New Start - Global Airlines
In fact Airbus developed a tent to make engine changes in hostile climate environments possible.
http://images.app.goo.gl/Tm9AbjMfTm9gCjLS8
http://images.app.goo.gl/Tm9AbjMfTm9gCjLS8
Let’s be clear
Storm Aviation have a licence to undertake line maintenance on the a380. To get a licence for base maintenance they would have to have a hangar they can pull the aircraft into, which they haven’t got.
So unless they very quickly build a hangar surely the aircraft is going somewhere else?
So unless they very quickly build a hangar surely the aircraft is going somewhere else?
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The UK companies have filed only unaudited abridged accounts with no profit & loss statement so far.
Global have a chance to change opinion by filing *audited* 2023 accounts for both companies, with the detail an investor might expect, and soon rather than leaving it near the deadline.
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Assuming it was flown on a Permit to Fly and possibly limited to 2 flight cycles as part of that Permit to Fly, OK, BYJ does not have customs but it can be arranged so I would have thought it more practical to route YUL-BYJ and not via PIK. It's 300nm or so longer but why route to PIK when there is no maintenance support for an A380? My guess, just a guess, it did not have UKCAA approval and now it's on UK soil, the UKCAA will be all over it. They can be like a dog with a bone when dealing with these types of flights.
My assumption (and I'm happy to be proven wrong) was that the plan was for the aircraft to route YUL-BYJ (and then on to Malta, which has A380 maintenance capability), but that a combination of adverse winds and gear down required a divert to PIK.
As has been remarked on previously, there was another flight plan filed for the same day that the aircraft arrived in PIK, this one for BYJ-MLA.
My assumption (and I'm happy to be proven wrong) was that the plan was for the aircraft to route YUL-BYJ (and then on to Malta, which has A380 maintenance capability), but that a combination of adverse winds and gear down required a divert to PIK.
My assumption (and I'm happy to be proven wrong) was that the plan was for the aircraft to route YUL-BYJ (and then on to Malta, which has A380 maintenance capability), but that a combination of adverse winds and gear down required a divert to PIK.
Seem to remember FR24 was showing its flight from YUL to be headed for PIK almost immediately after departure from YUL. Granted, FR24 can be inaccurate, but it suggests that PIK was the FPL destination and not, at least, an in-flight diversion. On the GC, PIK is 350nm closer to YUL than BYJ.
What I found significant was the fact that within an hour the crew were on their way to LIS in the company jet.
There are no PIK APPROVED facilities for A380 maintenance.
I await the the next 'LinkedIn' post in response!
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Seem to remember FR24 was showing its flight from YUL to be headed for PIK almost immediately after departure from YUL. Granted, FR24 can be inaccurate, but it suggests that PIK was the FPL destination and not, at least, an in-flight diversion. On the GC, PIK is 350nm closer to YUL than BYJ.
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Seem to remember FR24 was showing its flight from YUL to be headed for PIK almost immediately after departure from YUL. Granted, FR24 can be inaccurate, but it suggests that PIK was the FPL destination and not, at least, an in-flight diversion. On the GC, PIK is 350nm closer to YUL than BYJ.
Mr J: Yes, used to do it for example with B744 ex Hong Kong Kai Tak, which could be very limiting on takeoff weight on r/w 31 in summer. Couldn't accomodate all payload plus enough fuel for London (routing over for example Frankfurt or Amsterdam) with all required reserves without being overweight for takeoff. So: fIle plan for e.g. Frankfurt, if all goes well and you get the altitudes etc you wanted, the contingency fuel for that situation hadn't been used. Approaching Frankfurt and with all other necessary conditions met you can now refile to London because you still have adequate reserves to do it quite safely. If my memory serves me rightly!! And no idea how commonplace it is these days.
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I remember eons ago AirUK used to operate during the Summer BFS to GCI on F27. They would file to EXT and then if conditions allowed "divert" to GCI. Modern flight planning software probably makes it very difficult to do similar now.
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The Canadian L1011-100 operators out of PIK for Toronto used to file a flight plan to Mirabel and continue for Toronto most days. Pre internet that used to confuse me greatly.....
Last edited by Skipness One Foxtrot; 29th May 2024 at 13:44.
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Likewise BA Tristars leaving the Gulf for London in August, even departing in the middle of the night they would file to somewhere like FRA and divert to LHR later in the flight.
Okay, so anyone thats ever operated Ultra Long/Long Haul knows that this is a way of making your destination when things are tight (only done that a few hundred times ever), but apart from how that A380 finds itself at PIK, what has this got to do with Global and if its ever going to start service?
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I agree there's a fair amount of guesswork going on here, but I think we all agree that it's pretty hard to start services without a serviceable aircraft, and they don't seem to be getting any nearer to that.
