St. Helena Service
I am therefore well aware of the concept of "fixed price" for construction works. This will be for a definitive agreed design, but where the design specification is over the top in the first place, there you go. Even better is where the client specification is wrong, because notwithstanding fixed price, which was for fixed deliverables, any changes etc along the way and you are back to repricing. This is the skill of the contractor, to manage these items and increase the work content, because they are typically more profitable than the fixed price elements.
Yes there was a lot of muck shifting. On any civils project that is the more straightforward bit, for all that it looks impressive. Get the heavy plant in and on you go. I still believe there was the ability to "do an Easter Island" (a remarkably equivalent place for population, remoteness, etc) and have done a proper runway which could handle longer-haul aircraft for whom the distances would not be an issue.
As far as the so-elegant car parks and approach road scheme goes, which is like something connected to the M25, bear in mind that St Helena on the rest of the island has little in the way of roads beyond single lane-plus of simplistic construction, with a ramshackle small collection of third-hand cars imported from South Africa. They have no roadmaking plant, and asphalt is just imported in 20kg bags on the ship and laid cold and by hand with unskilled labour.
Last edited by WHBM; 12th Jun 2016 at 20:46.
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I still believe there was the ability to "do an Easter Island" (a remarkably equivalent place for population, remoteness, etc) and have done a proper runway which could handle longer-haul aircraft for whom the distances would not be an issue.
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Im now abit lost here, so what is actually going to happen with this airport. I would like to see Monarch pilots have a go at St Helena who deal with Gibraltar on a regular basis. I really do hope they get this sorted as i would love to fly down to St Helena and visit the island
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May I correct something about Ascension. It is open to limited numbers of visitors and is served by RAF flights though these are usually chartered civil aircraft such as the A330-200. They may of course be RAF fleet too, again the A330-200 springs to mind. If you are fit, not limited by medication, have the proper travel insurance and the vital permit from His Honour the Administrator [also the Magistrate and Receiver of Wrecks] then please go and enjoy this unique island.
You just have to get the necessary papers and permits and be organised but ASI is open. Google it for details.
You just have to get the necessary papers and permits and be organised but ASI is open. Google it for details.
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Hi Mathy, have you got any solid information on the possibility, for private flights, to land and depart out of Ascension? I have a plan for a "Round the World" flight on a light aircraft, "via islands only", and I am considering to fly to HLE (windshear permitting) via Ascension. Thank you.
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The airbase is under USAF military jurisdiction. Basically the USAF major will ask himself "Is your request really necessary for the continued military efficiency of the base?" No, you will not be granted permission to enter ASI as a private pilot.
The island may be British but the UK/US have a treaty whereby the US who built the base are exempt from all charges and leases.
Feel free to contact Patrick AFB Florida.
For access to St Helena see the ATNS website [under ATM] and "HOO" at the airport. There is NO avgas, oil or spares.
The island may be British but the UK/US have a treaty whereby the US who built the base are exempt from all charges and leases.
Feel free to contact Patrick AFB Florida.
For access to St Helena see the ATNS website [under ATM] and "HOO" at the airport. There is NO avgas, oil or spares.
From SHG today:
SIXTH FLIGHT TO ARRIVE AT ST HELENA AIRPORT
Posted on June 17, 2016 by St Helena Government | Leave a reply
The purpose of the flight is to renew and relieve Airport staff, with eight incoming and eight outgoing passengers, in addition to the crew.
Weather permitting, the aircraft will arrive at St Helena from Walvis Bay at around 11.15hrs on Monday morning (St Helena time), departing at around midday on Tuesday.
Please note that St Helena Airport will not be open to the public or media for the duration of this flight.
SHG
17 June 2016
SIXTH FLIGHT TO ARRIVE AT ST HELENA AIRPORT
Posted on June 17, 2016 by St Helena Government | Leave a reply
A Bombardier Challenger business jet aircraft operated by ExecuJet and chartered by Basil Read will arrive at St Helena Airport on Monday 20 June and depart on Tuesday 21 June 2016.
This will be the sixth fixed-wing aircraft to land at St Helena Airport.
This will be the sixth fixed-wing aircraft to land at St Helena Airport.
Weather permitting, the aircraft will arrive at St Helena from Walvis Bay at around 11.15hrs on Monday morning (St Helena time), departing at around midday on Tuesday.
Please note that St Helena Airport will not be open to the public or media for the duration of this flight.
SHG
17 June 2016
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Hi Mathy,
Thank you for your replay. I'll make the contact in due time, if I won't change my mind earlier. About the fuel, I see that they carry the Jet A-1, just fine...if not I'll return to St.Helena as a passenger.
