Tenerife TFS
Thread Starter
Tenerife TFS
Tenerife South is closed for the rest of the day due to a disabled A332 on the runway. The aircraft is the one currently on lease from AirTanker to Jet 2.
https://mobile.twitter.com/aeropuertostfe/status/879751575304065024
https://mobile.twitter.com/aeropuertostfe/status/879751575304065024
Just an other digit
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Thread Starter
Eurocontrol have posted this-
GCTS - Tenerife South
A disabled aircraft is currently blocking the runway at GCTS.
Removal of aircraft is in operation.
Zero-rate regulation applied until 2300.
Arrivals to GCTS are currently being diverted to GCLP. or GCFV.
Because of congestion and limited capacity at GCXO (Tenerife North), Canarias FMP advises operators with intended original destination GCTS (Tenerife South) not to file directly to GCXO (Tenerife North.) Canarias FMP advise that there is still available capacity at GCLP and GCFV..
In addition, Met office are warning of possible LVP at GCXO from 2000.
NMOC Brussels
GCTS - Tenerife South
A disabled aircraft is currently blocking the runway at GCTS.
Removal of aircraft is in operation.
Zero-rate regulation applied until 2300.
Arrivals to GCTS are currently being diverted to GCLP. or GCFV.
Because of congestion and limited capacity at GCXO (Tenerife North), Canarias FMP advises operators with intended original destination GCTS (Tenerife South) not to file directly to GCXO (Tenerife North.) Canarias FMP advise that there is still available capacity at GCLP and GCFV..
In addition, Met office are warning of possible LVP at GCXO from 2000.
NMOC Brussels
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Jet2 A330 Blows three tyres on landing
Reports from yesterday of a A330 leased by Jet2 from Air Tanker blew 3 tyres on landing in TFS:
A Jet2.com Airbus A330-200, registration G-VYGL performing flight LS-917 from Manchester,EN (UK) to Tenerife Sur Reina Sofia,CI (Spain) with 320 passengers and 11 crew, landed on Tenerife's runway 07 but burst the two aft left main tyres, deflated both aft right hand main tyres and became disabled on the runway. A number of other aircraft on approach to Tenerife South Airport needed to go around and divert as result.
https://www.aeroinside.com/item/9808...res-on-landing
Just wondering what you cause three tyres to blow at the same time on a large long range aircraft like the A330?
A Jet2.com Airbus A330-200, registration G-VYGL performing flight LS-917 from Manchester,EN (UK) to Tenerife Sur Reina Sofia,CI (Spain) with 320 passengers and 11 crew, landed on Tenerife's runway 07 but burst the two aft left main tyres, deflated both aft right hand main tyres and became disabled on the runway. A number of other aircraft on approach to Tenerife South Airport needed to go around and divert as result.
https://www.aeroinside.com/item/9808...res-on-landing
Just wondering what you cause three tyres to blow at the same time on a large long range aircraft like the A330?
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FAA safety pilot around on this thread?
Hi fellow pilots, in exactly the debate of this thread:
Well a) I hope this is compliant with forum policy and interest and b) not to incense the interesting debate above, I intend to log as PIC and allow an FAA licenced reader to go along:
I intend to log more time on my own aircraft for subsequent use on an EASA rating (FI-IR, the equivalent of a CFII in fact). I currently have the CMEL/ IR and a Cherokee 140, G430 non-WAAS and the idea is that I go under the hood, and the safety pilot who would need anything from a few dozen to 150 hrs pays the mogas (STCed a/c, obviously). So all you need is to be likable person with a private FAA licence and time on your hand, in July and August. Whilst we are not in the air, I am all in favour of air museums, visiting your relatives, swimming in the ocean in walking distance from an airfield, checking out national parks or whatever sounds appealing to do with a SEP and some time at hand.
A/c is currently in SC, but I am quite flexible for this air camper experience, flying under IFR for the x/c part, shooting approaches and having a good time. With summerly density altitude Colorado part of Rockies is probably not a good idea ;-). For anything else, heck, let's have fun and build time.
So, if you are a hangar rat and pleasant enough to sit in a cockpit with another pilot who is under the hood, I would love to hear from you. Or to refer this post to anyone you, the benign reader, knows to whom this might be of help.
Cheers!
(the intent of the post is to not circumvent any applicable rule, but to comply with them to the letter or their last dot - there are rules, and we respect them, where they apply; and challenge them in a legislative process; but EASA LHS under the hood and FAA RHS does not infringe a single rule, in my book - and I am a fully licensed attorney).
Well a) I hope this is compliant with forum policy and interest and b) not to incense the interesting debate above, I intend to log as PIC and allow an FAA licenced reader to go along:
I intend to log more time on my own aircraft for subsequent use on an EASA rating (FI-IR, the equivalent of a CFII in fact). I currently have the CMEL/ IR and a Cherokee 140, G430 non-WAAS and the idea is that I go under the hood, and the safety pilot who would need anything from a few dozen to 150 hrs pays the mogas (STCed a/c, obviously). So all you need is to be likable person with a private FAA licence and time on your hand, in July and August. Whilst we are not in the air, I am all in favour of air museums, visiting your relatives, swimming in the ocean in walking distance from an airfield, checking out national parks or whatever sounds appealing to do with a SEP and some time at hand.
A/c is currently in SC, but I am quite flexible for this air camper experience, flying under IFR for the x/c part, shooting approaches and having a good time. With summerly density altitude Colorado part of Rockies is probably not a good idea ;-). For anything else, heck, let's have fun and build time.
