There were 4 MD80s sitting on the West Ramp at FWA a few days ago. Anyone know whose and why they were there?

freakyrat wrote:

Looks like a study is going to be cnducted on the feasibility of using SBN as an International freight hub as an alternative to ORD.

https://www.southbendtribune.com/news/l ... 807c6.html

They mention that a roadblock will be getting freight railroad service to the southwest side of the airport. What isn’t mentioned is runway limitations. The current length of runway 9R/27L is just over 8400 ft, to compare runway 27L/9R is 7900 ft and almost never used by heavies, despite being the preferred runway for north departures which all Asian and European flights are. I don’t know what difference the additional 500 feet makes as well as projected takeoff weights of the proposed SBN flights, but hopefully it won’t be an issue. I’m assuming all Asian flight would stop in ANC and the farthest European flight would be to LUX or FRA, so it may not matter.

jetskipper wrote:

freakyrat wrote:

Looks like a study is going to be cnducted on the feasibility of using SBN as an International freight hub as an alternative to ORD.

https://www.southbendtribune.com/news/l ... 807c6.html

They mention that a roadblock will be getting freight railroad service to the southwest side of the airport. What isn’t mentioned is runway limitations. The current length of runway 9R/27L is just over 8400 ft, to compare runway 27L/9R is 7900 ft and almost never used by heavies, despite being the preferred runway for north departures which all Asian and European flights are. I don’t know what difference the additional 500 feet makes as well as projected takeoff weights of the proposed SBN flights, but hopefully it won’t be an issue. I’m assuming all Asian flight would stop in ANC and the farthest European flight would be to LUX or FRA, so it may not matter.

I think you mean runway 18/36 the North South Runway is 7100ft but can be extended to 9,000 ft. Projected takeoff weights off of 9R/27lL would not be a problem with Asian flights stopping in Anchorage as Boeing 767/Airbus A330 aircraft fly football charters in and out of SBN off that Rwy.

On the passenger side of things regarding Cancun flights, I wonder if Allegiant, Sun Country or Spirit would be reluctant to operate these flights now with the narco terrorism problems in the Yucatan?

On the domestic front, The airport is reinstalling the jetbridge on Gate 2 for American. American Eagle flights will use Gates 2 and 3 and Allegiant will share Gate 3 for their overflows.

freakyrat wrote:

jetskipper wrote:

freakyrat wrote:

Looks like a study is going to be cnducted on the feasibility of using SBN as an International freight hub as an alternative to ORD.

https://www.southbendtribune.com/news/l ... 807c6.html

They mention that a roadblock will be getting freight railroad service to the southwest side of the airport. What isn’t mentioned is runway limitations. The current length of runway 9R/27L is just over 8400 ft, to compare runway 27L/9R is 7900 ft and almost never used by heavies, despite being the preferred runway for north departures which all Asian and European flights are. I don’t know what difference the additional 500 feet makes as well as projected takeoff weights of the proposed SBN flights, but hopefully it won’t be an issue. I’m assuming all Asian flight would stop in ANC and the farthest European flight would be to LUX or FRA, so it may not matter.

I think you mean runway 18/36 the North South Runway is 7100ft but can be extended to 9,000 ft. Projected takeoff weights off of 9R/27lL would not be a problem with Asian flights stopping in Anchorage as Boeing 767/Airbus A330 aircraft fly football charters in and out of SBN off that Rwy.

On the passenger side of things regarding Cancun flights, I wonder if Allegiant, Sun Country or Spirit would be reluctant to operate these flights now with the narco terrorism problems in the Yucatan?

On the domestic front, The airport is reinstalling the jetbridge on Gate 2 for American. American Eagle flights will use Gates 2 and 3 and Allegiant will share Gate 3 for their overflows.

How many jetways will there be in tota after 2 is installed?

jetskipper wrote:

freakyrat wrote:

jetskipper wrote:

They mention that a roadblock will be getting freight railroad service to the southwest side of the airport. What isn’t mentioned is runway limitations. The current length of runway 9R/27L is just over 8400 ft, to compare runway 27L/9R is 7900 ft and almost never used by heavies, despite being the preferred runway for north departures which all Asian and European flights are. I don’t know what difference the additional 500 feet makes as well as projected takeoff weights of the proposed SBN flights, but hopefully it won’t be an issue. I’m assuming all Asian flight would stop in ANC and the farthest European flight would be to LUX or FRA, so it may not matter.