Thank you for your replay. I'll make the contact in due time, if I won't change my mind earlier. About the fuel, I see that they carry the Jet A-1, just fine...if not I'll return to St.Helena as a passenger.
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The purpose of the flight is to renew and relieve Airport staff
Last edited by LTNman; 18th Jun 2016 at 08:58.
Video of the latest arrival at St Helena airport - it landed from the south on runway 02 with a tail wind?
Island Government - St Helena Island news blog and forum,
Island Government - St Helena Island news blog and forum,
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it landed from the south on runway 02 with a tail wind?
Historic met data included here;
http://www.flytosthelena.com/wp-cont...Memorandum.pdf
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It seems they finally discovered small 40-50 seater jets do not have the range required (including a possible deviation to ASI).
The focus is now on larger aircraft, as Baroness Verma declared in the Houase of Lords on 20 June:
Not so many in service in Southern Africa. Shortlisting aircraft types is one thing, finding an airline in the region that can and wants to operate regular scheduled flights at short notice might be the real challenge.
The focus is now on larger aircraft, as Baroness Verma declared in the Houase of Lords on 20 June:
We are seeking to establish commercial air services using the southern approach to the runway where wind shear is not a significant issue. A number of aircraft types have been identified which should offer reasonable performance using a southern approach (the Airbus A318 and A319, Boeing 737-600 and 737-700). We are in discussions with airlines on how we can bring one of these into service.
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SIXTH FLIGHT DEPARTS ST HELENA AIRPORT
Taking advantage of weather conditions, the sixth flight into St Helena Airport, a Bombardier Challenger business jet, departed the Island this morning at 09.47hrs, slightly ahead of its scheduled departure time (10.00hrs).
Taking advantage of weather conditions, the sixth flight into St Helena Airport, a Bombardier Challenger business jet, departed the Island this morning at 09.47hrs, slightly ahead of its scheduled departure time (10.00hrs).
This very aircraft from the same company was on St.Helena already in May.
According to the Lord Ashcroft Report the pilot back then reported that during one of his test flights “at +- 2/3 NM [nautical miles] from touchdown we encountered severe windshear resulting in an immediate max performance go-around [a dramatic windshear escape manoeuvre]”.
“We positioned left downwind for [runway] 20 and attempted two visual approaches, both were unsuccessful due to severe turbulence and windshear on short finals, the second approach was an eye-opener as the windshear rolled the aircraft to the left and +- 20 degrees off the approach course!”
The pilot added: “I have personally never experienced windshear this severe, not even in the sim [simulator].”
The pilot made five safety recommendations for any crew planning to land at St Helena and concluded: “I hesitate to dramatize however it is both my and co-pilot (my colleague in the cockpit) opinion that a landing could not have been carried out by any aircraft on [runway] 20 yesterday at the time we flew…”
The pilot, a South African veteran aerobatics display team member, told friends that his experience had been “hair-raising” and he said of conditions “some days [are] good, others very scary!”
Obviously yesterday and today they were good days and they decided to land on runway 02 anyway.
I don’t know if this time it was the same pilot or not. But it seems small (bizjet sized) planes can handle well landings from the south (runway 02) with moderate tail and crosswinds.
All recent flights avoided landing from the north (runway 20) where severe windshear causes the problems.
According to the Lord Ashcroft Report the pilot back then reported that during one of his test flights “at +- 2/3 NM [nautical miles] from touchdown we encountered severe windshear resulting in an immediate max performance go-around [a dramatic windshear escape manoeuvre]”.
“We positioned left downwind for [runway] 20 and attempted two visual approaches, both were unsuccessful due to severe turbulence and windshear on short finals, the second approach was an eye-opener as the windshear rolled the aircraft to the left and +- 20 degrees off the approach course!”
The pilot added: “I have personally never experienced windshear this severe, not even in the sim [simulator].”
The pilot made five safety recommendations for any crew planning to land at St Helena and concluded: “I hesitate to dramatize however it is both my and co-pilot (my colleague in the cockpit) opinion that a landing could not have been carried out by any aircraft on [runway] 20 yesterday at the time we flew…”
The pilot, a South African veteran aerobatics display team member, told friends that his experience had been “hair-raising” and he said of conditions “some days [are] good, others very scary!”
Obviously yesterday and today they were good days and they decided to land on runway 02 anyway.
I don’t know if this time it was the same pilot or not. But it seems small (bizjet sized) planes can handle well landings from the south (runway 02) with moderate tail and crosswinds.
