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Old 14th Apr 2018, 09:16
  #221 (permalink)  
 
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I believe there is still significant leakage from Bristol to the london airports for short haul and there is clearly many more destinations that can be served. Who would have thought 10 years ago that brs would have 4 weekly Basel service or 5 weekly Lisbon ? There clearly is demand and probably the question now is the choice of flight time , airline and airfare now. As for long haul scheduled I doubt it's a high priority now that Cardiff has Qatar plus the decision not to plan a runway extension probably makes the above discussion all a bit academic .
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Old 14th Apr 2018, 10:12
  #222 (permalink)  
 
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aren't EK putting first class suites in the 787-10's? If so, doubt they'd be used to open new routes.
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Old 14th Apr 2018, 10:14
  #223 (permalink)  
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Increased frequencies to European destinations is exactly what is needed in my opinion. Many cities are served only 2 times a week, that's not good enough for business travel really.
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Old 14th Apr 2018, 10:23
  #224 (permalink)  
 
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Originally Posted by tpm
Increased frequencies to European destinations is exactly what is needed in my opinion. Many cities are served only 2 times a week, that's not good enough for business travel really.
The question is though is with who ? Air France , Swiss and sas have all been , tried then left again . So really we have to work with who we have already and encourage them to keep growing. I think bmi could be doing a lot more in my opinion and I think easyJet will boost frequencies going forward rather than add a lot more new routes.
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Old 14th Apr 2018, 11:12
  #225 (permalink)  
 
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Is there really enough demand to warrant such huge capacity at BRS? It seems relentless - where is BRSís saturation point? At this rate they will be overtaking BHX!
If I recall correctly Bristol and it's catchment area is rather more affluent, if a deal smaller population wise than BHX, so the growth and some of the destinations it has are perhaps not so surprising.

It is a crying shame that the location of Bristol's airport makes it hard to get to by road and rail, if it was better located (say at Filton) then I think it would be getting very close to catching and overtaking BHX, and also attracting more full service airlines catering for the business traveler.

BHX should be eternally thankful for those politicians that ensure BRS is where it is.
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Old 14th Apr 2018, 11:28
  #226 (permalink)  
 
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TPM totally agreed.

A dozen more 738 or 32x weekly movements across the European Mediterranean North Africa and those Spanish and Portuguese Atlantic Islands will generate more revenue in the shops carparks and indeed in airport fees paid than a daily 788 to anywhere.

And that doesn’t even need any more based aircraft.

This fascination with long haul routes by media, politicians and some enthusiasts alike completely missed the point that aviation is about making money and not fantasy distant and perhaps glamorous destinations on some departure board.

Bristol is doing remarkably well at the moment and fortifying indeed expanding the range of short haul routes is a priority of the business imho.

As for legacies well remember they are typically looking at 30 to 40 % transfer traffic over their hubs, whilst the flexible fares carriers model busts that with far more point to point routes to places people and particularly tourists actually want to go to.

Again concentrating focus on this flexible fares carriers bring with it real choice and depth rather than three flights to Paris a day taking away the potential revenue.

Like it or not I am afraid a significant section of Bristol’s potential catchment to the east of the city region in particular, can be driven away with extreme ease to Heathrow and Gatwick being just a few hours away and leisure travellers are fickle when those so called deals offered via the consolidators today are on the table.

Peoples buying profiles have changed beyond belief these days, customers might look at Easy or Ryan’s web sites, and the likes of Trivago Expedia and then just possibly the legacies.

Of course British Airways branding remains robust but leads you to where again- Slough Maidenhead and Splethorne regional !

Last edited by Rutan16; 14th Apr 2018 at 14:20.
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Old 14th Apr 2018, 12:39
  #227 (permalink)  
 
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Is the Ryanair flight to Seville operating in April 19? Flights are out until 29/3/19.


If the flight is operating in April when will they release the flights?


