Aurigny Air Services
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I'm sure that I read somewhere (on here maybe) that there is a problem with the length of time required on the ground for the engines to cool before restarting, not with the short length of the flight.
Join Date: Nov 2001
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Bottom line is Aurigny should not be operating 3 different types of a/c - it is grossly remiss of the management to think they can run an airline with the types of pax numbers they have with the fixed costs for operating 3 types, let alone if any of the crew go sick, take holiday, or hand in their notice to go to another airline.... that is just bonkers! For inter island its not the crew cost that will hurt or the cycles - its the SOPS's for operating in a salt water environment, dont get them right and dont take care of the comp unit and your world will be plagued by being in the hangar, this along with the fixed cost of processing the aircraft with terminal infrastructure.... The only viable a/c for inter-island shuttles in the C.I. is the C208B which is proven without doubt to be safe - I would still run it 2 pilot though - but you have to operate it as a self handled a/c outside of the NASP as you can in Scotland, from a portakabin with the crew doing the checkin and boarding / after all its only 9 pax and will be bale to ensure a 10 minute turnaround.
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Bottom line is Aurigny should not be operating 3 different types of a/c - it is grossly remiss of the management to think they can run an airline with the types of pax numbers they have with the fixed costs for operating 3 types, let alone if any of the crew go sick, take holiday, or hand in their notice to go to another airline.... that is just bonkers! For inter island its not the crew cost that will hurt or the cycles - its the SOPS's for operating in a salt water environment, dont get them right and dont take care of the comp unit and your world will qbe plagued by being in the hangar, this along with the fixed cost of processing the aircraft with terminal a infrastructure.... The only viable a/c for inter-island shuttles in the C.I. is the C208B which is proven without doubt to be safe - I would still run it 2 pilot though - but you have to operate it as a self handled a/c outside of the NASP as you can in Scotland, from a portakabin with the crew doing the checkin and boarding / after all its only 9 pax and will be bale to ensure a 10 minute turnaround.
PS I understand the problem with the twotters and why they were rejected was engine thermal cycling times.
Last edited by cobopete; 16th Jul 2017 at 12:16.
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Aurigny don't seem to have succeeded in chartering a replacement a/c. There are a lot of disgruntled passengers posting on their Facebook page. There are also problems with flights to/from ACI due to the weather which are attracting adverse comment.
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I recall hearing at the time that AUR gave up on the Twotters because they weren't ready for turbine engines being an otherwise all piston engined outfit at the time
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TITAN to the rescue
B737-300 G-ZAPW is currently positioning from Stansted to Gatters in order to provide cover for today for the damaged EMB195. Does anyone know how long the EMB will be u/s?
B737-300 G-ZAPW is currently positioning from Stansted to Gatters in order to provide cover for today for the damaged EMB195. Does anyone know how long the EMB will be u/s?
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If you read my post I clearly mention the C208B's for inter island not off island jaunts that would never make sense in any ones eyes....
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With an avg of 860 passengers a day on the GCI/LGW route with an available capacity of nearly 1200 you can see why the finances are going south - and thats without any of the other issues... all anyone can do is hope that they begin to chart a new course soon, especially as Waves this morning has announced GCI/JER on demand for £65 each way in the C208B
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With an avg of 860 passengers a day on the GCI/LGW route with an available capacity of nearly 1200 you can see why the finances are going south - and thats without any of the other issues... all anyone can do is hope that they begin to chart a new course soon, especially as Waves this morning has announced GCI/JER on demand for £65 each way in the C208B
Join Date: Oct 2004
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Well to be honest a modern single engine turbine V trilander I know which one I would want my family in.
If the Trilander is MTW exactly the same thing is going to happen if an engine goes. Piston engines fail more often than turbine.
So if the locals were more happy in the tri than a C208B more fool them.
If the Trilander is MTW exactly the same thing is going to happen if an engine goes. Piston engines fail more often than turbine.
So if the locals were more happy in the tri than a C208B more fool them.
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Well to be honest a modern single engine turbine V trilander I know which one I would want my family in.
If the Trilander is MTW exactly the same thing is going to happen if an engine goes. Piston engines fail more often than turbine.
So if the locals were more happy in the tri than a C208B more fool them.
If the Trilander is MTW exactly the same thing is going to happen if an engine goes. Piston engines fail more often than turbine.
So if the locals were more happy in the tri than a C208B more fool them.
Join Date: Oct 2004
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For years they were happy with those noise heaps of poo with extremely questionable performance in the event of a engine failure.
Cessna 208B is better than they had.
To be honest I am surprised they didn't go for LET 410's, type rating is 3 days. They never seem to break. Perf A.
Cessna 208B is better than they had.
To be honest I am surprised they didn't go for LET 410's, type rating is 3 days. They never seem to break. Perf A.
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Join Date: Nov 1999
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2 types: High frequency ATRs to the mainland, plus C208B's inter island and ACI-SOU is the solution. The latter can be done with careful routing, altitude and synthetic vision options. 1 P&W PT6 is far more favourable than 2/3 piston engines: locals have idolised the BN2/3 with single crew for 30 years, so single point of failure has been the choice for a generation. And I'd choose 1 PT6 over a fully laden piston variant every time. Better still, 1 PT6 and 2 crew.
IFSD rate is quoted as 1 per 12.4m flight hours.
IFSD rate is quoted as 1 per 12.4m flight hours.
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Back when Aurigny operated the Twotter they were running many, many more inter-island flights than there are today. I believe it all came down to the fact that the PT6 was lifed by start cycles. There were about 5 to the flight hour as the average JER-GCI was 12 minutes.
That was what I was told back then anyway.
That was what I was told back then anyway.
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to my knowledge the engine itself is 3000 hours TBO for hot section for a reconditioned engine and 5000 hours for a new one for a PT6.
They are not in the same league as say the garrets with their direct shaft for getting hot on start.
Starter generators might have a limit but as there was no requirement in techlogs to record engine starts it might not be the case.
They are not in the same league as say the garrets with their direct shaft for getting hot on start.
Starter generators might have a limit but as there was no requirement in techlogs to record engine starts it might not be the case.