All recent flights avoided landing from the north (runway 20) where severe windshear causes the problems.
From Volare
Does anyone know the difference between operating the above vis a vis the 737-800 i.e. load factors, range and cargo capacity?
We are seeking to establish commercial air services using the southern approach to the runway where wind shear is not a significant issue. A number of aircraft types have been identified which should offer reasonable performance using a southern approach (the Airbus A318 and A319, Boeing 737-600 and 737-700). We are in discussions with airlines on how we can bring one of these into service.
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Given payload may need to be sacrificed for fuel; and the debate of B737/738 what is the performance of a BBJ like in comparison? PrivatAir operated them from Europe on long routes. Do any of them have long-range tanks with a 40-60 business seating. I'm not sure of the fuselage/wing combination of BBJ versus the line a/c.
When can we expect advertising & recruitment for a heavily subsidised St. Helena Oceanic Airways to start? Those 8 ATC need more to do than bird watch.
When can we expect advertising & recruitment for a heavily subsidised St. Helena Oceanic Airways to start? Those 8 ATC need more to do than bird watch.
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Does anyone know the difference between operating the above vis a vis the 737-800 i.e. load factors, range and cargo capacity?
737-600 Pax108, Range 5.648km, empty weight 36.378kg
738-700 Pax128, Range 6.230km, empty weight 37.648kg
A318 Pax107, Range 5.759km, empty weight 34.500kg short field capabilitiy
A319 Pax124, Range 6.700km, empty weight ???kg
Bombardier CS100 Pax108-133, Range 5.740km, empty weight 33.340kg short field capability
The question remains up to what level of tailwind can these aircraft safely operate on runway 02 ?
A318 and CS100 might be able to land from north on runway 20 with threshold displaced by 300 m south avoiding windshear at approach.
EMAS recommended !
The latest proposal's taken from The St Helena Independent:
Any thoughts?
More can be found in the latest issue @ The St Helena Independent | Saint FM
A new bidder for the air service for St Helena has laid out its
plans to DfID and the St Helena Government. The Namibia
Atlantic Aero Partnership (NAAP) is a consortium of four avia-
tion companies based variously in Namibia, South Africa and
the UK. Claiming they are offering ‘the only safe solution to
utilising St Helena Airport as built’ the proposal is based on
using a fast business jet providing an air-link from Walvis Bay
to St Helena. It is understood the NAAP proposal is the only
one currently on offer.
Where From?
Walvis Bay has been chosen, a NAAP spokesperson said,
because the location offers the shortest distance over water
for flights to St Helena. The service however originates at
Windhoek as there are more international connecting flights
from that airport. The service would be, Windhoek – Walvis
Bay – St Helena and St Helena – Walvis Bay – Windhoek on
the return. It is pointed out that apart from connections to
Cape Town and Johannesburg; there are ten flights each week
from Windhoek to Frankfurt for passengers requiring Euro-
pean destinations.
How Often?
NAAP are proposing four flights per week between Namibia
and St Helena with one flight per week extended to serve
Ascension. NAAP point out their proposal to provide a weekly
flight to Ascension is preferable to Comair’s plan to fly to
Ascension once each month. The number of passengers on
a Comair 737-800 flying monthly to Ascension could create
problems because the accommodation available on Ascen-
sion and the allocation of seats on MOD flights for civilians
travelling onward to the Falklands and the UK both have lim-
ited capacity. The end to end journey time from Windhoek to
St Helena will be about four hours; Windhoek to Walvis will
take about 25 minutes. The ground stop at Walvis Bay to
pick up passengers is likely to be only 20 minutes and the
flight time from Walvis Bay to St Helena is normally a little
under three hours. The flight time from St Helena to Walvis
Bay should be about 20 minutes less due to the tailwind.
How Much?
NAAP state that fares charged for their service will be ‘not too
dissimilar to those announced by Comair’. However they also
point out ‘the seating will be aboard an ‘executive jet’ rather
than in an overgrown bus-like airliner interior, it will be real-
ised by most that there will inevitably be a price differential
necessary between the two’. The bus seating arrangement
is a reference to Comair’s 737-800 and all other modern com-
mercial aircraft seating plans. The indications are it will be a
more comfortable flight but it would cost more. While being
careful to point out that the fares charged are yet to be con-
firmed and at this stage in the process remain confidential
they indicate the one-way fare between St Helena and Walvis
Bay should be under £500 with the same level of fare being
charged for a flight between St Helena and Ascension. Re-
turn fares will be double the one-way fare. Passengers want-
ing to travel between Walvis Bay and Windhoek would be
charged about £100 more, one-way.
