caribny wrote:

embraer175e2 wrote:

We can expect intercaribbean airways in Curacao and Aruba by the end of 2021.

Celebrating 26 years of service in February 2018, interCaribbean Airways is a regional airline based in Providenciales, The Turks & Caicos Islands. With a hub in Providenciales connecting to cities in the Dominican Republic, Jamaica, Bahamas, Haiti, Puerto Rico, Cuba, Antigua and the British Virgin Islands, Dominica and St Lucia. New schedule services to Aruba, Curacao, Trinidad and Guyana are imminent.

Quote from their website :"The introduction of ERJ145 jets debuts into service in July 2018 giving the company the ability to operate longer flights with higher seating capacity. The goal of connecting more of..."

JY is a very entrepreneurial airline which believes in ultra optimistic messaging. This means that they jump into markets or promise airlift that they are unable to deliver. As of now they are only operating a fraction of what they did 2 years ago due to Covid. I cannot imagine that they are in great shape given the sharp decline in intra regional travel and restrictions in work permits being issued to intra regional migrants, given the difficulties in tourism. We will see if they can full resume their services later this year as their schedule suggests that they plan to. Cuba remains virtually closed, and that is a big market for them.

caribbean484 wrote:

BWIA 772 wrote:

caribbean484 wrote:

My understanding is that 9Y-GUY has been delivered to BW/ALC and is in PAE getting the Caribbean painted underneath the a/c and some other mods. The VP of Engineering and Chief Pilots were in RNT to take delivery of the a/c and it's supposed to be in POS in September. CAL is still being tested but it should also be ready for delivery.
I am not sure if BW is waiting for more NGs contracts to expire to take MAXs in, but they have been there longer than anticipated. I was told they were to be in POS in July.

Will they be putting the rainbow swirl as well? Did BW invest anything extra in their hard product on these new birds. Hopefully the fabric choice for the economy seats is more like the ATR than the original 737NG.

Regards

I can confirm no Rainbow swirl will be placed on the MAXs, only the ATRs will be getting these.
I can't confirm much anything on the hard and soft product, however all that I got was there will be an upgrade (Obviously). The last rumor I heard was F gets PTVs and Y is BYOD.

embraer175e2 wrote:

caribny wrote:

embraer175e2 wrote:

We can expect intercaribbean airways in Curacao and Aruba by the end of 2021.

Celebrating 26 years of service in February 2018, interCaribbean Airways is a regional airline based in Providenciales, The Turks & Caicos Islands. With a hub in Providenciales connecting to cities in the Dominican Republic, Jamaica, Bahamas, Haiti, Puerto Rico, Cuba, Antigua and the British Virgin Islands, Dominica and St Lucia. New schedule services to Aruba, Curacao, Trinidad and Guyana are imminent.

Quote from their website :"The introduction of ERJ145 jets debuts into service in July 2018 giving the company the ability to operate longer flights with higher seating capacity. The goal of connecting more of..."

JY is a very entrepreneurial airline which believes in ultra optimistic messaging. This means that they jump into markets or promise airlift that they are unable to deliver. As of now they are only operating a fraction of what they did 2 years ago due to Covid. I cannot imagine that they are in great shape given the sharp decline in intra regional travel and restrictions in work permits being issued to intra regional migrants, given the difficulties in tourism. We will see if they can full resume their services later this year as their schedule suggests that they plan to. Cuba remains virtually closed, and that is a big market for them.

This means that they jump into markets or promise airlift that they are unable to deliver.

Can you give examples of the above said?

fowlr29 wrote:

DGAC has grounded 3S because of errors in mx reporting, parts and inspections. They must review their mx plan and get it approved by DGAC to get their AOC returned to service.

fowlr29 wrote:

DGAC has grounded 3S because of errors in mx reporting, parts and inspections. They must review their mx plan and get it approved by DGAC to get their AOC returned to service.

embraer175e2 wrote:

[code][/code]

fowlr29 wrote:

DGAC has grounded 3S because of errors in mx reporting, parts and inspections. They must review their mx plan and get it approved by DGAC to get their AOC returned to service.

Who is 3s?
Also you know why Divi Divi air permanently quit their Curacao Sint maarten and Curacao-Sao Poalo operations withthe wetleased coredon boeing737?

embraer175e2 wrote:

Why are Bahamas Air Liat and Caribbean Airlines always losing money? Are they too big?

embraer175e2 wrote:

Why are Bahamas Air Liat and Caribbean Airlines always losing money? Are they too big?