I think you mean runway 18/36 the North South Runway is 7100ft but can be extended to 9,000 ft. Projected takeoff weights off of 9R/27lL would not be a problem with Asian flights stopping in Anchorage as Boeing 767/Airbus A330 aircraft fly football charters in and out of SBN off that Rwy.

On the passenger side of things regarding Cancun flights, I wonder if Allegiant, Sun Country or Spirit would be reluctant to operate these flights now with the narco terrorism problems in the Yucatan?

On the domestic front, The airport is reinstalling the jetbridge on Gate 2 for American. American Eagle flights will use Gates 2 and 3 and Allegiant will share Gate 3 for their overflows.

How many jetways will there be in tota after 2 is installed?

Eight Jetways. Three with capable sill heights up to a B757-300.

If they get the ramp rebuild going this spring and summer and level it and the outer taxiway and slope it away from the terminal they will gain about two feet in jetway sill height which will allow Delta to be in ADA compliance at Gate 5 and 6 when using A320 family aircraft during ND Football season.

I stand corrected at SBN this would make 7 jetways with 3 ADA compliant up to a B757-300 sill height.

Here is a link to a neat video on the impact of Indianapolis International Airport.

http://www.aviationpros.com/video/12404 ... -in-review

United will be resuming their seasonal afternoon SBN-EWR flight from September thru December. This flight is very popular with Notre Dame students and football fans

freakyrat wrote:

United will be resuming their seasonal afternoon SBN-EWR flight from September thru December. This flight is very popular with Notre Dame students and football fans

enilria OAG Changes 3/25/2018: AirChina Adds IAH-PTY w/773;UA Adds PQI-EWR, MisFiles or Drops 3 ORD Markets;4O Adds BJX-SAT/IAH wrote:

UA EWR-SBN SEP 1.0>1.7 OCT 1.0>1.9

Looks like the EWR flight will be going up to 1.7 daily flights in SEPT, and 1.9 daily flights in OCT

Question for SBN historians, I used to fly AA ORD-SBN when I was 3-5 years old. I also at a time flew US SBN-PIT, what aircraft were used to operate these routes at the time they were canceled, and what year were they canceled?

jworks158 wrote:

Question for SBN historians, I used to fly AA ORD-SBN when I was 3-5 years old. I also at a time flew US SBN-PIT, what aircraft were used to operate these routes at the time they were canceled, and what year were they canceled?

Both airlines operated Embraer 145 aircraft when they closed up shop in South Bend around 2003.

American is returning to South Bend in June.

Good news for SBN. Allegiant's transition to an All Airbus A320 family schedule out of SBN is almost complete starting in April Allegiant's LAS flights transition to A319 aircraft. This leaves SFB as the only flights operated by the MD80.

freakyrat wrote:

Good news for SBN. Allegiant's transition to an All Airbus A320 family schedule out of SBN is almost complete starting in April Allegiant's LAS flights transition to A319 aircraft. This leaves SFB as the only flights operated by the MD80.

G4 has been all-Airbus at FWA for the past few months. In fact, SFB and PGD see the new-build A320s from FWA.

freakyrat wrote:

jworks158 wrote:

Question for SBN historians, I used to fly AA ORD-SBN when I was 3-5 years old. I also at a time flew US SBN-PIT, what aircraft were used to operate these routes at the time they were canceled, and what year were they canceled?

Both airlines operated Embraer 145 aircraft when they closed up shop in South Bend around 2003.

What type of prop aircraft did they fly in to SBN before closing shop?

jworks158 wrote:

freakyrat wrote:

jworks158 wrote:

Question for SBN historians, I used to fly AA ORD-SBN when I was 3-5 years old. I also at a time flew US SBN-PIT, what aircraft were used to operate these routes at the time they were canceled, and what year were they canceled?

Both airlines operated Embraer 145 aircraft when they closed up shop in South Bend around 2003.

What type of prop aircraft did they fly in to SBN before closing shop?

AA used ATRs to ORD before the switch to "nothing but jets at ORD" that affected all Eagle routes from ORD. Prior to the ERJ and CR7, Eagle operated the ATR and SF340 at ORD.

US was actually mainline with the F100 at SBN prior to the transition to the ER4 before 9/11.