New Air Service Provider Bids for St Helena Air Link
Vince Thompson
Why an Executive Jet?
Any plane landing at any airport must be able to come to a
stand within the Landing Distance Available (LDA) on the run-
way. The wind shear problem has shortened the LDA as any
plane approaching the runway from the north now has to fly
over the wind shear area before making the final descent.
NAAP have made their bid on the basis that aircraft will need
to touch down (threshold) 300 metres further along the run-
way than originally planned if the area of wind shear is to be
avoided. Planes using St Helena airport should also be capa-
ble of a steep final decent or landing approach after clearing
the wind-shear area to maintain the maximum Runway End
Safety Area (RESA). The RESA is required for safety rea-
sons, in the event of a pilot overshooting the threshold on the
landing approach.
The proposal points out the LDA at London City Airport, 1,250
metres and is similar to St Helena airport and the RESA at St
Helena is far in excess of the regulatory minimum require-
ment for the small aircraft proposed. However the safety
margin for overshoots on landing is not enough for larger air-
craft such as Comair’s 737-800 if their landing approach
avoided the wind shear area. In short, the executive jet NAAP
proposes using can easily operate within the wind related
limitations which are now imposed upon the already short St
Helena runway.
Subsidising the Service
The UK National Audit Report published earlier this month,
‘Realising the Benefits of the St Helena Airport Project’ pointed
out that £1.9 million has been budgeted by DfID to cover the
expected gap between operating costs and fares revenue for
the service Comair were contracted to provide before the de-
cision had to be made to delay the airport opening. NAAP
state in their proposal, ‘the Comair figure would not be ex-
ceeded despite the differences in size and flight frequencies.’
However, the £1.9 million only covers the service to St Helena.
A further subsidy would be required for the weekly flight to
Ascension as indeed it would have been for Comair’s monthly
Ascension flight.
In addition NAAP state they will need financial assistance
with setting up costs. They state these will include, ‘the costs
of setting up and equipping the offices on the islands; staff
recruitment and training; legal and professional fees re con-
tracts; travel costs; aircraft search / inspections / delivery;
crew type-rating and such prior to the commencement of op-
erations, together with a stock of emergency spare parts to
be held on the island.’ Further help will also be needed to
obtain the business jet they have chosen to operate the serv-
ice. NAAP suggests the way forward would be, ‘to purchase
the aircraft (approx £3million) though facilities generally of-
fered by the Bank of St Helena (‘BoSH’) to its customers of
85% towards the cost of tangible assets, with SHG providing
underwriting / guaranteeing of this together with a temporary
(2-year) overdraft facility to be provided by BoSH.’
No mention is made in the proposal of medical evacuations.
As things stand it is not known whether the business jet they
intend to use can accommodate stretcher cases or the re-
quired attendant medical staff, especially at short notice.
plans to DfID and the St Helena Government. The Namibia
Atlantic Aero Partnership (NAAP) is a consortium of four avia-
tion companies based variously in Namibia, South Africa and
the UK. Claiming they are offering ‘the only safe solution to
utilising St Helena Airport as built’ the proposal is based on
using a fast business jet providing an air-link from Walvis Bay
to St Helena. It is understood the NAAP proposal is the only
one currently on offer.
Where From?
Walvis Bay has been chosen, a NAAP spokesperson said,
because the location offers the shortest distance over water
for flights to St Helena. The service however originates at
Windhoek as there are more international connecting flights
from that airport. The service would be, Windhoek – Walvis
Bay – St Helena and St Helena – Walvis Bay – Windhoek on
the return. It is pointed out that apart from connections to
Cape Town and Johannesburg; there are ten flights each week
from Windhoek to Frankfurt for passengers requiring Euro-
pean destinations.
How Often?
NAAP are proposing four flights per week between Namibia
and St Helena with one flight per week extended to serve
Ascension. NAAP point out their proposal to provide a weekly
flight to Ascension is preferable to Comair’s plan to fly to
Ascension once each month. The number of passengers on
a Comair 737-800 flying monthly to Ascension could create
problems because the accommodation available on Ascen-
sion and the allocation of seats on MOD flights for civilians
travelling onward to the Falklands and the UK both have lim-
ited capacity. The end to end journey time from Windhoek to
St Helena will be about four hours; Windhoek to Walvis will
take about 25 minutes. The ground stop at Walvis Bay to
pick up passengers is likely to be only 20 minutes and the
flight time from Walvis Bay to St Helena is normally a little
under three hours. The flight time from St Helena to Walvis
Bay should be about 20 minutes less due to the tailwind.
