STN will be back for the summer full time. LGW is a winter only operation at present on the 737 due to a number of Ski series charter flights.

It Ops weekend only this winter with Titan operating the STN mail flights whilst a Jet2 QC is on mx over the winter. Jet2 still have a series charter programme and the JER newspaper flights ex STN.

Similar Operations happen each year somewhere on the network, last year was a Europe Airpost 737F operating one of our mail flights ex EDI, before that an Atlantic Electra.

Another reason, which probably isn’t applicable here, but could be in some African States can be a lack of overflight permits Some countires simply won’t provide overflight permits to carriers from countries where there are diplomatic tensions with the country of origin or country of the carriers origin.

One route the company I work for Operates on behalf of an African Carrier has around a 200nm (nearly 30mins flight time) re-route around Sudan and Ertrea.

Autopilot disconnect.

rob39
Of course there is discretion, pilots & cabin crew can go into discretion which will be no more than 2hrs after the official deadline of your duty period for that day, you cannot knowingly go into discretion, and it is the commanders decision as to whether he thinks his crew can operate safely & efficiently.
If we do go into discretion then there’s alot of paperwork involved and we have to inform the CAA with a valid reason.

Upto 3 hours into discretion as a “get me home”. For 2 hours the paperwork remains within the company and is audited periodically by the CAA to make sure there’s not a pattern emerging, 3 hours heads straight off to the CAA as this is intended to be only used as a last resort – ie Medical Diversion on the way home putting an extra sector on the flying would be a good example.

With out a doubt. UK-Tenerife-UK can be at least 11 if not 12 hours on duty and that is just counting the hours flying(sometimes), where not even taking about clocking on(what a old frase), and hour and half before flight and the at least 45 minutes after the plane is landed. I bet a UK-TFS-UK can be in excess of 14 hours on a really really bad day.

True – a TFS for the North of the UK working on a 1.5 hour report, 2x 4.5 hr sectors and an hour turnaround comes to 11.5hrs Flight Duty Period (FDP) – the period for the check out is not counted a FDP, just duty time, the length of FDP worked depends on the time period the duty is due to commence, if the crew are “acclimitised” to the local time period , and how many sectors they are due to fly. However the number of hours that the can work within a day can be altered under FTL a variation which can be agreed with the authorities to enable a crew to work a longer 2 sector day such as LCA or PFO for example. For example to complete this duty the crew need to have extended rest periods both before and after the duty to allow them to work this.

Hope it helps!

Looks like OpenSkies is using it now then 😛 Unless someone is messing about on Wikipedia.

We’ll have to see – Mistral Air were still using it as of Wednesday, as we were using it!

Who says the Camera never lies? U almost look slim there! :p

End of season. Inbound seats utilised by tour operator to save them running an empty aircraft out to repatriate customers. Win/Win situation

I wish FR would have a ‘jealousy act…..:rolleyes: ‘ against Jet2 at LBA! Would love to see them expand at LBA.

Personally, I think it’s only a matter of time until we see GRO-LBA. It’s now one of the very few airports in England that FR don’t operate there from.