Thanks.
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Old 14th Apr 2018, 16:22
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Originally Posted by Welshtraveller
Is the Ryanair flight to Seville operating in April 19? Flights are out until 29/3/19.


If the flight is operating in April when will they release the flights?


Thanks.
Ryanair tend to release their flights in the last month of the preceding summer season. So around late September to mid October would be when they're released.
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Old 14th Apr 2018, 18:36
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Thanks Fly757X. Do you know if the Ryanair Seville flight is going to operate in April?


Thanks.
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Old 14th Apr 2018, 18:43
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Anyone know how the shannon bookings are doing? Thanks
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Old 14th Apr 2018, 19:00
  #231 (permalink)  
 
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Originally Posted by Welshtraveller
Thanks Fly757X. Do you know if the Ryanair Seville flight is going to operate in April?


Thanks.
Not a clue sorry. Not from around those parts but I would assume so.
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Old 14th Apr 2018, 20:35
  #232 (permalink)  

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Ryanair - Seville

I guess it might depend how they battle out Seville with easyJet that is also operating through next winter. In fact, easyJet begins its Seville in June but its summer 19 schedules (ie end of March onwards) won't be out for a few months either.
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Old 14th Apr 2018, 20:50
  #233 (permalink)  

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Originally Posted by shamrock7seal
Is there really enough demand to warrant such huge capacity at BRS? It seems relentless - where is BRSís saturation point? At this rate they will be overtaking BHX!

There can hardly be any short haul leakage to London airports anymore from the BRS catchment
The airport is currently consulting publicly as it prepares its new master plan to take the airport into the 2030s and 2040s.

The airport projects between 15 and 20 mppa by the 2040s, 12 mppa as early as 2025. It recognises that this will not be possible within the current physical boundaries which means there would have to be some form of dilution of the surrounding Green Belt to allow the physical size of the airport to grow. There will be environmental and other protests but in 2007 the airport managed to have part of the airport site taken out of the Green Belt and placed in a Green Belt Inset so there is already some sort of precedent. Before that though it must persuade the local authority to either abolish or raise the current 10 mppa limit which is part of its planning consents.

https://www.bristolairportfuture.com...for-the-future

https://www.bristolairportfuture.com...considerations

The last CAA passenger survey (2016) shows that 3.246 million passengers with origin or final destination in the South West used LHR, 6.8% of that airportís passenger numbers, with the figures for Gatwick being 2.474 million, 6.4%. Only the South East and the East of England had more at both LHR and LGW.

No doubt many of these passengers were long haul but the BRS management believes there is still a large number of short haul South West passengers using the main London airports that could be captured.

https://www.caa.co.uk/uploadedFiles/...ort%202016.pdf

Originally Posted by ATNotts
If I recall correctly Bristol and it's catchment area is rather more affluent, if a deal smaller population wise than BHX, so the growth and some of the destinations it has are perhaps not so surprising.

It is a crying shame that the location of Bristol's airport makes it hard to get to by road and rail, if it was better located (say at Filton) then I think it would be getting very close to catching and overtaking BHX, and also attracting more full service airlines catering for the business traveler.

BHX should be eternally thankful for those politicians that ensure BRS is where it is.
The Bristol region is an extremely affluent area but it also has within it some of the most deprived wards in the country. Bristol is also well placed at a national motorway and rail Ďcrossroadsí, with the position of its airport roughly midway between South Wales and the further South West of England, all of which provides a critical mass that allows the economy of scale that has attracted the relatively few airlines that serve the airport.

Only last year the previous CEO (the new one will not take up post until later this year) said publicly that the airportís preferred method of growth is with existing airlines, which really means easyJet, Ryanair, TUI and Thomas Cook, with KLM, Aer Lingus Regional and bmi regional through its LH and SN links feeding the hubs. The airport would not overlay capacity on top of existing capacity for the sake of it; there had to be a Ďdemonstrable needí that didnít create an environment where existing carriers found they didnít have a sustainable business model.