Elsewhere in Indiana, FWA once saw mainline F100s from both AA and US at the same time.

This is a link to Project Propel, the local initiative the business ommunity is putting together to boost businnes travel out of the South Bend International Airport. Other cities such as Grand Rapids have done this for their airports with great success. Since United started offering the Newark flight out of South Bend the DOT reports showing popular air routes and demand out of air carrier airports has shown that 20 or so people daily were using this flight to connect to Boston. I do not know if the reports included the Delta connecting flights in DTW. Now with this iniative and if just 20 more passengers going to Boston would fly their connections out of South Bend trough Newark and Detroit this cpuld result in a daily Regional Jet flight to Boston Logan. Flying demographics are always changeing. I remeber when Piedmont had their huib in Dayton they would fly both B737-400 and B727-200 aircraft out of South Bend to Dayton for connections. The afternoon flight would stop at Dayton enroute to LAX. At that time the majority of the South Bend boardings were going to LAX. Lot's of exciting times for the future of the airport.

https://docs.wixstatic.com/ugd/5dbb0d_5 ... 3c1ed9.pdf

SBN enplanments in January were up a little over 5%. The GAF also cleared 10 aircraft.

jworks158 wrote:

freakyrat wrote:

jworks158 wrote:

Question for SBN historians, I used to fly AA ORD-SBN when I was 3-5 years old. I also at a time flew US SBN-PIT, what aircraft were used to operate these routes at the time they were canceled, and what year were they canceled?

Both airlines operated Embraer 145 aircraft when they closed up shop in South Bend around 2003.

What type of prop aircraft did they fly in to SBN before closing shop?

In addition to what FWAERJ pointed out before American Eagle used the ATR's in SBN they also flew Shorts 360's to ORD.

freakyrat wrote:

jworks158 wrote:

freakyrat wrote:

Both airlines operated Embraer 145 aircraft when they closed up shop in South Bend around 2003.

What type of prop aircraft did they fly in to SBN before closing shop?

they also flew Shorts 360's to ORD.

When did they stop flying short 360's?

jworks158 wrote:

freakyrat wrote:

jworks158 wrote:

What type of prop aircraft did they fly in to SBN before closing shop?

they also flew Shorts 360's to ORD.

When did they stop flying short 360's?

American Eagle stopped flying Shorts360 aircraft across the system in 1997. I think they stopped flying them out of ORD in 1989.

jworks158 wrote:

freakyrat wrote:

jworks158 wrote:

Question for SBN historians, I used to fly AA ORD-SBN when I was 3-5 years old. I also at a time flew US SBN-PIT, what aircraft were used to operate these routes at the time they were canceled, and what year were they canceled?

Both airlines operated Embraer 145 aircraft when they closed up shop in South Bend around 2003.

What type of prop aircraft did they fly in to SBN before closing shop?

Correct me if I’m wrong, but I seem to remember American eagle operating SBN-BNA in the early 90’s with a mix of Jetstream 31s as well as the previously noted Saabs.

jetskipper wrote:

jworks158 wrote:

freakyrat wrote:

Both airlines operated Embraer 145 aircraft when they closed up shop in South Bend around 2003.

What type of prop aircraft did they fly in to SBN before closing shop?

Correct me if I’m wrong, but I seem to remember American eagle operating SBN-BNA in the early 90’s with a mix of Jetstream 31s as well as the previously noted Saabs.

I lived near the approach path to 27L in high school when I was learning to fly. I followed SBN to an obsessive extent.

USAir ran DC9s and F100s to PIT to until the end when the ERJ 145 was used. Eagle ran mainly ATRs but sometimes used 340Bs. I never remember seeing Eagle use the 360 from 1995 onward. United Feeder Service ran the jumbo Jetstream (ATP) to ORD and Air Wisconsin used the Avro. Northwest Airlink ran a mix of 340Bs and ARJs to DTW and CRJs to MSP. NWA ran DC9s to DTW. Delta / Delta Connection used the CRJ to ATL, 737-200 and CRJ to CVG but in the early 2000s the Do328 Jet was used on some runs. MidwestExpress ran the 1900 to MKE and DAY. STL was run initially by TW Express with the ATR, later by AA with the ATR and in the end it might have been an RJ of some sort. MDW was run by Chicago Express on the 340B. For a very short time SBN-CMH was run by HP on the 1900. CLE was run by Continental Express on the 1900.

