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freakyrat
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Re: Indiana State Aviation Thread - 2019

Mon Aug 12, 2019 10:41 pm

DCAFlyer01 wrote:
I think it will dilute other G4 flights and wouldn't be surprised if at some point there is a frequency reduction to other Florida markets. This airport needs network service to non-Florida/leisure markets.


Not really G4 is tapped out from SBN on their Florida flights with high load factors. Punta Gorda regularly outstrips SFB on loads which is surprising and it shows that there is more demand for the Florida Gulf Coast. The SRQ area is back with increased housing so logically G4 would like to provide the service for all the Snowbirds.

SBN is in need for better West Coast connections through a hub like DEN or SLC. With the ongoing airport construction at both airports I think it will take another year before DEN is resumed and a possible Delta Daily flight to SLC could be in the works. Local United folks at SBN have asked UA for two daily E175 flights to DEN as they see a need and have the bodies to fill those flights.

Future service from AA with a daily flight to PHL is also in the works.

These things all take time folks.
 
freakyrat
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Re: Indiana State Aviation Thread - 2019

Mon Aug 12, 2019 10:46 pm

FWAERJ wrote:
A new destination for FWA was teased on the FWA Facebook page for tomorrow. This will bring FWA to 13 destinations served nonstop.

The comments section is all over the place - DEN, a return to NYC, LAS, and even WN making an entrance into the market. But as us a.netters know, it’s G4 FWA-SRQ.


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SBN will be getting PHL flights on AA in the future. DEN on UA is a possibility as soon as all the construction is done at DEN.
The Announcement tomorrow is almost certainly G4. They are opening up a crew base in SRQ and RON'n 3 Airbus A320's there and will annouce about 8 new destinations tomorrow.
 
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cleared2land
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Re: Indiana State Aviation Thread - 2019

Tue Aug 13, 2019 11:43 am

SBN and FWA both are adding SRQ

It appears that....
SBN begins Nov 25 with Monday and Friday flights
FWA begins Nov 24 with Sunday and Thursday flights
 
DCAFlyer01
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Re: Indiana State Aviation Thread - 2019

Mon Aug 19, 2019 10:37 pm

SBN welcomes return of seasonal EWR Service - Press briefing on 8/20

https://www.wndu.com/content/news/South ... cHphDW5IHI
 
jetskipper
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Re: Indiana State Aviation Thread - 2019

Wed Aug 21, 2019 3:11 pm

 
SmithAir747
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Re: Indiana State Aviation Thread - 2019

Wed Aug 21, 2019 4:47 pm

jetskipper wrote:


This link leads to nowhere.

Is there another source for this? I haven't heard of a FWA-DEN.

SmithAir747
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jetskipper
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Re: Indiana State Aviation Thread - 2019

Wed Aug 21, 2019 5:52 pm

SmithAir747 wrote:
jetskipper wrote:


This link leads to nowhere.

Is there another source for this? I haven't heard of a FWA-DEN.

SmithAir747



Sorry, it’s a Twitter link that says that United Network Planning is going to announce new routes tomorrow. I’m just hoping that SBN and FWA get some love.
 
freakyrat
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Re: Indiana State Aviation Thread - 2019

Sun Aug 25, 2019 1:02 am

The SBN airport has another request for a SCASD grant to assist carriers in restablishing Denver service or secondary year round NYC service. I think the primary focus here is Denver. Local United officials told me that they can profitably offer twice daily E175 flights to Denver. They said this would increase West Coast connecting opportunities and improve reliability instead of depending on one Hub like is the case with ORD. They also mentioned that they connect a lot of high dollar elite fliers to Asia out of SBN who would also use the flights.
 
freakyrat
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Re: Indiana State Aviation Thread - 2019

Mon Sep 02, 2019 12:52 am

https://flysbn.com/wp-content/uploads/2 ... n-2019.pdf

SBN's numbers are in for June. Enplanments are up almost 15%. This is what I wanted to see in how much AA has affected traffic. This shows that all airlines numbers are up.
Starting next June Delta will add another daily flight to MSP.
 
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csturdiv
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Re: Indiana State Aviation Thread - 2019

Mon Sep 02, 2019 2:37 am

A while back I booked my Christmas flights to EVV ( SYD-DFW-EVV). The flight to EVV was originally booked as a CR9. Last night I got a flight change notice from QF stating that AA has changed the flight to an E75. Much better plane IMHO. Last year the CR9s I was on just felt "tired" to me.
An American expat from the ORD area living and working in SYD
 
adam47150
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Re: Indiana State Aviation Thread - 2019

Tue Sep 03, 2019 5:09 am

csturdiv wrote:
A while back I booked my Christmas flights to EVV ( SYD-DFW-EVV). The flight to EVV was originally booked as a CR9. Last night I got a flight change notice from QF stating that AA has changed the flight to an E75. Much better plane IMHO. Last year the CR9s I was on just felt "tired" to me.