Originally Posted by Rutan16
TPM totally agreed.
A dozen more 738 or 32x weekly movements across the European Mediterranean North Africa and those Spanish and Portuguese Atlantic Islands will generate more revenue in the shops carparks and indeed in airport fees paid than a daily 788 to anywhere.

And that doesnít even need any more based aircraft.

This fascination with long haul routes by media, politicians and some enthusiasts alike completely missed the point that aviation is about making money and not fantasy distant and perhaps glamorous destinations on some departure board.

Bristol is doing remarkably well at the moment and fortifying indeed expanding the range of short haul routes is a priority of the business imho.

As for legacies well remember they are typically looking at 30 to 40 % transfer traffic over their hubs, whilst the flexible fares carriers model busts that with far more point to point routes to places people and particularly tourists actually want to go to.

Again concentrating focus on this flexible fares carriers bring with it real choice and depth rather than three flights to Paris a day taking away the potential revenue.

Like it or not I am afraid a significant section of Bristolís potential catchment to the east of the city region in particular, can be driven away with extreme ease to Heathrow and Gatwick being just a few hours away and leisure travellers are fickle when those so called deals offered via the consolidators today are on the table.
BRS will always be primarily a short haul airport, not least because of the limitations of its runway which, as has already been pointed out, is not being considered for an extension in the new master plan consultation. On another aviation website my alter ego made your point about extra short haul flights generating more ancillary airport revenue than one long haul flight which aids airport company directors to fulfil their primary duty which is to serve their shareholders.

BRSís current master plan published in 2006 accepts that there was limited demand for direct long haul flights from the catchment - four routes were suggested then; one to the ME and the others to the USA - but that long haul charter routes might find a more receptive clientele, and this is how it is turning out. With the Ďno runway extensioní decision still holding sway it must be presumed that the airport believes the situation has not changed much.

Qatar was probably the only realistic option for a ME3 carrier, given that its B787-8s ought to have had no problem using the current BRS runway to Doha, but for whatever reason (and there are persistent rumours that the decision not to use the airport was not wholly commercially based) they chose not to.

My long haul flying days as a passenger are largely over (flying for me has lost much of its lustre anyway), but my wife and I do fly to Australia every year to visit close family there. I thought that the Qatar service from CWL would save me using the London airports. However, the timings, days of operation and one or two other matters were not ideally suited to us and the specialist long haul travel specialist that we use came up with a too-good-to-refuse-deal to Oz from Heathrow with our usual carrier, Emirates.

Had Qatar been operating instead from BRS, our closest airport, on the same basis as itís operating from CWL, our decision would have been the same which reinforces your point about the relative ease of reaching LHR from much of the BRS catchment, especially when it comes to long haul. Iíd think twice about going to LHR for short haul but clearly many people from the South West still do.
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Old 26th Apr 2018, 10:25
  #234 (permalink)  
 
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For those that havenít been up to BRS for a while, the new multi-story carpark is taking shape. Took me by surprise!

Despite the valid points made above, as we head into the upcoming weekend Iím sure thereíll be some (myself included) who look over the channel and feel a little envy at Cardiffís newest customer. All we can do is wish them luck, you never know... dodgy weather might bring them this side of the channel one day... Although predictably itíd probably be to BHX!

Last edited by bravoromeosierra; 26th Apr 2018 at 10:47.
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Old 28th Apr 2018, 19:57
  #235 (permalink)  

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There always seems to be something new being built at BRS. It's been like that for 20 years and there is more to come. Currently, the latest aircraft stand is also nearing completion and a large buiding is taking shape on the South Side which I understand is the new fire station.

