in the UK, albeit that AIP entries have not yet been amended.
In respect of those ILS in UK that were formally "uncategorised", often due to the obstacle environment in the precision segment of the approach, and a resultant inability to meet CAP 168 (aka ICAO Annex 14) requirements for an obstacle free precision approach runway approach surface, the CAA has been forced into a more pragmatic position as a way of killing off the UK "uncategorised" ILS.
The result is that the SOU ILS will shortly become CAT 1, possibly by mid January 2011. Using a computer based programme, known as a "collision risk model" the obstacle environment is analysised and a DH based upon the actual obstacle environment. I tried to get CAA to agree to it for SOU 18 years ago, and was shown the door with some muttering of "over my dead body".
The result at SOU should be an ILS RVR minima of 700 metres (due to restricted approach lighting) and 100+ FT off the current DH. This should of course minimise the future chances of go-arounds with 2000+ metres vis and BKN 200 FT.
To all my soon to be former customers at BEE, AUR, and EZE enjoy, sorry it was so long in coming.
In respect of those ILS in UK that were formally "uncategorised", often due to the obstacle environment in the precision segment of the approach, and a resultant inability to meet CAP 168 (aka ICAO Annex 14) requirements for an obstacle free precision approach runway approach surface, the CAA has been forced into a more pragmatic position as a way of killing off the UK "uncategorised" ILS.
The result is that the SOU ILS will shortly become CAT 1, possibly by mid January 2011. Using a computer based programme, known as a "collision risk model" the obstacle environment is analysised and a DH based upon the actual obstacle environment. I tried to get CAA to agree to it for SOU 18 years ago, and was shown the door with some muttering of "over my dead body".
The result at SOU should be an ILS RVR minima of 700 metres (due to restricted approach lighting) and 100+ FT off the current DH. This should of course minimise the future chances of go-arounds with 2000+ metres vis and BKN 200 FT.
To all my soon to be former customers at BEE, AUR, and EZE enjoy, sorry it was so long in coming.
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Thomas Cook has announced a new summer charter destination : Mahon (Menorca).It will be a Sunday service operated by Flybe.
Flybe will also operate charter flights to Majorca on behalf of both Thomson and Thomas Cook.
Flybe will also operate charter flights to Majorca on behalf of both Thomson and Thomas Cook.
Join Date: May 2009
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Great News!!, I always felt that Menorca was a gap in SOU's destination list as it is popular in the summer and easily reachable with a full E195. I remember when Air Europa used to operate it back in 2002-2004(I think) on 734's.
TCAS FAN is correct in his explanation of how the current 'uncategorised' UK ILS's will become CAT I and in most cases will benefit from a lower OCH, but surely the UK minimum DH for a CAT I ILS will remain at 200ft will it not?
SEN is in a similar situation but even with ALSF appoach lighting and runway centreline lights, plus IRVR, all to be installed shortly on runway 24 as part of the redevelopment programme, they still anticipate a DH of 200ft for a code C aircraft and RVR minima of 550m, those being the CAP 168/ICAO Annex 14 system minima for a CAT I installation.
SEN is in a similar situation but even with ALSF appoach lighting and runway centreline lights, plus IRVR, all to be installed shortly on runway 24 as part of the redevelopment programme, they still anticipate a DH of 200ft for a code C aircraft and RVR minima of 550m, those being the CAP 168/ICAO Annex 14 system minima for a CAT I installation.