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Aurigny Air Services-2

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Aurigny Air Services-2

Old 6th Nov 2017, 22:30
  #41 (permalink)  
 
Join Date: Oct 2006
Location: jersey
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If true, this would be "manna from heaven" for Air Alderney - if they can get the route. I might even say, salvation. When are they starting operations, by the way ?
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Old 7th Nov 2017, 07:52
  #42 (permalink)  
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Air Alderney has stated the following:-
We appreciate all the messages received from our supporters and know that you are all keen to receive an update on the progress of Air Alderney.
We can assure you we are working hard to wade through the mountain of paperwork required for our own Air Operators Certificate along with all the necessary requirements of each of our intended destination airports.
Due to the length of time this is taking we have also been working on alternative means of being able to commence our services more quickly.
As many of you may have seen our first aircraft is here in Alderney and our second aircraft which you all helped name as 2-BILL is due home in a matter of weeks.
We have recruited 3 pilots and are currently recruiting the relevant ground handling services required locally and at our destination airports.
Our office at the airport ‘Puffin House’ which will be used by our ground staff and flight crew is now fully operational and ready for use.
We are also happy to announce that our office in Victoria Street located next to Bell & Co will open in the coming weeks. This will become our Town office for information and reservations.
Air Alderney will offer direct flights from Alderney to Jersey, Cherbourg, Solent (previously known as Lee on Solent) and a summer service to Brighton City.
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Old 7th Nov 2017, 08:17
  #43 (permalink)  
 
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Increase the rotations from Alderney to Guernsey to connect with the Southampton schedules is a far more sensible and economically viable proposition, along with getting rid of the Do228 altogether and swopping for C208 Caravans to shuttle between the islands, creating a true hub and spoke operation which is what has been needed for a long time!

The C.I. operators need to consolidate to make it easier for commuters, tourism and business to operate:
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Old 7th Nov 2017, 12:16
  #44 (permalink)  
 
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Yes, EASA rules have covered commercial operations of single engine turboprops in IMC since March 2017.

(I just wanted to put yes but the system needs more characters for a post!)
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Old 7th Nov 2017, 17:07
  #45 (permalink)  
 
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I visited Guernsey and then Alderney in September, travelling with Flybe NCL-SOU-GCI, and back ACI-SOU with Aurigny and NCL-SOU with Flybe, travelling between the islands on the BumbleBee that only operates two days a week, during summer. Alderney's a beautiful island, and I would love to go back, but with the fares charged between ACI and GCI by Aurigny I would have to think twice, to be honest.
I'm only one punter out of many, of course, but I can't help thinking that cutting ACI-SOU service would be a massive blow to the island's visitor industry.
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Old 7th Nov 2017, 17:42
  #46 (permalink)  
 
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Has the C208 been approved for public transport operations by EASA?
yes but commercial operations over water are still extremely difficult to the point of impossible. The fact that a tri with a full load will end up in exactly the same water as a C208 with a full load both having a single engine failure apparently is beyond the comprehension of all the office bound knob ends.

That said as Guernsey only pays lip service to EASA and UK caa whims (it has no requirement to) its a mute point using them between GCI and Alderney. But having had a pint with a soaking wet C208 captain in the George and Dragon in Dar (I even bought him one when I found out he had been floating around for a couple of hours) my arse won't be in one.
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Old 7th Nov 2017, 18:08
  #47 (permalink)  
 
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Waves seem to be operating between GCI and Jersey everyday now in a C208, at least 3 round trips today carrying fare paying pax........ over the sea also in the dark! I've been advised that the sea state dictates the altitudes to be flown (etops, engine turning or pax swimming!)
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Old 7th Nov 2017, 20:31
  #48 (permalink)  
 
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Originally Posted by jensdad View Post
I visited Guernsey and then Alderney in September, travelling with Flybe NCL-SOU-GCI, and back ACI-SOU with Aurigny and NCL-SOU with Flybe, travelling between the islands on the BumbleBee that only operates two days a week, during summer. Alderney's a beautiful island, and I would love to go back, but with the fares charged between ACI and GCI by Aurigny I would have to think twice, to be honest.
I'm only one punter out of many, of course, but I can't help thinking that cutting ACI-SOU service would be a massive blow to the island's visitor industry.
Yes, it would be. But, that could be the event that would make Air Alderney a viable operation. Also, after all the years trying to get the Dornier to take over from the BN3 & now, just when it has succeeded in doing so, AUR abandon the route which is its sole raison d'etre ! I don't think so.
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Old 15th Nov 2017, 20:52
  #49 (permalink)  
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G-HUET
Lease to Loganair is continuing. Not based at DND now but covering for a Do.328 at NWI.
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Old 19th Nov 2017, 11:56
  #50 (permalink)  
 
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G-OAUR

G-OAUR went to AMS over 3 weeks ago for what I assumed was its annual maintenance. Any idea as to when it is due back?
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Old 19th Nov 2017, 12:33
  #51 (permalink)  
 
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Waves seem to be operating between GCI and Jersey everyday now in a C208, at least 3 round trips today carrying fare paying pax........
presume this is due to the fact that neither Jersey or Gurnsey is actually part of EASA and can and do make there own rules up if required.

