RoseFlyer From United States of America, joined Feb 2004, 9199 posts, RR: 52 Reply 5, posted (9 years 8 months 14 hours ago) and read 924 times:
RJ's are more useful in a market like the US because the country is huge and has horrible rail and bus service. Flying is the way to go for anything over above 200-400 miles. In Europe, RJ's aren't popular because people can avoid airport congestion and travel on the ground with high speed trains for a lot less money and hassle most of the time.
Also large airports in the US are designed to be hubs to feed smaller airports. Thus an airport like Chicago or Atlanta has 4+ runways and lots of space. With just 1 to 3 runways at most European airports, the flexibility for RJ's isn't there. The slots are too valuable to be used on small planes that won't make much money compared to larger ones. LHR would have a lot more RJ's if it was a larger airport with more runways, and air travel became more convenient, which isn't happening anytime soon.
If you have never designed an airplane part before, let the real designers do the work!
Rutankrd From United Kingdom, joined Sep 2003, 2396 posts, RR: 4 Reply 6, posted (9 years 8 months 11 hours ago) and read 888 times:
The European business model is VERY different to that over the pond so is the use of regional jets.
Travel within Europe is not really Hub and Spoke centric but has greater emphasis on POINT-TO-POINT for business travel including the LCC carriers and Inclusive Tour Holiday charter flights.
The Regional Jets are therefore employed on developing the secondary and new POINT-To -POINT routes such as BAcx and BMI from Manchester to say Vienna/various Italian cities and Scandinavia, and Lufthansa/Eurowing from Dusseldorf/Hamburg/Dortmund, PGA in Portugal, Air Nostrum (Iberia),
Regional Group (Air France) etc.
The ERA (European Regional Airline) Association represents these carriers.
One airline that seems to be slightly different is KLM City Hopper whom actually do fly for the parent out of Amsterdam on what might seem mainline routes and in an almost American Hub-and-Spoke operation which it is as there domestic traffic is just not viable (Well not until the merger with Air France at any rate) AND THEY DO FLY INTO LHR WITH FK50 plus ATR (of Air Excel)
As for Heathrow well the traffic levels on most routes are MORE than sufficient for at least B737/A319.
There has been a long standing reduction in UK domestic routes by BA at LHR to expand the long haul ( Now just Glasgow/Edinburgh/Aberdeen/Newcastle/Manchester all of which again the B737/Airbus/B757 are really used).
BMI fly similar completing routes plus Belfast/Inverness/Tees-Side (For Newcastle)/Leeds-Bradford again using Airbus types.
As for RJ presence well I think its just (Inc the very few Props these days !)
KLc FK50 to Rotterdam ATR to Eindhoven (Air excel)
FLYBee (Air France) to Lyon with Bae146
Lufthansa City to Stuttgart with RJ200/RJ700 and Bae146 plus BMI at weekends with EMB145 from Manchester/Brussels and back to Manchester.
Luxair sometimes send an EMB as well but scheduled for B737 normally. About it I think.
Rutankrd From United Kingdom, joined Sep 2003, 2396 posts, RR: 4 Reply 7, posted (9 years 8 months 10 hours ago) and read 867 times:
Suffice to say want to see loads of Rj aircraft in Europe try Manchester or Dusseldorf these seem to get positively Mountain Ranges of the blighters from all over the place !
Manchester for instance BAcx, BMi Commuter,City Airline, Aer Lingus,Skyways, KLM City Hopper, Luxair, Lufthansa City/Eurowing, LOT, Swiss, PGA Portugalia, SN Brussels, Air Nostrum and stretching a point Air France with the very new A318 (less seats than some BAe146/RJ100 !).
Oh and you can add Flybee who use RBae146/ RJ on summer charters to Jersey for good measure.
Dusseldorf sees Malev Styrian and Austrian Group ,Adria and Regional (Air France) added to the mix.
Only operator of any significance missing are the Alitalia EMB145s where do THEY Go ?