Cabin Tour
Some 30 minutes after takeoff it was time for an extended cabin tour at 11,000 meters:
Map in English…
…followed by the Japanese version:
The aft section on the main deck was totally empty…
…most passengers were seated in the front and middle sections.
The 744’s wing without winglet:
Two white GE CF6-80s and a great blue sky:
Picture by Satchmo
Picture by Satchmo
Pokemon Surprise
Later in the flight in I noticed another plane, still very small and impossible to identify:
Now it was time to use my binoculars which I could place on the convenient upper deck storage bins:
The unknown plane had become bigger and bigger – and it looked extremely colorful. Satchmo and I finally concluded that it must be a 747 in special colors. Then it was clear: ANA Pokemon Jumbo, or to be more exact, JA8956. I could even read the registration under its wing. No doubt, it was also destined for Okinawa.
Approach
The time on that enjoyable flight had passed quickly and we started our descent into Naha Airport:
Picture by Satchmo
Dense clouds…
…water…
…reefs…
…and beautiful tiny islands.
Picture by Satchmo
Only few moments to go…
…and touchdown at 10:56.
Just as we were slowing down one F/As seated some meters in front of me (and facing the rows on my side) asked me to stop taking pictures. That was quite late, considering her location – but I had the important pics anyway.
Passing Beijing
After sleeping for a few hours I checked the route map and found out we had just passed Beijing, now heading to South Korea, meanwhile at 39,000 feet:
First wing view at daylight:
Breakfast
Honestly I didn’t expect really much after that dinner but the hot breakfast with pancakes, omelette and beans was fine. The portion was small, but that’s it. The carrot & fruit drink and the muffin didn’t taste bad either.
Not much time left until reaching the coast…
…with mountainous terrain following shortly afterwards:
Approach
Hot towels were offered and recollected and approach was started. Ise Bay ahead…
…Nagoya Chubu Centrair International on the left:
We flew a wide left turn and finally approached from the south, passing large tankers:
Only seconds to go…
…and touchdown at 10:20 local time.
Dreamlifter
Just as we left the runway I spotted a Dreamlifter parked at the cargo apron, great start for our tour:
Business Class
We had to wait for some more minutes because our gate was still blocked by an LH A343 – well, our flight was the late one…On disembarking Satchmo took a picture of the Business Class, still showing its Virgin Atlantic descent:
Picture by Satchmo
Cleaning staff already waiting:
Nagoya Centrair Spotting
It took us about an hour to pass through immigration, luggage claim and customs. Now we could follow the much longed for “observation deck” signs. We walked through a modern and convenient terminal building, passed countless nice shops and restaurants and finally entered the large observation deck. The (remarkably clean) facility stretches across the roof top of the center pier and offers excellent views of the runway and the apron on both sides. While fantastic for registration spotting, it can be a challenge for photo spotters, depending on the sun.
Picture by Satchmo
China Airlines 738 and China Southern A321:
Some 90 minutes after arrival, OH-LQA taxies out for the return flight to Helsinki…
Picture by Satchmo
…and takes off into a blue sky over Ise Bay:
A large variety of mostly Asian and Japanese carriers can be seen at Nagoya Centrair, though certain types don’t show up (e.g. JAL A300-600, MD-87). I got a total of 80 new registrations at NGO, even though we already continued to Okinawa on the next morning. One of the aircraft which we would see again soon was JAL 747-400D JA8905 with Tamagotchi markings:
Picture by Satchmo
Interestingly, there’s even a nice dedicated section about the sky deck facility on the airport’s website:
http://enjoy.centrair.jp/en/facility/index.html
Conclusion
Flying Finnair between Helsinki and Nagoya was disappointing, mainly because of the insufficient catering (low food quality, small portions, limited choice of drinks, charge for snacks and alcoholic drinks between meals). Both the cabin interior and the IFE are totally outdated on this particular aircraft and should be updated to Finnair’s A340-300E standard soon. Legroom was ok, F/As were mostly friendly, so no complaints here. The delay was not dramatic, it can happen on any flight. Giving out coupons was a nice move.
There’s not much to comment on the European flight. Sufficient breakfast, comfortable E170 cabin (except for the airflow), but overhead screens would be a nice addition.