I think That's all, lol.

One of my friends flew for TW Express and he flew on the run from STL-SBN on a Jetstream 41,

freakyrat wrote:

One of my friends flew for TW Express and he flew on the run from STL-SBN on a Jetstream 41,

Good catch! I do remember now some random 41s flown by Waterski

jetskipper wrote:

jworks158 wrote:

freakyrat wrote:

Both airlines operated Embraer 145 aircraft when they closed up shop in South Bend around 2003.

What type of prop aircraft did they fly in to SBN before closing shop?

Correct me if I’m wrong, but I seem to remember American eagle operating SBN-BNA in the early 90’s with a mix of Jetstream 31s as well as the previously noted Saabs.

The J31 was used by Eagle on FWA-BNA around the same time.

cleared2land wrote:

jetskipper wrote:

jworks158 wrote:

What type of prop aircraft did they fly in to SBN before closing shop?

Correct me if I’m wrong, but I seem to remember American eagle operating SBN-BNA in the early 90’s with a mix of Jetstream 31s as well as the previously noted Saabs.

I lived near the approach path to 27L in high school when I was learning to fly. I followed SBN to an obsessive extent.

USAir ran DC9s and F100s to PIT to until the end when the ERJ 145 was used. Eagle ran mainly ATRs but sometimes used 340Bs. I never remember seeing Eagle use the 360 from 1995 onward. United Feeder Service ran the jumbo Jetstream (ATP) to ORD and Air Wisconsin used the Avro. Northwest Airlink ran a mix of 340Bs and ARJs to DTW and CRJs to MSP. NWA ran DC9s to DTW. Delta / Delta Connection used the CRJ to ATL, 737-200 and CRJ to CVG but in the early 2000s the Do328 Jet was used on some runs. MidwestExpress ran the 1900 to MKE and DAY. STL was run initially by TW Express with the ATR, later by AA with the ATR and in the end it might have been an RJ of some sort. MDW was run by Chicago Express on the 340B. For a very short time SBN-CMH was run by HP on the 1900. CLE was run by Continental Express on the 1900.

I think That's all, lol.

Both USAir and Delta also used DC-9-30s on the SBN-PIT and SBN-CVG legs respectively. Also, at the time USAir has an extensive Indiana network operating IND-SBN/FWA/EVV with J-31s, IND-EVV even had a DC-9 for one of the flights. After USAir, Chicago Express moved their operation from MDW to IND to feed ATA and operated at least SBN and FWA to IND on the Saab 340. Before Chicago Express, Midway Connection operated SBN-MDW on the D-228.

jetskipper wrote:

cleared2land wrote:

jetskipper wrote:

Correct me if I’m wrong, but I seem to remember American eagle operating SBN-BNA in the early 90’s with a mix of Jetstream 31s as well as the previously noted Saabs.

I lived near the approach path to 27L in high school when I was learning to fly. I followed SBN to an obsessive extent.

USAir ran DC9s and F100s to PIT to until the end when the ERJ 145 was used. Eagle ran mainly ATRs but sometimes used 340Bs. I never remember seeing Eagle use the 360 from 1995 onward. United Feeder Service ran the jumbo Jetstream (ATP) to ORD and Air Wisconsin used the Avro. Northwest Airlink ran a mix of 340Bs and ARJs to DTW and CRJs to MSP. NWA ran DC9s to DTW. Delta / Delta Connection used the CRJ to ATL, 737-200 and CRJ to CVG but in the early 2000s the Do328 Jet was used on some runs. MidwestExpress ran the 1900 to MKE and DAY. STL was run initially by TW Express with the ATR, later by AA with the ATR and in the end it might have been an RJ of some sort. MDW was run by Chicago Express on the 340B. For a very short time SBN-CMH was run by HP on the 1900. CLE was run by Continental Express on the 1900.

I think That's all, lol.

Both USAir and Delta also used DC-9-30s on the SBN-PIT and SBN-CVG legs respectively. Also, at the time USAir has an extensive Indiana network operating IND-SBN/FWA/EVV with J-31s, IND-EVV even had a DC-9 for one of the flights. After USAir, Chicago Express moved their operation from MDW to IND to feed ATA and operated at least SBN and FWA to IND on the Saab 340. Before Chicago Express, Midway Connection operated SBN-MDW on the D-228.

