BRISTOL - 4
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Swiss Air Disaster 10 April 1973
Tomorrow (10 April) is the 40th anniversary of the air disaster in the Hochwald district of Switzerland involving an Invicta International Airways Vickers Vanguard, G-AXOP, operating a flight from Bristol Lulsgate Airport, as it was then known, to Basel-Mulhouse Airport.
The flight was organised as a shopping and sightseeing trip to Basel for people living in small towns and villages in north Somerset and was to return the same day.
It departed Lulsgate around 0830 on that fateful Tuesday carrying 139 passengers, mainly local women, and a crew of six.
The approach to Basel-Mulhouse took place in poor weather conditions and the two pilots became disorientated having made two approaches before the aircraft struck a wooded hillside. The aircraft was destroyed.
108 people perished - 104 passengers, the two pilots and two cabin crew members. The Swiss Federal Commission of Enquiry attributed the accident to a 'loss of orientation during two ILS approaches carried out under instrument flight conditions' but also listed a number of contributory factors.
The survivors were in the rear of the aircraft which broke away on impact.
Accident report is at this link: http://www.aaib.gov.uk/cms_resources...5%20G-AXOP.pdf
What made this disaster particularly poignant was the number of women who were killed leaving 55 children motherless.
At the time many people had never flown in an aircraft and it was likely that this was their first ever flight for many on board. There are groups of marked graves in a number of local village churchyards where those passengers who lost their lives are buried.
I was brought up in one of the affected villages (Wrington) in the immediate post war years and, although I was living in Bristol at the time of the disaster, I still remember the day as if it were yesterday. The devastation it brought to so many families is indescribable.
My thoughts will be with them tomorrow.
The flight was organised as a shopping and sightseeing trip to Basel for people living in small towns and villages in north Somerset and was to return the same day.
It departed Lulsgate around 0830 on that fateful Tuesday carrying 139 passengers, mainly local women, and a crew of six.
The approach to Basel-Mulhouse took place in poor weather conditions and the two pilots became disorientated having made two approaches before the aircraft struck a wooded hillside. The aircraft was destroyed.
108 people perished - 104 passengers, the two pilots and two cabin crew members. The Swiss Federal Commission of Enquiry attributed the accident to a 'loss of orientation during two ILS approaches carried out under instrument flight conditions' but also listed a number of contributory factors.
The survivors were in the rear of the aircraft which broke away on impact.
Accident report is at this link: http://www.aaib.gov.uk/cms_resources...5%20G-AXOP.pdf
What made this disaster particularly poignant was the number of women who were killed leaving 55 children motherless.
At the time many people had never flown in an aircraft and it was likely that this was their first ever flight for many on board. There are groups of marked graves in a number of local village churchyards where those passengers who lost their lives are buried.
I was brought up in one of the affected villages (Wrington) in the immediate post war years and, although I was living in Bristol at the time of the disaster, I still remember the day as if it were yesterday. The devastation it brought to so many families is indescribable.
My thoughts will be with them tomorrow.
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Dates came from Eastern Airwys themselves via e-mail today. It maybe that the aircraft would have left Bristol Airport at that date and that is the official closing date however that is the date they have provided.
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Looks like BRS is in for 3 more new routes with TOM for 2014. Flights to Kos, Thassos and Marrakech from BRS for next year on sale on the 25th.
TUITravel Media Centre - News - Thomson's summer 2014 launch includes exclusive island hotel and new Sensatori - TUITravel Media Centre
TUITravel Media Centre - News - Thomson's summer 2014 launch includes exclusive island hotel and new Sensatori - TUITravel Media Centre
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From today's Evening Post...
More passengers fly from Bristol to Scotland than from any other UK airport outside London, according to Civil Aviation Authority data.
The CAA’s analysis of domestic scheduled flights shows that nearly 630,000 journeys were made between Bristol Airport and Aberdeen, Edinburgh, Glasgow and Inverness in 2012 – a 4.5 per cent increase over the previous
Bristol Airport’s biggest carrier, easyJet, operates 22 flights per week from Bristol to Edinburgh, 19 per week to Glasgow, and a daily flight to Inverness. Just under 300,000 passengers used the Bristol-Edinburgh service alone last year, benefiting from a schedule which includes four flights per day on Wednesday, Thursday and Friday.
Glasgow is also served by four flights on a Friday, with three per day on Monday, Wednesday, Thursday and Sunday.
The Aberdeen service operates twice daily with a direct jet service by bmi regional using an Embraer 145.