It looks like AA has switched the DTW-EVV route from Mesa to Envoy beginning tomorrow (9/4). It will be interesting seeing the E75 in EVV!
 
adam47150
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Re: Indiana State Aviation Thread - 2019

Wed Sep 04, 2019 1:39 am

Edit to my post above. I meant DFW-EVV not DTW-EVV.
 
jetskipper
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Re: Indiana State Aviation Thread - 2019

Fri Sep 20, 2019 8:45 pm

Looks like Notre Dame instead of the usual DL 757-200 or even 767-300 for such a high profile game flew two DL 717s directly into AHN.
 
FWAERJ
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Re: Indiana State Aviation Thread - 2019

Sat Sep 21, 2019 8:50 pm

FWA hinted that “big things are coming” over the next few weeks on their Twitter feed.

Confirmation of the terminal expansion? More routes? The entry of F9 into the market? All of the above?
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exFWAOONW
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Re: Indiana State Aviation Thread - 2019

Sun Sep 22, 2019 11:07 am

Adding gate nine is most likely it.
Is just me, or is flying not as much fun anymore?
 
FWAERJ
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Re: Indiana State Aviation Thread - 2019

Sun Sep 22, 2019 2:55 pm

exFWAOONW wrote:
Adding gate nine is most likely it.


Given FWA’s recent growth, I bet a Gate 10 is also involved along with adding jetways to Gates 1, 2, and 3 like they successfully did with Gate 4. Expect more dining and shopping, more TSA lanes, a Baggage Carousel C, and don’t be surprised if the Aviation Museum will move to SMD.
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freakyrat
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Re: Indiana State Aviation Thread - 2019

Sun Sep 22, 2019 9:11 pm

jetskipper wrote:
Looks like Notre Dame instead of the usual DL 757-200 or even 767-300 for such a high profile game flew two DL 717s directly into AHN.


Short and narrow runways at the Athens Georgia Airport.
 
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exFWAOONW
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Re: Indiana State Aviation Thread - 2019

Sun Sep 22, 2019 10:18 pm

I would think another issue is capability of jetways, if available for them to use. Even 757s are up there. Not every belt loader can reach comfortably, among other service equipment needed to work the charters. 717s are much easier to work on the ground for a lot of reasons.
Is just me, or is flying not as much fun anymore?
 
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exFWAOONW
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Re: Indiana State Aviation Thread - 2019

Sun Sep 22, 2019 10:51 pm

FWAERJ wrote:
exFWAOONW wrote:
Adding gate nine is most likely it.


Given FWA’s recent growth, I bet a Gate 10 is also involved along with adding jetways to Gates 1, 2, and 3 like they successfully did with Gate 4. Expect more dining and shopping, more TSA lanes, a Baggage Carousel C, and don’t be surprised if the Aviation Museum will move to SMD.

Your optimism is admirable. This is the same airport authority that thought a plywood finger off the glass box was a great idea to increase capacity when AA, DL,PI, and RC all had mainline jets and ZW(UA), and OH had a mix of small and larger props. Imagine four or five flights using a single gate with multiple doors at the same time. :crowded:
Is just me, or is flying not as much fun anymore?
 
SmithAir747
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Re: Indiana State Aviation Thread - 2019

Tue Sep 24, 2019 5:30 pm

The Fort Wayne Journal-Gazette says construction on the planned FWA terminal expansion could begin in 2021. This includes the addition of a new gate and new outbound luggage conveyor system, growing the building from 100,000 to 147,000 square feet.

https://www.journalgazette.net/article/ ... /190919875

The pictures in the article are a bit small to see much detail. I assume they are camera captures of PowerPoint slides in a presentation.

SmithAir747
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SmithAir747
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Re: Indiana State Aviation Thread - 2019

Tue Sep 24, 2019 6:08 pm

To add to my previous post, I should note that the FWA terminal expansion is designed to increase the space between gates (along with the aforementioned addition of a gate to make a total 9 gate), or "stretch" the gates apart, to allow more ramp space for the larger aircraft that are now serving (and expected to serve) FWA. There are no more prop planes serving FWA, and 50-seat RJs are leaving the fleets serving FWA. The gates and ramps are crowded as it is now with larger types serving the airport.

SmithAir747
I will praise thee; for I am fearfully and wonderfully made... (Psalm 139:14)
 
freakyrat
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Re: Indiana State Aviation Thread - 2019

Tue Sep 24, 2019 8:02 pm

SmithAir747 wrote:
To add to my previous post, I should note that the FWA terminal expansion is designed to increase the space between gates (along with the aforementioned addition of a gate to make a total 9 gate), or "stretch" the gates apart, to allow more ramp space for the larger aircraft that are now serving (and expected to serve) FWA. There are no more prop planes serving FWA, and 50-seat RJs are leaving the fleets serving FWA. The gates and ramps are crowded as it is now with larger types serving the airport.

