St. Helena Service
Click the link to see more info re the flight from Cape Town and Ascension Island runway problems from the St Helena Independent :
Latest issues | The St Helena Independent | St Helena's 1st ever online newspaper
Latest issues | The St Helena Independent | St Helena's 1st ever online newspaper
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I seem to remember seeing a NOTAM concerning the weight limitation for KC 10 aircraft in one form or another for over a year now at ASI.
The question of what is allowed and what is not allowed into ASI is vague to say the very least. There has not been a new NOTAM published to provide any update on the deteriorating runway surface condition. ASI is used as an ETOPS alternate for a number of airlines (including the one I work for) flying to and from South America. A runway that is reported to have 'potholes' doesn't inspire confidence and also highlights a possible risk for damaging an aircraft as well as the runway.
The question of what is allowed and what is not allowed into ASI is vague to say the very least. There has not been a new NOTAM published to provide any update on the deteriorating runway surface condition. ASI is used as an ETOPS alternate for a number of airlines (including the one I work for) flying to and from South America. A runway that is reported to have 'potholes' doesn't inspire confidence and also highlights a possible risk for damaging an aircraft as well as the runway.
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ASI is used as an ETOPS alternate for a number of airlines (including the one I work for)
The question of what is allowed and what is not allowed into ASI is vague to say the very least. There has not been a new NOTAM published to provide any update on the deteriorating runway surface condition. ASI is used as an ETOPS alternate for a number of airlines (including the one I work for) flying to and from South America. A runway that is reported to have 'potholes' doesn't inspire confidence and also highlights a possible risk for damaging an aircraft as well as the runway.
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ASA isn't closed, perhaps the RAF A330's have been causing damage:
Important announcement regarding travel to and from Ascension Island | Ascension Island
Meanwhile:
http://www.ascension-island.gov.ac/w...ors-091215.pdf
Important announcement regarding travel to and from Ascension Island | Ascension Island
The Ministry of Defence (MOD) is re-routing the South Atlantic Airbridge via an alternative location. This is because the Airbus A330 Voyager aircraft used on the route between RAF Brize Norton, Ascension Island and the Falkland Islands is too heavy to land at Ascension Island. The decision to re-route means the South Atlantic Airbridge will no longer call at Ascension Island en route to the Falkland Islands for the foreseeable future.
The MOD and Foreign and Commonwealth Office (FCO) are working with the Ascension Island Government to determine the feasibility of interim options to enable the movement of passengers to and from Ascension. This work will take some time to complete. At this stage, it is likely that any interim measure that may be put in place would allow for the transportation of essential personnel and goods only.
Ascension Island Travel Agency are unable to say when regular flights to and from Ascension Island may resume, or when any interim arrangement may be put in place. We do not expect South Atlantic Airbridge flights (operating with the Voyager aircraft) to recommence before 2019/20. Unfortunately, in light of this, we have no choice but to inform passengers that all RAF flights to or from Ascension Island on the Voyager are cancelled until further notice.
The MOD and Foreign and Commonwealth Office (FCO) are working with the Ascension Island Government to determine the feasibility of interim options to enable the movement of passengers to and from Ascension. This work will take some time to complete. At this stage, it is likely that any interim measure that may be put in place would allow for the transportation of essential personnel and goods only.
Ascension Island Travel Agency are unable to say when regular flights to and from Ascension Island may resume, or when any interim arrangement may be put in place. We do not expect South Atlantic Airbridge flights (operating with the Voyager aircraft) to recommence before 2019/20. Unfortunately, in light of this, we have no choice but to inform passengers that all RAF flights to or from Ascension Island on the Voyager are cancelled until further notice.
http://www.ascension-island.gov.ac/w...ors-091215.pdf
Thanks
As far as I understand it is closed for KC-10 till end of June. I guess that applies to similar heavies but certainly a far cry from complete runway closure.
To be honest I still don't know if it still could / should be considered in case of emergencies... I am a mere PPL but wonder what is the industry doing?
As far as I understand it is closed for KC-10 till end of June. I guess that applies to similar heavies but certainly a far cry from complete runway closure.
To be honest I still don't know if it still could / should be considered in case of emergencies... I am a mere PPL but wonder what is the industry doing?
From Darrin Henry's What the Saints did Next article about Ascension and the Air Service:
For the rest of the article follow this link:
St Helena Airport News: A Good Week
St Helena Government’s (SHG) Access Board confirmed in a press conference on Tuesday 2 May, that the air service tender currently under consideration, is unaffected by the runway problems on Ascension Island.