How Much?
NAAP state that fares charged for their service will be ‘not too
dissimilar to those announced by Comair’. However they also
point out ‘the seating will be aboard an ‘executive jet’ rather
than in an overgrown bus-like airliner interior, it will be real-
ised by most that there will inevitably be a price differential
necessary between the two’. The bus seating arrangement
is a reference to Comair’s 737-800 and all other modern com-
mercial aircraft seating plans. The indications are it will be a
more comfortable flight but it would cost more. While being
careful to point out that the fares charged are yet to be con-
firmed and at this stage in the process remain confidential
they indicate the one-way fare between St Helena and Walvis
Bay should be under £500 with the same level of fare being
charged for a flight between St Helena and Ascension. Re-
turn fares will be double the one-way fare. Passengers want-
ing to travel between Walvis Bay and Windhoek would be
charged about £100 more, one-way.
New Air Service Provider Bids for St Helena Air Link
Vince Thompson
Why an Executive Jet?
Any plane landing at any airport must be able to come to a
stand within the Landing Distance Available (LDA) on the run-
way. The wind shear problem has shortened the LDA as any
plane approaching the runway from the north now has to fly
over the wind shear area before making the final descent.
NAAP have made their bid on the basis that aircraft will need
to touch down (threshold) 300 metres further along the run-
way than originally planned if the area of wind shear is to be
avoided. Planes using St Helena airport should also be capa-
ble of a steep final decent or landing approach after clearing
the wind-shear area to maintain the maximum Runway End
Safety Area (RESA). The RESA is required for safety rea-
sons, in the event of a pilot overshooting the threshold on the
landing approach.
The proposal points out the LDA at London City Airport, 1,250
metres and is similar to St Helena airport and the RESA at St
Helena is far in excess of the regulatory minimum require-
ment for the small aircraft proposed. However the safety
margin for overshoots on landing is not enough for larger air-
craft such as Comair’s 737-800 if their landing approach
avoided the wind shear area. In short, the executive jet NAAP
proposes using can easily operate within the wind related
limitations which are now imposed upon the already short St
Helena runway.
Subsidising the Service
The UK National Audit Report published earlier this month,
‘Realising the Benefits of the St Helena Airport Project’ pointed
out that £1.9 million has been budgeted by DfID to cover the
expected gap between operating costs and fares revenue for
the service Comair were contracted to provide before the de-
cision had to be made to delay the airport opening. NAAP
state in their proposal, ‘the Comair figure would not be ex-
ceeded despite the differences in size and flight frequencies.’
However, the £1.9 million only covers the service to St Helena.
A further subsidy would be required for the weekly flight to
Ascension as indeed it would have been for Comair’s monthly
Ascension flight.
In addition NAAP state they will need financial assistance
with setting up costs. They state these will include, ‘the costs
of setting up and equipping the offices on the islands; staff
recruitment and training; legal and professional fees re con-
tracts; travel costs; aircraft search / inspections / delivery;
crew type-rating and such prior to the commencement of op-
erations, together with a stock of emergency spare parts to
be held on the island.’ Further help will also be needed to
obtain the business jet they have chosen to operate the serv-
ice. NAAP suggests the way forward would be, ‘to purchase
the aircraft (approx £3million) though facilities generally of-
fered by the Bank of St Helena (‘BoSH’) to its customers of
85% towards the cost of tangible assets, with SHG providing
underwriting / guaranteeing of this together with a temporary
(2-year) overdraft facility to be provided by BoSH.’
No mention is made in the proposal of medical evacuations.
As things stand it is not known whether the business jet they
intend to use can accommodate stretcher cases or the re-
quired attendant medical staff, especially at short notice.
More can be found in the latest issue @ The St Helena Independent | Saint FM
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Any thoughts?
Taxes and surcharges also have to be added.
The Falcon will be cramped with 19 seats - nothing like the photo in the St. Helena Independent. Limited baggage / cargo only.
The operators have no reputation, an artificial consortium. No background to support tourism development on St. Helena.
Using runway 02 question remains, up to what level of tailwind doable ?
Using runway 20 how wide and high is the 'windshear area' ? Can that turbulence really be avoided by touching down 300 metres further south ?
Theoretical assumptions, I believe they are shy to extensively test that as deemed too expensive.
I would be very surprised if DfID and/or SHG would allocate a 1.9m GBP subsidy to such a project.