SmithAir747


Same for SBN. Delta moved the parking lines for Gate 5 slightly west to accomodate more space between Gates 5 and 6 to allow larger wingspan aircraft to utilize the gates.
 
freakyrat
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Re: Indiana State Aviation Thread - 2019

Tue Sep 24, 2019 8:06 pm

FWA needs to plan on building a whole new terminal as they have land space to accomodate it. Something on the lines of what Springfield MO, Bloomigton, IL or Fayetttville, AR did.
 
 
FWAERJ
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Re: Indiana State Aviation Thread - 2019

Sat Sep 28, 2019 8:10 pm

freakyrat wrote:
FWA needs to plan on building a whole new terminal as they have land space to accomodate it. Something on the lines of what Springfield MO, Bloomigton, IL or Fayetttville, AR did.


Not really. There’s still room in the current terminal complex for growth. True, the FWACAA could build a new midfield terminal near the Aero Center and the land reserved for a future fourth runway. But we have to remember that when IND built their current terminal complex, only half of the $1 billion cost was the actual terminal. The rest was infrastructure to support it such as new access roads, new parking garages, a new control tower, a new fire station, and such.

And new terminals don’t always serve air service problems. Just go across the state line to Michigan. AZO made the massive mistake of building a new, much bigger terminal to lure more service that opened months before Direct Air collapsed. To this day, no one has launched replacement nonstop leisure service from AZO, though UA added AZO-ORD to compete with AA. MBS has long been nicknamed “Dow Chemical International” because everyone else flew from FNT. A new terminal was built, G4 left, and everyone else shrank.

If FWA chose to do an IND-esque midfield terminal on a small-airport scale, they would have to spend at least $200 million, probably $300 million. This expansion of the existing terminal is $35 million and solves the core problems - gate spacing, passenger amenities, and baggage systems. And let’s not forget the airlines. A big reason is gate spacing. 60% of AA flights from FWA are now on CRJ-700s, and DL is rapidly moving FWA service to the CRJ-900, plus there’s real potential for UA to add E175 flights to DEN that would also feed OO MX. Let’s not forget how G4 is an all-A320 family airline and still has room to grow - hence why the revamp has 4 mainline gates and 5 gates for “mainline light” RJs like the E2 and the future Mitsubishi SpaceJet. And OO has both on order. They will probably want to fix them in FWA. By comparison, today’s FWA was designed for four SF340-sized turboprops and four F100s/DC-9s at a time. Today, the minimum plane used is a CRJ-200, and most of those flights are switching or have switched to CRJ-700/900s. The larger wingspan of the CRJ-700/900 plus G4’s Airbus use means that FWA is often an eight-gate airport with only six gates open (gates 1 and 3 being blocked).

Keeping the airport affordable for tenants is another issue. The cost per enplanement at FWA today is similar to large surrounding airports like IND, DTW, and such, and less than Chicago airports. If you built a $300 million new terminal at a time when it isn’t and won’t be needed, tripling the cost per enplanement in the process from $8 to $24, I guarantee you that G4 would leave FWA and no other ULCC would come in. This expansion ensures that FWA can remain competitive in CPE while fixing the core problems that make the terminal inefficient. As for parking: the FWACAA owns some of the land that surrounding buildings on Ferguson Road sit on. They can always bulldoze them and turn them into additional parking. They also own the Brookwood Golf Club (but don’t manage it), which could be turned into a remote lot.

And I’m surprised no one else has noticed this, but there’s a sterile connector from the future new Gate 1 to an FIS. Me thinks that G4 wants to start Mexico from FWA in addition to SBN. Doesn’t surprise me because G4 continues to grow at both airports.
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freakyrat
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Re: Indiana State Aviation Thread - 2019

Mon Sep 30, 2019 3:13 pm

SBN can also expand their building to the west and add 4 mainline gates.
 
SmithAir747
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Re: Indiana State Aviation Thread - 2019

Mon Sep 30, 2019 6:09 pm

FWAERJ wrote:
And I’m surprised no one else has noticed this, but there’s a sterile connector from the future new Gate 1 to an FIS. Me thinks that G4 wants to start Mexico from FWA in addition to SBN. Doesn’t surprise me because G4 continues to grow at both airports.


I actually noticed what looks like a potential sterile corridor from the gates to what could be a FIS at the far end.

Speaking of the once-proposed midfield terminal and fourth runway, I still have a copy of the 2003 FWA master plan. This showed a fourth runway (parallel to the 5-23) and space for a midfield terminal with an access road off I-469.

SmithAir747
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jetskipper
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Re: Indiana State Aviation Thread - 2019

Mon Sep 30, 2019 7:09 pm

SmithAir747 wrote:
FWAERJ wrote:
And I’m surprised no one else has noticed this, but there’s a sterile connector from the future new Gate 1 to an FIS. Me thinks that G4 wants to start Mexico from FWA in addition to SBN. Doesn’t surprise me because G4 continues to grow at both airports.