On another topic, easyJet announced the remainder of its winter 18/19 schedules this week. The network will remain as I posted at #221 in this thread with the addition of Venice being increased to daily in February and March which will compete with Ryanair's daily service, and Madrid will operate 8 x weekly in February and March - double daily on Thursdays which will also be the case on a number of Thursdays in December.
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Old 1st May 2018, 15:05
  #236 (permalink)  
 
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Construction of the multi story car park has been cut fine:


3. The car park hereby approved shall only be used between 1st May and 31st October in any year and at no other times. Reason: Very Special Circumstances have been provided to justify development in the Green Belt and that the need for this car park only arises during peak seasonal demands. It is therefore appropriate to reduce its impact at other times in accordance with Policies CS5 and CS6 of the Core Strategy and Policies DM10 and DM12 of the Sites and Policies Plan Part 1.

4. Notwithstanding the requirements of condition 3 the use of the car park hereby approved shall cease from 31st October 2017 unless Multi-Storey Car Parking comprising 984 spaces has been constructed and the 984 car parking spaces are made available for use in accordance with plans and details to have been submitted to and approved in writing by the Local Planning Authority. Reason: Development of Green Belt car parking shall be commensurate with the development of other airport car parking not in the Green Belt in accordance with policy CS6 of the Core Strategy and DM12 of the Sites and Policies Plan.
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Old 1st May 2018, 16:19
  #237 (permalink)  

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The original planning consents called for the MSCP to be completed before the extension to the Silver Zone surface car park could be put in place. However, the airport, conscious that summer 2017 was going to be very busy and the MSCP would not be finished (not even started), persuaded the local authority to allow the Silver Zone extension to be built first, and it opened for summer 2017, but with the conditions you have highlighted above.
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Old 5th May 2018, 19:46
  #238 (permalink)  

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There is a post today in another airport forum on PPRuNe where a poster expressed the view that BRS is mainly a sun routes airport. Like most small regional airports it has its fair share but there is also a decent spread of non-sun routes, some to important business centres. BRS serves 15 European capital cities plus Edinburgh and Belfast in the UK. A press release issued last year asserted that over two million of easyJet's customers at BRS are business travellers.

BRS relies heavily on easyJet (especially) and Ryanair for its scheduled service programme and between them they account for nearly three-quarters of the airport's eight million annual passenger total. Some of the short-haul business-type routes could do with increased frequency from a passenger's perspective. The airport said recently that it is speaking with airlines with a view to 'increasing flexibility for business passengers'. easyJet has been increasing frequency on some routes in recent years including operating more and more year-round.

The airport lacks long-haul direct scheduled connectivity but does feed into hubs at Amsterdam, Frankfurt, Munich, Dublin and Brussels. Given its limited runway, lack of freight facilities and the presence of LHR not a million miles away the absence of scheduled long-haul might not be rectified for quite a while.

Recently my alter ego on another aviation website compiled the BRS summer programme for 2018 which I have copied below.

Austria
Vienna: easyJet (2 x weekly);
Innsbruck: Flybe (1 x weekly)

Balearic Islands
Ibiza: easyJet (4 x weekly); TUI Air (4 x weekly); Ryanair (3 x weekly); Thomas Cook Air (1 x weekly); British Airways CityFlyer (1 x weekly)
Mahon: easyJet (4 x weekly); TUI Air (2 x weekly); Thomas Cook Air (2 x weekly)
Palma: easyJet (17 x weekly, up to 3 x daily); Ryanair (10 x weekly, up to 2 x daily); TUI Air (5 x weekly, up to 2 x daily); Thomas Cook Air (3 x weekly); British Airways CityFlyer (1 x weekly)

Belgium
Brussels: bmi regional (17 x weekly, up to 3 x daily)

Bulgaria
Burgas: TUI Air (2 x weekly); Thomas Cook Air (1 x weekly); BH Air (1 x weekly)

Canary Islands
Fuerteventura: easyJet (2 x weekly); Thomas Cook Air (2 x weekly); TUI Air (1 x weekly)
Gran Canaria: Ryanair (2 x weekly); TUI Air (2 x weekly); Thomas Cook Air (1 x weekly)
Lanzarote: Ryanair (3 x weekly); easyJet (2 x weekly); TUI Air (2 x weekly); Thomas Cook Air (2 x weekly)
Tenerife: easyJet (4 x weekly); Ryanair (3 x weekly); TUI Air (2 x weekly); Thomas Cook Air (2 x weekly)