Shaun Browne, Aviation Director at Bristol Airport, said:
“While the majority of passengers using Bristol Airport are flying overseas, domestic routes to more distant parts of the UK remain important in keeping the South West connected. These flights provide important connections for many companies, particularly in the defence, financial services and oil/marine engineering sectors.
“We expect further growth on these routes in 2013, and are actively exploring ways to strengthen links with Scotland with our airline partners to support these important business and leisure markets.”
More passengers fly from Bristol to Scotland than from any other UK airport outside London, according to Civil Aviation Authority data.
The CAA’s analysis of domestic scheduled flights shows that nearly 630,000 journeys were made between Bristol Airport and Aberdeen, Edinburgh, Glasgow and Inverness in 2012 – a 4.5 per cent increase over the previous
Bristol Airport’s biggest carrier, easyJet, operates 22 flights per week from Bristol to Edinburgh, 19 per week to Glasgow, and a daily flight to Inverness. Just under 300,000 passengers used the Bristol-Edinburgh service alone last year, benefiting from a schedule which includes four flights per day on Wednesday, Thursday and Friday.
Glasgow is also served by four flights on a Friday, with three per day on Monday, Wednesday, Thursday and Sunday.
The Aberdeen service operates twice daily with a direct jet service by bmi regional using an Embraer 145.
Shaun Browne, Aviation Director at Bristol Airport, said:
“While the majority of passengers using Bristol Airport are flying overseas, domestic routes to more distant parts of the UK remain important in keeping the South West connected. These flights provide important connections for many companies, particularly in the defence, financial services and oil/marine engineering sectors.
“We expect further growth on these routes in 2013, and are actively exploring ways to strengthen links with Scotland with our airline partners to support these important business and leisure markets.”
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Ub2
No mention of 3 aircraft at Bristol next summer. The fleet size is not planned to grow either. So, it would mean moving an aircraft from another base or a lease from another airline for the summer. Only time will tell!
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Thomson - Summer 2014
I had a quick look at the Thomson Brochure and it does look like there are going to be 3 aircraft based in BRS for Summer 2014. There seems to be a gap on a Saturday morning but Thomson Lakes & Mountains have yet to release there S14 schedule so a BRS-VRN rotation will more than likely fill that gap.
There are new routes to Kos, Marrakech, Bourgas & Kavala. There are increases in flights as well compared to Bristol's S13 schedule.
The schedule for BRS for S14 is as follows:
Sunday
06:25 Malaga
06:30 Enfidha
06:35 Kavala
13:55 Sharm El Sheikh
15:15 Lanzarote
15:55 Larnaca
Monday
06:00 Mahon
06:15 Bourgas
07:00 Naples
13:00 Dalaman
15:15 Bodrum
16:05 Corfu
16:10 Marrakesh
Tuesday
06:00 Palma de Mallorca
07:00 Kos
07:00 Alicante
13:30 Antalya
14:25 Zakinthos
17:50 Tenerife South
Wednesday
07:00 Paphos
07:00 Rhodes
07:30 Fuerteventura
17:45 Enfidha
18:15 Palma de Mallorca
19:10 Ibiza
Thursday
06:00 Palma de Mallorca
06:15 Kefalonia
07:00 Ibiza
13:15 Heraklion
14:55 Lanzarote
15:55 Dalaman
Friday
07:00 Tenerife South
07:30 Zakinthos
08:00 Mahon
15:00 Corfu
16:55 Naples
17:35 Antalya
23:40 Palma de Mallorca
Saturday
06:00 Reus
08:05 Palma de Mallorca
13:15 Ibiza
13:45 Dalaman
15:35 Gran Canaria
20:30 Palma de Mallorca
(Source: Thomson Holidays - Brochures)
There are new routes to Kos, Marrakech, Bourgas & Kavala. There are increases in flights as well compared to Bristol's S13 schedule.
The schedule for BRS for S14 is as follows:
Sunday
06:25 Malaga
06:30 Enfidha
06:35 Kavala
13:55 Sharm El Sheikh
15:15 Lanzarote
15:55 Larnaca
Monday
06:00 Mahon
06:15 Bourgas
07:00 Naples
13:00 Dalaman
15:15 Bodrum
16:05 Corfu
16:10 Marrakesh
Tuesday
06:00 Palma de Mallorca
07:00 Kos
07:00 Alicante
13:30 Antalya
14:25 Zakinthos
17:50 Tenerife South
Wednesday
07:00 Paphos
07:00 Rhodes
07:30 Fuerteventura
17:45 Enfidha
18:15 Palma de Mallorca
19:10 Ibiza
Thursday
06:00 Palma de Mallorca
06:15 Kefalonia
07:00 Ibiza
13:15 Heraklion
14:55 Lanzarote
15:55 Dalaman
Friday
07:00 Tenerife South
07:30 Zakinthos
08:00 Mahon
15:00 Corfu
16:55 Naples
17:35 Antalya
23:40 Palma de Mallorca
Saturday
06:00 Reus
08:05 Palma de Mallorca
13:15 Ibiza
13:45 Dalaman
15:35 Gran Canaria
20:30 Palma de Mallorca
(Source: Thomson Holidays - Brochures)
Brunel to Concorde
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Thomson long haul at BRS
The cancellation of their summer long-haul flights from BRS to Sanford and Cancun from summer 2014 has been confirmed by Thomson, reportedly 'due to reasons, including a change in fleet'. The report added that a spokesperson for Bristol Airport said the action was taken by the operator 'in order to add new destinations from other UK airports'.