Brickell305 wrote:

embraer175e2 wrote:

Why are Bahamas Air Liat and Caribbean Airlines always losing money? Are they too big?

BW has had periods where it made money especially in recent years pre-pandemic. With regard to all of the airlines you mentioned though, the issue is structural more than anything else. Each airline is tasked primarily with providing essential airlift for their respective countries/regions (BW - T&T, LI - Eastern Caribbean, UP - The Bahamas). In the case of LI, that means flying a lot of thin routes with high frequencies to keep the region connected. In UP's case, it means flying to the Bahamas biggest source markets in the US and facing stiff competition from American carriers where most of the demand is ex-USA. Also, they have to fly a lot of thin intra-Bahamian routes with high frequencies to keep those islands connected. In the case of BW, they fare the best as Trinidad itself is a fairly large outbound market. However, they still face significant competition on their routes to/from the US, especially now with GEO attracting more service. They fly less of the thin intra-regional routes so that is less of a factor. Though they also fly the POS-TAB airbridge which is quite demanding both operationally and economically.

All three airlines face the issues noted above (and more) in a fairly high cost environment in the Caribbean with limited economies of scale. I wouldn't deign to say that any of them is too big as one could easily make the opposite argument in each case. They each just face structural issues that make it difficult for them to be profitable on an ongoing basis.

Brickell305 wrote:

embraer175e2 wrote:

Why are Bahamas Air Liat and Caribbean Airlines always losing money? Are they too big?

BW has had periods where it made money especially in recent years pre-pandemic. With regard to all of the airlines you mentioned though, the issue is structural more than anything else. Each airline is tasked primarily with providing essential airlift for their respective countries/regions (BW - T&T, LI - Eastern Caribbean, UP - The Bahamas). In the case of LI, that means flying a lot of thin routes with high frequencies to keep the region connected. In UP's case, it means flying to the Bahamas biggest source markets in the US and facing stiff competition from American carriers where most of the demand is ex-USA. Also, they have to fly a lot of thin intra-Bahamian routes with high frequencies to keep those islands connected. In the case of BW, they fare the best as Trinidad itself is a fairly large outbound market. However, they still face significant competition on their routes to/from the US, especially now with GEO attracting more service. They fly less of the thin intra-regional routes so that is less of a factor. Though they also fly the POS-TAB airbridge which is quite demanding both operationally and economically.

All three airlines face the issues noted above (and more) in a fairly high cost environment in the Caribbean with limited economies of scale. I wouldn't deign to say that any of them is too big as one could easily make the opposite argument in each case. They each just face structural issues that make it difficult for them to be profitable on an ongoing basis.

caribny wrote:

Brickell305 wrote:

embraer175e2 wrote:

Why are Bahamas Air Liat and Caribbean Airlines always losing money? Are they too big?

BW has had periods where it made money especially in recent years pre-pandemic. With regard to all of the airlines you mentioned though, the issue is structural more than anything else. Each airline is tasked primarily with providing essential airlift for their respective countries/regions (BW - T&T, LI - Eastern Caribbean, UP - The Bahamas). In the case of LI, that means flying a lot of thin routes with high frequencies to keep the region connected. In UP's case, it means flying to the Bahamas biggest source markets in the US and facing stiff competition from American carriers where most of the demand is ex-USA. Also, they have to fly a lot of thin intra-Bahamian routes with high frequencies to keep those islands connected. In the case of BW, they fare the best as Trinidad itself is a fairly large outbound market. However, they still face significant competition on their routes to/from the US, especially now with GEO attracting more service. They fly less of the thin intra-regional routes so that is less of a factor. Though they also fly the POS-TAB airbridge which is quite demanding both operationally and economically.

All three airlines face the issues noted above (and more) in a fairly high cost environment in the Caribbean with limited economies of scale. I wouldn't deign to say that any of them is too big as one could easily make the opposite argument in each case. They each just face structural issues that make it difficult for them to be profitable on an ongoing basis.

Good points. The challenge are fragmented markets with varying aviation policies and lack of economies of scale. Also an issue of aircraft availability. LI probably needed planes with a 30 seat capacity, rather than 48/68. This allowing supply of seats to more closely match demand. But who is making 30 seat planes now? LI is too small to make demands on manufacturers and parts suppliers and can ill afford the operating challenges that running ageing planes entails.

