We’ll if you dont know why we are not the biggest fans of Air Wales management then have you been living in a cave recently?

Yes I have seen you aren’t the biggest fans but all I want to know to see is how a few enthusiasts can back-up and put pay to some of the quotes which appear on these forums?

Once people get into the industry it becomes slightly frustrating to see those with no pofessional involvement in the industry ridecule and judge how operators work. Avaition is a cut-throat world and some of the comments that get posted do nothing but create annimosity that can be viewed by anybody publically.

I do not work for Air Wales, but have had regular involvement with staff running the show on a day to day basis, all of whom come across as a professional bunch!

DC-10 fest – great stuff!

Yes we are talking over last christmas. So they must be Euromanx then.

Thank you for your time. You see i’m much more of a military buff myself- thats how I identified the RJ70s’ as BAe 146s’.

So in layman’s terms the aircraft are operating under a different livery to the carrier that owns them? So theyre effectively rented?

BARNOWL

Yea that is the basic theory. Most aircraft flying aroudn the Uk are leased (rented) from Multinational leasing companies, or from other operators. Some may ring a bell… GECAS, ILFC, Debis Air Finance?

Leasing is a wierd buisness is far too complex to explain on here!

Whilst talking to my Manx girlfriend in bed (ok ok calm down 😀 ) we started talking about how the civil aircraft registry markings (G-SPIT etc) were arranged. It came up in conversation that none of the Manx Airways jets (BAe 146’s) are registered in the UK under G- prefix codes. Of all things they are registered in Russia, Germany and the Czech Republic. I was wondering if any of you knew why Manx Airways didn’t register their jets in the UK (or Ireland) as as far as they know they only operate to the Republic of Ireland or the United Kingdom?

Over to you guys…

BARNOWL

The original Manx Airlines aircraft (post BA Citiexpress intigration) were all G- registered – G-MIMA, G-OJET, G-MAJA, G-OATP, G-MAUD, plus may of the G-MAN* series spring to mind… a mix, incidentally, of British built types – 146s, Jetstream 41s and ATPs.

Now if you mean Euromanx, that is a differant story…

Dornier 328 series – Registered in Germany under D- Markings. D-CMTM/CPRW
Dash 8 aircraft (-200 and -300 series) are registered in Austrian OE- Markings. OE-HBB/HBC
Avro RJ70 aircraft were registered under Irish EI- markings. EI-CPJ/K

Euromanx, as such, is not the operator of the aircraft, merely a ticking agent. The aircraft are operated, for what I understand, by Euromanx GMBH, a seperate Austrian/German company who run the aircraft off another Airlines Austrian AOC (Airline Operating Certificate) – all very confusing.

The Avro RJ series aircraft I believe were retained in Irish markings as they were leased from an Irish company, and thus registered under the state of ownership, rather than operation (as can be displayed with many Italian carriers).

I believe this is the overview, however somebody else may be able to clarify a little better.

Thinking of it, it must only be 5 years or so back that BA Citiexpress operated a Squadron of upto 6 x JS41s ex LBA:-

Aberdeen (3x Daily)
Southampton (4x Daily)
Isle Of Man (1/2 x Daily)
Bristol (3 x Daily)
London Gatwick (3x Daily)
Dublin (6x Daily)…

ABZ, SOU and IOM were taken on with the Transferral of the JS41s to Eastern, whilst the rest were dropped. The Dublin run was a response to RYR dropping to 1x Daily (now back to 3x Daily) and Aer Lingus dropping the F50s upon their retirement (EI Codeshare), and the BRS has since been taken on by Air Southwest.

The Gatwick entity was a totally differant concept to what people seem to be suggesting now – as a link into the BA transfer network, rather than a low-cost destination.

Unfortunatly you will most likely have to go in as an assistant, rather than a Duty Officer or Controller (which are presumably the jobs you keep seeing advertised), however without the 2 years experiance you forefit the salery a little!

It also depends on what type of Ops you are into – Airfield Ops, Airline Operations, or working in the Operations dept of (for example) a handling agent – all totally seperate entities with their own variations.

If you wish to PM I may be able to help a little more off forum.

Usual score in Uk is the Airfield Safety Officer (driver of the follow me van) does the marshalling and is thus referred to as “The Marshaller”.

In the continent the Marshalling is conducted by the handling agent’s Ramp Supervisor, rather than the airfield, however he is still referred to as the Marshaller!

Ryanair are an easy target (especially given that they are a foreign airline) but I am pretty sure that similar concerns could be raised about any airline.

In any case, this type of sensational ‘journalism’ by television production companies just makes me want to throw the tv out of the window.

Here, Here.

Referance the quote that Ryanair wouldn’t give an interview, the corrispondances on the Ryanair website seem tol indicate the only interview offered would have been an edited version – Ryanair requested an unedited version from how I understand it.

Personally I will continue, where the times and destinations suit me, continue to use Ryanair.