I actually noticed what looks like a potential sterile corridor from the gates to what could be a FIS at the far end.

Speaking of the once-proposed midfield terminal and fourth runway, I still have a copy of the 2003 FWA master plan. This showed a fourth runway (parallel to the 5-23) and space for a midfield terminal with an access road off I-469.

SmithAir747


Why would an airport the size of FWA or SBN need a parallel runway to accommodate simultaneous arrivals and departures? Neither have anywhere close the amount of traffic that would warrant the cost.

SAN and RSW are both single runways operations with significantly more traffic. It would be a waste of taxpayer money.
 
FWAERJ
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Re: Indiana State Aviation Thread - 2019

Mon Sep 30, 2019 7:18 pm

jetskipper wrote:
SmithAir747 wrote:
FWAERJ wrote:
And I’m surprised no one else has noticed this, but there’s a sterile connector from the future new Gate 1 to an FIS. Me thinks that G4 wants to start Mexico from FWA in addition to SBN. Doesn’t surprise me because G4 continues to grow at both airports.


I actually noticed what looks like a potential sterile corridor from the gates to what could be a FIS at the far end.

Speaking of the once-proposed midfield terminal and fourth runway, I still have a copy of the 2003 FWA master plan. This showed a fourth runway (parallel to the 5-23) and space for a midfield terminal with an access road off I-469.

SmithAir747


Why would an airport the size of FWA or SBN need a parallel runway to accommodate simultaneous arrivals and departures? Neither have anywhere close the amount of traffic that would warrant the cost.

SAN and RSW are both single runways operations with significantly more traffic. It would be a waste of taxpayer money.


The 2003 master plan had the second parallel runway - remember, there was still the Kitty Hawk Air Cargo hub then that needed more capacity (Kitty Hawk ceased operations in 2007 when the freight market tanked). The 2013 one did not, noting that FWA was at 20% capacity at that time, and there was no need for a second parallel runway. This position continues to this day, although the FWACAA still owns the land should the need arise.

Same for the terminal. The 2003 master plan called for a midfield terminal, while 2013 called for an arrangement very similar to what will be built in 2020-2021. Both called for one second-level only all-jetway concourse designed for large RJs and mainline. Again, the FWACAA still owns the land just in case. (Actually, the FWACAA owns tons of land around FWA, and non-aviation land leases are a big part of FWACAA revenue.)


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freakyrat
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Re: Indiana State Aviation Thread - 2019

Tue Oct 01, 2019 11:33 pm

jetskipper wrote:
SmithAir747 wrote:
FWAERJ wrote:
And I’m surprised no one else has noticed this, but there’s a sterile connector from the future new Gate 1 to an FIS. Me thinks that G4 wants to start Mexico from FWA in addition to SBN. Doesn’t surprise me because G4 continues to grow at both airports.


I actually noticed what looks like a potential sterile corridor from the gates to what could be a FIS at the far end.

Speaking of the once-proposed midfield terminal and fourth runway, I still have a copy of the 2003 FWA master plan. This showed a fourth runway (parallel to the 5-23) and space for a midfield terminal with an access road off I-469.

SmithAir747


Why would an airport the size of FWA or SBN need a parallel runway to accommodate simultaneous arrivals and departures? Neither have anywhere close the amount of traffic that would warrant the cost.

SAN and RSW are both single runways operations with significantly more traffic. It would be a waste of taxpayer money.


SBN has a parallel GA runway and does not need a parallel Air Carrier Runway. SBN does need an air carrier ramp and taxiway B rebuild which engineering for is in progress. SBN also has begun the terminal remodel.
 
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cleared2land
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Re: Indiana State Aviation Thread - 2019

Wed Oct 02, 2019 2:31 am

jetskipper wrote:
SmithAir747 wrote:

Why would an airport the size of FWA or SBN need a parallel runway to accommodate simultaneous arrivals and departures? Neither have anywhere close the amount of traffic that would warrant the cost.

SAN and RSW are both single runways operations with significantly more traffic. It would be a waste of taxpayer money.


When SBN built 27R/9L they were pushing over 300 ops a day. Today, they are at best 1/3 of that. I believe the highest annual traffic count for the tower was between 400-450 takeoffs and landings when the north parallel was funded. By the 1999 the volume for the tower dropped to around 90,000 annually.

Furthermore the vast majority of SBNs traffic is between 6AM and 10PM, it always has been. That averages, at their peak, about 30 ops an hour between 6AM and 10PM. I would give anything to see SBN return to those numbers.
 
freakyrat
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Re: Indiana State Aviation Thread - 2019

Wed Oct 02, 2019 11:21 am

cleared2land wrote:
jetskipper wrote:
SmithAir747 wrote:

Why would an airport the size of FWA or SBN need a parallel runway to accommodate simultaneous arrivals and departures? Neither have anywhere close the amount of traffic that would warrant the cost.

