LBA From United Kingdom, joined Nov 2000, 494 posts, RR: 0
Reply 1, posted (14 years 11 months 3 weeks 3 days 18 hours ago) and read 1953 times:
Maybe it's a range issue. Charter flights are nearly always full and therefore at MTOW, more weight and more fuel equals less range. There may also be an issue with food. Some older aircraft do not have enough storage space for two meals therefore a stop is needed to stock up on food. There may also be a deal with the duty free shop at Bangor as there is in the middle east where charters stop at Bahrain and Abu Dhabi so passengers can spend in the duty free.
FlyBoeing From United States of America, joined May 2000, 866 posts, RR: 2
Reply 3, posted (14 years 11 months 3 weeks 3 days 13 hours ago) and read 1928 times:
I read in the New York Times that Bangor is achieving a lot of popularity as a spot to put off the air rage passengers. They'd gotten something like 67 stops for that purpose. They have a long runway and a large enough terminal so the pax can stretch their legs and there's a Jet-A terminal that takes airline credit. Plus there's a U.S Federal Court only a few blocks from the airport, easy for the passengers to be arraigned and charged.
Alle From , joined Dec 1969, posts, RR:
Reply 7, posted (14 years 11 months 3 weeks 3 days 10 hours ago) and read 1886 times:
I've been on the Natal Charter flight from Stockholm, it doesn't make a
stop on the ARN-NAT flight, but on the way back they make a stop at Las Palmas.
Finnair flies it's charters to Florida, Mexico and Costa Rica via Bangor, it's at least because of the fuel, a B752 can't fly to the destinations mentioned above without a refueling stop.
OPNLguy From , joined Dec 1969, posts, RR:
Reply 8, posted (14 years 11 months 3 weeks 3 days 10 hours ago) and read 1881 times:
From what little north Atlantic experience I have, I'd have to guess that most aircraft that have to make a stop at Bangor (other than the obvious medical, mechanical, or air rage cases) do so while they're westbound. Winds aloft data (that flight planning is based upon) is *forecast* data. When it's wrong, i.e. HEADwinds higher than planned, fuel consumption goes up. If a flight was planned tightly to begin with, the additional winds/fuel involved may now preclude being able to continue to the originally desired destination, someplace west of Bangor in the US, Mexico, etc.
Eastbound, with prevalent tailwinds, I'd guess that Bangor stops are far fewer in number...
Matey From , joined Dec 1969, posts, RR:
Reply 9, posted (14 years 11 months 3 weeks 3 days 10 hours ago) and read 1871 times:
It goes back to the days when we used a lot of 757s on the Florida route which didn't have the range. A very efficient turnround service developed as a result with minimum ground time. Nowadays we use mainly aircraft that do have the range, but from time to time need to stop for a variety of reasons. (for instance we carry a large amount of freight at very profitable rates on the route, and often the company prefer us to carry the freight, at the expense of fuel load, and stop on route.) As Bangor is usually right on the route we fly, it is convenient and provides a quick turnround.
SegmentKing From , joined Dec 1969, posts, RR:
Reply 10, posted (14 years 11 months 3 weeks 3 days 9 hours ago) and read 1856 times:
Landing fees make all the difference... would you rather land at an airport that charges $0.75US / per 1,000 lbs per aircraft or an airport that chargest something less.. be it $0.50/US per 1,000 lbs. (not quite sure of the actual figure at Bangor, but it's not that high).