Thomson axes long-haul services from Bristol
The change in fleet reference is interesting. The B787 has been long held as the saviour for long-haul from BRS's short runway. In the early draft of the BRS master plan the airport said that Boeing had told them the 787 would have a range in excess of 9,000 kilometres from the BRS runway. Even allowing for perhaps manufacturers' natural optimism when talking about new products it seems to have been felt that the type likely to be used by First Choice (as was the case at the time of the draft master plan), now Thomson, really would put destinations in reach of BRS never previously contemplated.
When the 787 turned up at Farnborough in 2010, Chris Browne, the Thomson MD, included BRS in the list of airports she said would be operating the 787, with press speculation that destinations beyond Florida and the Caribbean would feature in non-stop flights.
However, last winter the airport submitted a series of non-material amendments to the local authority in respect of the outline planning permissions for the major infrastructure already approved. One of the amendments related to B787 operations:
The planning application envisaged that the Boeing 787 or Airbus A350 would become the future first choice mid-sized aircraft for airlines operating medium to long haul routes out of Bristol Airport. When the planning application was prepared the Boeing 787 was still in the early stages of design and advice from Boeing at the time indicated that aircraft likely to use Bristol Airport would be configured to accommodate up to around 260 passengers. The gate lounges were therefore sized on this basis. However the design of the aircraft has developed since then and the aircraft being delivered to airlines likely to operate from Bristol Airport are now expected to be configured to accommodate between 290 and 310 passengers. The additional seating capacity has been achieved within the same airframe by increasing the number seats abreast the aircraft. Pending completion of the Eastern Walkway it is proposed that stand 5 will be made available for Boeing 787 use. A small increase in the width of the Central Gate Lounge is therefore proposed so that the increased aircraft load can be accommodated without jeopardising passenger service and comfort standards.
So could it be that the apparently larger, and presumably heavier, 787s than those originally anticipated will make the operation of such aircraft from the BRS runway unviable?
The draft master plan also recognised that an aircraft of the size of the 787 could not use the full length parallel taxiway as its wings would overhand the boundary fence. It would need to backtrack the runway with turning circles built to aid the manoeuvre, though consideration might have to be given in the future to moving the public lane that runs alongside the taxiway (it would be an expensive and controversial move - my italics).
I have no technical expertise so cannot comment on the 787's performance but if the BRS runway remains a limiting factor for long-haul, even with the new design of aircraft, it will presumably have to re-focus on what it is very good at, namely short and medium haul routes.
Of course, the decision may have no relation to operational capabilities and might simply be a commercial one in repect of the two particular routes that are to be axed.
I would welcome views from those with more technical knowledge than I possess.
Thomson axes long-haul services from Bristol
The change in fleet reference is interesting. The B787 has been long held as the saviour for long-haul from BRS's short runway. In the early draft of the BRS master plan the airport said that Boeing had told them the 787 would have a range in excess of 9,000 kilometres from the BRS runway. Even allowing for perhaps manufacturers' natural optimism when talking about new products it seems to have been felt that the type likely to be used by First Choice (as was the case at the time of the draft master plan), now Thomson, really would put destinations in reach of BRS never previously contemplated.
When the 787 turned up at Farnborough in 2010, Chris Browne, the Thomson MD, included BRS in the list of airports she said would be operating the 787, with press speculation that destinations beyond Florida and the Caribbean would feature in non-stop flights.
