Durham Tees Valley-7
EGPO full air ambulance reasons for moving can be found in the media. They supposedly have offices and training facilities at different bases and want them all in the same place. At DTVA they have part of an old hangar and a large portacabin, we know there is room to build all they want but perhaps there is a cheaper option. Urlay Nook is the remains of a chrome works which is mainly concrete pads where the plant and warehouses were and an office block of futuristic design. The ground is probably seriously contaminated with nasty chemicals, so I wonder if they have considered that. Obviously no good for housing.
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From an Ultralight operator up the roads Facebook page:
Other than this I can't find any sign of them having shut down.
For those affected by the closure of Durham Aerosports, we'd like to offer you 10% off your training here at Eshott.
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EGPO: there would have to be a Letter of Agreement between the air amb and DTVA ATC that specifies what prior communication has to be made before a helicopter can take off. I imagine the air amb ops staff would have a direct line to ATC and as soon as they get a call-out they would hit that button at the same time as the helicopter crew were being given the incident details.
There might be scope - if the helipad location, orientation and surrounding obstacles allow - for some sort of emergency provision that, in the event of inability to contact ATC in time, permits the heli to get airborne on a specified south-easterly heading, perhaps with a height restriction, without clearance. But there won't be any arrangement that contains the remotest possibility that a heli might appear right next to the final approach in front of traffic on a c.1.5nm final (descending through about 500ft).
There might be scope - if the helipad location, orientation and surrounding obstacles allow - for some sort of emergency provision that, in the event of inability to contact ATC in time, permits the heli to get airborne on a specified south-easterly heading, perhaps with a height restriction, without clearance. But there won't be any arrangement that contains the remotest possibility that a heli might appear right next to the final approach in front of traffic on a c.1.5nm final (descending through about 500ft).
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Security
Caravan security is rated by the insurance professionals and the more secure the location, the lower your premium. There are a number of gold rated sites around that are manned, have security gates, check in/out procedures, lighting and cameras and as a result have had zero incidents.
I don't know what DTVAs security rating is. On the face of it, it should be excellent given it's an airport however on inspection, you can see that a number of the measures mentioned above aren't overtly there (I stand to be corrected).
I would never store my unit there.
I don't know what DTVAs security rating is. On the face of it, it should be excellent given it's an airport however on inspection, you can see that a number of the measures mentioned above aren't overtly there (I stand to be corrected).
I would never store my unit there.
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Speaking of costs, CAA stats show an average of 5 pax per flight using the Norwich route.
I know it's a tag-on to the ABZ flight, but how is it economical to have (I assume) full security and handling in place for so few people? It's not even as though there are other flights anywhere near the same time to spread the cost.
I know it's a tag-on to the ABZ flight, but how is it economical to have (I assume) full security and handling in place for so few people? It's not even as though there are other flights anywhere near the same time to spread the cost.
ABZ continues
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EGPO: there would have to be a Letter of Agreement between the air amb and DTVA ATC that specifies what prior communication has to be made before a helicopter can take off. I imagine the air amb ops staff would have a direct line to ATC and as soon as they get a call-out they would hit that button at the same time as the helicopter crew were being given the incident details.
There might be scope - if the helipad location, orientation and surrounding obstacles allow - for some sort of emergency provision that, in the event of inability to contact ATC in time, permits the heli to get airborne on a specified south-easterly heading, perhaps with a height restriction, without clearance. But there won't be any arrangement that contains the remotest possibility that a heli might appear right next to the final approach in front of traffic on a c.1.5nm final (descending through about 500ft).
There might be scope - if the helipad location, orientation and surrounding obstacles allow - for some sort of emergency provision that, in the event of inability to contact ATC in time, permits the heli to get airborne on a specified south-easterly heading, perhaps with a height restriction, without clearance. But there won't be any arrangement that contains the remotest possibility that a heli might appear right next to the final approach in front of traffic on a c.1.5nm final (descending through about 500ft).
Many thanks for the reply, that wascvery informative.
And kind of what I was asking .
So you have answered my question
.Merry Christmas to you and all.
Regards
Egpo
Always easy to spend somebody else's money...
Norwich to Durham was always going to be a strange route. Nowhere to nowhere springs to mind.
Five passengers a day.
Five passengers a day.
“Unfortunately, the Norwich – Durham route wasn’t performing in line with expectations with no signs of improving so we’ve taken the decision to withdraw the service from January 7th”
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I really thought the amount of people working offshore from Norwich would have translated into better figures. You don't know until you try, but I guess forward bookings didn't show an upward trend.