MO11 wrote:

rnav2dlrey wrote:

relevant entries in enilria’s weekly OAG thread:

AA BDL-DFW APR 1.9>1.5[1.9]
AA BDL-LAX APR 0.9>0.2[0.9

i view AA’s BDL-LAX as an indicator of whether BDL can sustain additional transcon routes.

These changes are taking place in 9 days. They will free up a 737-800 to cover for MAX groundings.

Updating and amending, the BDL-LAX actually ended last Wednesday, is scheduled to operate on April 6, and then is scheduled to return April 26. The second BDL-DFW trip is reduced to Tuesday/Wednesday, returning to Ex Sat on April 23.

Fex180 wrote:

Welcome back to Portland I think you'll be impressed with how the jetport has evolved. I just flew out PWM-CLT-PHX a few days ago, and the new renovations really make the terminal a great experience.

Thank you! I'm looking forward to checking it out; I've been watching (and rooting for) the airport from afar and it's been fun to see the progress that's been made.

Fex180 wrote:

I think they've done a good job at both capturing local demand and bringing in visitors.

I would agree with this. I have always been of the opinion that flights to PWM are equally as much (if not more) about the origin and its demand. As good of a job as PWM has done to curtail leakage to other airports, the PWM-originating market will never be as large as those at DEN/RDU/MCO/etc. I think that, in addition to finding markets where PWM passengers are trying to go, it's as (if not more) important to find more populous metro areas where there is sufficient demand to PWM.

Fex180 wrote:

It seems like they also played a big role in pushing B6 into seasonal service.

Probably true. Interestingly enough I remember B6 being at PWM with its A320 back around 09/10; I imagine building up the Focus City operation at BOS took some resources away from PWM. It would be a shame to see B6 go, but I will always appreciate B6 for being the first "legit" post-2000s LCC (aka not going bankrupt like Independence Air) at PWM. I remember many carriers having monopolies on PWM routes before B6 came in, and the fares being sky-high even for shorter routes, and B6 seemed to be the first to curtail that. Then came FL which gave way to WN, and then obviously (ULCC) F9, but it all seemed to start with B6.

Fex180 wrote:

I was skeptical that RDU would work, but it seems like it was successful enough to come back this year (still 3 x weekly) DEN-PWM is of course coming back this spring-summer with daily frequencies. It also seems the Portland - Florida flights are doing quite well, as I pointed out earlier, F9 handled more origin pax out of Portland in the fall and early winter than they did in the summer, and PWM-MCO has gone year round with some flights being on 321's. Florida has always been one of the most popular destinations for travelers out of PWM, so that's not surprising.

All good news.

RDU was the one that seemed like a "hit and hope" but evidently it has done well enough.

DEN I was excited to see PWM get something truly "west of the Mississippi," but didn't think it would last. (FWIW, former PWM destination MSP is located on the west bank of said river, but I think there's a clear difference between that and DEN.)

MCO I actually did have some optimism for. Even with a small population I still felt that PWM was underserved on Florida routes, so it's great to see those doing well. And I saw that they added TPA and RSW?! RSW in particular surprised me, as I remember back in 2001 (while living in Maine) flying BOS-BWI-RSW and RSW-DCA-BOS on US...I'm not sure if there were even BOS-RSW nonstops, although there could well have been.

Fex180 wrote:

I wish WN would do SOMETHING new at Portland, but they are upgauging a lot of the BWI flights (737's for 738's) and have gone from 3 to 4 x daily PWM-BWI during the slower months.

Yeah, I'm with you — I believe someone opined that it's likely down to aircraft availability, and I am starting to think that may be it. Would be nice to see something else besides BWI and the weekend MCO and MDW service, but I imagine that won't change soon. The good news is that evidently BWI has done well enough as they have increased the # of flights and the size of the aircraft (albeit still 737s).

The close in BDL cuts are most definitely related to the MAX considering the flight survived the winter and we are getting into busier seasons.

The PVD MSP at 0.9 is interesting because it’s actually an increase from summer levels which is hopefully an indication that SY is doing well especially since their BOS ends and PVD remains.

