St. Helena Service
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If not, then why not get back to flight-sim until you have?
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Er,
Who said the aircraft was EMPTY? Try 95% fuel and ballast for 100 pax. Then take out your "flaptop"/FPPM and plug in Vasur 3A departure and some due diligence before uttering. Facts before opinions , opinions before speculation. And another thing if you have anything to say about BA/Comair/Kulula then there is a high chance someone reading this works for the company you are waffling on about.
Who said the aircraft was EMPTY? Try 95% fuel and ballast for 100 pax. Then take out your "flaptop"/FPPM and plug in Vasur 3A departure and some due diligence before uttering. Facts before opinions , opinions before speculation. And another thing if you have anything to say about BA/Comair/Kulula then there is a high chance someone reading this works for the company you are waffling on about.
Last edited by mathy; 22nd Apr 2016 at 14:16. Reason: some folk annoy me
Join Date: Apr 2010
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having been on a number of "interesting" approaches to places like Funchal I wouldn't want to slag off anyone who can get the aeroplane down in one peice on the basis of a U-tube link
First time in you'd expect it to be a bit wobbly..................
First time in you'd expect it to be a bit wobbly..................
Paxing All Over The World
So someone can judge how the very FIRST landing of an aircraft type and at a most unusual field should have been done? Fantastic armchair judgement of the winds and conditions to avoid making a rather nasty headline and a photo of the tail disappearing over the edge ...
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St Helena - parking issues?
Well, it's been an exciting week on St Helena with the successful operation of the Comair implementation flight on Monday. (There's a good video available on the St Helena Government facebook site).
In the video, you will see that the aircraft turns onto the apron initially following the guideline for stand A1, then turns left to park in the middle of the apron between stands A1 and A2. (See the parking diagram in doc FHSH 2-12: available on the ATNS website under "Products and Services", "ATM" and "Projects".) Thus the passenger door was on the runway side of the apron, rather than the terminal side.
I wonder if this is how they intend to operate normally when there is only a single aircraft expected? Eventually there will be times when there will be two aircraft on the apron at the same time. I'd have thought that ground staff would be better served by parking a single aircraft on stand A1 or A2 so that they have experience of getting the aircraft parked correctly. When two aircraft are on the ground together, accurate parking will be necessary in order for each aircraft to safely power out of the parking position on departure.
I do have some sympathy for the marshallers at the airport. I am assuming they will be locally employed St Helenians (at least eventually, if not at first). Their chances of becoming and remaining competent at marshalling are probably limited by the fact that they will handle only one or two flights a week.
If they, or a pilot, gets it wrong, the aircraft could be stopped in a position where it is impossible to power out for departure. As I believe there are no tugs on the airport, how would such a situation be handled? Lots of men pulling on ropes?
Incidentally, that video has some shots of people talking with a decidedly brisk wind blowing - nicely illustrating one of the problems with this elevated location! And the windsock shows it's a strongish crosswind component.
In the video, you will see that the aircraft turns onto the apron initially following the guideline for stand A1, then turns left to park in the middle of the apron between stands A1 and A2. (See the parking diagram in doc FHSH 2-12: available on the ATNS website under "Products and Services", "ATM" and "Projects".) Thus the passenger door was on the runway side of the apron, rather than the terminal side.
I wonder if this is how they intend to operate normally when there is only a single aircraft expected? Eventually there will be times when there will be two aircraft on the apron at the same time. I'd have thought that ground staff would be better served by parking a single aircraft on stand A1 or A2 so that they have experience of getting the aircraft parked correctly. When two aircraft are on the ground together, accurate parking will be necessary in order for each aircraft to safely power out of the parking position on departure.
I do have some sympathy for the marshallers at the airport. I am assuming they will be locally employed St Helenians (at least eventually, if not at first). Their chances of becoming and remaining competent at marshalling are probably limited by the fact that they will handle only one or two flights a week.
