BRISTOL - 4
Join Date: Jul 2009
Location: Regrettably far from 50°N
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Sorry to be a tremendous pedant (and to thread drift) but the first British airline to ban smoking on-board was, to my knowledge, Aurigny Air Services in 1977.
Brunel to Concorde
Join Date: Mar 2003
Location: Virtute et Industria, et Sumorsaete Ealle
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easyet
A new route to Turin will commence on 11 December, once weekly on Sundays. The only other TRN service is the winter Thomson charter operation also on Sundays. This will be easyJet's 60th route at BRS although not all are year-round.
The easyJet Las Palmas route announced recently commencing on 28 September will now increase from 1 x weekly to 2 x weekly from November. It will compete with Ryanair and the charter airlines.
The easyJet Las Palmas route announced recently commencing on 28 September will now increase from 1 x weekly to 2 x weekly from November. It will compete with Ryanair and the charter airlines.
BMI charter BRS - VRN catering? or better at BRS airport for brekkie
asked on BMI regional re I am on 0645 dep BRS-VRN Inghams holiday charter in Aug re any grub on board please? catered or BOB
or does any one know BRS airport for a good full English before boarding
thanks indeed
or does any one know BRS airport for a good full English before boarding
thanks indeed
Brunel to Concorde
Join Date: Mar 2003
Location: Virtute et Industria, et Sumorsaete Ealle
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bmi regional provides light refreshments on its scheduled services that are included in the fare. However, on this flight the airline is the carrier for a tour operator so it will depend on what that tour operator has decided.
Bristol Airport has a number of eateries that can be seen at the below link.
Bristol Airport Shops and Places to Eat & Drink | Bristol Airport
There is also an Aspire lounge and an Aspire Plus lounge that can be accessed on payment. The latter provides hot breakfasts at the relevant time of the day. Details are on the BRS website.
The airport can become extremely busy early in the mornings even on Saturdays when around 25 aircraft depart between 0530 and 0730. The bmir Verona is due out at 0645 so you might expect to find the place quite crowded.
Bristol Airport has a number of eateries that can be seen at the below link.
Bristol Airport Shops and Places to Eat & Drink | Bristol Airport
There is also an Aspire lounge and an Aspire Plus lounge that can be accessed on payment. The latter provides hot breakfasts at the relevant time of the day. Details are on the BRS website.
The airport can become extremely busy early in the mornings even on Saturdays when around 25 aircraft depart between 0530 and 0730. The bmir Verona is due out at 0645 so you might expect to find the place quite crowded.
thanks - yes i see it will be busy -
have booked premium car park just across from terminal and fast track - see there are 3 breakfast eateries from your link so hopefully will get a table OK.
Inghams have given me 2 differing stories re BMI charter catering lol
BoB and its catered so it seems no one knows for sure
hence my question here - thanks for reply
have booked premium car park just across from terminal and fast track - see there are 3 breakfast eateries from your link so hopefully will get a table OK.
Inghams have given me 2 differing stories re BMI charter catering lol
BoB and its catered so it seems no one knows for sure
hence my question here - thanks for reply
Join Date: Jul 2007
Location: South Wales
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BMI to Verona
When I travelled on BMI regional to Verona in June 2013 (also booked with Inghams) a complimentary drink and muffin cake was served. Not sure if this has changed. Have a good trip.
Join Date: May 2005
Location: Bristol
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New Security Area
I'm flying out of BRS(-FRA-IAD) on Thursday morning, so curious about the new security comb. Anyone seen it in action yet? Is it speeding things up or slowing things down as people get used to it?
Confusingly, as a LH*G I get Fast Track access when I fly on SN to BRU, but not when I fly on BM to FRA/MUC, so I guess I'll be getting the full experience.
Confusingly, as a LH*G I get Fast Track access when I fly on SN to BRU, but not when I fly on BM to FRA/MUC, so I guess I'll be getting the full experience.
Brunel to Concorde
Join Date: Mar 2003
Location: Virtute et Industria, et Sumorsaete Ealle
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New security area
The western extension to the terminal has only been partially opened today with some of the security lanes becoming operational. The local ITV news interviewed some passengers who said they had experienced almost no delays today and spoke positively, but I doubt they were among the first group of the day when all the problems seem to have been occurring.