However, last winter the airport submitted a series of non-material amendments to the local authority in respect of the outline planning permissions for the major infrastructure already approved. One of the amendments related to B787 operations:
The planning application envisaged that the Boeing 787 or Airbus A350 would become the future first choice mid-sized aircraft for airlines operating medium to long haul routes out of Bristol Airport. When the planning application was prepared the Boeing 787 was still in the early stages of design and advice from Boeing at the time indicated that aircraft likely to use Bristol Airport would be configured to accommodate up to around 260 passengers. The gate lounges were therefore sized on this basis. However the design of the aircraft has developed since then and the aircraft being delivered to airlines likely to operate from Bristol Airport are now expected to be configured to accommodate between 290 and 310 passengers. The additional seating capacity has been achieved within the same airframe by increasing the number seats abreast the aircraft. Pending completion of the Eastern Walkway it is proposed that stand 5 will be made available for Boeing 787 use. A small increase in the width of the Central Gate Lounge is therefore proposed so that the increased aircraft load can be accommodated without jeopardising passenger service and comfort standards.
So could it be that the apparently larger, and presumably heavier, 787s than those originally anticipated will make the operation of such aircraft from the BRS runway unviable?
The draft master plan also recognised that an aircraft of the size of the 787 could not use the full length parallel taxiway as its wings would overhand the boundary fence. It would need to backtrack the runway with turning circles built to aid the manoeuvre, though consideration might have to be given in the future to moving the public lane that runs alongside the taxiway (it would be an expensive and controversial move - my italics).
I have no technical expertise so cannot comment on the 787's performance but if the BRS runway remains a limiting factor for long-haul, even with the new design of aircraft, it will presumably have to re-focus on what it is very good at, namely short and medium haul routes.
Of course, the decision may have no relation to operational capabilities and might simply be a commercial one in repect of the two particular routes that are to be axed.
I would welcome views from those with more technical knowledge than I possess.
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Could this possibly mean a move of long haul Thomson flights from Bristol to Cardiff ?
With the new set-up at Cardiff and possibly reduced or no APD .... just a thought. Thoughts anyone.
With the new set-up at Cardiff and possibly reduced or no APD .... just a thought. Thoughts anyone.
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At present the devolvement of Air Passenger Duty to the Welsh Government is nowhere near completion if it does happen therefore any opportunity for Thomson Airways to move their longhaul from Bristol to Cardiff will simply have to boil down to negotiation of prices.
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It might not be just because of the runway length although it certainly is tight even for the 767. By the way, Bristol's runway is actually a metre narrower at 45m wide rather than 46m at most other UK airports, but I doubt that will be a restriction.
The apron area is quite small and parking is little cramped at most areas, perhaps the wingspan of 197ft on the 787-8 compared to only 156ft 1in on the 767-300ER is the problem??
The apron area is quite small and parking is little cramped at most areas, perhaps the wingspan of 197ft on the 787-8 compared to only 156ft 1in on the 767-300ER is the problem??
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The only stand available to the 767 at BRS is 26 and that is right at the end of the western pier. Not really suitable for premier operations at present. Not sure if the extra wing span would fit on 26 but not too much trouble to create a rarely used stand for a large aircraft that simply integrates several stands in to one. Lots of airports do that.I remember Bhx used to do it when the air India 777 came in. They just used a standard stand but had to close the stand either side. As it would be a rare visitor I doubt no solution could be found.
More than likely with the changes in weights, specs, perf, etc... The 787 has undergone whilst under painful development it has reached a point where the promised short field performance has not been possible. BRS has done commercially very very well given it's runway limitations but you do reach a point where you have to accept it just isn't long enough. I suspect that point has just been reached
More than likely with the changes in weights, specs, perf, etc... The 787 has undergone whilst under painful development it has reached a point where the promised short field performance has not been possible. BRS has done commercially very very well given it's runway limitations but you do reach a point where you have to accept it just isn't long enough. I suspect that point has just been reached
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my understanding is that stand 4 and 5 were to be altered and to include an airbridge on stand 5 with a walkway coming out from the end of the terminal to it to fit a 767/787 on it, this work was due to start in november, if it still goes ahead we will wait to see
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Many thanks for that, CV. I appreciate your opinion as an airline pilot who I believe has considerable experience of operating in and out of BRS.
The airport, from its planning application amendment, was apparently going to use stand 5 for the 787 until the eastern walkway is extended as part of the overall infrastructure expansion, which will involve demolishing the old terminal first to make space available. The first link below shows a picture of the expansion proposals - the eastern walkway is at the bottom right of the picture for those unfamiliar with BRS.
http://www.bristolairport.co.uk/abou...t/image-3.ashx
There seems little doubt that Thomson originally intended using the 787 at BRS as illustrated by the comment of their MD, Chris Browne, in 2010 - see second link below. Furthermore, it can be assumed that the BRS management still believed its airport would host the type or it would not have sought a planning approval amendment as recently as last winter to facilitate the aircraft's use.
