FlyGlobespan -7
Join Date: Sep 2008
Location: Edinburgh
Posts: 34
Likes: 0
Received 0 Likes
on
0 Posts
No particullar reason or rhyme to it..the 767s which have been allocted mosly have baien doing a lot of CAN routes as well as SFB so any DLA starts to run on..are getting on top of it. Good summer compares to last and we will only get bigger better and stronger
Join Date: Sep 2008
Location: Edinburgh
Posts: 34
Likes: 0
Received 0 Likes
on
0 Posts
The majority of us see what needs to happen and it seems we will get the chance in the Winter season to make ot better...so come next summer we will coming out all guns blazing.
We learned from last summer..we just need to keep going and we are for sure in the right direction
We learned from last summer..we just need to keep going and we are for sure in the right direction
Join Date: Jul 2006
Location: STANSTED & MANCHESTER
Posts: 1,893
Likes: 0
Received 0 Likes
on
0 Posts
Bottom of the list !
Alitalia has been taken off the betting site that people have been talking about on here, this now puts Fly Globespan at the bottom of the next Airline to go bust, showing (3-1) but lets not worry to much as Thomas cook are sandwiched between Wizz and Jet2 in position six (16-1)
.
Keep you chin up GMS, you can come through this, keep fighting
.
.Keep you chin up GMS, you can come through this, keep fighting
.
Join Date: Sep 1999
Location: UK
Posts: 420
Likes: 0
Received 0 Likes
on
0 Posts
You seem to imply that Paddy Power have some kind of aviation knowledge.
I would put lots of money on them just having one bloke who trawls through these pages.
PP reacts instantly to what's written on this site, and as GSM is the only one being talked about right now, that's why we are next. The R&N thread implies that Alitalia has all but gone already, so they have been taken off the PP site!
For instance, if they knew anything about aviation, VS would be much much higher up the list.......
And Air France would be about 5 trillion to one!
Sky Europe was next when someone reported that 2 aircraft had been detained at MAN. As soon as it was noted they had left, the odds changed again.....
I would put lots of money on them just having one bloke who trawls through these pages.
PP reacts instantly to what's written on this site, and as GSM is the only one being talked about right now, that's why we are next. The R&N thread implies that Alitalia has all but gone already, so they have been taken off the PP site!
For instance, if they knew anything about aviation, VS would be much much higher up the list.......
And Air France would be about 5 trillion to one!
Sky Europe was next when someone reported that 2 aircraft had been detained at MAN. As soon as it was noted they had left, the odds changed again.....
Join Date: Sep 2003
Location: Scottish FIR
Posts: 344
Likes: 0
Received 0 Likes
on
0 Posts
luvly jubbly
I would think pp respond to how much money is placed and set the odds accordingly, just like any other bookie.
GLOBESPANER
Stockbrokers fall into the same category. Its all a punt.
I would think pp respond to how much money is placed and set the odds accordingly, just like any other bookie.
GLOBESPANER
Stockbrokers fall into the same category. Its all a punt.
Join Date: Sep 1999
Location: UK
Posts: 420
Likes: 0
Received 0 Likes
on
0 Posts
None meant or taken Spinnaker.....
I'm just making a point that on other forums (dibb etc) Pax are not booking with GSM simply because we are 3-1 on that site!
PP and other bookies sites have no knowledge of GSM's trading figures.
Regards
LJ
I'm just making a point that on other forums (dibb etc) Pax are not booking with GSM simply because we are 3-1 on that site!
PP and other bookies sites have no knowledge of GSM's trading figures.
Regards
LJ
Join Date: Feb 2008
Location: UK
Posts: 207
Likes: 0
Received 0 Likes
on
0 Posts
I dont think GSM will go bust, but just have to drastically change their business model, which I believe they are starting to do. Theres no point trying to compete with the likes of EZY and RYR, because at the end of the day, GSM just hasn't got the resources to do so. GSM also is only really a strong brand (by strong I mean well known) in Scotland, and not around Europe like EZY and RYR. It's like asking your average traveller in Scotland, do you know who Sterling are? Would you know to go to their website as well as Ryanair's when wanting to fly from EDI to Stockholm? On routes where RYR/EZY and GSM compete, RYR/EZY are going to have less to do in terms of marketing as they get more visitors to their website.
GSM need to focus in on medium to long haul holiday routes, ie Canaies, Greece, Turkey, Egypt, USA, Canada, Malta, Southern Spain etc. Destinations that LCC's wont touch for at least a few more years from Scotland. They need to expand fast into this area.
Im afraid to say when it comes to PMI/ALC/AGP etc. GSM will struggle, as RYR/EZY come in, lower prices and attract the price sensitive market, which im afraid to say, is going to be the majority of the travelling public in the next 2 years.
Good luck to GSM, work on your long haul product.