Who is the operator of them? Can't see it being an EASA AOC. Good luck to them, they will only ever be able to have one engine failure.
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Old 19th Nov 2017, 14:28
  #52 (permalink)  
 
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Waves operate on a Guernsey AOC, at the moment are restricted(as far as I know), to operate in the Channel Islands only.
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Old 19th Nov 2017, 17:01
  #53 (permalink)  
V12
 
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Originally Posted by tescoapp View Post
Good luck to them, they will only ever be able to have one engine failure.
PWC data on one 50,000 PT6A engines give IFSD rate of <1:340,000hr based on 400m flight hours to date.... so don't hold your breath.
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Old 19th Nov 2017, 17:40
  #54 (permalink)  
 
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Originally Posted by tescoapp View Post
presume this is due to the fact that neither Jersey or Gurnsey is actually part of EASA and can and do make there own rules up if required.

Who is the operator of them? Can't see it being an EASA AOC. Good luck to them, they will only ever be able to have one engine failure.
How are people booking
Website not operational yet
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Old 19th Nov 2017, 19:19
  #55 (permalink)  
 
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Single Engine Turbine IFR AOC work is allowed since this year for the PC12, TBM and Caravan. I suppose Waves is one of the first new AOC holders to have this SET approval
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Old 20th Nov 2017, 04:43
  #56 (permalink)  
 
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PWC data on one 50,000 PT6A engines give IFSD rate of <1:340,000hr based on 400m flight hours to date.... so don't hold your breath.
Mate I have sat in the George and Dragon pub in Dar with a very wet pilot who had just been pulled out the drink with his punters after floating about for 3 hours.

And I know enough people who have shut one down in flight in twins.

This is all first hand experience of said engine not third.

I really don't care if others are happy going in them personally I won't be and neither will my family.

That said compared to the tri at full load it won't really make any difference. Mind you I wouldn't go in one of them either.
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Old 20th Nov 2017, 06:46
  #57 (permalink)  
 
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Surely with a Tri, with two out of three motors still running, there would be more of a controlled ditching than with a 100% engine failure of a single.

Give Clint Eastwood and Tom Hanks a call, there may be another movie in the making!
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Old 20th Nov 2017, 07:49
  #58 (permalink)  
 
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Not really if there isn't enough power to fly straight and level then your options become singular. You also have other effects kicking in such as Vmca which require more pilot input to keep away from if its one of the wing engines.

Ditchings don't require you to find an area clear of obstructions just line your self up with the waves and all that good stuff. With some power but not enough your just prolonging the inevitable. But then again it does give more time for the emergency services to kick into gear. But the actual outcome when you hit the water no different.

BTW the tri has been calibrated off the end of Jersey it does make the beach just with one engine gone bad just after airborne and a full load. I suspect there will be a matter of a couple of 100meters difference between the arrival points between a single and it

Last edited by tescoapp; 20th Nov 2017 at 08:10.
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Old 20th Nov 2017, 10:22
  #59 (permalink)  
 
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here you go a video of a ditching next to Hawaii in a c208

https://youtu.be/QguEfBMhpyc

If you want to chance that in CI waters crack on.
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Old 20th Nov 2017, 12:00
  #60 (permalink)  
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Whilst I definitely admire your consistency TescoApp, that's the same that Tri passengers faced daily if they were on a fully-laden Tri anytime over the last 40 years; and locals were complaining at its retirement that they missed it, and why couldn't its life be extended!

More relevant for me is the comparative statistical likelihood of either the PT6 failing (as a single point of failure) or the 40-60yr old (single point of failure) pilot having a heart attack or other incapacity: you end up getting wet in both scenarios. But then again how many rotary flights happen daily around the world with single pilot, single engine, and people willingly enjoy those, me included.

[As to the probable cause of this ditching, the operator's maintenance records showed that "owing to some confusion" they had missed a mandatory compressor turbine blade evaluation, which would likely have revealed the defect. ]

Life is a permanent risk, and every hour of every day we make decisions on minimising, but never eliminating, risk. They all carry different probabilities, but I am re-assured because aviation is a very disciplined industry and there's a hell of a lot of work going in to reducing those risks across the board, at airframe, engine, airport, training, maintenance, operational and recruitment levels.

By and large, though, much of the general public pro-actively choose to be risk takers, and a bit ill-disciplined: we get drunk and face increased risk of personal injury; we drive too fast or without sufficient care and attention; too many people use their phones whilst they drive or cross the road; we smoke too much and we eat cr*p fast food which we know these will statistically kill more of us than any plane will; we buy the very cheapest products avoiding the slight premium on safer ones; we go on fairground rides because they are fun; we vote for Br*xit even though it will hurt us, because we don't like the political status quo (ouch...did I really write that!) etc.etc.

Statistically most fatalities happen in the home or in hospital: so if you're that risk averse, avoid both of those places.

To see just how risk prone some folk choose to be, try Googling "Death by Selfie".
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