On F9 in their infamous drop-down leaks, BTV is showing RSW and PNS, no dates are pulling yet though.

Norwegian confirms temporary Ireland summer operation from 3/31 through 4/10 for PVD.

https://www.aviation24.be/airlines/norw ... -10-april/

BTVB6Flyer wrote:

On F9 in their infamous drop-down leaks, BTV is showing RSW and PNS, no dates are pulling yet though.

BTV - PNS?? even by F9 dartboard standards that seems like a very risky route. Might just be filler loaded into the schedule?? (like PSM-ATL was back in November)

Fex180 wrote:

BTVB6Flyer wrote:

On F9 in their infamous drop-down leaks, BTV is showing RSW and PNS, no dates are pulling yet though.

BTV - PNS?? even by F9 dartboard standards that seems like a very risky route. Might just be filler loaded into the schedule?? (like PSM-ATL was back in November)

I agree it's suspect and very well could just be filler. I would have assumed TPA would come first, maybe in conjunction with RSW. Unless it's adding a route that connects to PNS that I don't notice. either.

Don’t forget F9 will gladly sell you BTV PNS with a 13 hour overnight layover in DEN

RL757PVD wrote:

Don’t forget F9 will gladly sell you BTV PNS with a 13 hour overnight layover in DEN

Very true, but if that was the case it would be 'bookable' in the calendar, if you select either PNS or RSW it's calendar loading circle, but yet is selectable.

PNS shows on the PVD dropdown too but that doesn’t mean it’s nonstop. BOI and FAT show up on BTV’s dropdown too.

PVD757 wrote:

PNS shows on the PVD dropdown too but that doesn’t mean it’s nonstop. BOI and FAT show up on BTV’s dropdown too.

And if you play with the booking engine, you can book a BTV-BOI and FAT flight.

F9 is notorious for 'ghost booking's ahead of announcements. Yes, PVD is showing to PNS too, as a 'ghost booking'.

Could be something could be nothing, it's 50/50.

BOS-TPA also showing.

BTVB6Flyer wrote:

PVD757 wrote:

PNS shows on the PVD dropdown too but that doesn’t mean it’s nonstop. BOI and FAT show up on BTV’s dropdown too.

And if you play with the booking engine, you can book a BTV-BOI and FAT flight.

F9 is notorious for 'ghost booking's ahead of announcements. Yes, PVD is showing to PNS too, as a 'ghost booking'.

Could be something could be nothing, it's 50/50.

BOS-TPA also showing.

BTV-PNS PDEW is so low it doesn't even make it onto the DOT city pairs report. It's hard to see how that would work.

mjgbtv wrote:

BTV-PNS PDEW is so low it doesn't even make it onto the DOT city pairs report. It's hard to see how that would work.

Frontier: quick, hold my beer!

Interestingly enough, I believe my first trip ever on a plane was to PNS – from PWM, I believe we stopped at EWR and JAX – back in 1996. Must have been CO. I was only three at the time, but I have a vague memory of my grandmother who lives in NJ bringing me a banana at the Newark airport – back in the days when you could (apparently) go airside and visit passengers!

I got extra experience at BTV when our B6 flight (my first with them) was cancelled on March 19; our trip was delayed by a day. Not sure if it was mentioned above: they said in April B6 will move to the other side of the terminal. Currently using gate 15, moving to the 1-8 side.

Last summer there was construction at BTV. Two airlines swapped sides iirc maybe it was united and b6? Does anyone remember

If B6 is moving to the north side at BTV then hopefully F9 will take over one of their actual gates in the Delta terminal. The ramp F9 is using now is an absolute embarrassment.

Jetblue is going to gate 6 April 2nd and be there until November right before thanksgiving. They are doing construction on the ramp and American will use gate 15 till November. Then everyone goes back to there gates.

Just go to btv aero website they have all the info. The employee parking is getting smaller as new car wash being built and hotel
Should start this spring

btvhopper wrote:

If B6 is moving to the north side at BTV then hopefully F9 will take over one of their actual gates in the Delta terminal. The ramp F9 is using now is an absolute embarrassment.

