SAA suspending operations
Amen to this. I was lucky enough to do CPT-LHR on the A346 back in Jan. Only 3200m full length, but felt like it went on forever!
The aircraft inside certainly saw better days and much of the IFE had broken down, but undoubtedly quiet and comfortable... a week after getting back home, it was offered for sale.
The aircraft inside certainly saw better days and much of the IFE had broken down, but undoubtedly quiet and comfortable... a week after getting back home, it was offered for sale.
The old adage about getting airborne because of the curvature of the earth definitely applied in Johannesburg.
Acceleration was painfully slow and one became very aware of the fence at the end of the runway as one trundled towards it. Then hauling the gear off the tar and then waiting (and hoping) for a respectable climb speed to clean up, even at relatively low weight certainly concentrated the mind.
Acceleration was painfully slow and one became very aware of the fence at the end of the runway as one trundled towards it. Then hauling the gear off the tar and then waiting (and hoping) for a respectable climb speed to clean up, even at relatively low weight certainly concentrated the mind.
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Sad end to an experienced airline and in earlier years a most experienced and respected operator. Spent a fair amount of time in SA during the nineties. Went back last in 2018 after a gap of ten years, for the rugby and to see old friends. What a change. Regular power outages.Railway and ports lacking investment, high crime and road traffic accident rates. Very high unemployment. The young ( those that could) going to the U.K., US and Europe looking for an education and a new life. The Rand in decline. Cannot see SAA being resurrected as a long haul operator. There has been too much looting of SAA by political appointees and the ANC for it to come back from the dead.
The density altitude at Johannesburg was often around 9000’ meaning that the flare needed to be started earlier and done at a faster rate. SAA pilots were aware of this and well practiced, those who weren’t found that the aircraft was on the ground in the middle of the flare rather then at the end.
Race horses were sometimes flown from JNB for meetings on the coast as a horse which was used to the elevation performed as if turbocharged, in the denser air at sea level.
Race horses were sometimes flown from JNB for meetings on the coast as a horse which was used to the elevation performed as if turbocharged, in the denser air at sea level.
The old adage about getting airborne because of the curvature of the earth definitely applied in Johannesburg.
Acceleration was painfully slow and one became very aware of the fence at the end of the runway as one trundled towards it. Then hauling the gear off the tar and then waiting (and hoping) for a respectable climb speed to clean up, even at relatively low weight certainly concentrated the mind.
Acceleration was painfully slow and one became very aware of the fence at the end of the runway as one trundled towards it. Then hauling the gear off the tar and then waiting (and hoping) for a respectable climb speed to clean up, even at relatively low weight certainly concentrated the mind.
https://www.skybrary.aero/bookshelf/books/1319.pdf
krIs ;
Where were clever Dudes like you during my career ? Now I know why I always arrived at Joberg and had that song "This is the end" ringing in my ears as I hurtled towards the fence during T/O !!
Where were clever Dudes like you during my career ? Now I know why I always arrived at Joberg and had that song "This is the end" ringing in my ears as I hurtled towards the fence during T/O !!
By contrast as SLF in March 1970 on an early Sunday morning departure out of Durban to Jo'burg, I was quite surprised to hear the captain announce " Buckle up ladies and gentleman, we're going to see what she'll do". I must say that particular 737 got off and climbed much quicker than the Viscounts we'd flown in on the rest of the trip. Happy Days
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I do remember the 3 fire engine bays converted into a transit café in which there were multiple plastic tables with 4 chairs, laden with 4 glasses of coloured water, all different colours, 4 cup cakes, all different colours but tasting like plastic.
All this for us to watch our shiny SAA Boeing 707 being refuelled before the long haul to Johannesburg.
1st July 1969
All this for us to watch our shiny SAA Boeing 707 being refuelled before the long haul to Johannesburg.
1st July 1969
Ethiopian Airlines are offering to help out, but not bail out SAA. These guys seem pretty smart and manage to run a profitable airline, so won’t be pouring money into a black hole. Running a few of their aircraft with a code share on lucrative routes such as Johannesburg to London, New York and Perth might pay off once COVID is finished.
https://simpleflying.com/ethiopian-a...-africa-offer/
https://simpleflying.com/ethiopian-a...-africa-offer/
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Ethiopian are fairly efficient but just how profitable in a commercial sense is questionable, being government owned a lot of expenses are easily glossed over. I would have thought routes within Africa would have been the target of the help offered, there are plenty of other airlines to absorb the long haul international routes.
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RIP SAA. Optimistic competition will pick over the bones of the network once the worst of Covid is seen to be over, or being seen by travellers to be a manageable risk. At the moment that day seems along way away.
Routes which can be operated non stop from JNB to premium destinations and have only the other country’s airline as direct competition should be profitable, with Ethiopian Airlines lower cost base. Many pax would prefer a direct flight over a connecting one and without competition, fares will inevitably increase. Imagine what BA would charge if they had the only non stop to London.
SAA have the same problem as Qantas, located at the end of the line with no connecting market to serve. Ethiopian are much better situated to provide transit options between different countries. Post COVID-19, they might benefit from the reduction of Emirates size and schedules, EK need enough pax to fill a B777 where as ET only need enough to fill B737s or B787s.
SAA have the same problem as Qantas, located at the end of the line with no connecting market to serve. Ethiopian are much better situated to provide transit options between different countries. Post COVID-19, they might benefit from the reduction of Emirates size and schedules, EK need enough pax to fill a B777 where as ET only need enough to fill B737s or B787s.
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BA do not have the monopoly that you think, KLM have shuttle flights to most UK regional airports and many pax (including myself) prefer the local connection via AMS to the problems of getting to Heathrow. The long drive and expensive parking make Heathrow unattractive and more expensive with a longer total travel time.
Only with two separate tickets or a 24 hour connecting time. APD will be charged based on the full journey if these conditions aren’t met. However a stopover in AMS would be quite pleasant and easily pay for itself if traveling business class.
