BOURNEMOUTH - 3
Join Date: Nov 2006
Location: Southampton
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The terminal is big enough to handle a 747 sized aircraft, there are enough check in counters, the security area is large enough to handle the amount of passengers as is the departure lounge so not sure what you mean by terminal being too small, it would be fairly tight but not impossible, there are a lot of smaller terminals than the one at BOH around the world that cater to 747 sized aircraft.
European operated at least one 747-200 charter from BOH direct to New York (Bath Travel Christmas shopping flight, I think). Somewhere on-line there is a video of the departure. Quite interesting!!
I think the A380 comment was somewhat tongue-in-cheek.
I think the A380 comment was somewhat tongue-in-cheek.
Join Date: Mar 2010
Location: Dorset UK
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''I really don't think so as it couldn't handle a fully loaded 747 or Concorde.''
Runway's big enough, terminal isn't.
Concorde operated out of Bournemouth several times on 'local' trips around the Bay of Biscay etc. 747's come and go regularly though admittedly largely ( I think)positioning flights. Not sure what max fully loaded range would be from Bournemouth though limiting factor is probably the ability to handle that many pax in one go
Runway's big enough, terminal isn't.
Concorde operated out of Bournemouth several times on 'local' trips around the Bay of Biscay etc. 747's come and go regularly though admittedly largely ( I think)positioning flights. Not sure what max fully loaded range would be from Bournemouth though limiting factor is probably the ability to handle that many pax in one go
Join Date: Jun 2007
Location: uk
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You need to consider weight on the runway as well as the runways length.
The AIP entry shows the runway PCN as 46/F/A/X/U (taxiways have the same apart from strength B not A.) The overall weight of the aircraft will determine its ACN & whether it could operate within the tolerances of the pavement. The aircraft manufacturer will produce a manual with all the details in for each aircraft type. If memory serves me correctly the worst civil aircraft type in terms of restrictions at present is the 777-300. This isn't a hard & fast rule & there is the ability to over-stress the pavement for occasional movements but the more you do it, the more you reduce the life expectancy of your runway & taxiway surfaces.
If you want to calculate it for a 747-400, have a look at "747-400 Airplane Characteristics for Airport Planning" Page 180 for a Boeing explanation & table 7.10.1 & 2 for ACNs on flexible pavements.
If you have better things to do with your life :-) then I will tell you that in terms of weight: no - you can't get a fully laden 747-400 off the runway at BOH without over stressing the pavement.
It can all get quite complex - the simple answer (as with so many things in aviation) is "it depends"! :-)
The AIP also suggests the main terminal stands are configured for aircraft up to 767-300 size. That doesn't mean they can't handle larger but you would need to make specific parking arrangements to maintain wingtip clearances.
The AIP entry shows the runway PCN as 46/F/A/X/U (taxiways have the same apart from strength B not A.) The overall weight of the aircraft will determine its ACN & whether it could operate within the tolerances of the pavement. The aircraft manufacturer will produce a manual with all the details in for each aircraft type. If memory serves me correctly the worst civil aircraft type in terms of restrictions at present is the 777-300. This isn't a hard & fast rule & there is the ability to over-stress the pavement for occasional movements but the more you do it, the more you reduce the life expectancy of your runway & taxiway surfaces.
If you want to calculate it for a 747-400, have a look at "747-400 Airplane Characteristics for Airport Planning" Page 180 for a Boeing explanation & table 7.10.1 & 2 for ACNs on flexible pavements.
If you have better things to do with your life :-) then I will tell you that in terms of weight: no - you can't get a fully laden 747-400 off the runway at BOH without over stressing the pavement.
It can all get quite complex - the simple answer (as with so many things in aviation) is "it depends"! :-)
The AIP also suggests the main terminal stands are configured for aircraft up to 767-300 size. That doesn't mean they can't handle larger but you would need to make specific parking arrangements to maintain wingtip clearances.
That doesn't mean they can't handle larger but you would need to make specific parking arrangements to maintain wingtip clearances.