BW is competing against the majors but with its small fragmented markets and the open sky policies of most Caribbean nations it cannot form the types of alliances with majors that larger entities like LATAM and Avianca have been able to accomplish. POS has a much smaller feeder market than does PTY and its less favored geographically, do it cannot grow in the way that CM (another carrier with a small core market) did.

So it is limited to the P2P markets as it cannot develop hubs in North America. It is therefore dependent on the VFR market near its gateways and indications are that this is no longer a growing segment. The VFR populations are moving beyond the YYZ/NYC gateways and so BW has a declining ability to service them. Generational changes also means that the people who once insisted on using BWIA (because it safe and the food good and the cabin attendants radiate Caribbean warmth) are being replaced by their US raised kids less sentimental for things Caribbean.

We will see if BW and KX can readjust to a post pandemic world. These are the only 2 Caribbean carriers which can take on the majors. The rest are left for regional services (in the case of UP regional includes service to Florida).

embraer175e2 wrote:

Brickell305 wrote:

embraer175e2 wrote:

Why are Bahamas Air Liat and Caribbean Airlines always losing money? Are they too big?

BW has had periods where it made money especially in recent years pre-pandemic. With regard to all of the airlines you mentioned though, the issue is structural more than anything else. Each airline is tasked primarily with providing essential airlift for their respective countries/regions (BW - T&T, LI - Eastern Caribbean, UP - The Bahamas). In the case of LI, that means flying a lot of thin routes with high frequencies to keep the region connected. In UP's case, it means flying to the Bahamas biggest source markets in the US and facing stiff competition from American carriers where most of the demand is ex-USA. Also, they have to fly a lot of thin intra-Bahamian routes with high frequencies to keep those islands connected. In the case of BW, they fare the best as Trinidad itself is a fairly large outbound market. However, they still face significant competition on their routes to/from the US, especially now with GEO attracting more service. They fly less of the thin intra-regional routes so that is less of a factor. Though they also fly the POS-TAB airbridge which is quite demanding both operationally and economically.

All three airlines face the issues noted above (and more) in a fairly high cost environment in the Caribbean with limited economies of scale. I wouldn't deign to say that any of them is too big as one could easily make the opposite argument in each case. They each just face structural issues that make it difficult for them to be profitable on an ongoing basis.

I think that 2-3 lower capacity embraer175 aircraft better for Bahamas Air then the 4 older and higher capacity 737 they are flying, for competing against major airlines.
I also see american using the embraer succesfully on the Bahamas.

embraer175e2 wrote:

caribny wrote:

Brickell305 wrote:

BW has had periods where it made money especially in recent years pre-pandemic. With regard to all of the airlines you mentioned though, the issue is structural more than anything else. Each airline is tasked primarily with providing essential airlift for their respective countries/regions (BW - T&T, LI - Eastern Caribbean, UP - The Bahamas). In the case of LI, that means flying a lot of thin routes with high frequencies to keep the region connected. In UP's case, it means flying to the Bahamas biggest source markets in the US and facing stiff competition from American carriers where most of the demand is ex-USA. Also, they have to fly a lot of thin intra-Bahamian routes with high frequencies to keep those islands connected. In the case of BW, they fare the best as Trinidad itself is a fairly large outbound market. However, they still face significant competition on their routes to/from the US, especially now with GEO attracting more service. They fly less of the thin intra-regional routes so that is less of a factor. Though they also fly the POS-TAB airbridge which is quite demanding both operationally and economically.

All three airlines face the issues noted above (and more) in a fairly high cost environment in the Caribbean with limited economies of scale. I wouldn't deign to say that any of them is too big as one could easily make the opposite argument in each case. They each just face structural issues that make it difficult for them to be profitable on an ongoing basis.

Good points. The challenge are fragmented markets with varying aviation policies and lack of economies of scale. Also an issue of aircraft availability. LI probably needed planes with a 30 seat capacity, rather than 48/68. This allowing supply of seats to more closely match demand. But who is making 30 seat planes now? LI is too small to make demands on manufacturers and parts suppliers and can ill afford the operating challenges that running ageing planes entails.

BW is competing against the majors but with its small fragmented markets and the open sky policies of most Caribbean nations it cannot form the types of alliances with majors that larger entities like LATAM and Avianca have been able to accomplish. POS has a much smaller feeder market than does PTY and its less favored geographically, do it cannot grow in the way that CM (another carrier with a small core market) did.

