viscount wrote: ↑Fri Dec 03, 2021 7:51 pm
Leaving cargo ops in PIK is a disaster - too many on this forum dont realize how much of a bonus having a cargo operation at GLA would be. GLA cargo goes on a lorry and heads south for the most part - that cargo going on a flight from GLA helps pay for said flight and add to profitability.
Could GLA or Edi handle fully loaded 748 All year round and all weather without disrupting the passenger side.
[/quote]
Before the doom and gloom brigade pipes in with "what passenger side?".........
With the right equipment yes. The stated "aircraft too big for GLA" excuse from management is (expletive deleted) and even if it was true its fixable. GLA many years ago had the proper equipment for main deck cargo but was sold off (per many many stories from those who worked at GLA to save PIK). Anyway not all cargo is on main deck freighters - see what Emirates packs into the bellies on a daily basis. That kind of freight makes money, having a consolidated freight operation at ONE airport is more cost effective. Mixing main deck and belly ops is the most efficient method if possible.
viscount wrote: ↑Fri Dec 03, 2021 7:51 pm
Leaving cargo ops in PIK is a disaster - too many on this forum dont realize how much of a bonus having a cargo operation at GLA would be. GLA cargo goes on a lorry and heads south for the most part - that cargo going on a flight from GLA helps pay for said flight and add to profitability.
Could GLA or Edi handle fully loaded 748 All year round and all weather without disrupting the passenger side.
[/quote]
(Fully loaded 748) You ask the question as if PIK can..!! It can’t as runway is way too short to do so.
I also would like to ask the question what length of runway would it need for a 748f
As I chartered A124 into Edi with 98 tonnes for A client in fife many years ago, and PIK as far as I am aware is about 2000 ft longer
I believe a 748 can take about 110 tonnes shoot me down if am wrong.
Is it the take off that is the problem?
viscount wrote: ↑Fri Dec 03, 2021 10:42 pm
I also would like to ask the question what length of runway would it need for a 748f
As I chartered A124 into Edi with 98 tonnes for A client in fife many years ago, and PIK as far as I am aware is about 2000 ft longer
I believe a 748 can take about 110 tonnes shoot me down if am wrong.
Is it the take off that is the problem?
Has anyone actually looked at the routes the freighters are running? I’m not up to speed on this but know in the past Cargolux arrived from USA and departed for Europe. Surely that wouldn’t present an issue for GLA runway length?
viscount wrote: ↑Fri Dec 03, 2021 10:42 pm
I also would like to ask the question what length of runway would it need for a 748f
As I chartered A124 into Edi with 98 tonnes for A client in fife many years ago, and PIK as far as I am aware is about 2000 ft longer
I believe a 748 can take about 110 tonnes shoot me down if am wrong.
Is it the take off that is the problem?
Has anyone actually looked at the routes the freighters are running? I’m not up to speed on this but know in the past Cargolux arrived from USA and departed for Europe. Surely that wouldn’t present an issue for GLA runway length?
5 Cargolux and 2 Air France a week - all eastbound apart from 1 Cargolux
Looking back to 2019, PIK handled 13054 Tonnes, GLA was 12822 Tonnes. PIK's was its 2nd best year since 2009, GLA had a peak of 15935 in 2017, the growth at GLA coincided with the double Emirates arriving in 2012, 2019 perhaps reflecting on the reduced capacity on the A380. EDI in 2019 was 19410.
PiperOne wrote: ↑Sat Dec 04, 2021 9:47 am
Looking back to 2019, PIK handled 13054 Tonnes, GLA was 12822 Tonnes. PIK's was its 2nd best year since 2009, GLA had a peak of 15935 in 2017, the growth at GLA coincided with the double Emirates arriving in 2012, 2019 perhaps reflecting on the reduced capacity on the A380. EDI in 2019 was 19410.
EDI numbers are grossly inflated by mail/package carriers no? As these are part of a "closed" system not truly available to normal air freight shippers then those numbers are not really part of the discussion which is the closing down of all commercial airline ops at PIK.
viscount wrote: ↑Fri Dec 03, 2021 10:42 pm
I also would like to ask the question what length of runway would it need for a 748f
As I chartered A124 into Edi with 98 tonnes for A client in fife many years ago, and PIK as far as I am aware is about 2000 ft longer
I believe a 748 can take about 110 tonnes shoot me down if am wrong.
Is it the take off that is the problem?
Has anyone actually looked at the routes the freighters are running? I’m not up to speed on this but know in the past Cargolux arrived from USA and departed for Europe. Surely that wouldn’t present an issue for GLA runway length?
Los Angeles and Seattle seem to be the furthest distances covered by Cargolux via PIK.
PiperOne wrote: ↑Sat Dec 04, 2021 9:47 am
Looking back to 2019, PIK handled 13054 Tonnes, GLA was 12822 Tonnes. PIK's was its 2nd best year since 2009, GLA had a peak of 15935 in 2017, the growth at GLA coincided with the double Emirates arriving in 2012, 2019 perhaps reflecting on the reduced capacity on the A380. EDI in 2019 was 19410.
EDI numbers are grossly inflated by mail/package carriers no? As these are part of a "closed" system not truly available to normal air freight shippers then those numbers are not really part of the discussion which is the closing down of all commercial airline ops at PIK.
Indeed.
I still wouldn’t want us to lose PIK for all of the functions that it performs except the terminal pax ops which can be moved to GLA and built upon.
PiperOne wrote: ↑Sat Dec 04, 2021 9:47 am
Looking back to 2019, PIK handled 13054 Tonnes, GLA was 12822 Tonnes. PIK's was its 2nd best year since 2009, GLA had a peak of 15935 in 2017, the growth at GLA coincided with the double Emirates arriving in 2012, 2019 perhaps reflecting on the reduced capacity on the A380. EDI in 2019 was 19410.
EDI numbers are grossly inflated by mail/package carriers no? As these are part of a "closed" system not truly available to normal air freight shippers then those numbers are not really part of the discussion which is the closing down of all commercial airline ops at PIK.
Indeed.
I still wouldn’t want us to lose PIK for all of the functions that it performs except the terminal pax ops which can be moved to GLA and built upon.
Unfortunately the fixation on pax numbers does not reflect the entirety of both airport and many non LCC/charter carrier air operations. I am sure that the airport and airline workers here all realize that. Splitting functions between 2 airports is like throwing money out the window.