Join Date: Jan 2007
Location: uk
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You having a laugh. Bus pax! Upto 10 buses required. Cost of drivers, escorts etc. PRICLESS! After a long trip last thing I would want is to be delayed waiting to get onto an old bus. I am sure BOH would invest in a fleet of Buses. BOH wins because it is small and not full of self loading cargo wandering aimlessly around. It does what it does best. Catering for short haul ( bucket and spade as well as business) with a simple terminal. Quick in and quick out.
Join Date: Nov 2006
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turboprop
Groundloop was just mentioning how European used the disused runway to park their 747s with passengers being bussed, that's how it was but I don't think he was suggesting it as a possibility only stating how it has happened in the past so I don't think he was 'having a laugh'.
Groundloop was just mentioning how European used the disused runway to park their 747s with passengers being bussed, that's how it was but I don't think he was suggesting it as a possibility only stating how it has happened in the past so I don't think he was 'having a laugh'.
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I happen to think that a 3 or 4 flights a week service from BOH to DBX could be a success. Given the lack of global connections and direct flights from BOH it may even be more successful than operating from a better connected regional airport...
Join Date: Nov 2007
Location: Waters edge
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Who would have thought that a visit by the EK CEO to a cabin furnishing supplier at Hurn could have led to so much discussion.
Most B747 are headed for imminent retirement and are not relevant in UK growth terms, although no-one mentioned the 747-800BBJ that is based and operated from Hurn.
The prospect of new links to hubs in the Middle East or Turkey from UK airports has all but disappeared into the mist since June, it is unlikely to return in the foreseeable future. The reality for UK regional airports with less than 5m pax per annum is even further away from what has been suggested, there is no prospect of any such new links in the foreseeable future.
Firstly, the Gulf carriers and Turkish each face substantial headwinds for different reasons, and not least because they compete with each other. Further expansion anywhere in the UK is unlikely for some considerable time for several different reasons.
EK have said publicly several times that the devaluation of the GB£ following Brexit vote has compromised their UK business profitability. The UAE currency is tied to the soaring US Dollar, EK recently and quietly canned their planned 4th daily Dubai to Gatwick, and generally are regarded as having too much capacity for the market.
EY, has publicly signalled job cuts, are still losing heavily in their investments in Air Berlin and Alitalia, rumours are rife that the EY CEO will leave this year. Retrenchment is on the cards with no UK growth on the radar.
TK are retrenching heavily and parking many aircraft due to a collapse in traffic over the past year due to security concerns. For the UK even BRS, which was rumoured a year or so back, is now a distant dream.
QR is adding single aisle aircraft and concentrating on other markets away from western Europe
After all this market adjustment, Emirates will probably come out on top, but its several years away.
LCC in UK are using increasingly larger aircraft for lower seat costs. This is one reason why Flybe struggles with sun routes away from absolute peak season - their seat costs are too high to compete profitably on sun routes for most of the year. Increasingly LCC are using and ordering aircraft of about 200 seats plus. The LCC are always looking for routes than can support year round profitable use of these aircraft. Runway slots and parking stands are sold out every summer at all larger airports south of BHX, but are more generally available in winter at all but LHR.
This creates a seasonal market for airports able to accept these aircraft without payload restriction for a summer only operation, not too far from London. Runway length is an issue at some of these airports. Landing distances even at BRS for instance are marginal for some of these aircraft types and SOU, like LCY is just too short for unrestricted operation of aircraft of this size.
For BOH as ever the scope for growth is with RYR and anyone else that wants to tap into greater London, but cannot get slots at the London Airports. EZY and Wizz are still possible but unlikely given 2016.
The more interesting prospect is Jet2 moving south. Shaking up Thomson and Thomas Cook. After introducing Stansted this year, BRS in 2018 is a reasonable bet and BOH in 2019. Even Ryanair have reacted by introducing Ryanair holidays. Interesting times as ever.
The BOH runway is a step up from that available at LTN and BRS and has not been a significant limiting factor for more than 20 years.
