Seaplane operations in Canada and the Maldives have been thriving for years. However, in Europe the whole concept seems to be finding difficulty to gain momentum.
It is hard to understand why. After all, prior to its astronomical growth, Ryanair used to fly seaplanes.
The European Union commissioned a study known as Fusetra (Future Seaplane Traffic) in 2010, and though it created a good basis on which to build sustainable seaplane businesses around the EU, nothing has been heard since the project was archived four years ago.
One of the universities involved in Fusetra identified hundreds of potential landing sites around Europe – although locally-based aviation consultant Barry Lightening challenges the validity of 90 per cent of these supposed suitable sites.
In spite of the fizzling out of Fusetra, it is interesting to note that in Europe the seaplane is enjoying somewhat of a revival.
One of the major developments that led to this revival is Croatian start-up European Coastal Airlines, through the Adriseaplanes initiative supported by the EU, which is linking Croatian islands and the mainland. The man behind the project is German Klaus Dieter Martin, who recently commented on the huge potential for seaplanes in the Mediterranean, citing the exponential growth experienced by the Maldives since seaplane operations started there.
Turkey also joined the seaplane resurgence with the launch of Seabird Airlines in the past year. The concept was welcomed by residents and tourists alike, and the company has ambitious expansion plans.
Greece has also tinkered with seaplane operations. Air Sea Lines started in 2004, based in Gouvia. However, the ambitious plans for the Aegean did not materialise and the company ceased operations in April 2008. Anther seaplane operators, Argo Airways, ceased operations after an accident.
A review of its seaplane legislation led to a flurry of interest in the Greek market and K2 Smartjets is the latest operator ready to join the fray through its Airwaves brand.
Norway is also going to see a new seaplane operator, backed by former Wideroe pilot Ola Giaever.
In Italy, Aqua Airlines tested some routes in the late 2000s but the company foundered after a few months.
So what about Malta? In 2007, entrepreneurs Winston Azzopardi and Alfie Manduca teamed up with specialist Harbour Air Canada and launched Malta’s first seaplane service to Gozo.
Harbour Air Malta started operations with the sturdy DHC-3 Otter. In 2009, the company leased a larger Twin Otter from Greek specialist Pegasus Aviation. There were various plans for Harbourair Malta to expand, but the company wound up operations in August 2012.
Why has this mode of transport foundered? Is it the economics or is it the regulatory framework that discourages seaplane air transport from taking-off?
Capt. Barry Lightening heads an aviation consultancy firm based in Malta, which among other things specialises in seaplane operations. Asked whether there is scope for a seaplane service on the island, the veteran captain did not bat an eyelid. His response was a convincing ‘no’ – for a number of reasons.
He claims that the only viable part of any seaplane operation in Malta would revolve around scenic flights; flights from Malta to Gozo would not be viable. Capt. Lightening, who was heavily involved in the flight operations department of Harbourair Malta, explained that pilot duty times put an an enormous amount of pressure on a small seaplane operation that cannot afford to have two pilots on its payroll. He added that flights would only be viable if they are from water to water.
Harbourair Malta had toyed with the idea of flying between Malta and Sicily and operated a number of trial flights to southern Sicily. However, there was no real willingness from the Italian counterpart. Capt. Lightening is convinced that the Italian authorities are not too keen on having a reliable seaplane service to Sicily.
This is a very capital expensive industry but one which would have a considerable ripple effect on the economy. It needs to find strong support within the highest echelons at political level – who must give the industry a wide berth during its embryonic stages, allowing it to blossom.
Chris Cauchi is an aviation correspondent for World Airnews and JP4 Aeronautica.