Embarrassment in what way? Because it does not have a jet bridge? I wonder if that could be F9's choice?

Blueknows wrote:

Just go to btv aero website they have all the info. The employee parking is getting smaller as new car wash being built and hotel
Should start this spring

Where on the btv.aero site? The Airport News page starts with an emergency exercise August 8 and 9: what year? Just down from there, "The new service between BTV and CLT will launch on Aug. 18, 2015." A Construction Update Report refers to taxiway construction "which will occur early in the 2017 construction season." Under Airport Commission there are minutes of recent Strategic Planning Commission meetings, but hard to locate specifics of airline moves.

Saw on a aviation photographer's page a shot he took at BDL of an AC CRJ200. Could not make out the tail number but can anyone confirm if AC has is sending CRJs into BDL now?

Link: https://www.instagram.com/p/Bvkbw5vldAo ... hare_sheet

mjgbtv wrote:

btvhopper wrote:

If B6 is moving to the north side at BTV then hopefully F9 will take over one of their actual gates in the Delta terminal. The ramp F9 is using now is an absolute embarrassment.

Embarrassment in what way? Because it does not have a jet bridge? I wonder if that could be F9's choice?

Allegiant did the same thing for their short stint to Orlando Sanford. It's rough in winter. I remember allegiant it seemed really flimsy. I've seen them in place like Long Beach and they seemed heavier. Clearly a better climate. I bet it's a cost issue more than a space issue.

Seems Allegiant is pretty serious about HVN

https://www.newhavenindependent.org/ind ... giant_air/

bdlflyer wrote:

Saw on a aviation photographer's page a shot he took at BDL of an AC CRJ200. Could not make out the tail number but can anyone confirm if AC has is sending CRJs into BDL now?

Last year, when Air Georgian was still flying to BDL, there were operational issues which resulted in some CRJs substituting for 1900s. With Jazz providing all of the service now, all flights are scheduled as Dash 8s.

ajsljet45 wrote:

Seems Allegiant is pretty serious about HVN

https://www.newhavenindependent.org/ind ... giant_air/

If HVN wins in either the state legislature and repeals the law keeping the runway at 5600 feet or the federal appeal case voiding the state law, that will open the airport to more than Allegiant, Delta and United would follow American in serving HVN thereby reducing the dependence on BDL almost in Massachusetts. HVN has been at 5600 feet for decades and it seems that for the first time, the airport has a good chance of finally extending its runway and becoming the airport of choice for Southern Connecticut.

airlineworker wrote:

Delta and United would follow American in serving HVN thereby reducing the dependence on BDL almost in Massachusetts.

What does this mean?

MO11 wrote:

airlineworker wrote:

Delta and United would follow American in serving HVN thereby reducing the dependence on BDL almost in Massachusetts.

What does this mean?

The runway being 5600 feet has prevented other airlines from starting service due to weight restricted flights. Both United and Delta curtailed HVN service due to the short runway.

airlineworker wrote:

MO11 wrote:

airlineworker wrote:

Delta and United would follow American in serving HVN thereby reducing the dependence on BDL almost in Massachusetts.

What does this mean?

The runway being 5600 feet has prevented other airlines from starting service due to weight restricted flights. Both United and Delta curtailed HVN service due to the short runway.

I understand the issue, but I didn't understand your sentence. I think you might be overestimating the amount of traffic that would be diverted from BDL. Also, many passengers from southeastern Connecticut use New York airports rather than BDL.

MO11 wrote:

bdlflyer wrote:

Saw on a aviation photographer's page a shot he took at BDL of an AC CRJ200. Could not make out the tail number but can anyone confirm if AC has is sending CRJs into BDL now?

Last year, when Air Georgian was still flying to BDL, there were operational issues which resulted in some CRJs substituting for 1900s. With Jazz providing all of the service now, all flights are scheduled as Dash 8s.

Thanks for the clarification.

MO11 wrote:

airlineworker wrote:

MO11 wrote:

What does this mean?

The runway being 5600 feet has prevented other airlines from starting service due to weight restricted flights. Both United and Delta curtailed HVN service due to the short runway.

