And then it's up to the contractor to know the operation, safety rules and comply with said contract. Otherwise, it's a free-for-all with no accountability! In addition, all airport authorities have an onsite business office that draws up contracts for any and all tenants on operating directives. They sign on that they fully understand and will comply. That's the usual way that it is done, especially at large, Part 139 certificated international airports. Same as for LAX, SFO, LAS, SEA etc.....

(Written on 08/07/2022)(Permalink)

Article mentions Pegasus which sounds like a contract ground handler. Not all airlines have their own people. Many (50% plus) have contract handlers. At LAS, KAL is handled by Swissport USA.

(Written on 08/07/2022)(Permalink)

Seen it! Good documentary…..

(Written on 07/04/2022)(Permalink)

I see these at my airport on an almost monthly basis! In fact, I and my coworkers usually coordinate it all after it’s been approved……

(Written on 06/03/2022)(Permalink)

How little you really know is all I can say, cough, cough. Assumptions have a habit of coming back to bite you! You’re correct though, you certainly are NOT speaking the Queens English, merely rambling now. The mistake was caught in flight, not at check in or on the ground. I hope you can find your friend Shirley since you seem so very fond of her…….🤷🏼‍♂️🤷🏼‍♂️🤦‍♂️🤦‍♂️

(Written on 05/07/2022)(Permalink)

As Andy here previously suggested, you answered your own question. The FAA or POI would have to have had ADVANCED knowledge of this, which they didn’t, in order to do what you say. So, yes, very moot he/she would show. My money is on no. That’s not why VS returned. Not at all.

(Written on 05/07/2022)(Permalink)

Again, all well and good and I’m not arguing about the FARs and OPSPECs and POIs you’re talking about here. But I have to assume you do know that Virgin Atlantic are not governed by FAR Part 121 nor do they have POIs! All those are purely US FAA for US-registered aircraft and US airmen. Foreign airlines are different and come under different rules. Talking about FARs does nothing to forward the discussion when it clearly, doesn’t apply. You should know that, surely?

(Written on 05/07/2022)(Permalink)

Comments are spot on. However, Virgin, being a British airline comes under the auspices of EASA/UK CAA, not FAR Part 131 which governs US air carriers. They are a foreign carrier and operate in/out of the US as Part 129, as someone above has already stated….

(Written on 05/07/2022)(Permalink)

Incorrect! In the airline world, you don’t fly a training route empty! Think of the cost for each pilot being trained. Once you’ve got to that level, it’s called LINE TRAINING. Meaning you fly a minimum number of sectors or hours (usually not less than 25 hours depending on type of operation) followed by a FINAL LINE CHECK. When that is comp,eye, you are released to crewing as a fully qualified company pilot and they can then roster you with anyone, including non-instructor Captains. For the record, every type of line training I’ve ever done in two different countries has ALWAYS involved REVENUE passengers onboard, not empty flights. You must be thinking of BASE training which is different. That is the first time a new pilot gets to fly the actual plane and involves multiple takeoffs and landings at a single airport. Believe it’s 3-4 of each for each pilot and comes after you’ve done all your sim and are type rated. Passengers are hardly ever aware of what’s going on up front or th

(Written on 05/06/2022)(Permalink)

 Well, this was Virgin Atlantic, a UK carrier which does NOT operate under 121! So none of those regs you quote apply here, it’s a foreign carrier with their own rules and regs (perhaps not very different). And last but not least, individual airline policy in the ops manual is frequently more restrictive than the FAA/CAA rules. I know of several instances where this is so.

(Written on 05/06/2022)(Permalink)