I did forget USAir's IND route on the J31. I don't ever remember Delta running the DC9 into SBN. Must have been before 1995 when I moved there.

cleared2land wrote:

jetskipper wrote:

cleared2land wrote:

I lived near the approach path to 27L in high school when I was learning to fly. I followed SBN to an obsessive extent.

USAir ran DC9s and F100s to PIT to until the end when the ERJ 145 was used. Eagle ran mainly ATRs but sometimes used 340Bs. I never remember seeing Eagle use the 360 from 1995 onward. United Feeder Service ran the jumbo Jetstream (ATP) to ORD and Air Wisconsin used the Avro. Northwest Airlink ran a mix of 340Bs and ARJs to DTW and CRJs to MSP. NWA ran DC9s to DTW. Delta / Delta Connection used the CRJ to ATL, 737-200 and CRJ to CVG but in the early 2000s the Do328 Jet was used on some runs. MidwestExpress ran the 1900 to MKE and DAY. STL was run initially by TW Express with the ATR, later by AA with the ATR and in the end it might have been an RJ of some sort. MDW was run by Chicago Express on the 340B. For a very short time SBN-CMH was run by HP on the 1900. CLE was run by Continental Express on the 1900.

I think That's all, lol.

Both USAir and Delta also used DC-9-30s on the SBN-PIT and SBN-CVG legs respectively. Also, at the time USAir has an extensive Indiana network operating IND-SBN/FWA/EVV with J-31s, IND-EVV even had a DC-9 for one of the flights. After USAir, Chicago Express moved their operation from MDW to IND to feed ATA and operated at least SBN and FWA to IND on the Saab 340. Before Chicago Express, Midway Connection operated SBN-MDW on the D-228.

I did forget USAir's IND route on the J31. I don't ever remember Delta running the DC9 into SBN. Must have been before 1995 when I moved there.

Yeah, I’d have to look at the exact year, I’m guessing around 1992. But in the same timeframe that USAir moved their mainline flight from DAY to PIT, DL announced mainline service from CVG to SBN with the DC-9, it was later upgauged to the 737-200.

jetskipper wrote:

freakyrat wrote:

Looks like a study is going to be cnducted on the feasibility of using SBN as an International freight hub as an alternative to ORD.

https://www.southbendtribune.com/news/l ... 807c6.html

They mention that a roadblock will be getting freight railroad service to the southwest side of the airport. What isn’t mentioned is runway limitations. The current length of runway 9R/27L is just over 8400 ft, to compare runway 27L/9R is 7900 ft and almost never used by heavies, despite being the preferred runway for north departures which all Asian and European flights are. I don’t know what difference the additional 500 feet makes as well as projected takeoff weights of the proposed SBN flights, but hopefully it won’t be an issue. I’m assuming all Asian flight would stop in ANC and the farthest European flight would be to LUX or FRA, so it may not matter.

Does SBN already own the 400 acres in question? It looks to me like their are two trailer parks and a few other houses in the area between the airport and LWW. THAT will be your roadblock. Railroad is just laying track.

capitalflyer wrote:

jetskipper wrote:

freakyrat wrote:

Looks like a study is going to be cnducted on the feasibility of using SBN as an International freight hub as an alternative to ORD.

https://www.southbendtribune.com/news/l ... 807c6.html

They mention that a roadblock will be getting freight railroad service to the southwest side of the airport. What isn’t mentioned is runway limitations. The current length of runway 9R/27L is just over 8400 ft, to compare runway 27L/9R is 7900 ft and almost never used by heavies, despite being the preferred runway for north departures which all Asian and European flights are. I don’t know what difference the additional 500 feet makes as well as projected takeoff weights of the proposed SBN flights, but hopefully it won’t be an issue. I’m assuming all Asian flight would stop in ANC and the farthest European flight would be to LUX or FRA, so it may not matter.

Does SBN already own the 400 acres in question? It looks to me like their are two trailer parks and a few other houses in the area between the airport and LWW. THAT will be your roadblock. Railroad is just laying track.

SBN will have to buy up some more land. The Ardmore neighborhood is going to be a real fight for them. They could go in swinging by way of eminent domain to get freight facilities at SBN. Just the rail line by itself hasnt produced an aggressive stance by the airport but if it's rail plus air freight then I think we will see the aggressive tactics used.