GSM need to focus in on medium to long haul holiday routes, ie Canaies, Greece, Turkey, Egypt, USA, Canada, Malta, Southern Spain etc. Destinations that LCC's wont touch for at least a few more years from Scotland. They need to expand fast into this area.
Im afraid to say when it comes to PMI/ALC/AGP etc. GSM will struggle, as RYR/EZY come in, lower prices and attract the price sensitive market, which im afraid to say, is going to be the majority of the travelling public in the next 2 years.
Good luck to GSM, work on your long haul product.
Join Date: Jan 2007
Location: UK
Posts: 22
Likes: 0
Received 0 Likes
on
0 Posts
Of all the airlines in the UK and Europe I would think that Globespan are probably one of the more secure.
XL went bust because they were fundamentally not a profitable business, owed lots of money and operated on competitive routes. Globespan on the other hand say that they are profitable, are unlikely to have a large debt to service and are probably Scotlands biggest holiday airline.
The new management at Globespan seem to be doing a good job. However, I would have thought that their PR department might have been doing more positive spinning in the press of late.
I don't get why people are so eager to see Globespan fail. They have created a lot of jobs North of the border.
XL went bust because they were fundamentally not a profitable business, owed lots of money and operated on competitive routes. Globespan on the other hand say that they are profitable, are unlikely to have a large debt to service and are probably Scotlands biggest holiday airline.
The new management at Globespan seem to be doing a good job. However, I would have thought that their PR department might have been doing more positive spinning in the press of late.
I don't get why people are so eager to see Globespan fail. They have created a lot of jobs North of the border.
Join Date: Nov 2007
Location: uk
Posts: 435
Likes: 0
Received 0 Likes
on
0 Posts
Do you think we will ever see a year when GSM just go all out for the Summer again use all 3 of the 763's and have more 737's?
Operate routes again such as GLA-BOS, MAN-CPT and actually give GLA-Las Vegas, Barbados a chance before canceling it and a large YHM programme?
Then a return of the routes to Greece and flights out of London again?
It would be great one day to see GSM the size of Jet2 with much newer a/c!
I doubt TD would let GSM collpase if he was desperate i bet he would go to Philip Meeson of Jet2 or Thomascook and discuss a merger BUT i hope to god that never happens.
One day Jet2's old a/c are going to come back and bite!
Operate routes again such as GLA-BOS, MAN-CPT and actually give GLA-Las Vegas, Barbados a chance before canceling it and a large YHM programme?
Then a return of the routes to Greece and flights out of London again?
It would be great one day to see GSM the size of Jet2 with much newer a/c!
I doubt TD would let GSM collpase if he was desperate i bet he would go to Philip Meeson of Jet2 or Thomascook and discuss a merger BUT i hope to god that never happens.
One day Jet2's old a/c are going to come back and bite!
Join Date: Sep 2008
Location: scotland
Age: 77
Posts: 17
Likes: 0
Received 0 Likes
on
0 Posts
FlatBroke, you are correct, we have created a lot of jobs north of the border, but also made a lot of people redundant south of the border (some more than once). I just hope we dont take on too much work, cant cover it and lose contracts, like we have before. The concept and foundations of a good airline are there. The new management are doing a good job, but cabin crew management are blinkered and are just trying to turn it into their previous company! (no new/fresh ideas, old fashioned 1990's charter attitude)
Join Date: Mar 2008
Location: London
Posts: 76
Likes: 0
Received 0 Likes
on
0 Posts
B767 to South Atlantic??
Briefly – “The new South Atlantic Airbridge contract has been awarded to Chapman Freeborn: the service will be operated by Flyglobespan using a B767 aircraft four times per fortnight with effect from Wednesday 1 October 2008. The airbridge is run under a two-year contract with two one-year options, expected to run until 2012. The airbridge will leave Brize Norton southbound on Wednesdays and Sundays, and it will leave Mount Pleasant northbound on Fridays and Tuesdays.
The aircraft will operate at timings very similar to those in operation with the current schedule. Details will be confirmed as soon as possible.
This service provides a higher frequency of flights than the previous arrangement, which offered three flights per fortnight, as well as an enhanced aeromedical and freight capability.
The aircraft is chartered to carry 184 passengers on each flight. Although designed to carry more passengers, the extra payload will be used solely for freight and the extra fuel required for a journey of this length”. MOD 27 August 2008.
Ascension and Mount Pleasant have been served by MoD charters for a number of years now. Air Luxor briefly used a TriStar 500 and then an A330-200. BMI also used an A330-200 before the contract reverted to a B747 Classic and lately a DC10.