SAN and RSW are both single runways operations with significantly more traffic. It would be a waste of taxpayer money.


When SBN built 27R/9L they were pushing over 300 ops a day. Today, they are at best 1/3 of that. I believe the highest annual traffic count for the tower was between 400-450 takeoffs and landings when the north parallel was funded. By the 1999 the volume for the tower dropped to around 90,000 annually.

Furthermore the vast majority of SBNs traffic is between 6AM and 10PM, it always has been. That averages, at their peak, about 30 ops an hour between 6AM and 10PM. I would give anything to see SBN return to those numbers.
GA over the years has gotten more expensive. Also when I look at sites like Flightaware I do not see the corporate traffic like I did before they built 27R/9L was built. Airline traffic will increase in the coming years which will probably require some mainline aircraft (ATL) in the mix. This would temporarily alleviate the need for an additional terminal build out on the west end. The next big increase in traffic will be in air freight with the construction of a new freight area south of FedEx.
 
jetskipper
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Re: Indiana State Aviation Thread - 2019

Wed Oct 02, 2019 5:01 pm

freakyrat wrote:
cleared2land wrote:
jetskipper wrote:


When SBN built 27R/9L they were pushing over 300 ops a day. Today, they are at best 1/3 of that. I believe the highest annual traffic count for the tower was between 400-450 takeoffs and landings when the north parallel was funded. By the 1999 the volume for the tower dropped to around 90,000 annually.

Furthermore the vast majority of SBNs traffic is between 6AM and 10PM, it always has been. That averages, at their peak, about 30 ops an hour between 6AM and 10PM. I would give anything to see SBN return to those numbers.
GA over the years has gotten more expensive. Also when I look at sites like Flightaware I do not see the corporate traffic like I did before they built 27R/9L was built. Airline traffic will increase in the coming years which will probably require some mainline aircraft (ATL) in the mix. This would temporarily alleviate the need for an additional terminal build out on the west end. The next big increase in traffic will be in air freight with the construction of a new freight area south of FedEx.


Even with additional cargo flights how many additional flights could you possibly expect? 2-5/day?
 
freakyrat
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Re: Indiana State Aviation Thread - 2019

Thu Oct 03, 2019 1:12 am

jetskipper wrote:
freakyrat wrote:
cleared2land wrote:

When SBN built 27R/9L they were pushing over 300 ops a day. Today, they are at best 1/3 of that. I believe the highest annual traffic count for the tower was between 400-450 takeoffs and landings when the north parallel was funded. By the 1999 the volume for the tower dropped to around 90,000 annually.

Furthermore the vast majority of SBNs traffic is between 6AM and 10PM, it always has been. That averages, at their peak, about 30 ops an hour between 6AM and 10PM. I would give anything to see SBN return to those numbers.
GA over the years has gotten more expensive. Also when I look at sites like Flightaware I do not see the corporate traffic like I did before they built 27R/9L was built. Airline traffic will increase in the coming years which will probably require some mainline aircraft (ATL) in the mix. This would temporarily alleviate the need for an additional terminal build out on the west end. The next big increase in traffic will be in air freight with the construction of a new freight area south of FedEx.


Even with additional cargo flights how many additional flights could you possibly expect? 2-5/day?


Probably. The only additional airline flights coming in the future are DEN (UA), PHL (AA), CUN (G4) and possibly JFK (DL) as they have an open RFP for that flight with their SBN ground handling company.
 
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cleared2land
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Re: Indiana State Aviation Thread - 2019

Thu Oct 03, 2019 1:34 am

jetskipper wrote:
freakyrat wrote:
cleared2land wrote:

When SBN built 27R/9L they were pushing over 300 ops a day. Today, they are at best 1/3 of that. I believe the highest annual traffic count for the tower was between 400-450 takeoffs and landings when the north parallel was funded. By the 1999 the volume for the tower dropped to around 90,000 annually.

Furthermore the vast majority of SBNs traffic is between 6AM and 10PM, it always has been. That averages, at their peak, about 30 ops an hour between 6AM and 10PM. I would give anything to see SBN return to those numbers.
GA over the years has gotten more expensive. Also when I look at sites like Flightaware I do not see the corporate traffic like I did before they built 27R/9L was built. Airline traffic will increase in the coming years which will probably require some mainline aircraft (ATL) in the mix. This would temporarily alleviate the need for an additional terminal build out on the west end. The next big increase in traffic will be in air freight with the construction of a new freight area south of FedEx.


Even with additional cargo flights how many additional flights could you possibly expect? 2-5/day?


Any cargo expansion at SBN or FWA won't be substantial. If it hits an extra 5+ flights a night I'd be surprised. Considering that the 757 is the primary type for FedEx and UPS there can't be that many flights for the service area of SBN and FWA. The demand simply isn't there. I reeber with Airborne ran a mini sorting hub at SBN with about 10 flights a night. It was sad to see the YS11 and cargo 9s go.