I understand the issue, but I didn't understand your sentence. I think you might be overestimating the amount of traffic that would be diverted from BDL. Also, many passengers from southeastern Connecticut use New York airports rather than BDL.

Draw a circle about 15 miles around BDL and then HVN and see that a much larger population base exists around HVN. I don't see HVN turning into a large airport but with AA offering flights to PHL and CLT, then pending the runway upgrade, adding UA to ORD and IAD, and Delta to DTW and ATL, this would reduce area passenger leakage to BDL HVN catchment area go's from Stratford along the coast to Old Saybrook, inland to Middletown and the towns in between. Fairfield county uses HPN and New London-Groton are closer to PVD.
Passenger numbers went up by 40% in 2018 compared to 2017 and AA is replacing the CRJ-200's with CRJ-700's and E-175's.

airlineworker wrote:

MO11 wrote:

airlineworker wrote:

The runway being 5600 feet has prevented other airlines from starting service due to weight restricted flights. Both United and Delta curtailed HVN service due to the short runway.

I understand the issue, but I didn't understand your sentence. I think you might be overestimating the amount of traffic that would be diverted from BDL. Also, many passengers from southeastern Connecticut use New York airports rather than BDL.

Draw a circle about 15 miles around BDL and then HVN and see that a much larger population base exists around HVN. I don't see HVN turning into a large airport but with AA offering flights to PHL and CLT, then pending the runway upgrade, adding UA to ORD and IAD, and Delta to DTW and ATL, this would reduce area passenger leakage to BDL HVN catchment area go's from Stratford along the coast to Old Saybrook, inland to Middletown and the towns in between. Fairfield county uses HPN and New London-Groton are closer to PVD.
Passenger numbers went up by 40% in 2018 compared to 2017 and AA is replacing the CRJ-200's with CRJ-700's and E-175's.

Just remember that within those two 15 miles circles, the percentage of people that use air travel may be way different. Not saying that it couldn't work well as a regional airport, but it won't serve everybody's needs. The issues are (1) you're not going to get 7000 feet and (2) there needs to be a full EIS, which will take close to forever.

airlineworker wrote:

MO11 wrote:

airlineworker wrote:

The runway being 5600 feet has prevented other airlines from starting service due to weight restricted flights. Both United and Delta curtailed HVN service due to the short runway.

I understand the issue, but I didn't understand your sentence. I think you might be overestimating the amount of traffic that would be diverted from BDL. Also, many passengers from southeastern Connecticut use New York airports rather than BDL.

Draw a circle about 15 miles around BDL and then HVN and see that a much larger population base exists around HVN. I don't see HVN turning into a large airport but with AA offering flights to PHL and CLT, then pending the runway upgrade, adding UA to ORD and IAD, and Delta to DTW and ATL, this would reduce area passenger leakage to BDL HVN catchment area go's from Stratford along the coast to Old Saybrook, inland to Middletown and the towns in between. Fairfield county uses HPN and New London-Groton are closer to PVD.
Passenger numbers went up by 40% in 2018 compared to 2017 and AA is replacing the CRJ-200's with CRJ-700's and E-175's.

Just remember that within those two 15 miles circles, the percentage of people that use air travel may be way different. Not saying that it couldn't work well as a regional airport, but it won't serve everybody's needs. The issues are (1) you're not going to get 7000 feet and (2) there needs to be a full EIS, which will take close to forever.

MO11 wrote:

airlineworker wrote:

MO11 wrote:

I understand the issue, but I didn't understand your sentence. I think you might be overestimating the amount of traffic that would be diverted from BDL. Also, many passengers from southeastern Connecticut use New York airports rather than BDL.

Draw a circle about 15 miles around BDL and then HVN and see that a much larger population base exists around HVN. I don't see HVN turning into a large airport but with AA offering flights to PHL and CLT, then pending the runway upgrade, adding UA to ORD and IAD, and Delta to DTW and ATL, this would reduce area passenger leakage to BDL HVN catchment area go's from Stratford along the coast to Old Saybrook, inland to Middletown and the towns in between. Fairfield county uses HPN and New London-Groton are closer to PVD.
Passenger numbers went up by 40% in 2018 compared to 2017 and AA is replacing the CRJ-200's with CRJ-700's and E-175's.

