Moderators: richierich, ua900, PanAm_DC10, hOMSaR
stylo777 wrote:Are the aircraft actually based at ISL or rotated through their destinations?
A321Lufthansa wrote:Looks like TK decreased the number of B738s at ISL in favour of A321/32Bs. For example:
ISL-TZX shifted from 320 to 32B
ISL-FRA from 738 to 32B
ISL-VKO from 738 to 320 (an interesting shift on such destinations), but from 08.03. shifts back to 738
ISL-ASR from 738 to 320/321
ISL-DIY from 320 to 32B
TK787 wrote:-Well, one thing is for sure. There are no more discussion about 748/380 for TK any more .
peterinlisbon wrote:TK787 wrote:-Well, one thing is for sure. There are no more discussion about 748/380 for TK any more .
TK should buy some second hand A380s. A fleet of 20 would do.
peterinlisbon wrote:
TK should buy some second hand A380s. A fleet of 20 would do.
mercure1 wrote:A record year from Sun Express
Turkish carrier SunExpress sees record revenue; prepares for MAX deliveries
https://atwonline.com/data-financials/t ... deliveries
Did not realize that Sun Express fleet is now up to 83 frames!
TK787 wrote:peterinlisbon wrote:
TK should buy some second hand A380s. A fleet of 20 would do.
Ha ha, that's a good one
By the way, about the 320s at ISL, I doubt that it is for training. The loads out of ISL is not that great, the yields are probably worse. So TK is putting using 320s there until the move; to limit its losses out of ISL.
peterinlisbon wrote:TK787 wrote:peterinlisbon wrote:
TK should buy some second hand A380s. A fleet of 20 would do.
Ha ha, that's a good one
By the way, about the 320s at ISL, I doubt that it is for training. The loads out of ISL is not that great, the yields are probably worse. So TK is putting using 320s there until the move; to limit its losses out of ISL.
Is there a big difference in capacity between the 738 and the A320? I thought they were pretty much the same in terms of capacity and fuel consumption. What I'm thinking is that they would want all of their pilots to have been in the cockpit for at least a few landings and takeoffs before the big move. They might put the long-haul pilots in the jump seat on the Airbus just to get familiar with the new airport.
A321Lufthansa wrote:TK finally got its first B737 MAX 9. What is the configuration - C16Y135 or C16Y153?
TK787 wrote:Today I got one of those notices from TK, for one of my flights in August:
"Your following flights have schedule changes. Please contact our call center for schedule change procedures at 444 0 849 or +90 850 333 0 849. Please be informed and have a safe flight!"
So, I logged on to TK website and sure enough, my flight now is leaving 10 minutes later and I'm given 3 options; Cancel, Change, Confirm.
So, when I hit confirm another page opens up, looks like an error page, gives me two options but none sounded right. I click on one of the options, nothing happens, it dumps me back to the previous page. After few times, I click the other option ( I can't remember but it wasn't "Confirm" ), and it accepts. I have no idea what it was but I think I successfully accepted the time change on my flight. By pure; trial and error
stylo777 wrote:I'm more surprised about the timings. Both flights are relatively close to each other. Wouldn't it have made more sense to arrive in the morning to IST in order to catch the EU+US wave?
BOEING777EK wrote:When I was in SAW, I saw TC-JPH and TC-JPI, both engineless and stored.
stylo777 wrote:Could very well be, but this decreases the possibilities for North Atlantic connections. Europe is another story; the midday arrival covers those. Unless, they are solely focussing on O&D traffic between IN-TR.
Blerg wrote:stylo777 wrote:Could very well be, but this decreases the possibilities for North Atlantic connections. Europe is another story; the midday arrival covers those. Unless, they are solely focussing on O&D traffic between IN-TR.
My guess is that they had to make a choice, either to go after North American passengers or European ones. I suppose the market to Europe, north Africa and Levant is much larger. Who knows what might happen in the future. What surprises me though is that IndiGo added both flights from DEL in stead of adding another city such as BOM.
dozerman wrote:Blerg wrote:stylo777 wrote:Could very well be, but this decreases the possibilities for North Atlantic connections. Europe is another story; the midday arrival covers those. Unless, they are solely focussing on O&D traffic between IN-TR.
My guess is that they had to make a choice, either to go after North American passengers or European ones. I suppose the market to Europe, north Africa and Levant is much larger. Who knows what might happen in the future. What surprises me though is that IndiGo added both flights from DEL in stead of adding another city such as BOM.
Probably not. There are plenty of European flights leaving around similar times with the North American flights. TK serves both markets with their schedule.
ist2014 wrote:TK has a strong A321 fleet, so having some A320 and 319 is not an issue due to same type rating, spare part and maintanace, it gives flexibility for planning as well, TK can shift form A319to321 depending in demand
I agree for some A220 even trying to leverage it for additional Canada slots (i am not sure is it still valid or not after airbus) but it should not be replacement of 319/320
It can be dedicated for Anadolu jet or some regional routes
LAXintl wrote:Per investor presentation Pegasus fleet as follows as of Feb 28, 2019
737-400 = 1
737-800 = 46
A320ceo = 12
A320neo = 22
Receiving 11 planes in 2019, - 9 A320neo, 2 A321neo. 20 planes planned in 2020 - 15 A320neo, 5 A321ceo.