So, if you are a hangar rat and pleasant enough to sit in a cockpit with another pilot who is under the hood, I would love to hear from you. Or to refer this post to anyone you, the benign reader, knows to whom this might be of help.
Cheers!
(the intent of the post is to not circumvent any applicable rule, but to comply with them to the letter or their last dot - there are rules, and we respect them, where they apply; and challenge them in a legislative process; but EASA LHS under the hood and FAA RHS does not infringe a single rule, in my book - and I am a fully licensed attorney).
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Air Tanker/Jet 2 accident. TFS
Saw some gruesome pics of the undercarriage of Air Tanker's A330 (Jet 2 livery) in TFS. Apparently hit ground hard bursting at least four tyres on rear axles with what's left of wheels ground into the tarmac. Any idea what happened?
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Apparently hit ground hard
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But in my modern day experience they all seem to brake/reverse thrust hard, as if to clear the runway ASAP, even though there may be thousands and thousands of feet of runway remaining.
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In this "modern day" there generally isn't the luxury of using all those thousands of feet of runway remaining as there are further aircraft which need to depart before another lands. Just look at Gatwick as a prime example. It's called efficient utilisation and the aircraft brakes and reverse thrust are up to the job. The problem comes when there's a technical fault which causes brakes to lock up for instance...
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I'm fully familiar with waiting traffic, after all I did do Air Traffic Control, but I am talking about airports such as Cebu, Davao, Cardiff, Birmingham where there ain't so much, if any, waiting traffic as Gatwick
I recall when I worked with ACMI DC8F's, a brake unit cost something like $10,000, if any charterer wanted to put us in to a short runway where we needed to use the brakes we charged extra for it!
I recall when I worked with ACMI DC8F's, a brake unit cost something like $10,000, if any charterer wanted to put us in to a short runway where we needed to use the brakes we charged extra for it!
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My operator would certainly rather expend money on brake wear through a high brake setting rather than engine wear by using full reverse thrust and a lower brake setting. Preserving engine life is the name of the game these days.
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Tech / logic...
This will be a tech failure such as truck tilt/ anti skid, or logic failure. All four of the rear wheels were cooked - the fronts were intact.
Aircraft never yawed, and stopped dead on the centre line with loads of runway to spare.
Aircraft never yawed, and stopped dead on the centre line with loads of runway to spare.
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Definitely a technical issue.
Crew confirm that the landing was soft. The braking was harsh and auto brake low was engaged.
Indications are that it was managed well.
If this is the case, a bit of a shock for the crew, with no warning.
Crew confirm that the landing was soft. The braking was harsh and auto brake low was engaged.
Indications are that it was managed well.
If this is the case, a bit of a shock for the crew, with no warning.
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The bankruptcy of Thomas Cook was possibly a good thing for the Tenerife hoteliers. It removed the market power of a highly integrated company that controlled not only distribution of holidays to the masses, but also bought up at cheap rates large volumes of hotel rooms, and finally had its own airline which prevented other airlines from charging high prices to transport TC's retail customers. Condor, the only substantial survivor of TC, is a much weaker company than it was in 2018. In its place, transport to/from the Canaries is now based more on the likes of Ryanair and Wizzair who have very little market power outside the domain of air transport
It's been suggested that the new airline would fly from Tenerife to both Cardiff and Glasgow to restore connectivitiy. However TFS-CWL is flown by TUI and Wizz, while TFS-GLA is flown by Easyjet, Jet2, Ryanair and TUI - i.e. competition amongst airlines already exists
The only good reason I can think of to set up this airline, is to show demand exists for travel to the Canaries from specific small airports - e.g. Inverness or Humberside in the UK - and thus encourage other airlines to open routes. That said, it would probably be cheaper for hoteliers to pay some sort of marketing subsidy to an airline to fly a desired route for a winter or summer season or two - and hopefully the airline will stay on the route after the subsidy ends
There are of course various less good reasons I can think of - mainly based around vanity and business arrogance
Anyone else understand the rationale for this new airline ?
It's been suggested that the new airline would fly from Tenerife to both Cardiff and Glasgow to restore connectivitiy. However TFS-CWL is flown by TUI and Wizz, while TFS-GLA is flown by Easyjet, Jet2, Ryanair and TUI - i.e. competition amongst airlines already exists
The only good reason I can think of to set up this airline, is to show demand exists for travel to the Canaries from specific small airports - e.g. Inverness or Humberside in the UK - and thus encourage other airlines to open routes. That said, it would probably be cheaper for hoteliers to pay some sort of marketing subsidy to an airline to fly a desired route for a winter or summer season or two - and hopefully the airline will stay on the route after the subsidy ends
There are of course various less good reasons I can think of - mainly based around vanity and business arrogance
Anyone else understand the rationale for this new airline ?
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I can’t help but think that this airline is about 20-30 years too late and therefore outdated already.
The Canary Islands are already well served in volume of seats by the likes of EasyJet, Ryanair, Wizz, Jet2 and even Tui (pre covid of course).
It’s best hopes are as mentioned in the above post, routes to such smaller U.K. regionals like HUY, NWI, NQY, INV. Other than that I don’t really see its purpose or longevity.
The Canary Islands are already well served in volume of seats by the likes of EasyJet, Ryanair, Wizz, Jet2 and even Tui (pre covid of course).
It’s best hopes are as mentioned in the above post, routes to such smaller U.K. regionals like HUY, NWI, NQY, INV. Other than that I don’t really see its purpose or longevity.