Just remember that within those two 15 miles circles, the percentage of people that use air travel may be way different. Not saying that it couldn't work well as a regional airport, but it won't serve everybody's needs. The issues are (1) you're not going to get 7000 feet and (2) there needs to be a full EIS, which will take close to forever.

The current plan is to pave 1000 feet of the southern overrun and 400-500 feet on the northern end resulting in a 7000 or 7100 foot runway. Displaced thresholds would be in place. That would for the most part eliminate weight restricted flights and permit flights to ORD,DTW,ATL. Right now AA is able to use CRJ-200's to PHL and CRJ-700's to CLT, in May, CRJ-700's and E-175's will be on the PHL run. Frontier is able to run A319's non stop to Florida from TTN with a 6000 foot runway, so the planned runway upgrade at HVN should work fine. I agree it would make a good regional airport for domestic flights, but for international flights, JFK is the best on the east coast, I have used JFK many times and the selection of airlines and non-stop routes is the best.

airlineworker wrote:

MO11 wrote:

airlineworker wrote:

Draw a circle about 15 miles around BDL and then HVN and see that a much larger population base exists around HVN. I don't see HVN turning into a large airport but with AA offering flights to PHL and CLT, then pending the runway upgrade, adding UA to ORD and IAD, and Delta to DTW and ATL, this would reduce area passenger leakage to BDL HVN catchment area go's from Stratford along the coast to Old Saybrook, inland to Middletown and the towns in between. Fairfield county uses HPN and New London-Groton are closer to PVD.
Passenger numbers went up by 40% in 2018 compared to 2017 and AA is replacing the CRJ-200's with CRJ-700's and E-175's.

Just remember that within those two 15 miles circles, the percentage of people that use air travel may be way different. Not saying that it couldn't work well as a regional airport, but it won't serve everybody's needs. The issues are (1) you're not going to get 7000 feet and (2) there needs to be a full EIS, which will take close to forever.

The current plan is to pave 1000 feet of the southern overrun and 400-500 feet on the northern end resulting in a 7000 or 7100 foot runway. Displaced thresholds would be in place. That would for the most part eliminate weight restricted flights and permit flights to ORD,DTW,ATL. Right now AA is able to use CRJ-200's to PHL and CRJ-700's to CLT, in May, CRJ-700's and E-175's will be on the PHL run. Frontier is able to run A319's non stop to Florida from TTN with a 6000 foot runway, so the planned runway upgrade at HVN should work fine. I agree it would make a good regional airport for domestic flights, but for international flights, JFK is the best on the east coast, I have used JFK many times and the selection of airlines and non-stop routes is the best.

15 miles from the airport??? Seriously? That's not how catchment area's work.

And without looking at each city/town, I would guess BDL has a larger population 15 miles from the terminal.

uconn99 wrote:

And without looking at each city/town, I would guess BDL has a larger population 15 miles from the terminal.

Don't you think HVN's population area can draw enough to add flights by DL and UA, along with Allegiant? I am sure HVN can offer flights to ORD,DTW,ATL with 3-4 flights per city and be profitable as AA is with PHL and CLT flights. I am also looking for AA to make the CLT flight a daily one. New Haven area residents can benefit from a nearby airport and the airports passenger totals jumped 40% from 2017 to 2018. Connecticut can support 2 commercial airports when one looks at a map of the state, BDL to the north and HVN to the south.

For BTV, today marked the last operational flight of the F16 for the VT ANG. Last flight took off at 1:58pm, in tribute to the 158th FW.

https://www.burlingtonfreepress.com/sto ... 339664002/
https://www.mynbc5.com/article/end-of-a ... s/27043425

The F16s have been a fixture for 30+ years, so not easy to see them go. But a new era begins when the F35s arrive in the fall.

uconn99 wrote:

And without looking at each city/town, I would guess BDL has a larger population 15 miles from the terminal.