Many airport that saw drops in traffic and no need for multiple runways simply closed the excess pavement all together or converted the runways to taxiways. For SBN and FWA they both could do with a single runway from a traffic perspective for sure. But they have the money to maintain what they have so only time will tell. Look at SNA and the amount of traffic that they have.
 
freakyrat
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Re: Indiana State Aviation Thread - 2019

Thu Oct 03, 2019 8:17 pm

cleared2land wrote:
jetskipper wrote:
freakyrat wrote:
GA over the years has gotten more expensive. Also when I look at sites like Flightaware I do not see the corporate traffic like I did before they built 27R/9L was built. Airline traffic will increase in the coming years which will probably require some mainline aircraft (ATL) in the mix. This would temporarily alleviate the need for an additional terminal build out on the west end. The next big increase in traffic will be in air freight with the construction of a new freight area south of FedEx.


Even with additional cargo flights how many additional flights could you possibly expect? 2-5/day?


Any cargo expansion at SBN or FWA won't be substantial. If it hits an extra 5+ flights a night I'd be surprised. Considering that the 757 is the primary type for FedEx and UPS there can't be that many flights for the service area of SBN and FWA. The demand simply isn't there. I reeber with Airborne ran a mini sorting hub at SBN with about 10 flights a night. It was sad to see the YS11 and cargo 9s go.

Many airport that saw drops in traffic and no need for multiple runways simply closed the excess pavement all together or converted the runways to taxiways. For SBN and FWA they both could do with a single runway from a traffic perspective for sure. But they have the money to maintain what they have so only time will tell. Look at SNA and the amount of traffic that they have.


Airport Management at SBN is looking into international cargo charters. They already ran two Omni Air charters to Japan. They are still looking at building the international freight area in conjunction with a freight rail line.
 
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cleared2land
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Re: Indiana State Aviation Thread - 2019

Mon Oct 07, 2019 7:33 pm

SBN's latest numbers are in. SBN should break 870,000 at minimum at this pace, however, with higher 4th quarter travel they could break 900K.

SBN July - Up 15.72% on the month, 21% on the year; 238,812 enplanements so far 2019
FWA July - Up 8.66% on the year; 234,239 total enplanements so far 2019
 
freakyrat
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Re: Indiana State Aviation Thread - 2019

Thu Oct 17, 2019 3:20 pm

cleared2land wrote:
SBN's latest numbers are in. SBN should break 870,000 at minimum at this pace, however, with higher 4th quarter travel they could break 900K.

SBN July - Up 15.72% on the month, 21% on the year; 238,812 enplanements so far 2019
FWA July - Up 8.66% on the year; 234,239 total enplanements so far 2019


I've noticed recently that PSA (American Eagle) has regularly been substituting a 76 seat CRJ900 for the 65 seat CRJ700 on the late evening flight from CLT into SBN and the next morning flight out back to CLT. The SBN-CLT flights seem to be in high demand with First Class regularly filling up and the rest of the flight selling out or nearly selling out on certain days. SBN-DFW flights are also strong. I'm sure that loads are also good at DL and UA hence the airport's 21% yearly increase.
 
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cleared2land
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Re: Indiana State Aviation Thread - 2019

Sat Nov 02, 2019 1:16 am

SBN August numbers show a 4.8% increase over 2018. At this pace SBN should hit at least 830,000 total pax.

FWA 2019 enplanements 265,000
SBN 2019 enplanements 273,328
 
freakyrat
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Re: Indiana State Aviation Thread - 2019

Sat Nov 02, 2019 3:08 pm

cleared2land wrote:
SBN August numbers show a 4.8% increase over 2018. At this pace SBN should hit at least 830,000 total pax.

FWA 2019 enplanements 265,000
SBN 2019 enplanements 273,328


September, October and November should be better with the ND Football traffic and the use of some extra flights and larger airplanes. Then we have to throw in the two extra Allegiant flights per week to SRQ in November and December. SBN should hit that number easily.
 
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cleared2land
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Re: Indiana State Aviation Thread - 2019

Sat Nov 02, 2019 4:28 pm

freakyrat wrote:
cleared2land wrote:
SBN August numbers show a 4.8% increase over 2018. At this pace SBN should hit at least 830,000 total pax.

FWA 2019 enplanements 265,000
SBN 2019 enplanements 273,328


September, October and November should be better with the ND Football traffic and the use of some extra flights and larger airplanes. Then we have to throw in the two extra Allegiant flights per week to SRQ in November and December. SBN should hit that number easily.