If they, or a pilot, gets it wrong, the aircraft could be stopped in a position where it is impossible to power out for departure. As I believe there are no tugs on the airport, how would such a situation be handled? Lots of men pulling on ropes?
Incidentally, that video has some shots of people talking with a decidedly brisk wind blowing - nicely illustrating one of the problems with this elevated location! And the windsock shows it's a strongish crosswind component.
Interviews with Pilots/passengers first Comair flight.
Follow this link to St Helena Local for video news of the first Comair landing plus older videos of Airport and flight news:
ZS-ZWG | Info related to St Helena, forum, news, Information and some Airport updates.
ZS-ZWG | Info related to St Helena, forum, news, Information and some Airport updates.
Join Date: Jul 2004
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Broken Biscuits
I knew someone who worked for the Broken Biscuit Company aka the BBC! Lived in an adjacent cottage and supped ale. At any rate I have data you may appreciate. Not a large file.
I knew someone who worked for the Broken Biscuit Company aka the BBC! Lived in an adjacent cottage and supped ale. At any rate I have data you may appreciate. Not a large file.
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Opening postponed
The official opening of the airport (and the start of scheduled flights) has been postponed. The airport and Comair want to further investigate issues of windshear and turbulence that came up with the implementation flight.
More at http://www.sainthelena.gov.sh/airpor...ony-postponed/
More at http://www.sainthelena.gov.sh/airpor...ony-postponed/
Last edited by Avnu; 26th Apr 2016 at 17:03.
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Perhaps they should have followed Atkins' advice given in the feasibility study from 2005
http://www.sainthelenaaccess.com/app...port_Final.pdf, p 117
FLIGHT TESTING
7.82 The designs of the aerodrome options on Prosperous Bay Plain have been undertaken in
a rigorous manner and while there is high confidence in the designs and the associated
cost estimates, they remain concepts. There are doubts concerning local weather
conditions and, in particular, there are doubts about the amount of turbulence that could be
expected on the approaches (due to the elevated location and the surrounding bluffs). It is
therefore recommended that, regardless of which aerodrome option is chosen and before
the runway design is finalised, a charter aircraft should fly test the approaches to and
departures from the intended runway. This would ensure confidence in the final design and
may be regarded as part of the design process applicable to St Helena’s circumstances.
The most suitable aircraft for this would be the four-engine L 100 Hercules: this could route
via Ascension Island for refuelling and crew rest stops. A cost estimate of £¦¦ to cover the
aircraft charter and ancillary costs has been included in the Financial / Economic model for
this purpose, for each access option.
7.82 The designs of the aerodrome options on Prosperous Bay Plain have been undertaken in
a rigorous manner and while there is high confidence in the designs and the associated
cost estimates, they remain concepts. There are doubts concerning local weather
conditions and, in particular, there are doubts about the amount of turbulence that could be
expected on the approaches (due to the elevated location and the surrounding bluffs). It is
therefore recommended that, regardless of which aerodrome option is chosen and before
the runway design is finalised, a charter aircraft should fly test the approaches to and
departures from the intended runway. This would ensure confidence in the final design and
may be regarded as part of the design process applicable to St Helena’s circumstances.
The most suitable aircraft for this would be the four-engine L 100 Hercules: this could route
via Ascension Island for refuelling and crew rest stops. A cost estimate of £¦¦ to cover the
aircraft charter and ancillary costs has been included in the Financial / Economic model for
this purpose, for each access option.
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Well, it's been an exciting week on St Helena with the successful operation of the Comair implementation flight on Monday. (There's a good video available on the St Helena Government facebook site).
In the video, you will see that the aircraft turns onto the apron initially following the guideline for stand A1, then turns left to park in the middle of the apron between stands A1 and A2. (See the parking diagram in doc FHSH 2-12: available on the ATNS website under "Products and Services", "ATM" and "Projects".) Thus the passenger door was on the runway side of the apron, rather than the terminal side.
