BDA Bermuda

How deep the BDA board really is

The table above says where a courier can fly from BDA. This reads the same 30 destinations back for the questions a dispatcher asks second: how much of the board rests on one airline, how much of it runs less than daily, whether the return leg is as thick as the outbound, what the clock here does to a Gulf working day and which of the destinations shut at night, all of it computed on 2026-09-07 from AeroDataBox scheduled route statistics.

• 21of the 30 destinations are flown by one airline
• 21destinations run less than once a day
• 0destinations have four or more departures a day
• 26.7%of the destinations name BMA, the largest presence here

Who holds the departures at BDA

25 airlines appear on the BDA board and they do not hold it evenly. BMA is on 8 of the 30 destinations, 26.7 per cent of them, and on 2 of those it is the only airline flying the sector. The destinations it appears on carry 9.1 of the 20.8 departures a day this airport files, though other airlines fly some of the same sectors, so read that as reach rather than as a share of the aircraft.

The next largest presence is American Airlines on 4 destinations. 14 of the 25 airlines at BDA appear on a single destination each, which is the long tail every airport carries, and none of it is a rebooking option when the sector you need is the one that fell over.

That is a middling concentration at BDA: one airline on 26.7 per cent of the destinations and the other 73.3 per cent spread across 24 airlines. A cancellation inside the BMA network is often survivable inside the same booking, but on the 22 destinations BMA does not touch, a rebooking means moving to a carrier the desk has to check for a through fare first.

How much of the BDA board is daily

Of the 30 destinations, 9 are flown at least once a day and 21 are not, 12 of them running once a week or less. The median destination on the BDA board is flown 2 times a week.

An average of 0.14 flights a day is the schedule statistic, and it is worth translating it before anything is promised to anybody: BDA to Zurich (ZRH) is about one a week, so a missed departure there is not a delay of hours, it is the next slot.

The five busiest destinations carry 11 of the 20.8 departures a day, 52.8 per cent of the whole board. More than half of everything that leaves BDA is aimed at those five places, so the depth on the board above is thinner than the destination count suggests, and a hand carry that is not going to one of them is planned around a single departure time.

Destination	Country	The only airline on it	Flights a week	km	Routing
Bedford BED	the United States	TOR	1	1,265	plan this
Charleston CHS	the United States	SIY	1	1,438	plan this
Detroit DTW	the United States	AirSprint	1	1,975	plan this
Fort Lauderdale FLL	the United States	VJA	1	1,654	plan this
Houston HOU	the United States	VJA	1	2,922	plan this
Lakeland LAL	the United States	Avelo Airlines	1	1,734	plan this
Montreal YMX	Canada	AirSprint	1	1,684	plan this
Nassau NAS	the Bahamas	TOR	1	1,488	plan this
Raleigh/Durham RDU	the United States	Flexjet	1	1,355	plan this
San Jose SJC	the United States	Solarius Aviation	1	5,173	plan this

The ten destinations out of BDA where one airline holds the sector and files fewer than seven departures a week, with the weekly figure taken as the average daily rate multiplied by seven rather than as a fixed timetable. 8 further destinations sit in the same position and are listed in the board above.

The way back from BDA

The desk holds the return direction for 15 of the 30 destinations, and a courier plans the way back on those figures rather than on the outbound. On one of them the return into BDA runs thinner than the outbound by more than a quarter. The widest gap is Washington (IAD) at 0.29 out a day against 0.14 back.

It runs the other way as well: Newark (EWR) files 3 a day back into BDA against 2.1 outbound, which is the shape that strands a courier at this end rather than at the far end.

The clock at BDA

BDA keeps Atlantic/Bermuda time, seven hours behind Dubai in summer and eight hours behind in winter, because the clock here moves and the Gulf clock does not.

When it is 09:00 on a Dubai working morning it is 02:00 at BDA, so a nine to six day at each end overlaps for two hours. That is a narrow window for a signature, a customs query or an authority to release, and it is the reason a consignment for BDA is briefed the day before rather than on the morning it flies.

The night at BDA

2 of the destinations from here carry a documented night restriction of their own, which is a departure time question at this end rather than an arrival problem at the other.

Into London (LHR) the door shuts at 23:30 local, so the last departure from BDA that lands inside it leaves around 12:21, on a modelled block of 7h 09m. Into Zurich (ZRH) the door shuts at 23:00 local, so the last departure from BDA that lands inside it leaves around 09:00, on a modelled block of 8h 00m. Those two departure times out of BDA are worked backwards from the published window with the block time model this site uses everywhere, 720 to 880 km an hour by sector length with thirty minutes on the ground, so they are arithmetic rather than a timetable and the desk checks the published departure before it promises the landing.

Where BDA turns up on the rest of this site

The airport also sits behind the Bermuda country desk, which sets out the customs practice, the working week and the road legs behind this airport.

To price a movement rather than read the board, the route calculator opens with BDA already set as the origin, and it works out the flying time, the distance and the delivery hour for any of the 30 destinations above.