The extra g4 Flights will be a wash compared to FWA since both are getting them. It would be great to hit 850,000 total pax. 2020 could be the best pax year in SBNs history.
 
freakyrat
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Re: Indiana State Aviation Thread - 2019

Sun Nov 03, 2019 2:44 pm

The airlines serving SBN seem to be throwing extra flights in for fans to different cities during ND football weekends. We had the United B737-900 flight to LAX during the USC weekend and the AA CRJ7 to ORD the same weekend. This weekend we had a DL E170 flight to and from RIC and a AA CRJ7 to DCA for an example. This all adds to the traffic numbers. UA, DL and AA were all adding college football fan flights to away games in various cities this year. In conclusion: SBN and FWA both should do well this year.
 
freakyrat
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Re: Indiana State Aviation Thread - 2019

Mon Nov 04, 2019 12:30 am

Just putting this out there for food for thought. While checking some sample bookings this weekend during the Notre Dame home game against Virginia Tech American added a 65-seat CRJ7 flight Friday between DCA and SBN which of course was full and then flew it back to DCA with some 48 or so passengers on board. Today Sunday they flew an afternoon DCA-SBN CRJ7 flight into SBN with about the same amount of passengers on board 48 or so including a couple in First. It went back to Reagan Full. A daily roundtrip to Reagan National is one of the destinations that the local business community has been asking for. Could AA get a slot for the flight and would it be profitable? Would it canabalize seats from the CLT flights? AA is already looking into a daily PHL flight. Would DCA be a better option for them?

In other news UA has moved one of the afternoon seasonal EWR flights to the early morning to serve the local business community needs.
 
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alancostello
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Re: Indiana State Aviation Thread - 2019

Mon Nov 04, 2019 3:48 am

freakyrat wrote:
Just putting this out there for food for thought. While checking some sample bookings this weekend during the Notre Dame home game against Virginia Tech American added a 65-seat CRJ7 flight Friday between DCA and SBN which of course was full and then flew it back to DCA with some 48 or so passengers on board. Today Sunday they flew an afternoon DCA-SBN CRJ7 flight into SBN with about the same amount of passengers on board 48 or so including a couple in First. It went back to Reagan Full. A daily roundtrip to Reagan National is one of the destinations that the local business community has been asking for. Could AA get a slot for the flight and would it be profitable? Would it canabalize seats from the CLT flights? AA is already looking into a daily PHL flight. Would DCA be a better option for them?

In other news UA has moved one of the afternoon seasonal EWR flights to the early morning to serve the local business community needs.


I was on the Friday afternoon SBN-DCA flight, there was nowhere near 48 passengers on board. Last couple rows were entirely empty, all passengers were moved forward during boarding, with most rows only have 2 passengers, with only two passengers in first.

In regards to future potential service, PHL would make a lot more sense, it would connect not only the domestic travel but also the transatlantic banks and offer a lot of opportunities that are currently almost entirely in the hands of United and their SBN-ORD-xxx flights.
 
freakyrat
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Re: Indiana State Aviation Thread - 2019

Mon Nov 04, 2019 2:12 pm

alancostello wrote:
freakyrat wrote:
Just putting this out there for food for thought. While checking some sample bookings this weekend during the Notre Dame home game against Virginia Tech American added a 65-seat CRJ7 flight Friday between DCA and SBN which of course was full and then flew it back to DCA with some 48 or so passengers on board. Today Sunday they flew an afternoon DCA-SBN CRJ7 flight into SBN with about the same amount of passengers on board 48 or so including a couple in First. It went back to Reagan Full. A daily roundtrip to Reagan National is one of the destinations that the local business community has been asking for. Could AA get a slot for the flight and would it be profitable? Would it canabalize seats from the CLT flights? AA is already looking into a daily PHL flight. Would DCA be a better option for them?

In other news UA has moved one of the afternoon seasonal EWR flights to the early morning to serve the local business community needs.


I was on the Friday afternoon SBN-DCA flight, there was nowhere near 48 passengers on board. Last couple rows were entirely empty, all passengers were moved forward during boarding, with most rows only have 2 passengers, with only two passengers in first.

In regards to future potential service, PHL would make a lot more sense, it would connect not only the domestic travel but also the transatlantic banks and offer a lot of opportunities that are currently almost entirely in the hands of United and their SBN-ORD-xxx flights.
The Sunday DCA-SBN flight had close to 48 passengers booked with two in First. It went out full back to DCA. Your Inbound flight from DCA was full of football fans coming into SBN. AA is in the planning stages for a PHL flight which makes a lot of sense in connecting to their TATL bank. Delta also has had an open RFP at SBN with their ground handling company for a SBN-JFK flight also to connect to their TATL bank of flights.
 