St Helena Airport News: A Good Week
How does this happen ?
Comair come in with 737 apparently ordered specifically for the job, big PR hoopla, ONE go-around, then land, general panic ensues, everything put on hold for months, still nothing happening.
SA Airlink get asked to do a one-off charter WITH FULL PAX, no proving flight, just regular aircraft from the fleet, no big PR hoopla, just come in, land, pax deplane, off they go.
Comair come in with 737 apparently ordered specifically for the job, big PR hoopla, ONE go-around, then land, general panic ensues, everything put on hold for months, still nothing happening.
SA Airlink get asked to do a one-off charter WITH FULL PAX, no proving flight, just regular aircraft from the fleet, no big PR hoopla, just come in, land, pax deplane, off they go.
An interview with Richard Brown from Atlantic Star and news about Ascension in today's St Helena Independent :
I hope Atlantic Star does get a chance to open up a Charter service, as I have said they are the only ones who have taken the trouble to visit and talk to the Islanders whereas all the others haven't.
Last Friday Richard Brown of Atlantic Star spoke on Saint FM
after receiving the news that Atlantic Star was no longer in the
running to provide an air service for St Helena. When ques-
tioned Richard told radio listeners he thinks Airlink, the airline
which operated last week’s passenger flight, s still in the run-
ning and probably Air Namibia using their A319 out of Windhoek
could still be in the tendering process. Airlink are likely to
use an Avro RJ85, as they did last week. This will require a
re-fuelling stop at somewhere like Walvis Bay and an over-
night stay for passengers at Johannesburg in at least one
direction appears unavoidable. Despite being very disap-
pointed about losing the chance to operate the St Helena air
service Richard made clear Atlantic Star was moving on and
reacting to changing situations.
Atlantic Star are prepared to plan charter flights again to serve
St Helena, as they did after losing out to Comair in the first
round of tendering for the air service. The operating model
they are likely to use will be based on that which was put in
place with tuifly before the wind shear problems brought eve-
rything to a halt. The first priority at present for Atlantic Star
is to press forward with their proposal to provide an air service
to link Ascension with the rest of the world for the next two or
three years; the time it will take for the UK and US Govern-
ments get Wideawake runway back into shape. Richard Brown
emphasised the urgency of providing an air link for the island.
Again the Avro RJ85 or similar was the plane mentioned to
provide an emergency service for Ascension. It is much lighter
than the RAF’s A330 Voyager and requires a shorter distance
to land and come to a stand. For this reason Richard main-
tained an Atlantic Star Avro RJ85 could use Wideawake while
the RAF Voyager cannot. Dakar, in Senegal is proposed as
the destination for Atlantic star Ascension flights as the flights
can connect with RAF flights to the Falklands for St Helenians
who have work contracts there. Links with St Helena could
be by RMS for the time being and later the Avro RJ used by
Atlantic Star could include St Helena in its schedule.
In the longer term Richard Brown said that Accra in Ghana is
the preferred West Africa destination for re-fuelling and Atlan-
tic Star remain convinced direct flights to and from the UK
remain the St Helena air service destination with the best
chance of success. When Wideawake is operating normally
once more it is most likely Atlantic Star will switch their routes
and services to serve UK – St Helena with a re-fuelling stop in
Accra and link to Ascension. It is abundantly clear that many
would-be regular travellers prefer a direct flight rather than fly-
ing further south to Johannesburg and then north again to St
Helena.
Richard mentioned he was both surprised and greatly com-
forted by the reception he received from Saints and others
when he visited St Helena. He maintained any entrepreneur
needs a head for business together with a ‘hard nose’. Along
with that he says there also needs to be a big heart to help
get through all the hard work and setbacks. Atlantic Star said
Richard, is an ambitious organisation wanting to offer a serv-
ice which meets the particular needs of a specific sector of
the travel market. This is not unlike St Helena itself which
has ambitious plans which involve expanding its travel capa-
bility to meet the individual needs of various niches in the
travel market.
The bureaucrats response
On the same day, last Friday, after several days awaiting a
response from someone somewhere in the several govern-
ments and government departments involved in the Wideawake
fiasco The Independent received an email from a spokesper-
son at the Foreign and Commonwealth Office. In answer to
some questions about the upheaval to the Brize Norton –
Ascension – Falklands airbridge flights the spokesperson’s
offered responses which are copied below.