Next reports:
NGO-OKA-FUK on JAL 744D and JTA 734: http://forum.keypublishing.co.uk/showthread.php?t=76453
FUK-HND on JAL (ex-JAS) 777-200: http://forum.keypublishing.co.uk/showthread.php?t=76966
HND-UKB-HND on ANA 763 (non-ER) & Skymark 763ER: http://forum.keypublishing.co.uk/showthread.php?t=77190
HND-ITM on ANA 777-300: http://forum.keypublishing.co.uk/showthread.php?t=79271
KIX-HEL-MUC on Finnair MD-11 & A320: http://forum.keypublishing.co.uk/showthread.php?t=79452
Best Regards,
PlaneHunter
Wednesday, 11 July 2007
Barcelona (BCN) – Munich (MUC)
Spanair JK137
19:20-21:10 (20:45-22:47)
Flying time: 02:02 (hrs)
Airbus A320-232
EC-ILH (MSN 1914), STAR ALLIANCE cls, delivered 02/2003
Economy Seat 27B
Late arrival & Delay
I had been concerned a bit about the rather limited planned connecting time of 45 minutes but all worries were gone due to our on-time arrival from ACE. When we reached our gate for flight 137 to MUC I realized that the plane hadn’t arrived yet. The information screen at the gate confirmed what I guessed: Departure delayed by an hour to 20:20. So I used the additional time for spotting and got lots of registration in the evening rush. I knew that any Spanair A320 on approach could be our aircraft and again I hoped for a Star Alliance logojet. Soon EC-KEC (ex-bmi) in regular colors arrived, rolled towards our gate…but just stopped in the last moment and turned into the adjoining gate. The next one on approach was EC-ILH in Star colors and fortunately it turned out to be our bird this evening.
While passengers were already waiting in queue at the gate shortly before 20:00, I noticed that after unloading ground operations around the plane had apparently been stopped. Baggage handlers and flight crew were standing around on the tarmac and I wondered about a possible technical problem. After some ten minutes of waiting ground operations started again and at 20:30 we were welcomed to board to the aircraft.
Cabin Comfort & Seating
Boarding was completed quite fast as all passengers had already been present at the gate. The load was quite light this evening, somewhere between 50 and 60 per cent. The cabin didn’t look any different from the A321 one week before. We went down to the second last row and took our seats:
Even though one seat in our row remained empty, it felt really cramped, just like on the A321. Seat pitch is at minimum even on the A320 used for international routes, worse than on numerous low cost carriers. Must be terrible if you are stuck in the middle seat and the person in front reclines the seat back…
Door under Repair
Just after boarding had been completed a friendly captain welcomed us on board and apologized for the delay. He explained that the plane had arrived late from Las Palmas and was NOW (!) still undergoing repair on one of the rear passenger doors: [i]”Mechanics are still working on the problem and I hope we can leave soon.”[/i]
So I had guessed right and now I really hoped the problem could be fixed – I simply wanted to get this logojet.
Departure
After I had heard the left rear door being closed and opened several times we were pushed back at 20:45 – almost 1,5 hours late. The rear door was still open at this point of time and I wasn’t sure whether we were ready for departure or just had to clear the gate – but a few moments later the door was closed definitely and engines were started.
EC-KAZ – one of seven (!) Spanair MD-87s currently painted in Star Alliance colors:
Meanwhile EC-IPI, another Spanair A320 in Star Alliance colors, had arrived:
On our way to runway 07R we passed Barcelona Airport’s new T-Sur terminal:
At 21:06 the two IAE V2527-A5 engines finally accelerated EC-ILH for takeoff.
Clear skies ahead:
IFE
I always had a look at the moving map on the overhead screen when it occurred, but I didn’t care about TV features and the audio channels which I had already found unappealing on the MAD-ACE sector.
The best IFE was the window on this evening flight anyway, with the sun…
..slowly disappearing.
Snack
Just after sunset onboard service started – totally free of charge on this international sector. Friendly F/As offered cold and hot drinks (good coffee) as well as sandwiches. They tasted quite average – but still much better than the expensive and almost unpalatable stuff on the MAD-ACE sector.