Looks like SBN is finally going to go to a CUTE system with all gates Common Use. This includes installation of computers at each gate position including the old Gates 1, 2, 3, and 4.

http://flysbn.com/wp-content/uploads/20 ... Ad-pdf.pdf

Here is something else. SBN is going to remove the jetbridge at gate 9 and move it to Gate 2 and purchase a refurbished Jetbridge for Gate 9 and reinstall it. I do not know why they just do not purchase a new bridge for Gate 2. Pretty soon they will have to purchase a bridge for 4 also.

Here is a link to the RFP for a CUPPS system at SBN. It makes sense to have a CUPPS terminal at every gate because it allows the airport to utilize the gates more efficiently. During ND Football games Delta has had to sometimes use Allegiant's Gate 9 for some of their Mainline departures and also use Gate 4. The DGS folks have had to drag a cart with their computers on it to the overflow gate areas. With CUPPS they would not have to do this. This wpuld also allow and Airline like Frontier to come back to SBN without having to invest in any gate equipment. Sun Country could also use any gate and have access to the CUPPS terminals. Something they do not have now. This would also better allow International carriers to use Gate 9 for any proposed International flights without having to invest in theor own check in equipment. This system would work alongside the airlines present systems that are installed in each gate. One nice thing with this is that American would also not have to invest in their own computer equipment saving them money.

http://flysbn.com/wp-content/uploads/20 ... 18-pdf.pdf

freakyrat wrote:

Looks like SBN is finally going to go to a CUTE system with all gates Common Use. This includes installation of computers at each gate position including the old Gates 1, 2, 3, and 4.

http://flysbn.com/wp-content/uploads/20 ... Ad-pdf.pdf

Here is something else. SBN is going to remove the jetbridge at gate 9 and move it to Gate 2 and purchase a refurbished Jetbridge for Gate 9 and reinstall it. I do not know why they just do not purchase a new bridge for Gate 2. Pretty soon they will have to purchase a bridge for 4 also.

FWA has been all-common use gates since 2009 or so. They started with an AirIT system that served the airport very well, but wasn't full CUPPS. As that system reached end-of-life in terms of hardware and software, the FWACAA installed a fully IATA CUPPS-compliant system about two years ago.

This is going to be a full CUPPS system and will allow passengers to use it from an App on their phones etc. There will also be two CUPPS Kiosks in the ticket counter areas that passengers will be able to use. There is another spare ticket counter that is hidden behind a wall that they will be able to open up for any airlines use. With International service planned to Cancun and the Bahamas I could see an airline like Sun Country who does charters from SBN or maybe Spirit or Frontier operate these flights as Allegiant is not presently set up for scheduled International flights. This is very cost effective as it would just require the airline to contract out for their groiund crews and train them on how to operate the system. DGS folks did all the stuff for Frontier but Frontier had to install their computer systems etc. This could allow Frontier to come back with their Denver flights with no startup costs. American is also going to love this is because all they will need now for startup is all the GSE but no computers or anything else as CUPPS will provide them with all that.

Starting around June 11th the 12:15 PM. Delta South Bend-Atlanta flight is going to be upgraded to a CRJ900 aircraft operated by Endeavor Air. Here's hoping this will start the phaseout of the CRJ200 at least on SBN-ATL where load factors are extremely high.

SBN just issued a 300 page PDF file for the complete replacement of all airport signage. This appears to be a massive project and may entail paved sholders on all runways and taxiways relocation of all Runway and Taxiway lighting. Painting of all IATA compliant pavement markings etc. and what appears to be installation of a new Precision Approach (ILS) to Runway 36 with MALSR. I believe they will also go to LED lighting on the airport. Next PDF should be issued shortly for a contract for the Air Carrier Ramp Pavement rebuild.

freakyrat wrote:

Starting around June 11th the 12:15 PM. Delta South Bend-Atlanta flight is going to be upgraded to a CRJ900 aircraft operated by Endeavor Air. Here's hoping this will start the phaseout of the CRJ200 at least on SBN-ATL where load factors are extremely high.

Great to see. Do you have any idea if FWA-ATL will see a similar upgrade? Are you losing a frequency to compensate?

SumChristianus wrote:

freakyrat wrote:

Starting around June 11th the 12:15 PM. Delta South Bend-Atlanta flight is going to be upgraded to a CRJ900 aircraft operated by Endeavor Air. Here's hoping this will start the phaseout of the CRJ200 at least on SBN-ATL where load factors are extremely high.

