Knold,
The above reads like youve just appointed yourself as spokesman for Transjet. Can I therefore ask:
1) Can you confirm that Transjet pilots are operating into Skiathos with no prior pilot training. Skiathos is a Category C airfield where UK flight crews are required to undertake a briefing and route check.
2) Is the two-day cabin crew training course (covering both the 747 and MD83) legal and if so, under what jurisdiction? What emergency drills and procedures, first aid, aviation security and CRM do you cover on that course? If you are reading across cabin crews experience from previous airlines how are you satisfying yourself as you are required to do under JAR that they have received this training? How would you ensure that they are all following the same procedures (instead of their previous employers procedures) in the event of an emergency.
3) If all is going so well why has one UK tour operator already withdrawn quite a lot of its work from Transjet this summer to go elsewhere and why is another customer looking to reduce its flying with Transjet? Is the second aircraft really going to appear at Gatwick or is there no work left for it?
4) What was the corrosion problem with the fourth UK-based MD83 and what is being done to fix it before it enters service?
5) I see that this weekends operation fell apart yet again, with Sunday's ZTH-LGW eventually turning up on Monday afternoon (15 hours late) and the LGW-JSI Monday flight departing about 10 hours late. Add this to the engine failure ex Corfu, the fuel leak at EMA two weeks ago, the total shambles on the day of the Swanwick ATC failure, various subs etc - it doesnt exactly create a very good impression of Transjet.
What is the company doing about it, or are UK passengers this summer expected to suffer the consequences of their tour operators contracting with cheaper foreign airlines operating to standards that simply would not be tolerated by the UK CAA (per 1-2 above)?