I wonder if this is how they intend to operate normally when there is only a single aircraft expected? Eventually there will be times when there will be two aircraft on the apron at the same time. I'd have thought that ground staff would be better served by parking a single aircraft on stand A1 or A2 so that they have experience of getting the aircraft parked correctly. When two aircraft are on the ground together, accurate parking will be necessary in order for each aircraft to safely power out of the parking position on departure.
I do have some sympathy for the marshallers at the airport. I am assuming they will be locally employed St Helenians (at least eventually, if not at first). Their chances of becoming and remaining competent at marshalling are probably limited by the fact that they will handle only one or two flights a week.
If they, or a pilot, gets it wrong, the aircraft could be stopped in a position where it is impossible to power out for departure. As I believe there are no tugs on the airport, how would such a situation be handled? Lots of men pulling on ropes?
Incidentally, that video has some shots of people talking with a decidedly brisk wind blowing - nicely illustrating one of the problems with this elevated location! And the windsock shows it's a strongish crosswind component.
In the video, you will see that the aircraft turns onto the apron initially following the guideline for stand A1, then turns left to park in the middle of the apron between stands A1 and A2. (See the parking diagram in doc FHSH 2-12: available on the ATNS website under "Products and Services", "ATM" and "Projects".) Thus the passenger door was on the runway side of the apron, rather than the terminal side.
I wonder if this is how they intend to operate normally when there is only a single aircraft expected? Eventually there will be times when there will be two aircraft on the apron at the same time. I'd have thought that ground staff would be better served by parking a single aircraft on stand A1 or A2 so that they have experience of getting the aircraft parked correctly. When two aircraft are on the ground together, accurate parking will be necessary in order for each aircraft to safely power out of the parking position on departure.
I do have some sympathy for the marshallers at the airport. I am assuming they will be locally employed St Helenians (at least eventually, if not at first). Their chances of becoming and remaining competent at marshalling are probably limited by the fact that they will handle only one or two flights a week.
If they, or a pilot, gets it wrong, the aircraft could be stopped in a position where it is impossible to power out for departure. As I believe there are no tugs on the airport, how would such a situation be handled? Lots of men pulling on ropes?
Incidentally, that video has some shots of people talking with a decidedly brisk wind blowing - nicely illustrating one of the problems with this elevated location! And the windsock shows it's a strongish crosswind component.
With Atlantic Airways 3 x based A319s, they're very rarely ever parked on the published stands and are marshalled into a position that the airport authorities see fit. They're usually parked nose-in to the wind, as things can get a little blustery there to say the last
Though obviously on an A319, it doesn't matter whether the air steps are positioned on L1 or R2 door. Not possible on the 738.
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Wow - opening of the airport delayed - that's a biggy. Depending on how long the delay is could affect the removal from service of the RMS St Helena.
South Atlantic Media Services says on its facebook page that there is a rumour that Comair are looking at using a "smaller plane".
If that is true, it puts the whole economics of the operation in a different light - lower tourist revenues both for the airline and the island in general (and maybe longer UK Government subsidy).
One thing which the Comair Ops Director mentioned in interview was that the turbulence and windshear seems to be less of an issue for runway 02, but using that routinely would mean accepting a significant tailwind. And besides that, the localizer is set up only for Runway 20.
Of course, it all depends how much of a smaller plane they're thinking about. If it has significantly smaller range, it could mean a refuelling stop at Walvis Bay, for example.
And what would a different plane do to the fares that have been quoted?
Developments eagerly awaited!
South Atlantic Media Services says on its facebook page that there is a rumour that Comair are looking at using a "smaller plane".
If that is true, it puts the whole economics of the operation in a different light - lower tourist revenues both for the airline and the island in general (and maybe longer UK Government subsidy).
One thing which the Comair Ops Director mentioned in interview was that the turbulence and windshear seems to be less of an issue for runway 02, but using that routinely would mean accepting a significant tailwind. And besides that, the localizer is set up only for Runway 20.
