Mortyman From Norway, joined Aug 2006, 3229 posts, RR: 2 Posted (11 months 1 day ago) and read 14950 times:
Bodø airport may see EK's Airbus 380's in the future.
Emirates Airline wants to use the airport to land if something out of the ordenary / emergency happens on board the trip to the United States - Emirates will simply be safe than sorry. They have many flights that go from both Europe and the Middle East to the United States. When they pass over the Norwegian airspace, Bodø is an airport located along the trail, said head of the airport in Bodo, Brigadier Per Egil Rygg.
There has been made no desicion yet
It was the airline that approached Bodø Main Air Station to find out about the huge aircraft could land there. Technical information was exchanged and the process is underway. Now the application awaits approval of the Civil Aviation Authority. There may be trial flights
zeke From Hong Kong, joined Dec 2006, 7726 posts, RR: 73 Reply 1, posted (11 months 23 hours ago) and read 14429 times:
This make sense, the main reason for a diversion to BOO would be for a medical emergency. The airport would be more than capable for accommodating any aircraft given its military heritage.
If the end up doing the technical proving flight, it certainly would be something different for all involved.
We are addicted to our thoughts. We cannot change anything if we cannot change our thinking – Santosh Kalwar
KFlyer From Sri Lanka, joined Mar 2007, 1208 posts, RR: 0 Reply 2, posted (11 months 17 hours ago) and read 13467 times:
They already use CMB as an emergency airport for the A380, and have landed it for refuelling at least twice so far despite not having a wide runway. I'm sure they would be able to use BOO without any issue.
The opinions above are solely my own and do not express those of my employers or clients.
SASDC8 From Norway, joined Mar 2006, 663 posts, RR: 1 Reply 3, posted (11 months 10 hours ago) and read 9809 times:
Would be excellent with some test flights with the 380 at my home airport
BOO sees a lot of heavy military aircraft with the AN124 and C5 at the top of the scale, so the 380 should not be much of a problem. Bodø also have a large hospital 5 minutes from the airport, so it would be suitable for any medical emergency.
In the winter EK, QR, EY, and TK flies over, or very close to BOO, on their way to destinations in the US and Canada. In the summer they usually fly a bit farther south.
michi From Germany, joined Jul 2004, 51 posts, RR: 0 Reply 5, posted (11 months 3 hours ago) and read 5167 times:
Quoting KFlyer (Reply 2): They already use CMB as an emergency airport for the A380, and have landed it for refuelling at least twice so far despite not having a wide runway.
The min. RWY width for an A380 is 45m. You don't need more than that. RWY width and length is not an issue for the A380 at most airports.
777way From Pakistan, joined Dec 2005, 5205 posts, RR: 4 Reply 6, posted (11 months 2 hours ago) and read 4409 times:
I never knew airliens pre-select airports for such diversions, always imagined it be a spur of the moment decision, and there go to a place just because it happens to be nearby.
zeke From Hong Kong, joined Dec 2006, 7726 posts, RR: 73 Reply 7, posted (11 months 2 hours ago) and read 4167 times:
Quoting 777way (Reply 6): I never knew airliens pre-select airports for such diversions, always imagined it be a spur of the moment decision, and there go to a place just because it happens to be nearby.
Medical diversions are situations where the aircraft and all but one passenger usually is perfectly okay, you do not risk damage to the aircraft or putting other people at risk. The airline would have approach charts for those designated diversion ports, the handling contract in place for ground support, fuel, stairs, tugs etc. They would also co-ordinate to make sure someone there would be able to clear any malfunctions, which may require a number of mechanics to get prior approval.
In the case of a onboard fire, you will go whatever is closest, probability is that the aircraft would never fly again anyway.
We are addicted to our thoughts. We cannot change anything if we cannot change our thinking – Santosh Kalwar
YYZYYT From Canada, joined Apr 2005, 853 posts, RR: 0 Reply 8, posted (11 months 2 hours ago) and read 4100 times:
Quoting zeke (Reply 7): Medical diversions are situations where the aircraft and all but one passenger usually is perfectly okay, you do not risk damage to the aircraft or putting other people at risk. The airline would have approach charts for those designated diversion ports, the handling contract in place for ground support, fuel, stairs, tugs etc. They would also co-ordinate to make sure someone there would be able to clear any malfunctions, which may require a number of mechanics to get prior approval.