The remaining security lanes, enlarged baggage reclaim area, customs and meet and greet area will open later in the year.
The remaining security lanes, enlarged baggage reclaim area, customs and meet and greet area will open later in the year.
Join Date: Aug 2016
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Join Date: Dec 2006
Location: Still looking
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Next year
Ryanair - Any info on summer next year. It was mentioned to me that FR has not agreed a basing deal for AC next summer? Not sure if these things are done year by year or for X number of seasons.
Join Date: May 2005
Location: Bristol
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NCL loses UA to NYC
Ending at the end of S16. Apparently it was consistently more expensive than BA/AA via LHR.
It seems it's hard to find the premium people are prepared to pay for avoiding LHR. UA didn't seem to get that right at BRS either.
My view is it's currently about £100 for an individual, but that doesn't work for two or more people who share a car.
I'd imagine loads in C were also underperforming, as they did at BRS. When AI is dumping LHR-NYC in C for £1,500, it's going to be tough...
It seems it's hard to find the premium people are prepared to pay for avoiding LHR. UA didn't seem to get that right at BRS either.
My view is it's currently about £100 for an individual, but that doesn't work for two or more people who share a car.
I'd imagine loads in C were also underperforming, as they did at BRS. When AI is dumping LHR-NYC in C for £1,500, it's going to be tough...
Brunel to Concorde
Join Date: Mar 2003
Location: Virtute et Industria, et Sumorsaete Ealle
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NYC
Continental operated BRS-EWR from May 2005 until November 2010 with B 757 aircraft. The flights were daily except November-March when they varied from 5 down to 2 x weekly at various times in the winter. It has to be remembered that at that time CO had no access to LHR (their London flights operated from LGW) and so may not have even started a BRS route at all if they had possessed LHR rights in 2005.
The first year actually exceeded CO's publicly stated target of 80,000 passengers for the initial 12 months, and the the calendar years of 2007 and 2008 saw annual passenger totals over 90,000. In terms of load factors the months June-October each year were invariably the best, with monthly lfs approaching 90% not uncommon in the peak summer months.
Of course, that only tells one side of the story and we don't know the yields; it seems from CO's remarks when they axed the route that the 16-seat business-first cabin was not well patronised, at least at full prices.
As the recession began to bite in 2009 annual passenger totals dropped to 83,000, partly due to a bigger monthly rotation reduction in the winter months, but by then CO had gained access to LHR and promptly axed its LGW route.
With the recession and access to one of the world's largest airports 100 miles away it seemed to me that the writing was on the wall for the BRS route, and so it proved. In early 2010 CO announced the closure of the route from early November that year and in effect the BRS B757 was moved 100 miles east to become the fifth daily EWR rotation from LHR.
Paradoxically, the loads in that final summer of 2010 improved significantly on the same period the previous year with September, for example, seeing a monthly load factor of 88%.
The loss of NCL's NYC connection linked with that at BRS a few years ago (although specific circumstances contrived to come together to halt this one) won't make it any easier for smaller regional airports to get themselves a regular NYC service. The mood noises from the BRS management seem less optimistic than they were a year or two ago when it appeared that the return of NYC was imminent.
In 2007 an aviation analyst company produced a paper for the Wales Government for a Cardiff-New York route based on a daily year-round service with, it appeared, one-class aircraft. They thought that the first three years of such a route would require an an annual subsidy of £600,000 after which the route should be self-sustaining and profitable. Their detailed projected passenger figures produced average loads once the route was worked up almost identical to the ones at BRS that CO found (in the end) unsatisfactory. On that basis the theory and the reality seem unrelated.
The first year actually exceeded CO's publicly stated target of 80,000 passengers for the initial 12 months, and the the calendar years of 2007 and 2008 saw annual passenger totals over 90,000. In terms of load factors the months June-October each year were invariably the best, with monthly lfs approaching 90% not uncommon in the peak summer months.
Of course, that only tells one side of the story and we don't know the yields; it seems from CO's remarks when they axed the route that the 16-seat business-first cabin was not well patronised, at least at full prices.