The first stage from Brize to Ascension is some 3800nm and the second from Wideawake to Mount Pleasant is about 3400nm. Exact routes vary but the Northern End comprises three strategies. The longest, largely oceanic route is geared towards mainly military traffic. A “median” route passing through Portugal and the Canaries before paralleling the West African Coast is popular. Then there are at least two variants of a shorter route which follow the median except that they continue through Portugal and then Africa before breaking out over the open sea around Conakry or Monrovia. Used by civilian, not military aircraft.
If we concentrate on the median route and a typical B767-300ER you might find the following of interest. MTOW 400,000lb; OEW 204,000lb (a bit high but catering for MPN must be forwarded); MZFW 295,000lb; MLW 310,000lb; Fuel 24140USG. These are original Boeing figures and need metrication for European palates which follows shortly.
Only 184 pax maximum are to be carried. It may be an unwelcome thought but Ascension cannot cope with a major disaster and the morgue, a fetching “chapel of rest” at Long Beach is just an industrial meat freezer. (No I don’t mean St Mary’s Church, go look at the old C&W site, now abandoned). The island is fine for dentistry and midwifery but supports no resident population other than contract workers and military who, in theory at least, are in the peak of condition.
Custom and practice has been to allow 54kg baggage for Saints and military and 27kg for contractors and others. At any rate, with absolutely no wind at all here is how the B767-300ER fares. In practice an assortment of Odd/Even flight levels is used but this calculation is simplified into FL310-350-390 with optimal step climbs. Given that the departing aircraft is somewhat constrained by the need to be at least at FL310 by Berry Head the rules are European/South American Corridor RVSM followed by ASECNA RVSM and finally conventional hemi. Arriving at Ascension the aircraft must have contingency reserves plus 2 hours. As you can see the payload is not brilliant.
TOW 173820kg
OEW 92530kg
Fuel 54200kg
Payload 27000kg (184 @ 82+54=136kg ea plus 1976kg cargo)
Trip Fuel 42700kg
Reserve Fuel 10,900kg
Other Fuel 600kg
This isn’t a Wayne and Tracey visit Torremolinos but forget to pack some clothes route. This is an airbridge and it gets tougher on the next sector. Factor in some wind and the B767-300ER is going to be right up against it. Methinks.
The aircraft will operate at timings very similar to those in operation with the current schedule. Details will be confirmed as soon as possible.
This service provides a higher frequency of flights than the previous arrangement, which offered three flights per fortnight, as well as an enhanced aeromedical and freight capability.
The aircraft is chartered to carry 184 passengers on each flight. Although designed to carry more passengers, the extra payload will be used solely for freight and the extra fuel required for a journey of this length”. MOD 27 August 2008.
Ascension and Mount Pleasant have been served by MoD charters for a number of years now. Air Luxor briefly used a TriStar 500 and then an A330-200. BMI also used an A330-200 before the contract reverted to a B747 Classic and lately a DC10.
The first stage from Brize to Ascension is some 3800nm and the second from Wideawake to Mount Pleasant is about 3400nm. Exact routes vary but the Northern End comprises three strategies. The longest, largely oceanic route is geared towards mainly military traffic. A “median” route passing through Portugal and the Canaries before paralleling the West African Coast is popular. Then there are at least two variants of a shorter route which follow the median except that they continue through Portugal and then Africa before breaking out over the open sea around Conakry or Monrovia. Used by civilian, not military aircraft.
If we concentrate on the median route and a typical B767-300ER you might find the following of interest. MTOW 400,000lb; OEW 204,000lb (a bit high but catering for MPN must be forwarded); MZFW 295,000lb; MLW 310,000lb; Fuel 24140USG. These are original Boeing figures and need metrication for European palates which follows shortly.
Only 184 pax maximum are to be carried. It may be an unwelcome thought but Ascension cannot cope with a major disaster and the morgue, a fetching “chapel of rest” at Long Beach is just an industrial meat freezer. (No I don’t mean St Mary’s Church, go look at the old C&W site, now abandoned). The island is fine for dentistry and midwifery but supports no resident population other than contract workers and military who, in theory at least, are in the peak of condition.
Custom and practice has been to allow 54kg baggage for Saints and military and 27kg for contractors and others. At any rate, with absolutely no wind at all here is how the B767-300ER fares. In practice an assortment of Odd/Even flight levels is used but this calculation is simplified into FL310-350-390 with optimal step climbs. Given that the departing aircraft is somewhat constrained by the need to be at least at FL310 by Berry Head the rules are European/South American Corridor RVSM followed by ASECNA RVSM and finally conventional hemi. Arriving at Ascension the aircraft must have contingency reserves plus 2 hours. As you can see the payload is not brilliant.
TOW 173820kg
OEW 92530kg
Fuel 54200kg
Payload 27000kg (184 @ 82+54=136kg ea plus 1976kg cargo)
Trip Fuel 42700kg
Reserve Fuel 10,900kg
Other Fuel 600kg
This isn’t a Wayne and Tracey visit Torremolinos but forget to pack some clothes route. This is an airbridge and it gets tougher on the next sector. Factor in some wind and the B767-300ER is going to be right up against it. Methinks.
