Southend-2
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This reminds me of when I lived in the east midlands and needed to get to/from LHR, the public transport would entail, to refresh my memory I've just checked it out on traveline.info:
A 10 minute walk to the bus stop
A 46 minute bus journey
A 9 minute wait at bus stop
A 3 minute bus journey
A 5 minute walk to rail station
A 22 minute wait for a train
A 28 minute train to Luton
A 27 minute wait for a coach
A 1 hour 25 minute coach to LHR
Total journey time 4 hours ... Or as I opted ... F' that for a game of soldiers and hire 2 one-way hire cars.
So any train, bus or coach service are only useful for those living on the route(s) and it's not just SEN that may have such a problem, even LHR was a hightmare to get to for me.
A 10 minute walk to the bus stop
A 46 minute bus journey
A 9 minute wait at bus stop
A 3 minute bus journey
A 5 minute walk to rail station
A 22 minute wait for a train
A 28 minute train to Luton
A 27 minute wait for a coach
A 1 hour 25 minute coach to LHR
Total journey time 4 hours ... Or as I opted ... F' that for a game of soldiers and hire 2 one-way hire cars.
So any train, bus or coach service are only useful for those living on the route(s) and it's not just SEN that may have such a problem, even LHR was a hightmare to get to for me.
Join Date: Jan 2008
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Will they need additional aircraft to operate all these flights?
The Winter timetable as published fully commits two ATRs and at first glance seems to require three E195s. It represents a 50% increase on the Winter 2017/18 timetable at the time of its release.
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Arrivals are not permitted after 2330.
Join Date: Jan 2008
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I am curious to know how an airline thinks when it must consider routine maintenance and unserviceabilities. A large airline would always have a spare aircraft on standby, but how does a base with 5 aircraft plan on that? Or is it an acceptable gamble versus screwing the passengers?
A monthly quota of 120 movements, limited to QC1 aircraft and excluding helicopters, are allowed between 23:00 and 06:30 although no passenger flights can be scheduled within those hours with the exception of those mentioned above. Delayed scheduled flights and diversions are excluded from the monthly quota, as are emergency, military, government and police flights as well as those by QC exempt aircraft.
I'm assuming that this Noise Action Plan is the one currently in force.
I am curious to know how an airline thinks when it must consider routine maintenance and unserviceabilities. A large airline would always have a spare aircraft on standby, but how does a base with 5 aircraft plan on that? Or is it an acceptable gamble versus screwing the passengers?
Join Date: Jan 2008
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I would say that in general you don't have spare base availability but you do have spare fleet availability which you use to firefight any unservicability as and where it crops up. You should have no peak season major maintenance planned and routine work and allowable defect rectification would be carried out overnight by your line maintenance engineers, these being either in-house or contractors. That's how it was in my experience some time ago anyway.
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They do have maintenance facilities at all bases and engineers and workshop facilities available to keep things running.
But sometimes the tech issues require more time - overall the tech reliability isn't that bad but somehow tech issues often come in waves.
There is sufficient contingency in the operation as has been demonstrated when things go wrong.
But sometimes the tech issues require more time - overall the tech reliability isn't that bad but somehow tech issues often come in waves.
There is sufficient contingency in the operation as has been demonstrated when things go wrong.
Join Date: Apr 2016
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I don't know how Stobart Air compare to others in regard to delay / cancellation due to technical issues, but servicing is prescribed and mandatory regardless who carries it out.
Having skilled engineers on standby and an inventory of parts is incredibly expensive (though less so if you own the airport) which is why it is often contracted out to specialists.
The reliability of aircraft type is a big factor. I have read a number of posts suggesting that the E jets are not the best in that regard, I wouldn't know. Certainly, the last thing Stobart need is a reputation for poor reliability, so they should take all reasonable steps to maintain a high standard.
Having skilled engineers on standby and an inventory of parts is incredibly expensive (though less so if you own the airport) which is why it is often contracted out to specialists.
The reliability of aircraft type is a big factor. I have read a number of posts suggesting that the E jets are not the best in that regard, I wouldn't know. Certainly, the last thing Stobart need is a reputation for poor reliability, so they should take all reasonable steps to maintain a high standard.
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When there are problems at SEN it is the E195s that are the problem without exception, and it has happened frequently.
The ATRs have been incredibly reliable, that said for this season they only need two at once for a brief period in the afternoon and one two or three evenings. The test will come this summer
The ATRs have been incredibly reliable, that said for this season they only need two at once for a brief period in the afternoon and one two or three evenings. The test will come this summer
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I wonder if, in the light of recent experience, someone at Stobart is thinking about leasing Bombardier C-series jets rather than E-jets.....? 'twould make sense.
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I am sure they are already sitting round a large table discussing the future, but they won't tell us until it's concrete. Maybe it depends also on the Flybe Stobart link up.
Last edited by tophat27dt; 11th Mar 2018 at 18:27.
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Ambitious plans for where 
https://www.fool.co.uk/investing/201...-isa-deadline/
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Ambitious plans for where https://www.fool.co.uk/investing/201...-isa-deadline/
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