“As we are in purdah, UKG is limited in how we can respond
to media questions. I’m happy to talk over the phone about
the purdah restrictions and what they mean for media enquir-
ies.
However, I can point you to a recent statement that was made
on travel to and from Ascension Island: (Purdah means be-
cause the UK are having a general election Ascension resi-
dents remain stranded until late June at the earliest)
regarding-travel-to-and-from-ascension-island/
And I can provide the following lines, to be attributed to a UK
Government spokesperson:
”Ministry of Defence (MOD) is re-routing the South Atlantic
Airbridge via an alternative location. This is because the Air-
bus A330 Voyager aircraft used on the route between RAF
Brize Norton, Ascension Island and the Falkland Islands is
too heavy to land at Ascension Island. The decision to re-
route means the South Atlantic Airbridge will no longer call at
Ascension Island en route to the Falkland Islands for the fore-
seeable future.”(We knew this weeks ago)
“The MOD and Foreign and Commonwealth Office are work-
ing with the Ascension Island Government to determine the
feasibility of interim options to enable the movement of pas-
sengers to and from Ascension by air. (Obviously)
after receiving the news that Atlantic Star was no longer in the
running to provide an air service for St Helena. When ques-
tioned Richard told radio listeners he thinks Airlink, the airline
which operated last week’s passenger flight, s still in the run-
ning and probably Air Namibia using their A319 out of Windhoek
could still be in the tendering process. Airlink are likely to
use an Avro RJ85, as they did last week. This will require a
re-fuelling stop at somewhere like Walvis Bay and an over-
night stay for passengers at Johannesburg in at least one
direction appears unavoidable. Despite being very disap-
pointed about losing the chance to operate the St Helena air
service Richard made clear Atlantic Star was moving on and
reacting to changing situations.
Atlantic Star are prepared to plan charter flights again to serve
St Helena, as they did after losing out to Comair in the first
round of tendering for the air service. The operating model
they are likely to use will be based on that which was put in
place with tuifly before the wind shear problems brought eve-
rything to a halt. The first priority at present for Atlantic Star
is to press forward with their proposal to provide an air service
to link Ascension with the rest of the world for the next two or
three years; the time it will take for the UK and US Govern-
ments get Wideawake runway back into shape. Richard Brown
emphasised the urgency of providing an air link for the island.
Again the Avro RJ85 or similar was the plane mentioned to
provide an emergency service for Ascension. It is much lighter
than the RAF’s A330 Voyager and requires a shorter distance
to land and come to a stand. For this reason Richard main-
tained an Atlantic Star Avro RJ85 could use Wideawake while
the RAF Voyager cannot. Dakar, in Senegal is proposed as
the destination for Atlantic star Ascension flights as the flights
can connect with RAF flights to the Falklands for St Helenians
who have work contracts there. Links with St Helena could
be by RMS for the time being and later the Avro RJ used by
Atlantic Star could include St Helena in its schedule.
In the longer term Richard Brown said that Accra in Ghana is
the preferred West Africa destination for re-fuelling and Atlan-
tic Star remain convinced direct flights to and from the UK
remain the St Helena air service destination with the best
chance of success. When Wideawake is operating normally
once more it is most likely Atlantic Star will switch their routes
and services to serve UK – St Helena with a re-fuelling stop in
Accra and link to Ascension. It is abundantly clear that many
would-be regular travellers prefer a direct flight rather than fly-
ing further south to Johannesburg and then north again to St
Helena.
Richard mentioned he was both surprised and greatly com-
forted by the reception he received from Saints and others
when he visited St Helena. He maintained any entrepreneur
needs a head for business together with a ‘hard nose’. Along
with that he says there also needs to be a big heart to help
get through all the hard work and setbacks. Atlantic Star said
Richard, is an ambitious organisation wanting to offer a serv-
ice which meets the particular needs of a specific sector of
the travel market. This is not unlike St Helena itself which
has ambitious plans which involve expanding its travel capa-
bility to meet the individual needs of various niches in the
travel market.
The bureaucrats response
On the same day, last Friday, after several days awaiting a
response from someone somewhere in the several govern-
ments and government departments involved in the Wideawake
fiasco The Independent received an email from a spokesper-
son at the Foreign and Commonwealth Office. In answer to
some questions about the upheaval to the Brize Norton –
Ascension – Falklands airbridge flights the spokesperson’s
offered responses which are copied below.