Cape Verde
Sal: TUI Air (1 x weekly)

Croatia
Dubrovnik: easyJet (2 x weekly); TUI Air (2 x weekly)
Pula: easyJet (2 x weekly); TUI Air (2 x weekly)
Split: easyJet (5 x weekly)

Cyprus
Larnaca: TUI Air (2 x weekly); Thomas Cook Air (2 x weekly)
Paphos: easyJet (3 x weekly); TUI Air (2 x weekly); Thomas Cook Air (1 x weekly)

Czech Republic
Prague: easyJet (6 x weekly)

Denmark
Copenhagen: easyJet (4 x weekly)

Dominican Republic
Punta Cana: TUI (1 x weekly)

Egypt
Hurghada: TUI Air (1 x weekly); Thomas Cook Air (1 x weekly)

France
Bergerac: Ryanair (2 x weekly)
Beziers: Ryanair (3 x weekly)
Bordeaux: easyJet (5 x weekly)
La Rochelle: easyJet (2x weekly)
Limoges: Ryanair (2 x weekly)
Marseille: easyJet (3 x weekly)
Nantes: easyJet (3 x weekly)
Nice: easyJet (10 x weekly, up to 2 x daily)
Paris CDG: bmi regional (14 x weekly, up to 3 x daily); easyJet (7 x weekly)
Toulouse: easyJet (7 x weekly)

Germany
Berlin Schoenfeld: easyJet (7 x weekly)
Cologne: Ryanair (4 x weekly)
Dusseldorf: bmi regional (6 x weekly)
Frankfurt: bmi regional (18 x weekly, up to 3 x daily)
Hamburg: bmi regional (6 x weekly)
Munich: bmi regional (13 x weekly, up to 2 x daily)

Greece
Athens: easyJet (2 x weekly)
Corfu: easyJet (3 x weekly); TUI Air (3 x weekly); Thomas Cook Air (2 x weekly)
Crete-Heraklion: easyJet (2 x weekly); TUI Air (2 x weekly); Thomas Cook Air (1 x weekly)
Crete-Chania: Ryanair (2 x weekly); TUI Air (1 x weekly)
Kefalonia: easyJet (2 x weekly); TUI Air (1 x weekly); Thomas Cook Air (1 x weekly)
Kos: TUI Air (2 x weekly); Thomas Cook Air (1 x weekly)
Preveza: Thomas Cook Air (1 x weekly)
Rhodes: TUI Air (3 x weekly, up to 2 x daily); Thomas Cook Air (1 x weekly)
Santorini: TUI Air (1 x weekly)
Skiathos: TUI Air (1 x weekly); Thomas Cook Air (1 x weekly)
Zakynthos: Thomas Cook Air (4 x weekly); TUI Air (3 x weekly); easyJet (1 x weekly)

Gibraltar
Gibraltar: easyJet (3 x weekly)

Hungary
Budapest: Ryanair (3 x weekly)

Italy
Bologna: Ryanair (2 x weekly)
Catania: easyJet (2 x weekly)
Florence: British Airways CityFlyer (1 x weekly)
Genoa: easyJet (2 x weekly)
Milan Bergamo: Ryanair (3 x weekly)
Milan Malpensa: bmi regional (2 x weekly)
Naples: easyJet (3 x weekly); TUI Air (2 x weekly)
Pisa: easyJet (7 x weekly)
Rome Fiumicino: easyJet (7 x weekly)
Venice Marco Polo: easyJet (7 x weekly); Ryanair (4 x weekly)
Verona: TUI Air (1 x weekly)

Lithuania
Kaunas: Ryanair (3 x weekly)

Madeira
Funchal: easyJet (2 x weekly)