When you factor in Springfield, you are right, however HVN has several large towns nearby with populations over 50K Hamden, West Haven, and some over 20K. Having more service would eliminate the long trek up I-91. Just seems having HVN offer more service would be beneficial to those in New Haven county and parts of Middlesex county.

I would also factor in Bridgeport (CT's largest city) along with Fairfield and Stratford as potential users of HVN. Cities further west like Norwalk and Stamford would probably continue to use the metro New York options.

Portlander wrote:

I would also factor in Bridgeport (CT's largest city) along with Fairfield and Stratford as potential users of HVN. Cities further west like Norwalk and Stamford would probably continue to use the metro New York options.

Good point, Bridgeport is 15 miles closer to HVN than HPN.

airlineworker wrote:

Portlander wrote:

I would also factor in Bridgeport (CT's largest city) along with Fairfield and Stratford as potential users of HVN. Cities further west like Norwalk and Stamford would probably continue to use the metro New York options.

Good point, Bridgeport is 15 miles closer to HVN than HPN.

And Springfield has a larger population than Bridgeport. And Waterbury (110,000), located in New Haven county would use BDL over HVN.

Hartford County- 895,388
Hampden County- 469,818
MIddlesex County- 163,410
Tolland County- 156,461

Total BDL catchment area within a 60 minute drive is 2,641,200.

Source: https://documentcloud.adobe.com/link/tr ... 47d042a195

Bottom line, HVN is not well suited geographically (in a neighborhood) for expanded flights, not to mention the issue with the terminal size itself. How many flights can that terminal handle without needing to be expanded? What do you do about the increased traffic and parking in a neighborhood? Could HVN get a couple more flights? Sure, but I don't expect to see 4-5 airlines with 30-40 flights a day any time soon if ever.

The one interesting development is the Connecticut Airport Authority possibly partnering with the city or taking over operations of HVN. I feel if HVN is going to grow they would need the help of the CAA.

uconn99 wrote:

airlineworker wrote:

Portlander wrote:

I would also factor in Bridgeport (CT's largest city) along with Fairfield and Stratford as potential users of HVN. Cities further west like Norwalk and Stamford would probably continue to use the metro New York options.

Good point, Bridgeport is 15 miles closer to HVN than HPN.

And Springfield has a larger population than Bridgeport. And Waterbury (110,000), located in New Haven county would use BDL over HVN.

Hartford County- 895,388
Hampden County- 469,818
MIddlesex County- 163,410
Tolland County- 156,461

Total BDL catchment area within a 60 minute drive is 2,641,200.

Source: https://documentcloud.adobe.com/link/tr ... 47d042a195

Bottom line, HVN is not well suited geographically (in a neighborhood) for expanded flights, not to mention the issue with the terminal size itself. How many flights can that terminal handle without needing to be expanded? What do you do about the increased traffic and parking in a neighborhood? Could HVN get a couple more flights? Sure, but I don't expect to see 4-5 airlines with 30-40 flights a day any time soon if ever.

The one interesting development is the Connecticut Airport Authority possibly partnering with the city or taking over operations of HVN. I feel if HVN is going to grow they would need the help of the CAA.