The remaining flight was uneventful and we touched down at runway 26L at 22:41, some 1,5 hours late.
Conclusion
As already pointed out in the first report, Spanair’s domestic product is one big disappointment. Apart from a tiny sweet prior to landing, “service” is non-existent. While this may be ok for short hops on the mainland, it’s unacceptable that a Star Alliance member does not even serve a free cup of water on 2,5 hours flights to the Canary Islands. What’s even more annoying is the low quality of the stuff they sell – I don’t mind paying 5 Euro for a sandwich if it’s fresh and tastes good – but charging 5 Euro for junk food is impudent. Numerous LCCs know how to make it better.
Service on international flights includes free cold and hot drinks as well as snacks such as sandwiches. Though the offerings weren’t outstanding, there’s no reason to complain.
Seating is a general problem on Spanair – I can’t comment on the regular rows on the MD-80s, but seat pitch on the A320 and A321 is at minimum, worse than on many low-cost carriers. F/As and ground staff can be friendly and helpful, but some can also appear indifferent. Overhead TV screens and different audio channels were available on the Airbus fleet, but apart from the moving map the IFE programming wasn’t striking.
Spanair offers an average product on international flights which wouldn’t keep me off from flying the airline again – but I would definitely avoid longer domestic segments.
Best Regards,
PlaneHunter
Wednesday, 11 July 2007
Lanzarote (ACE) – Barcelona (BCN)
Spanair JK5261
14:45-18:35 (14:44-18:24)
Flying time: 02:24 (hrs)
McDonnell Douglas MD-83
EC-GVO Sunspot (s/n 1421), first delivered 02/1988 to Braathens Sweden
Economy Seat 22A
Check-in machine out of order
It hadn’t been possible to reserve particular seats in advance so we headed to the airport more than two hours prior to departure. First of all I approached the single check-in machine next to the counters – but it was completely switched off. Quite disappointing and definitely negative advertising for Spanair and the whole Star Alliance when faced with all the member airlines’ shiny logos on the machine…
So we had to line up in a long queue – most of the travellers were bound for the flight to Madrid leaving about one hour earlier than us. After some 20 minutes it was our turn and we were welcomed by two friendly female agents, a trainee on the computer and a supervisor behind. I didn’t remember the MD-83’s seat map – and since I wanted to sit somewhere in the rear cabin I asked for a row over the wing to make sure we wouldn’t end up at a blind window. After only a few minutes we got our boarding passes and row 22 looked promising.
Water Bottle Undetected
We bought some sweets for the no-frills domestic flight and passed through security. And just when I took my bag from the belt after screening I realized I had forgotten about a still unopened 500ml water bottle. However, the screeners didn’t ask me to open the bag and I just walked away – either the bottle had remained undetected or they didn’t care about it, who knows…
Arrecife Airport Spotting
The gate area at ACE airport is quite convenient, with various shops and restaurants as well as large windows and a small terrace, ideal for spotting. However, traffic was low and we decided to have a snack. I had hoped for an MD-83 in Star Alliance colors, but then I spotted EC-GVO on approach.
EC-GVO & its Eventful Life
Later at home I found out that the aircraft, named Sunspot, had had an eventful history before taken up by Spanair. The plane was built in October 1987 but ILFC cancelled the acquisition in 12/87. After being registered EC-EFL both Spantax and Las Palmas-based Air Sur also cancelled the acquisition of the aircraft. Then Irish Aerospace Leasing accepted the bird which finally started flying for Braathens Sweden as SE-DHF and was leased to Gatwick-based British Island Airways between 03/88 and 05/88. Between 10/88 and 12/88 Lineas Aéreas Canarias operated the aircraft as EC-190 and EC-EKT before Mexico City-based LaTur introduced it as XA-TUR.
After only three months in Mexico, Aviaco added the bird to its fleet for a total of three years, first as EC-257 and later as EC-EMT. In 04/92 TransAlsace acquired the plane as F-GMCD and used it for nearly eight months. In 12/92 Irish Aerospace Leasing registered the plane EI-CGR and leased it to Key Air Int’l, Private Jet Expeditions (04/93) and to French carrier TransAlsace. Oasis Int’l Airlines then introduced the bird as EC-807 in 03/95, changed the registration to EC-GBY and later leased it to Shaheen Air Int’l. In 05/96 the plane was transferred to Centennial Airlines as EC-323 and EC-GHJ before moving to Blue Scandinavia as SE-DHF in 02/97.