HNY to all
FF
Most B747 are headed for imminent retirement and are not relevant in UK growth terms, although no-one mentioned the 747-800BBJ that is based and operated from Hurn.
The prospect of new links to hubs in the Middle East or Turkey from UK airports has all but disappeared into the mist since June, it is unlikely to return in the foreseeable future. The reality for UK regional airports with less than 5m pax per annum is even further away from what has been suggested, there is no prospect of any such new links in the foreseeable future.
Firstly, the Gulf carriers and Turkish each face substantial headwinds for different reasons, and not least because they compete with each other. Further expansion anywhere in the UK is unlikely for some considerable time for several different reasons.
EK have said publicly several times that the devaluation of the GB£ following Brexit vote has compromised their UK business profitability. The UAE currency is tied to the soaring US Dollar, EK recently and quietly canned their planned 4th daily Dubai to Gatwick, and generally are regarded as having too much capacity for the market.
EY, has publicly signalled job cuts, are still losing heavily in their investments in Air Berlin and Alitalia, rumours are rife that the EY CEO will leave this year. Retrenchment is on the cards with no UK growth on the radar.
TK are retrenching heavily and parking many aircraft due to a collapse in traffic over the past year due to security concerns. For the UK even BRS, which was rumoured a year or so back, is now a distant dream.
QR is adding single aisle aircraft and concentrating on other markets away from western Europe
After all this market adjustment, Emirates will probably come out on top, but its several years away.
LCC in UK are using increasingly larger aircraft for lower seat costs. This is one reason why Flybe struggles with sun routes away from absolute peak season - their seat costs are too high to compete profitably on sun routes for most of the year. Increasingly LCC are using and ordering aircraft of about 200 seats plus. The LCC are always looking for routes than can support year round profitable use of these aircraft. Runway slots and parking stands are sold out every summer at all larger airports south of BHX, but are more generally available in winter at all but LHR.
This creates a seasonal market for airports able to accept these aircraft without payload restriction for a summer only operation, not too far from London. Runway length is an issue at some of these airports. Landing distances even at BRS for instance are marginal for some of these aircraft types and SOU, like LCY is just too short for unrestricted operation of aircraft of this size.
For BOH as ever the scope for growth is with RYR and anyone else that wants to tap into greater London, but cannot get slots at the London Airports. EZY and Wizz are still possible but unlikely given 2016.
The more interesting prospect is Jet2 moving south. Shaking up Thomson and Thomas Cook. After introducing Stansted this year, BRS in 2018 is a reasonable bet and BOH in 2019. Even Ryanair have reacted by introducing Ryanair holidays. Interesting times as ever.
The BOH runway is a step up from that available at LTN and BRS and has not been a significant limiting factor for more than 20 years.
HNY to all
FF
The more interesting prospect is Jet2 moving south.
Join Date: Jan 2007
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Hi Canberra
He is having a laugh. Should be looking forward not backwards. It like saying in the old days passengers were formed up in threes and marched to the terminal ( actually an old cold hangar). Small narrow bodies it is acceptable to bus from a remote stand. Certainly not a large wide body. No airbridge or access direct from aircraft to terminal not acceptable. Thus BOH not a player for a regular service.
He is having a laugh. Should be looking forward not backwards. It like saying in the old days passengers were formed up in threes and marched to the terminal ( actually an old cold hangar). Small narrow bodies it is acceptable to bus from a remote stand. Certainly not a large wide body. No airbridge or access direct from aircraft to terminal not acceptable. Thus BOH not a player for a regular service.
Join Date: Nov 2006
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Turboprop
I for one am not for seeing any future long haul scheduled flights from BOH especially with Emirates that's pure stupidity all I was referring to as was Groundloop was how European parked their 747s on the disused runway and passengers were bussed to the aircraft.
The fact that the CEO of EK made a visit to a cabin furnishing supplier at BOH means nothing and in no way paves the way for any EK flights from the airport and anyone who thinks so is in dreamland.
