PVD523 wrote:greenair727 wrote:PVD523 wrote:BKL is certified under FAR Part 139 as a class IV airport, meaning it cannot accept scheduled air carrier aircraft.
It is class IV because of current operations, not because its unable to accept such aircraft. Ultimate Air operated 30-seat Dornier 328 aircraft there to Cincinnati 10x/week until covid suspended operations). But if an airline began operations there with a, for example, A320, it would be Class I. Aren't the classifications based on what is happening at the airport vs what is allowed? BKL could certainly handle commercial, scheduled 737/320 service. Its ARFF index is "A" and could be made to "B" if that's an issue.
I should’ve been been more clear in what I wrote. To your point, yes, the airport class could change, and would need to if future scheduled service was to begin operations, but not until numerous boxes are checked with the FAA regarding their cert specs. It’s not a flip of the switch from IV to I simply because an airline wants to begin service. BKL is class IV because that’s what the FAA has certified it as, which current operations is only a part of. “Class IV airport - an airport certificated to serve unscheduled passenger operations of large air carrier aircraft. A Class IV airport cannot serve scheduled large or small air carrier aircraft.” Straight from Part 139 definitions.
Do airports go back and forth between classes quite frequently? EWB (New Bedford, MA) had flights on Elite Airways a few years ago, and CEF (Chicopee, MA) had flights on Skybus briefly (they marketed it as Hartford!). If BKL had scheduled flights on 30+-passenger aircraft, it would've been Class I. Now all three are Class IV. If an airport was Class I fairly recently, it seems like they should be able to go back to being Class I again pretty quickly.
For the table on what each class means, here is the link:
https://www.faa.gov/airports/airport_sa ... -airports/And if you go to this link and scroll down to where it says "Part 139 Airports", you can download a spreadsheet of all airports and their classes as of November 4, 2021:
https://www.faa.gov/airports/airport_sa ... t139_cert/Bluegrass60 wrote:I think Breeze is doing exactly what they said they were going to do. Serve markets with zero or limited nonstop competition. Some of those routes are larger airports to secondary airports; some are larger airports to secondary airports; some are larger airports to larger airports.
Before they launched they were giving investor presentations where they made it sound like they would do similar to what Avelo is doing now in using
viable alternate airports near major cities like PVD, ISP, BWI, GYY, BUR, and OAK and fly between those airports. I always thought the Skybus would've worked (it definitely would've done much better) if they had focused on high O&D routes out of cities like those six instead of CMH and GSO. MSY,
ATLgaUSA wrote:Whoever is drawing the route map on Breeze's website needs to be put on a performance improvement plan. It very hard to figure out what routes they fly from the route map.
I know, right? An interactive map isn't rocket science, it's simple programming. I can make one easily. No one needs to know
all of the routes they fly, just out of one airport at a time.
Jgsushi wrote:Breeze Adding CHS-MCO daily, the first direct competition with Avelo
I'm surprised that Silver Airways was the only carrier on that route, but I guess the O&D on that route isn't very high. I'm not sure that there's room for 3 carriers, but time will tell.