GECAS changed the registration to N462GE in 03/98 and Spanair finally took up the plane as EC-GVO in 06/98.
Cabin Comfort – Exit Row, No Instructions
The check-in agent had taken my request literally because our seats were located in the exit row over the wing – so plenty of legroom for us on that 2,5 hours journey.
Interestingly, no F/A explained the safety procedures for the emergency exit – they didn’t even check whether we speak Spanish or English. Not encouraging in terms of safety – there could always be people undiscovered who don’t understand anything and are unable to react adequately in a case of emergency.
Just like on the A321, Spanair has placed Vodafone ads throughout the cabin – supporting the LCC-style of its domestic service.
Departure
Boarding was completed soon (load factor nearly 100%) and we left the gate even early. The city of Arrecife in the background:
Terminal on the left, runway on the right:
Turning onto runway 03:
Only a few moments after stopping the two PW JT8Ds howled and accelerated the MD-83 for takeoff…
…and an enjoyable steep climbout:
Some more impressions of Lanzarote’s stunning landscape:
Heading for the Atlantic Ocean:
Cruise
The flight was rather uneventful, except for the fact that it was very cool in the window seat – the whole wall around the emergency exit felt very cold. I didn’t notice that when I had the exit row on a B734 earlier this year. TV screens were non-existant on the MD-83 so I read a book for most of the time. The F/As offered drinks and food for sale, but after the more than disappointing experience on the MAD-ACE flight I refused to even have a look at the menu card again. Please check the first report for further details on Spanair’s domestic service offerings:
http://forum.keypublishing.co.uk/showthread.php?t=74992
Cloudy skies all along the way…
…until we reached the Continent:
Quick geography quiz – what exactly is down there? I know the answer, btw…
Approach to BCN
After F/As had “generously” offered tiny candies, approach to Barcelona was started. Various cargo ships…
…land reclamation works…
…and a large sewage plant facility.
EC-GVO touched down at 18:19 and taxied to a remote position. We left the aircraft through the rear exit:
Last opportunity for a Mad Dog tail shot:
Barcelona Airport Spotting
BCN’s “old terminal” is still a quite convenient place to change planes. Large windows offer good views of the tarmac, runways 2/20 & 07L/25R and aircraft taxiing to the distant runway 07R/25L.
…to be continued…
Due to the limit of images per thread I have transferred the Las Palmas section into this first reply.
Las Palmas
After checking in for the return flight we went back to the arrival hall and waited for the bus to Las Palmas which is, with roughly 400,000 inhabitants, the largest city on the Canary Islands. After a 20 minutes ride we arrived at a central bus terminal and decided to walk to the harbor alongside the water front. As so often it was overcast all day – locals call that phenomenon “Panza de burro” – so walking wasn’t a problem.
Some views of the copious Las Palmas harbor area:
There’s a central city beach with nice sand in that part of the city, but facing some large cargo ships, it’s not really attractive:
Las Palmas navy base:
Cargo ships seen from the upper floor of a large shopping mall:
We had plenty of time left after lunch and some shopping and decided to visit the “Museo Elder de la Ciencia y la Tecnologia”:
One of the main attractions just next to the entry: The front section of an Iberia DC-9-30.
All individual markings are gone, so I couldn’t identify the plane. Later at home I checked ATDB and it turned out that the nose sections had once been part of EC-DGB, a DC-9-34 first delivered to Aviaco in October 1979. The aircraft was retired in December 2002 and later scrapped. The nose section was placed at the museum in 2004. Too bad the section’s interior wasn’t accessible.
We spent some 1,5 hours at the museum which covers all kinds of technical and scientific topics – very recommendable. In the afternoon we walked back to the bus station and returned to the airport.
LPA spotting
There is an observation deck at LPA airport, accessible for passengers only. Traffic was quite low in the afternoon so I didn’t explore the deck but decided to have a seat at the glass front in the gate area. Here’s EC-IYE – Islas’ sole ATR 42-300.
PH
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