Turboprop I think it's YOU that is on the wrong path here assuming that I was referring to any long haul flights from BOH which won't happen for all the obvious reasons pointed out by flightfone.
I for one am not for seeing any future long haul scheduled flights from BOH especially with Emirates that's pure stupidity all I was referring to as was Groundloop was how European parked their 747s on the disused runway and passengers were bussed to the aircraft.
The fact that the CEO of EK made a visit to a cabin furnishing supplier at BOH means nothing and in no way paves the way for any EK flights from the airport and anyone who thinks so is in dreamland.
Turboprop I think it's YOU that is on the wrong path here assuming that I was referring to any long haul flights from BOH which won't happen for all the obvious reasons pointed out by flightfone.
As mentioned by others (thanks canberra77) I was just mentioning how things were done in the past.
But, just for arguments sake, some airside busses have a capacity of over 100 pax so certainly not 10 buses required:-
/http://www.cobus.us/4-0-cobus-models.html
But all academic anyway as it is not going to happen!
But, just for arguments sake, some airside busses have a capacity of over 100 pax so certainly not 10 buses required:-
/http://www.cobus.us/4-0-cobus-models.html
But all academic anyway as it is not going to happen!
Join Date: Nov 2002
Location: Brighton uk
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Rather an explosive start to the new year here !!
Bournemouth will only ever see the holiday Med style operation with the likes of Ryanair and Thomson and the occasional cruise style flights to the Caribbean etc ( Thomson 767 this Sat to Barbados for instance )
Bournemouth is good at this but no good at scheduled flights ( Dubai ? WTF .... ) been proven over and over again . Leave that to Southampton which is brilliant in that area but not so much to the Med
Ryanair looks like its just keeping the same routes as last year as I would have thought by now they would have announced something new if they wanted to launch a summer schedule , real shame as IBZ , RHO , CHQ and PSA not returning again and worked really well , just Krakow
Remains to be seen if Cunard or P &O have any cruise flights operating again but again nothing at the moment
Bournemouth will only ever see the holiday Med style operation with the likes of Ryanair and Thomson and the occasional cruise style flights to the Caribbean etc ( Thomson 767 this Sat to Barbados for instance )
Bournemouth is good at this but no good at scheduled flights ( Dubai ? WTF .... ) been proven over and over again . Leave that to Southampton which is brilliant in that area but not so much to the Med
Ryanair looks like its just keeping the same routes as last year as I would have thought by now they would have announced something new if they wanted to launch a summer schedule , real shame as IBZ , RHO , CHQ and PSA not returning again and worked really well , just Krakow
Remains to be seen if Cunard or P &O have any cruise flights operating again but again nothing at the moment
Last edited by MARKEYD; 7th Jan 2017 at 14:19.
Join Date: Nov 2002
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Easy Jet have taken the Geneva service into April now finishing 23 rd , had been on sale up to 25 th March but will continue now on a Sat / Sun only using a 319 on Sat and 320 on Sun
Busy morning on the ramp at BOH with a Thomson 767 , Easy Jet 320 and Ryanair 738 all leaving within 30 min of each other
Busy morning on the ramp at BOH with a Thomson 767 , Easy Jet 320 and Ryanair 738 all leaving within 30 min of each other
Join Date: Aug 2007
Location: Bournemouth, UK
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This mornings TOM to TFS suffered a bird strike and engine damage on T/O. Diverted to LGW after orbiting at 4,000ft. Went over my place a few times sounding 'turboprop' like - guess due to windmilling donk. (Did post on R&N early but deleted as a bit too FR24'ish I assume and all went to plan).
UPDATE: Flight from Bournemouth hit by seagull on take-off (From Bournemouth Echo)
UPDATE: Flight from Bournemouth hit by seagull on take-off (From Bournemouth Echo)
I liked the reported comment from one of the passengers, "It was a bit worrying because we weren't really sure what the problem was....".
So refreshing after the usual media hype about screaming, terrified passengers.
So refreshing after the usual media hype about screaming, terrified passengers.