Great to see. Do you have any idea if FWA-ATL will see a similar upgrade? Are you losing a frequency to compensate?

Nothing on FWA yet. No frequency loss for SBN.

[twoid][/twoid]

freakyrat wrote:

Starting around June 11th the 12:15 PM. Delta South Bend-Atlanta flight is going to be upgraded to a CRJ900 aircraft operated by Endeavor Air. Here's hoping this will start the phaseout of the CRJ200 at least on SBN-ATL where load factors are extremely high.

Great news. That’s means that both AA and DL will offer First Class seats out of SBN. I wonder if UA will follow suit with the reintroduction of the E-170 to ORD or EWR.

United has used the E170 during Notre Dame Football weekends both to ORD and EWR. In other news The FAA at the present time does not have any plans in installing an ILS to RWY 36 at SBN but the PDF for the lighting replacement project at SBN sure makes it look like there is a set of approach lights on RWY 36 which leads one to believe that something like this might be in the works.

jetskipper wrote:

[twoid][/twoid]

freakyrat wrote:

Starting around June 11th the 12:15 PM. Delta South Bend-Atlanta flight is going to be upgraded to a CRJ900 aircraft operated by Endeavor Air. Here's hoping this will start the phaseout of the CRJ200 at least on SBN-ATL where load factors are extremely high.

Great news. That’s means that both AA and DL will offer First Class seats out of SBN. I wonder if UA will follow suit with the reintroduction of the E-170 to ORD or EWR.

I think Delta does have future plans to also upgrade one of the morning ATL flights to a 717.

Julie told me that the CUPPS system and making all gates common use is the best way to accomodate the growth at the SBN airport. I mentioned that they also need to purchase and reinstall a jetbridge on Gate 4 and move the Pet Relief Area adjacent to Gate 1 from Gate 4 so that they will have 4 Jetbridges capable of sill heights up to a B757-300 which would mean that they could accomodate Airbus A320 aircraft at Gates 2, 3, 4 and 9.

freakyrat wrote:

SBN just issued a 300 page PDF file for the complete replacement of all airport signage. This appears to be a massive project and may entail paved sholders on all runways and taxiways relocation of all Runway and Taxiway lighting. Painting of all IATA compliant pavement markings etc. and what appears to be installation of a new Precision Approach (ILS) to Runway 36 with MALSR. I believe they will also go to LED lighting on the airport. Next PDF should be issued shortly for a contract for the Air Carrier Ramp Pavement rebuild.

Diagram on RWY 36 was a misprint. The FAA has no plans for a Precision Approach to RWY36 at SBN. In other news relted to this project SBN is going to total LED lighting on the airport.

SBN is about to embark on a massive terminal remodeling plan. Here is the concept. This airport is going to look magnificent if everything and the plan is brought to fruition http://flysbn.com/wp-content/uploads/20 ... ooklet.pdf

freakyrat wrote:

SBN is about to embark on a massive terminal remodeling plan. Here is the concept. This airport is going to look magnificent if everything and the plan is brought to fruition http://flysbn.com/wp-content/uploads/20 ... ooklet.pdf

This is a Master Plan design concept that the designers started in 2016. This is their finished project of that concept. SBN has already started to remodel some of the ticket counters.

One of my friends believes that this is how the new Concourse and a remodel of the old holding room was suppose to look like but they ran out of money so they left it all white with the blue accents and put the redesign off for the future.

UA ORD-SBN gets a fifth daily frequency in October, all 50 seat, 2x ERJ, 3x CR2 still, though.

Looks like UA is ending FWA-EWR in July. Two east coast cities may have been too much.

jetskipper wrote:

Looks like UA is ending FWA-EWR in July. Two east coast cities may have been too much.

I was told by local media that break even load factor for the flight was 70% which FWA never achieved. I'm surprised UA kept the flight this long. On the other hand SBN load factors for the EWR flight have benn cosistently over 80%. UA also adds an afternoon flight during ND Fottball season because of high demand. That flight usualy sees load factors higher than the morning flight.

Over the past year the SBN-EWR flight has started to stimulate demand for SBN-BOS.

After June 7th we will also see if AA's SBN-CLT flight cuts into UA's EWR flight load factors.