Thomson will use 787 to offer new destinations - www.travelweekly.co.uk
BRS has been realistic in its master plan about the limited scope for long-haul from its catchment. Whilst recognising opportunities for charter routes it believes that only four scheduled routes are likely to be viable in the future, ie in the period up to 2030 (three in the USA plus Dubai), and disagrees with a York Aviation report for North Somerset Council that discussed the prospects for a number of other long-haul routes, mainly in North America and Asia.
So in terms of overall passenger numbers the lack of long-haul would have a negligible effect and would, in itself, be unlikely to prevent the airport continuing its passenger growth in the years ahead up to the 10 mppa limit currently set by its planning consents. Probably the major drawback would be the inability to access the likes of Dubai with its huge provision for onward travel.
Of course, it's entirely possible that Thomson's decision to remove the routes to Mexico and Florida is influenced by commercial considerations rather than operational ones and the 787 may yet be seen at BRS at some point.
Out of interest, can anyone confirm a post elsewhere in this thread that the BRS runway is 45 metres wide? A number of websites I've checked show it as 2011 metres long by the (more usual) 46 metres wide.
The airport, from its planning application amendment, was apparently going to use stand 5 for the 787 until the eastern walkway is extended as part of the overall infrastructure expansion, which will involve demolishing the old terminal first to make space available. The first link below shows a picture of the expansion proposals - the eastern walkway is at the bottom right of the picture for those unfamiliar with BRS.
http://www.bristolairport.co.uk/abou...t/image-3.ashx
There seems little doubt that Thomson originally intended using the 787 at BRS as illustrated by the comment of their MD, Chris Browne, in 2010 - see second link below. Furthermore, it can be assumed that the BRS management still believed its airport would host the type or it would not have sought a planning approval amendment as recently as last winter to facilitate the aircraft's use.
Thomson will use 787 to offer new destinations - www.travelweekly.co.uk
BRS has been realistic in its master plan about the limited scope for long-haul from its catchment. Whilst recognising opportunities for charter routes it believes that only four scheduled routes are likely to be viable in the future, ie in the period up to 2030 (three in the USA plus Dubai), and disagrees with a York Aviation report for North Somerset Council that discussed the prospects for a number of other long-haul routes, mainly in North America and Asia.
So in terms of overall passenger numbers the lack of long-haul would have a negligible effect and would, in itself, be unlikely to prevent the airport continuing its passenger growth in the years ahead up to the 10 mppa limit currently set by its planning consents. Probably the major drawback would be the inability to access the likes of Dubai with its huge provision for onward travel.
Of course, it's entirely possible that Thomson's decision to remove the routes to Mexico and Florida is influenced by commercial considerations rather than operational ones and the 787 may yet be seen at BRS at some point.
Out of interest, can anyone confirm a post elsewhere in this thread that the BRS runway is 45 metres wide? A number of websites I've checked show it as 2011 metres long by the (more usual) 46 metres wide.
It's 45m wide. Just another of its endearing quirks.
http://www.ead.eurocontrol.int/eadba...2013-02-07.pdf
I doubt the Dreamliner will make much of a difference to BRS network long term. Far more important will be the extra range and performance that's coming with the introduction of the A320 NEO and B737 MAX aircraft. A 15% bigger circle puts some interesting places within range.
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http://www.ead.eurocontrol.int/eadba...2013-02-07.pdf
I doubt the Dreamliner will make much of a difference to BRS network long term. Far more important will be the extra range and performance that's coming with the introduction of the A320 NEO and B737 MAX aircraft. A 15% bigger circle puts some interesting places within range.
WWW
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Report
Interesting report. It demonstrates what we all know that the airport is in completely the wrong location. It is quite vocal about not only the length, but the lack of visibility on the approach to 09 and undulating topography. It demonstrates the lack of foresight 20 - 30 years ago when it should have moved to Filton. BRS has achieved an amazing route network within it's limited space, but the A300 came unstuck in the 80's when an Iberia flight overshot and ended up over the hill, they've tried the 767 and it doesn't really fit and the 787 appears to be too heavy. There is a limited market from BRS to specific destinations for long haul, but sadly I can't see it moving forward with current aircraft types. There is no natural successor to the 757, which is ideal for thin long routes. We might get Istanbul with Turkish as some point, they're reinventing themselves based on an Emirates hub and spoke approach and could serve the route with an A320. Foresight now would be a Boris Island in the Severn with terminals on each side, but then there is no money or will for such a scheme.
Long haul from the regions is a waste of time and the reason Bristol is so vibrant and busy and profitable is because it hasn't been distracted by pipe dreams about long haul. Are you listening Birmingham?
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