So it is limited to the P2P markets as it cannot develop hubs in North America. It is therefore dependent on the VFR market near its gateways and indications are that this is no longer a growing segment. The VFR populations are moving beyond the YYZ/NYC gateways and so BW has a declining ability to service them. Generational changes also means that the people who once insisted on using BWIA (because it safe and the food good and the cabin attendants radiate Caribbean warmth) are being replaced by their US raised kids less sentimental for things Caribbean.

We will see if BW and KX can readjust to a post pandemic world. These are the only 2 Caribbean carriers which can take on the majors. The rest are left for regional services (in the case of UP regional includes service to Florida).

Nobody is making 30 seaters anymore. Thats a pity. I saw on wikipidia that Liat Airline is not using the Atr72 anymore only the atr42???

Caribbean Airlines has 12 737max8 jets on order. They have by far the biggest jet aircraft fleet in the Caribbean. Maybe too big for an island of only 1 million habitants???

Brickell305 wrote:

embraer175e2 wrote:

caribny wrote:

Good points. The challenge are fragmented markets with varying aviation policies and lack of economies of scale. Also an issue of aircraft availability. LI probably needed planes with a 30 seat capacity, rather than 48/68. This allowing supply of seats to more closely match demand. But who is making 30 seat planes now? LI is too small to make demands on manufacturers and parts suppliers and can ill afford the operating challenges that running ageing planes entails.

BW is competing against the majors but with its small fragmented markets and the open sky policies of most Caribbean nations it cannot form the types of alliances with majors that larger entities like LATAM and Avianca have been able to accomplish. POS has a much smaller feeder market than does PTY and its less favored geographically, do it cannot grow in the way that CM (another carrier with a small core market) did.

So it is limited to the P2P markets as it cannot develop hubs in North America. It is therefore dependent on the VFR market near its gateways and indications are that this is no longer a growing segment. The VFR populations are moving beyond the YYZ/NYC gateways and so BW has a declining ability to service them. Generational changes also means that the people who once insisted on using BWIA (because it safe and the food good and the cabin attendants radiate Caribbean warmth) are being replaced by their US raised kids less sentimental for things Caribbean.

We will see if BW and KX can readjust to a post pandemic world. These are the only 2 Caribbean carriers which can take on the majors. The rest are left for regional services (in the case of UP regional includes service to Florida).

Nobody is making 30 seaters anymore. Thats a pity. I saw on wikipidia that Liat Airline is not using the Atr72 anymore only the atr42???

Caribbean Airlines has 12 737max8 jets on order. They have by far the biggest jet aircraft fleet in the Caribbean. Maybe too big for an island of only 1 million habitants???

With regard to BW, keep in mind that while its primary market is POS, that is not its only inter-regional gateway. BW also serves KIN/MBJ/GEO-USA. There are also some flights to other E. Caribbean islands to the US e.g. TAB & SVD but those are generally very low frequency so don’t demand additional investment in aircraft. BW also uses its jets for intra-regional services, primarily the POS-KIN milk runs, GEO, PBM and BGI but also on flights to places like HAV and CUR. The Max order was placed at a time that BW was serving the following N. America routes daily (or close to it) and in some instances multiple times daily:

POS-FLL/JFK/MIA/YYZ
KIN-FLL/JFK/YYZ
GEO-JFK

This in addition to the routes they flew seasonally or with few frequencies per week:

POS-MCO
KIN-MCO
GEO-YYZ

Then there are the regional routes that flew daily on jets or close to it to take into account:

POS-KIN/BGI/GEO/PBM

And then factor in the ones they flew less frequently or seasonally. And keep in mind that BW had plans to expand at the time the order was made. Plans that would have included additional frequencies to places like MIA/YYZ and new destinations like IAH.

It’s easy to look at the aviation world now post-pandemic and say that BW was being too ambitious. It might have even been worth it to question that ambition pre-pandemic but BW at the time had a good base in POS, a strong GEO and could keep its head afloat in KIN. That has all changed. GEO is now uber-competitive, POS is just getting back on its feet after border re-opening and B6 is now going all out in KIN. It might be wise to rethink that order and any future plans the airline may have.

baje427 wrote:

Brickell305 wrote:

embraer175e2 wrote:

Nobody is making 30 seaters anymore. Thats a pity. I saw on wikipidia that Liat Airline is not using the Atr72 anymore only the atr42???