“As we are in purdah, UKG is limited in how we can respond
to media questions. I’m happy to talk over the phone about
the purdah restrictions and what they mean for media enquir-
ies.
However, I can point you to a recent statement that was made
on travel to and from Ascension Island: (Purdah means be-
cause the UK are having a general election Ascension resi-
dents remain stranded until late June at the earliest)
regarding-travel-to-and-from-ascension-island/
And I can provide the following lines, to be attributed to a UK
Government spokesperson:
”Ministry of Defence (MOD) is re-routing the South Atlantic
Airbridge via an alternative location. This is because the Air-
bus A330 Voyager aircraft used on the route between RAF
Brize Norton, Ascension Island and the Falkland Islands is
too heavy to land at Ascension Island. The decision to re-
route means the South Atlantic Airbridge will no longer call at
Ascension Island en route to the Falkland Islands for the fore-
seeable future.”(We knew this weeks ago)
“The MOD and Foreign and Commonwealth Office are work-
ing with the Ascension Island Government to determine the
feasibility of interim options to enable the movement of pas-
sengers to and from Ascension by air. (Obviously)
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Good to see that NOTAMS have appeared concerning restricted weights for various aircraft types as well as revised PCN data for the runway at ASI. 
The initial proposal from Atlantic Star which involved TUI Netherlands seemed on face value at least, to be a great solution since the airframe would only incur costs for when it would be used on the trip to and from HLE, which would be a far cry from keeping an Avro RJ based on the island. This is what Atlantic Star seemed to have hinted at in its revised proposal. The costs involved would be eye watering and the logistics involved would be very complex with keeping the aircraft based on the island, along with the planned low level of utilisation. Perhaps this is where Atlantic Star met its downfall?
The Avro RJ/BAe 146 family is the only airliner type to have demonstrated the flexibility to cope with the combination of windshear on 20 and the predominate tailwind which avoids the windshear on 02. However the aircraft lacks the range to go anywhere comfortably non-stop which is of interest to the Saints other than ASI.
A long term solution to air transport for St. Helena may require generous government funding for years to come and especially so when considering the low levels of income on the island relative to the planned cost of tickets. Perhaps future links to only ASI and CPT are the future?
The initial proposal from Atlantic Star which involved TUI Netherlands seemed on face value at least, to be a great solution since the airframe would only incur costs for when it would be used on the trip to and from HLE, which would be a far cry from keeping an Avro RJ based on the island. This is what Atlantic Star seemed to have hinted at in its revised proposal. The costs involved would be eye watering and the logistics involved would be very complex with keeping the aircraft based on the island, along with the planned low level of utilisation. Perhaps this is where Atlantic Star met its downfall?
The Avro RJ/BAe 146 family is the only airliner type to have demonstrated the flexibility to cope with the combination of windshear on 20 and the predominate tailwind which avoids the windshear on 02. However the aircraft lacks the range to go anywhere comfortably non-stop which is of interest to the Saints other than ASI.
A long term solution to air transport for St. Helena may require generous government funding for years to come and especially so when considering the low levels of income on the island relative to the planned cost of tickets. Perhaps future links to only ASI and CPT are the future?
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SA Airlink has been chosen as the preferred bidder.
COMMERCIAL AIR SERVICES TO ST HELENA « St Helena
COMMERCIAL AIR SERVICES TO ST HELENA « St Helena
Last edited by g4ayu; 10th Jun 2017 at 11:05.
Thanks for the news g4ayu, the link you posted doesn't work as doesn't the link from the SHG.
Looking at the SA airlink's fleet, would the RJ85 or the Embrear 190 be the right aircraft or should SA airlink buy something else? Which would be best to suit the needs of lowest fares and/or cargo ( exports of coffee, fish or others.)
Looking at the SA airlink's fleet, would the RJ85 or the Embrear 190 be the right aircraft or should SA airlink buy something else? Which would be best to suit the needs of lowest fares and/or cargo ( exports of coffee, fish or others.)
Last edited by Ddraig Goch; 11th Jun 2017 at 08:40. Reason: added extra questions
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works for me
TBH what they need right now is the most suitable aircraft to be able to establish a regular service - worrying about fares and cargo capacity is a secondary concern. They have to prove commercial aircraft can land there on some sort of regularity right now
TBH what they need right now is the most suitable aircraft to be able to establish a regular service - worrying about fares and cargo capacity is a secondary concern. They have to prove commercial aircraft can land there on some sort of regularity right now