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EK Wants To Use BOO As Emergency Airport  
User currently offlineMortyman From Norway, joined Aug 2006, 4055 posts, RR: 1
Posted (2 years 5 months 3 days 18 hours ago) and read 16272 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

Bodø Airport:

http://en.wikipedia.org/wiki/Bod%C3%B8_Airport

Article in Norwegian:

http://nrk.no/nyheter/distrikt/nordland/1.8222666

15 replies: All unread, jump to last
 
User currently offlinezeke From Hong Kong, joined Dec 2006, 9210 posts, RR: 76
Reply 1, posted (2 years 5 months 3 days 16 hours ago) and read 15751 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
User currently offlineKFlyer From Sri Lanka, joined Mar 2007, 1230 posts, RR: 0
Reply 2, posted (2 years 5 months 3 days 11 hours ago) and read 14789 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.
User currently offlineSASDC8 From Norway, joined Mar 2006, 765 posts, RR: 1
Reply 3, posted (2 years 5 months 3 days 3 hours ago) and read 11131 times:
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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.



2-3-2 is NOT a premium configuration
User currently offlinegoosebayguy From United Kingdom, joined Sep 2009, 411 posts, RR: 0
Reply 4, posted (2 years 5 months 2 days 22 hours ago) and read 7430 times:

BOO is the perfect airport for this. Not too sure if their hotels could cope with such a large number of people though if needed?

User currently offlinemichi From Germany, joined Jul 2004, 84 posts, RR: 0
Reply 5, posted (2 years 5 months 2 days 21 hours ago) and read 6489 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.

Regards


User currently offline777way From Pakistan, joined Dec 2005, 5927 posts, RR: 4
Reply 6, posted (2 years 5 months 2 days 19 hours ago) and read 5731 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.

User currently offlinezeke From Hong Kong, joined Dec 2006, 9210 posts, RR: 76
Reply 7, posted (2 years 5 months 2 days 19 hours ago) and read 5489 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
User currently offlineYYZYYT From Canada, joined Apr 2005, 990 posts, RR: 0
Reply 8, posted (2 years 5 months 2 days 19 hours ago) and read 5422 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?

Thanks.

YYZYYT


User currently offline777way From Pakistan, joined Dec 2005, 5927 posts, RR: 4
Reply 9, posted (2 years 5 months 2 days 19 hours ago) and read 5254 times:

Quoting zeke (Reply 7):

That fire thing did not help UPS despite lessons learnt from Swissair.


User currently offlineTristarsteve From Sweden, joined Nov 2005, 4053 posts, RR: 33
Reply 10, posted (2 years 5 months 2 days 19 hours ago) and read 5206 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.


User currently offlinezeke From Hong Kong, joined Dec 2006, 9210 posts, RR: 76
Reply 11, posted (2 years 5 months 2 days 19 hours ago) and read 5081 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
User currently offlinezeke From Hong Kong, joined Dec 2006, 9210 posts, RR: 76
Reply 12, posted (2 years 5 months 2 days 18 hours ago) and read 4983 times:

Quoting Tristarsteve (Reply 10):

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
User currently offlineMortyman From Norway, joined Aug 2006, 4055 posts, RR: 1
Reply 13, posted (2 years 5 months 2 days 18 hours ago) and read 4761 times:

Quoting michi (Reply 5):
The min. RWY width for an A380 is 45m.

Bodø runway has a width of 45 m

OSL the same


I beleave the airport in Norway with the widest runway is Sola Airport in Stavanger wich is 60 meters wide.


User currently offlineSASDC8 From Norway, joined Mar 2006, 765 posts, RR: 1
Reply 14, posted (2 years 5 months 2 days 17 hours ago) and read 4415 times:
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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.



2-3-2 is NOT a premium configuration
User currently offlineTristarsteve From Sweden, joined Nov 2005, 4053 posts, RR: 33
Reply 15, posted (2 years 5 months 2 days 17 hours ago) and read 4406 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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