Caribbean Airlines has 12 737max8 jets on order. They have by far the biggest jet aircraft fleet in the Caribbean. Maybe too big for an island of only 1 million habitants???

With regard to BW, keep in mind that while its primary market is POS, that is not its only inter-regional gateway. BW also serves KIN/MBJ/GEO-USA. There are also some flights to other E. Caribbean islands to the US e.g. TAB & SVD but those are generally very low frequency so don’t demand additional investment in aircraft. BW also uses its jets for intra-regional services, primarily the POS-KIN milk runs, GEO, PBM and BGI but also on flights to places like HAV and CUR. The Max order was placed at a time that BW was serving the following N. America routes daily (or close to it) and in some instances multiple times daily:

POS-FLL/JFK/MIA/YYZ
KIN-FLL/JFK/YYZ
GEO-JFK

This in addition to the routes they flew seasonally or with few frequencies per week:

POS-MCO
KIN-MCO
GEO-YYZ

Then there are the regional routes that flew daily on jets or close to it to take into account:

POS-KIN/BGI/GEO/PBM

And then factor in the ones they flew less frequently or seasonally. And keep in mind that BW had plans to expand at the time the order was made. Plans that would have included additional frequencies to places like MIA/YYZ and new destinations like IAH.

It’s easy to look at the aviation world now post-pandemic and say that BW was being too ambitious. It might have even been worth it to question that ambition pre-pandemic but BW at the time had a good base in POS, a strong GEO and could keep its head afloat in KIN. That has all changed. GEO is now uber-competitive, POS is just getting back on its feet after border re-opening and B6 is now going all out in KIN. It might be wise to rethink that order and any future plans the airline may have.

Especially with the Delta variant raging it's really going to be a struggle for some time yet.

embraer175e2 wrote:

Nobody is making 30 seaters anymore. Thats a pity. I saw on wikipidia that Liat Airline is not using the Atr72 anymore only the atr42???

Caribbean Airlines has 12 737max8 jets on order. They have by far the biggest jet aircraft fleet in the Caribbean. Maybe too big for an island of only 1 million habitants???

Brickell305 wrote:

With regard to BW, keep in mind that while its primary market is POS, that is not its only inter-regional gateway. BW also serves KIN/MBJ/GEO-USA. There are also some flights to other E. Caribbean islands to the US e.g. TAB & SVD but those are generally very low frequency so don’t demand additional investment in aircraft. BW also uses its jets for intra-regional services, primarily the POS-KIN milk runs, GEO, PBM and BGI but also on flights to places like HAV and CUR. The Max order was placed at a time that BW was serving the following N. America routes daily (or close to it) and in some instances multiple times daily:

POS-FLL/JFK/MIA/YYZ
KIN-FLL/JFK/YYZ
GEO-JFK

This in addition to the routes they flew seasonally or with few frequencies per week:

POS-MCO
KIN-MCO
GEO-YYZ

Then there are the regional routes that flew daily on jets or close to it to take into account:

POS-KIN/BGI/GEO/PBM

And then factor in the ones they flew less frequently or seasonally. And keep in mind that BW had plans to expand at the time the order was made. Plans that would have included additional frequencies to places like MIA/YYZ and new destinations like IAH.

It’s easy to look at the aviation world now post-pandemic and say that BW was being too ambitious. It might have even been worth it to question that ambition pre-pandemic but BW at the time had a good base in POS, a strong GEO and could keep its head afloat in KIN. That has all changed. GEO is now uber-competitive, POS is just getting back on its feet after border re-opening and B6 is now going all out in KIN. It might be wise to rethink that order and any future plans the airline may have.

BW610 wrote:

caribbean484 wrote:

BWIA 772 wrote:

Will they be putting the rainbow swirl as well? Did BW invest anything extra in their hard product on these new birds. Hopefully the fabric choice for the economy seats is more like the ATR than the original 737NG.

Regards

I can confirm no Rainbow swirl will be placed on the MAXs, only the ATRs will be getting these.
I can't confirm much anything on the hard and soft product, however all that I got was there will be an upgrade (Obviously). The last rumor I heard was F gets PTVs and Y is BYOD.

Heard Business Class is gaining an extra row.

And Caribbean Plus is getting smaller.

Apparently the 12 seats is to few for Toronto & Miami
Will see.

caribny wrote:

embraer175e2 wrote:

Nobody is making 30 seaters anymore. Thats a pity. I saw on wikipidia that Liat Airline is not using the Atr72 anymore only the atr42???