Of course, it all depends how much of a smaller plane they're thinking about. If it has significantly smaller range, it could mean a refuelling stop at Walvis Bay, for example.
And what would a different plane do to the fares that have been quoted?
Developments eagerly awaited!
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Smaller aircraft in Comair's case can only mean a 737-400 instead of a -800. They have the same number of seats as the two-class -800 and the single class -800 only has 12 additional seats.
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It was mentioned 'smaller aircraft with approx. 40 seats'. That would point towards CRJ or Embraer and necessitate a fuel stop at e.g. Walvis Bay.
Interestingly there are speculations in South Africa Comair might acquire 'another company', More speculations ? Maybe SA Airlink, and they have the smaller jets ...
Interestingly there are speculations in South Africa Comair might acquire 'another company', More speculations ? Maybe SA Airlink, and they have the smaller jets ...
see Atlantic stars latest announcement last night https://facebook.com/atlanticstarairlines/
As mentioned by 738 drivers the a/c is a slippery little so and so in the conditions prevalent at HLE and last weeks first landing was lightly loaded ( 50 pax) and the other test flights undertaken by Comair last week thru til Weds were afaik not loaded
the UK LTN-BJL-HLE service has to be loaded to make money -- will the TUI a/c be limited on payload (usually 189 Y) but I see she is in a lower density 2 class W/Y fit and do they sell (or will have rights to sell) the LTN-BJL sector in which case some pax will disembark at BJL anyway - I dont see fares for BJL though.
Best value flights to St.Helena | Atlantic Star Airlines
Best value flights to St.Helena | Atlantic Star Airlines
As for rumour talk of maybe now using a smaller a/c for BA/Comair to op JNB-HLE - the new 738 has been obtained especially for this new route so no doubt Comair will be working hard to get this a/c and her crews happy and safe to operate the route in the most challenging of weather.
The 757 would probably been a better candidate for the route from either the UK or the RSA but I guess they are too old now to be considered but they do still have their niche mission needs and this could have been one of them
here is a video of the 757 in action at the tiny Greek island of Skiathos with a very short runway and some challenging winds ( not as bad as HLE or FNC but still can make you busy )
https://www.youtube.com/watch?v=ACebJfOMOTQ
ps
amazing videos of the BA 738 inaugural fly by, GA and landing on the 'tube'
Last edited by rog747; 27th Apr 2016 at 07:39.
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I would be surprised if all-737 Comair would acquire a smaller aircraft only to serve a single destination on a weekly basis. So we are most likely looking at a lease on a case by case basis.
Walvis Bay - St. Helena is 1.400m as the crow flies, so we are talking about an Embraer 135/145 or a CRJ200. Certaibly not the type of aircraft the locals need - not comfortwise, but to bring back goods as freight from visits to South Africa which probably is much more important on this route than almost everywhere else.
Walvis Bay - St. Helena is 1.400m as the crow flies, so we are talking about an Embraer 135/145 or a CRJ200. Certaibly not the type of aircraft the locals need - not comfortwise, but to bring back goods as freight from visits to South Africa which probably is much more important on this route than almost everywhere else.
I would be surprised if all-737 Comair would acquire a smaller aircraft only to serve a single destination on a weekly basis. So we are most likely looking at a lease on a case by case basis.
Walvis Bay - St. Helena is 1.400m as the crow flies, so we are talking about an Embraer 135/145 or a CRJ200. Certaibly not the type of aircraft the locals need - not comfortwise, but to bring back goods as freight from visits to South Africa which probably is much more important on this route than almost everywhere else.
Walvis Bay - St. Helena is 1.400m as the crow flies, so we are talking about an Embraer 135/145 or a CRJ200. Certaibly not the type of aircraft the locals need - not comfortwise, but to bring back goods as freight from visits to South Africa which probably is much more important on this route than almost everywhere else.
can a pax CRJ/EMB even cope with such windy condtions - I have no idea of their limits
and how can you get bulk freight on one lol