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alancostello
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Re: Indiana State Aviation Thread - 2019

Wed Nov 06, 2019 12:27 am

freakyrat wrote:
alancostello wrote:
freakyrat wrote:
Just putting this out there for food for thought. While checking some sample bookings this weekend during the Notre Dame home game against Virginia Tech American added a 65-seat CRJ7 flight Friday between DCA and SBN which of course was full and then flew it back to DCA with some 48 or so passengers on board. Today Sunday they flew an afternoon DCA-SBN CRJ7 flight into SBN with about the same amount of passengers on board 48 or so including a couple in First. It went back to Reagan Full. A daily roundtrip to Reagan National is one of the destinations that the local business community has been asking for. Could AA get a slot for the flight and would it be profitable? Would it canabalize seats from the CLT flights? AA is already looking into a daily PHL flight. Would DCA be a better option for them?

In other news UA has moved one of the afternoon seasonal EWR flights to the early morning to serve the local business community needs.


I was on the Friday afternoon SBN-DCA flight, there was nowhere near 48 passengers on board. Last couple rows were entirely empty, all passengers were moved forward during boarding, with most rows only have 2 passengers, with only two passengers in first.

In regards to future potential service, PHL would make a lot more sense, it would connect not only the domestic travel but also the transatlantic banks and offer a lot of opportunities that are currently almost entirely in the hands of United and their SBN-ORD-xxx flights.
The Sunday DCA-SBN flight had close to 48 passengers booked with two in First. It went out full back to DCA. Your Inbound flight from DCA was full of football fans coming into SBN. AA is in the planning stages for a PHL flight which makes a lot of sense in connecting to their TATL bank. Delta also has had an open RFP at SBN with their ground handling company for a SBN-JFK flight also to connect to their TATL bank of flights.


Not sure why you felt the need to repost most of your original comment's figures almost verbatim? I don't recall disputing any of the other numbers you mentioned, only the Friday SBN-DCA which I was actually on and you didn't seem to even address.
 
freakyrat
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Re: Indiana State Aviation Thread - 2019

Thu Nov 07, 2019 12:54 am

alancostello wrote:
freakyrat wrote:
alancostello wrote:



Not sure why you felt the need to repost most of your original comment's figures almost verbatim? I don't recall disputing any of the other numbers you mentioned, only the Friday SBN-DCA which I was actually on and you didn't seem to even address.


Sorry about that I did not have access to the numbers off of your flight. Thanks for posting them.
 
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cleared2land
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Re: Indiana State Aviation Thread - 2019

Fri Nov 22, 2019 8:16 pm

SBN posted a 5.96% increase YOY for September and a 17.12% increase on the year so far.

FWA posted a 2.72% increase YOY for September and a 4.74% increase on the year so far.

2019 total enplanements so far: FWA is at 294,814, SBN is at 308,128. Basically on RJ flight a day difference.
 
freakyrat
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Re: Indiana State Aviation Thread - 2019

Thu Dec 12, 2019 10:42 pm

cleared2land wrote:
SBN posted a 5.96% increase YOY for September and a 17.12% increase on the year so far.

FWA posted a 2.72% increase YOY for September and a 4.74% increase on the year so far.

2019 total enplanements so far: FWA is at 294,814, SBN is at 308,128. Basically on RJ flight a day difference.


https://www.wndu.com/content/news/Repor ... 05771.html

This came out today affecting the SBN Airport. I suspect with the return of American Airlines, the Project Propel business flight initiative and Basic Economy Fares flying out of SBN is very competitive with Southwest Fares from Midway that more people are choosing to begin their trips out of their hometown airport.

With the bus shuttle service to MDW and ORD shutting down that just leaves the South Shore rail to downtown Chicago and the CTA Orange or Blue lines to the respective airports. Next years airport enplanements may even beat this years.
 
FWAERJ
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Re: Indiana State Aviation Thread - 2019

Fri Dec 13, 2019 12:43 am

freakyrat wrote:
cleared2land wrote:
SBN posted a 5.96% increase YOY for September and a 17.12% increase on the year so far.

FWA posted a 2.72% increase YOY for September and a 4.74% increase on the year so far.

2019 total enplanements so far: FWA is at 294,814, SBN is at 308,128. Basically on RJ flight a day difference.


https://www.wndu.com/content/news/Repor ... 05771.html

This came out today affecting the SBN Airport. I suspect with the return of American Airlines, the Project Propel business flight initiative and Basic Economy Fares flying out of SBN is very competitive with Southwest Fares from Midway that more people are choosing to begin their trips out of their hometown airport.

With the bus shuttle service to MDW and ORD shutting down that just leaves the South Shore rail to downtown Chicago and the CTA Orange or Blue lines to the respective airports. Next years airport enplanements may even beat this years.


The Hoosier Shuttle from Fort Wayne to IND has diversified beyond IND to Colts/Pacers games, shopping trips, leisure trips, and the like. Probably explains why they survived with FWA service getting better while the Airport Supersaver from SBN is going away with SBN service going better.

Hoosier Shuttle also includes parking in their rates, whereas the Airport Supersaver required SBN parking at normal rates, a taxi, or Uber/Lyft. If one is going to pay for parking and with fares now competitive, the Michiana passenger will choose SBN - and the numbers prove it.
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