Zeke,
(slightly off topic, but not really) I've always wondered, do you carry charts for all major airports along the route you intend to fly, or only select ones? And how important is it to have / be familiar with the charts?
Tristarsteve From Sweden, joined Nov 2005, 3693 posts, RR: 34 Reply 10, posted (11 months 1 hour ago) and read 3884 times:
Quoting zeke (Reply 7): They would also co-ordinate to make sure someone there would be able to clear any malfunctions, which may require a number of mechanics to get prior approval.
Not very common. Here at ARN we have had two EK B777 diverts in the last 5 years. I was called out from home ( I have B777-200ER approval), told what to do, and given permission by EK quality to sign the book for one flight. I now have the approval for B777-300ER, but haven't seen one in two years and may lose my approval in Dec due lack of recency.!!! Tell EK to send one in soon.
For a medical diversion with no defects, the pilots can clear the aircraft for one flight. The last BA B744 that diverted here, the heavy crew had finished the refuelling by the time I arrived. Haven't seen one of those for two years either, another approval about to be lost.
zeke From Hong Kong, joined Dec 2006, 7726 posts, RR: 73 Reply 11, posted (11 months 1 hour ago) and read 3759 times:
Quoting YYZYYT (Reply 8):
(slightly off topic, but not really) I've always wondered, do you carry charts for all major airports along the route you intend to fly, or only select ones? And how important is it to have / be familiar with the charts?
We carry at least one set of approach charts for all of our approved diversion ports, each port also has an associated "port page" which is prepared internally by the company which outlines the local procedures, ground handling frequencies/procedures etc. We also carry the various high and low enroute charts that cover the routes. Each aircraft has one or more heavy duty brief cases that contain all the charts. We also carry an additional set of charts for each pilot that covers the departure and arrival airports and alternates.
A number of ports require some prior study and continuing review to maintain currency with them for the route. They often have some close in terrain or have unusual approaches which requires extra vigilance, an example of which would be Yuzhno (UUS).
Other airlines probably do it different ways, and locals CAAs may have different requirements for what they require their carriers to have with them.
We are addicted to our thoughts. We cannot change anything if we cannot change our thinking – Santosh Kalwar
That is all airline and local CAA specific, I was just giving our perspective. As for prior approval, EK and BA both basically work under EU OPS from what I understand. I would not be surprised if they have a blanket recognition of your qualifications or your airlines procedures with the expectations that they are issued under the same rules so the standards should be similar.
That is not the case in all parts of the world if you understand what I am trying to say diplomatically.
We are addicted to our thoughts. We cannot change anything if we cannot change our thinking – Santosh Kalwar
SASDC8 From Norway, joined Mar 2006, 663 posts, RR: 1 Reply 14, posted (10 months 4 weeks 1 day 23 hours ago) and read 3093 times:
Quoting goosebayguy (Reply 4): Not too sure if their hotels could cope with such a large number of people though if needed?
Depends on the day as it is hard to find many rooms on week nights, but on a medical diversion there is no need for that.
Quoting zeke (Reply 7): The airline would have approach charts for those designated diversion ports, the handling contract in place for ground support, fuel, stairs, tugs etc.
EK has already been in meetings with the handling firms at BOO to make sure everything will be taken care of if they ever have to divert.
Tristarsteve From Sweden, joined Nov 2005, 3693 posts, RR: 34 Reply 15, posted (10 months 4 weeks 1 day 23 hours ago) and read 3084 times:
Quoting zeke (Reply 12): That is not the case in all parts of the world if you understand what I am trying to say diplomatically.
Yes and from your part of the world.
When Cathay operate to ARN, they contract the maintenance to an EASA maint agency. (SAS as it happens). SAS signs for the work under their own EASA approval. It takes a QA inspection (one man one day) and a document course (about 3 hours) and off you go.
This is pretty standard. I have used my company approval on many airlines.
Air China must have a Chinese Licenced Engineer, who has passed his exams in China. They must send their own man here to do the work.
and I thought Hong Kong was part of China?
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