As the recession began to bite in 2009 annual passenger totals dropped to 83,000, partly due to a bigger monthly rotation reduction in the winter months, but by then CO had gained access to LHR and promptly axed its LGW route.
With the recession and access to one of the world's largest airports 100 miles away it seemed to me that the writing was on the wall for the BRS route, and so it proved. In early 2010 CO announced the closure of the route from early November that year and in effect the BRS B757 was moved 100 miles east to become the fifth daily EWR rotation from LHR.
Paradoxically, the loads in that final summer of 2010 improved significantly on the same period the previous year with September, for example, seeing a monthly load factor of 88%.
The loss of NCL's NYC connection linked with that at BRS a few years ago (although specific circumstances contrived to come together to halt this one) won't make it any easier for smaller regional airports to get themselves a regular NYC service. The mood noises from the BRS management seem less optimistic than they were a year or two ago when it appeared that the return of NYC was imminent.
In 2007 an aviation analyst company produced a paper for the Wales Government for a Cardiff-New York route based on a daily year-round service with, it appeared, one-class aircraft. They thought that the first three years of such a route would require an an annual subsidy of £600,000 after which the route should be self-sustaining and profitable. Their detailed projected passenger figures produced average loads once the route was worked up almost identical to the ones at BRS that CO found (in the end) unsatisfactory. On that basis the theory and the reality seem unrelated.
Join Date: Oct 2007
Location: cornwall, uk
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I suspect that IAG are the ones to gain here with NCL & BRS.
People will drive to LHR ex BRS and likely connect via LHR ex NCL. However they will also likely choose EI via Dublin on the multi daily regional connectors.
cs
People will drive to LHR ex BRS and likely connect via LHR ex NCL. However they will also likely choose EI via Dublin on the multi daily regional connectors.
cs
Join Date: May 2005
Location: Bristol
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WOW air are throwing some very competitive fares into the market, mostly on the US side of the operation. I saw USD299 return for BOS-BRS recently, and the lead in fares to NYC are equally price busting. I recently priced up a LHR-NYC for GBP365 return, so whilst there's lots of TATL volume, the margins must be wafer thin.
None of that works particularly in favour of a "legacy" airline successfully operating BRS (or any UK regional airport) to the US. I still feel that supporting the hub routes to DUB/AMS/FRA/MUC/(KEF?) is the best way to make it easy for West Country people to get to the USA.
None of that works particularly in favour of a "legacy" airline successfully operating BRS (or any UK regional airport) to the US. I still feel that supporting the hub routes to DUB/AMS/FRA/MUC/(KEF?) is the best way to make it easy for West Country people to get to the USA.
Join Date: Feb 2004
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Code:
I recently priced up a LHR-NYC for GBP365 return, so whilst there's lots of TATL volume, the margins must be wafer thin.
With as many as thirty daily rotations LON-NYC alone that's one hell of a lot of economy seats to move.
Those in the middle, up front and traveling on fully flexible tickets make the yield and at prices some multiples of those dumped fares !
It's exactly this price dumping of the hugely excessive economy capacity out of LHR that makes the regional operations so difficult, seem expensive plus the added perception of a much better service in a twin aisle over the typical 75W.
United TALC 75Ws also now have rather large amount of Business and Biz first seats to fill in their current configuration - Making marginal services even more difficult !
Brunel to Concorde
Join Date: Mar 2003
Location: Virtute et Industria, et Sumorsaete Ealle
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WOW delayed over nine hours beyond its scheduled 1010 BRS arrival time today. Last Friday it was an eight hour delay.
Presumably the transatlantic passengers have missed their connections at KEF and it begs the question as to whether there will be room on tomorrows's flights to North America.
Presumably the transatlantic passengers have missed their connections at KEF and it begs the question as to whether there will be room on tomorrows's flights to North America.
Join Date: Jul 2007
Location: Bristol, UK
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The feedback for WOW on Skytrax is appalling. Many people have given the airline a bare minimum of 1/10. It appears that huge delays are common. On a different note I was clearing out the attic today and came across this picture of an American Trans Air DC10. It was taken in the mid 80's. Perhaps the heaviest jet ever to land at BRS?FullSizeRender.jpg