I agree that 30-40 daily flights is not going to happen but I foresee 15-25 daily flights that could work but the high end of 25 could not work with the present terminal. DL with 3 to ATL 3 to DTW, UA 3 to ORD, 3 to IAD, AA 3 to PHL and 3 to CLT, that's 18 flights and I know the area could support such a level of service. It would be a slow process to grow to that level and I was factoring the use of CRJ-700's and E-175's, no mainline. For many years the airport had its hands tied but it seems hopefully between the state law limiting the runway being repealed and the federal court case soon to issue its ruling, HVN should come out victorious. Even with the present terminal, it surely can handle more than 3 daily flights and I am hoping for the CLT flight to go daily soon, the loads have been very good. The New Haven area needs improved air service and the time seems to be ripe, newer next-gen RJ's that are better off short runways and offer first class sections. One more flight that HVN needs is a daily to DCA, in the past that was a popular one with Piedmont with two daily flights.
As far as road traffic, back in the 90's UA had 4 daily 737 flights to ORD, 4 daily express flights to IAD and there was CO with several flights to EWR and US with an assortment of flights to BWI and PHL and for a while had 2 daily flights to PIT. All that was done for a while out of the old terminal until 1995 when the current terminal was opened. Traffic back then flowed ok but with the changing of some streets to one way, that can lessen the load by splitting traffic between two streets. There is talk of a new terminal on the East Haven side but I don't know that much about it. There is still room to add more parking if and when needed. I don't envision HVN growing beyond its current boarder or becoming a large operation but the local population could really benefit from having a nearby airport with several airlines and another plus is that it would not work a hardship on those who drop off and pick passengers needing rides to the airport. For many BDL is an hour or more each way and that's with no traffic problems. New Haven needs and can support a small regional airport. Waterbury is 6 miles closer to HVN than BDL so that might be a split, even so there is plenty of market for HVN to draw from.
As far as the CAA, it was the state that has fought HVN in two court cases seeking to limit its runway to 5600 feet, so I have some lingering doubts about their motives, but I could be wrong. Soon the issue will be decided.

I don't think anyone including airlineworker is predicting that HVN will ever become a regional hub primarily due to it's infrastructure limitations, parking issues and inadequate terminal space. However, if the runway can eventually be lengthened to around 6500' it is possible it can become a viable option for southwest Connecticut. I could see the airport becoming similar in size to Westchester or Worcester in the distant future primarily due to the large population base it can draw from. I agree with uconn, cooperation and funding from the State is paramount along with a clever marketing approach to change the public perception of New Haven's potential without ruining the quality of life in the surrounding neighborhoods. Tough sell!

B595 wrote:

For BTV, today marked the last operational flight of the F16 for the VT ANG. Last flight took off at 1:58pm, in tribute to the 158th FW.

https://www.burlingtonfreepress.com/sto ... 339664002/
https://www.mynbc5.com/article/end-of-a ... s/27043425

The F16s have been a fixture for 30+ years, so not easy to see them go. But a new era begins when the F35s arrive in the fall.

I was pleasantly surprised at how many people came out to see them leave. Certainly a bigger crowd than I have seen for anything else including AF1.

A nice bonus was that I only had to stick around another 10 minutes or so to see Frontier arrive and get my first up-close look at the A320 NEO.

I also noticed that JetBlue is already using Gate 6 at the north end of the terminal.

Looks like Allegiant has added service from PSM to SAV this summer season.

Not sure if PSM-MYR is returning this year? SAV isn’t too far.

Say what you want about Allegiant, but I’ve used them a half dozen times out of PSM to SFB, FLL, and MYR. When I can fly non-stop for 1000 miles for $150 round trip, it makes three or four night get-aways for two an affordable option.

I wish PSM-FLL didn’t get cut. Don’t believe they’re flying to Clearwater anymore , either. Down to PGD, SFB, SAV from Portsmouth.

https://www.google.com/amp/s/www.savann ... ate=ampart

mjgbtv wrote:

I was pleasantly surprised at how many people came out to see them leave. Certainly a bigger crowd than I have seen for anything else including AF1.

A nice bonus was that I only had to stick around another 10 minutes or so to see Frontier arrive and get my first up-close look at the A320 NEO.

I also noticed that JetBlue is already using Gate 6 at the north end of the terminal.

Great to hear of the crowd. The VTANG brings such credit on the city & state.

I guess the next thing to look forward to is the start of F9 DEN service.

Midwestindy, who is the airline you posted with the 6 new routes? Allegiant?

Edit: Found my answer, looks to be Sun Country! Are they becoming the new Frontier? Interesting adds, especially New Orleans, can it stick this time from PVD?

A big hole for BDL is now LAS and MSY is on the airports wish list. I feel Spirit is a prime candidate to add MSY and LAS from BDL.

noticed in the OAG thread that UA is reducing its new MHT-IAD from 3 to 2 x daily in May. Don't know if that is indicative of anything, but that leaves UA with just 2 daily departures from MHT in May