Malta
Malta: Ryanair (3 x weekly); Air Malta (1 x weekly); Thomas Cook Air (1 x weekly)

Mexico
Cancun: TUI Air (1 x weekly)

Netherlands
Amsterdam: KLM Cityhopper (28 x weekly, 4 x daily); easyJet (12 x weekly, up to 2 x daily)

Poland
Gdansk: Ryanair (3 x weekly)
Katowice: Wizz Air (3 x weekly)
Krakow: easyJet (4 x weekly); Ryanair (3x weekly)
Poznan: Ryanair (2 x weekly)
Rzeszow: Ryanair (2 x weekly)
Warsaw Modlin: Ryanair (4 x weekly)
Wroclaw: Ryanair (2 x weekly)

Portugal
Faro: easyJet (16 weekly, up to 3 x daily); Ryanair (7 x weekly); TUI Air (1 x weekly)
Lisbon: easyJet (5 x weekly)
Porto: easyJet (3 x weekly)

Romania
Bucharest: Ryanair (2 x weekly)

Sardinia
Olbia: easyJet (3 x weekly); bmi regional (1 x weekly)

Spain Mainland
Alicante: easyJet (14 x weekly, 2 x daily); Ryanair (10 x weekly, up to 2 x daily); TUI Air (1 x weekly)
Almeria: Thomas Cook Air (1 x weekly)
Barcelona: easyJet (14 x weekly, 2 x daily)
Bilbao: easyJet (3 x weekly)
Girona: Ryanair (5 x weekly); TUI Air (1 x weekly); Thomas Cook Air (1 x weekly)
Madrid: easyJet (7 x weekly)
Malaga: easyJet (16 x weekly, up to 3 x daily); Ryanair (8 x weekly, up to 2 x daily); TUI Air (2 x weekly); British Airways CityFlyer (2 x weekly)
Murcia: easyJet (7 x weekly)
Reus: Ryanair (1 x weekly); TUI Air (1 x weekly)
Seville: easyJet (2 x weekly)
Valencia: Ryanair (2 x weekly)

Sweden
Gothenburg: bmi regional (2 x weekly)
Stockholm Arlanda: easyJet (2 x weekly)

Switzerland
Geneva: easyJet (10 x weekly, up to 2 x daily)
Basel: easyJet (4 x weekly)

Tunisia
Enfidha: TUI Air (1 x weekly)

Turkey
Antalya: Thomas Cook Air (5 x weekly); TUI Air (1 x weekly)
Bodrum: easyJet (3 x weekly); TUI Air (1 x weekly)
Dalaman: Thomas Cook Air (6 x weekly); easyJet (3 x weekly); TUI Air (2 x weekly)

USA
Orlando Sanford: TUI Air (1 x weekly)

UK and Republic of Ireland
Newcastle: easyJet (14 x weekly, up to 3 x daily)
Isle of Man: easyJet (2 x weekly)
Guernsey: Aurigny (7 x weekly)
Jersey: Blue Islands, as Flybe franchise partner (9 x weekly, up to 2 x daily)
Belfast International: easyJet (17 x weekly, up to 3 x daily)
Aberdeen: bmi regional (5 x weekly)
Edinburgh: easyJet (25 x weekly, up to 5 x daily)
Glasgow: easyJet (22 x weekly, up to 4 x daily)
Inverness: easyJet (7 x weekly)
Cork: Aer Lingus Regional (7 x weekly)
Dublin: Aer Lingus Regional (21 x weekly, up to 4 x daily); Ryanair (20 x weekly, up to 3 x daily)
Knock: Ryanair (3 x weekly)
Shannon: Ryanair (2 x weekly)
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Old 9th May 2018, 10:27
  #239 (permalink)  

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TUI

Cape Verde (Sal) will be operated by a B787-9 (G-TUIJ) today, instead of a B787-8. This will be the first time a 9 series has operated from BRS.
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Old 14th May 2018, 16:58
  #240 (permalink)  
 
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new route to snn begins on thursday
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