Join Date: Sep 2008
Location: Edinburgh
Posts: 34
Likes: 0
Received 0 Likes
on
0 Posts
All 767s?? Its much more lucrative to use them on a charter basis like we are doing now, The CAN routes were starting to quiten down but as always the GLA SFB will be busy. New aircraft are a must and i think we will have beofre SE9.
We need to take stock when all this quietens down, see where we are and see what is left after other carriers going bust. We need to be sure however that we keep doing what we are doing now which is sending out ACs nearly full. and as long as we do that and the new management make the right choices next year could be massive for us.
Globespaner
We need to take stock when all this quietens down, see where we are and see what is left after other carriers going bust. We need to be sure however that we keep doing what we are doing now which is sending out ACs nearly full. and as long as we do that and the new management make the right choices next year could be massive for us.
Globespaner
Mathy,
Nice idea but quite a lot of later-build 767-300ERs have MTOW of 186,880kgs which allows significantly more fuel or payload to be carried. It adds another 13 tonnes to your figures which is enough to cover a multitude of sins. Checking the CAA website, all three of the Globespan 767s are at the high MTOW and from my own experience, the high gross weight 767s will cut the mustard on this route even with the significant amount of diversion fuel required (Recife for Ascension, Montevideo for Mount Pleasant).
Nice idea but quite a lot of later-build 767-300ERs have MTOW of 186,880kgs which allows significantly more fuel or payload to be carried. It adds another 13 tonnes to your figures which is enough to cover a multitude of sins. Checking the CAA website, all three of the Globespan 767s are at the high MTOW and from my own experience, the high gross weight 767s will cut the mustard on this route even with the significant amount of diversion fuel required (Recife for Ascension, Montevideo for Mount Pleasant).
Join Date: Jun 1999
Location: Manchester.UK
Posts: 394
Likes: 0
Received 0 Likes
on
0 Posts
Here, here, Flightrider!
Britannia operated the service during one of the Gulf Wars allowing the TriStars & VC-10's to go East, with no payload problems whatsoever.
GSM's 767's are 'operationally lighter' than Mathy summises. With a Crew Config of 2+8 & a 600kg Fly Away Kit, the Operational Mass is around 91,255 kgs. This can be reduced further with removing 60 seats (from the 244 pax config to 184 pax arrangement & pre-positioning 'Fly Away Kits' at BZZ, ASI & MPA.
We operated the GSM 767's to CPT from MAN with full pax load of 244, some freight & full tanks, we could fly for 12 hours + a bit & arrive with enough to hold & a 90 minute diversion. The only time it was screwed was off 05 at MAN because of the terrain & winter contaminated performance. Each time it occured we simply filled the wings & 'tech stopped' in PMI. If we are hampered with contaminated perf ex-BZZ we'll probably do the same again nominating LPA or somewhere like.
Personally I can't wait.
As for the delayed SFB-BFS service last friday (19/09), the aircraft arrived around 2 hours late coupled with impletation of additional mandatory security checks due to a 'tamper seal' on one of the bar carts being 'tampered' with between crew changeovers when the aircraft was un-occupied. SFB Police, SFB Airfield Operations & critically the TSA all had to board, inspect, check equipment & interview crew before allowing pax embarkation & subsequent departure. Better safe than a statistic.
Britannia operated the service during one of the Gulf Wars allowing the TriStars & VC-10's to go East, with no payload problems whatsoever.
GSM's 767's are 'operationally lighter' than Mathy summises. With a Crew Config of 2+8 & a 600kg Fly Away Kit, the Operational Mass is around 91,255 kgs. This can be reduced further with removing 60 seats (from the 244 pax config to 184 pax arrangement & pre-positioning 'Fly Away Kits' at BZZ, ASI & MPA.
We operated the GSM 767's to CPT from MAN with full pax load of 244, some freight & full tanks, we could fly for 12 hours + a bit & arrive with enough to hold & a 90 minute diversion. The only time it was screwed was off 05 at MAN because of the terrain & winter contaminated performance. Each time it occured we simply filled the wings & 'tech stopped' in PMI. If we are hampered with contaminated perf ex-BZZ we'll probably do the same again nominating LPA or somewhere like.
Personally I can't wait.
As for the delayed SFB-BFS service last friday (19/09), the aircraft arrived around 2 hours late coupled with impletation of additional mandatory security checks due to a 'tamper seal' on one of the bar carts being 'tampered' with between crew changeovers when the aircraft was un-occupied. SFB Police, SFB Airfield Operations & critically the TSA all had to board, inspect, check equipment & interview crew before allowing pax embarkation & subsequent departure. Better safe than a statistic.