Caribbean Airlines has 12 737max8 jets on order. They have by far the biggest jet aircraft fleet in the Caribbean. Maybe too big for an island of only 1 million habitants???

Yes LI is now using 2 of its 42s, plus one parked. The others have been returned. As we enter a post pandemic world and as LI is resolved (either exiting bankruptcy or being completely closed) we do not know how aviation in the Eastern Caribbean will emerge.

caribbean484 wrote:

BW610 wrote:

caribbean484 wrote:

I can confirm no Rainbow swirl will be placed on the MAXs, only the ATRs will be getting these.
I can't confirm much anything on the hard and soft product, however all that I got was there will be an upgrade (Obviously). The last rumor I heard was F gets PTVs and Y is BYOD.

Heard Business Class is gaining an extra row.

And Caribbean Plus is getting smaller.

Apparently the 12 seats is to few for Toronto & Miami
Will see.

I guess they are getting complaints from clients of not having enough J seats available. POS-MIA/YYZ/KIN, KIN-YYZ and GEO-JFK are the highest J seat occupancy in the network. HAV does also have a very good J loads also and if IAH comes online it will need to have more J seats.
The reason they added Y+ was to reduce the number of J available to NYC/FLL/MCO from POS/KIN/MBJ because its mostly VFR that are not buying J in large portions.

BW Scheduling updates
GEO-JFK goes 5w -> 6w next week
POS-JFK goes 5w -> 6w Oct
SVD-JFK returns in October 1w (I'm surprised this is coming back so soon, maybe the Govt there wants to increase seats early for the winter tourist season)

embraer175e2 wrote:

https://simpleflying.com/us-boeing-737-500-routes/?utm_term=Autofeed&utm_medium=Social&utm_content=echo&utm_source=Facebook#Echobox=1630419486

Bahamas Air last operator to use 7375 on US routes.

embraer175e2 wrote:

Caimen airways , another caribbean airlines operating 5 of the boeing 737max8.
Who knows how the have been financially for the last years???
Caimen islands has a population of about 80000 inhabitants. I am curious about how the airline is going.....
Anybody with operational news about them?

Brickell305 wrote:

I see that AF853, a 777 from CAY to ORY diverted to BGI. Does anyone know why?

Brickell305 wrote:

I see that AF853, a 777 from CAY to ORY diverted to BGI. Does anyone know why?

embraer175e2 wrote:

https://guardian.co.tt/news/caribbean-airlines-expands-cargo-network-in-china-6.2.1378476.8e4be6e014

Caribbean airlines expanding cargo out of china using boeing767?

fowlr29 wrote:

embraer175e2 wrote:

https://guardian.co.tt/news/caribbean-airlines-expands-cargo-network-in-china-6.2.1378476.8e4be6e014

Caribbean airlines expanding cargo out of china using boeing767?

No. The agreement simply allows easier transfer of shipments between Caribbean Airlines Cargo and other carriers, allowing cargo to be sent to/from China on other carriers but the Caribbean connection being facilitated by Caribbean Airlines.

windian425 wrote:

3S has scheduled significant increases in flights from non-French islands. New nonstops between ANU & BGI along with SLU and DOM to/from BGI. Some BGI - ANU flights continue to SXM. All now loaded in the GDS for September and October.

windian425 wrote:

3S has scheduled significant increases in flights from non-French islands. New nonstops between ANU & BGI along with SLU and DOM to/from BGI. Some BGI - ANU flights continue to SXM. All now loaded in the GDS for September and October.

caribny wrote:

windian425 wrote:

3S has scheduled significant increases in flights from non-French islands. New nonstops between ANU & BGI along with SLU and DOM to/from BGI. Some BGI - ANU flights continue to SXM. All now loaded in the GDS for September and October.

3S is filling gaps left by LI/BW. More ANU BGI, SLU BGI and better SXM BGI service.

A330Inter wrote:

caribny wrote:

windian425 wrote:

3S has scheduled significant increases in flights from non-French islands. New nonstops between ANU & BGI along with SLU and DOM to/from BGI. Some BGI - ANU flights continue to SXM. All now loaded in the GDS for September and October.

3S is filling gaps left by LI/BW. More ANU BGI, SLU BGI and better SXM BGI service.

Why would BW not jump on the occasion to deploy their ATRs there from BGI?