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karatecatman
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 Posted: Sun Oct 25, 2009 1:24 pm Post subject: Birmingham bigwigs to file petition for direct flights |
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www.littleabout.com/news/40962,birmingham-bigwigs-file-petition-direct-flights-punjab.html#
Birmingham bigwigs to file petition for direct flights from Punjab
23 Oct 2009
ANI
London, Oct 23 - ANI: Leading figures from within Birminghams business, government and ethnic communities will join together next week to launch a petition to the Indian government for the re-establishment of direct flights between Birmingham and the Punjab.
Leader of Birmingham City Council, Mike Whitby, will be joined by internationally famed musician Apache Indian, and other leading figures from within the Indian community to launch the petition on Monday.
Launching the petition alongside Cllr Whitby and Apache Indian, will be Bhai Sahib Mohinder Singh, Chairman of Guru Nanak Nishkam Sewak Jatha, Daljit Singh Sahota, President of the Indian Overseas Congress and Jas Sansi, the petitioner.
More than 60,000 Indians live in Birmingham alone, with hundreds of thousands more living within the catchment area of its airport.
Direct flights between the two city were historically in place and proved very popular, operated by Air India. However they were cancelled in October 2008, not because of a lack of demand, but because the airline took a decision to prioritise filling empty slots at Heathrow.
Last year alone an estimate 88,000 passengers travelled from Birmingham to Amritsar, despite the axing of the direct flight.
The petition, which will be sent to the Airports Authority of India and Indian officials including His Excellency Dr. Manmohan Singh, Prime Minister of India, calls for a direct flight between Birmingham International airport and Punjabs leading airport of Amristar to be restored due to overwhelming demand of among the local community. -
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me111993
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| Posted: Sun Oct 25, 2009 2:18 pm Post subject: |
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There has always been a huge demand for flights between ATQ and BHX. The people running AI have rarely made a right descion, and stopping their ATQ-BHX-YYZ, is just adds to the long list of wrong descions made by them.
If the heads at IT can think a little practically, they should downgrade BOM-SIN to an A321, and then use the A332 for ATQ-BHX daily or even a 3 weekly ATQ-BHX-YVR... |
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avbuff
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| Posted: Sun Oct 25, 2009 7:15 pm Post subject: |
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| Well, wait for a few months .. QR has not revealed its 2 unknown European destinations for summer 10. If at all BHX is one of them, QR will be a good option to fly to BHX from ATQ via DOH. |
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Spiderguy252
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| Posted: Sun Oct 25, 2009 7:32 pm Post subject: |
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| me111993 wrote: | | A332 for ATQ-BHX daily or even a 3 weekly ATQ-BHX-YVR... |
Does an A330 have the range to do the BHX-YVR route?
Anyway, I think EK is currently the best choice for Indians getting to BHX.
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behramjee
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| Posted: Sun Oct 25, 2009 8:09 pm Post subject: |
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Sensible solution would be DEL ATQ BHX 3 times per week using a B 772 but the problem is that AIs B 77Ls are premium configured hence not meant for a low yielding route like BHX.
I wonder how many pax from MAN fly to ATQ on QR as this is one option that BHX originating pax could take.
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jasepl
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| Posted: Sun Oct 25, 2009 8:26 pm Post subject: |
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| behramjee wrote: | | Sensible solution would be DEL ATQ BHX 3 times per week using a B 772 but the problem is that AIs B 77Ls are premium configured hence not meant for a low yielding route like BHX. |
Never stopped them from deploying 3-class planes from ATQ until now!
As someone said in another post, what AI really, really need is a few 332s - right size and with the appropriate config, will be ideal for many flights such as YYZ, NRT, HKG etc.
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me111993
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| Posted: Sun Oct 25, 2009 8:50 pm Post subject: |
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Hey spiderguy252!!!
BHX-YVR is 4000-4200 nm depending on the route taken... An A332 is capable of doing 6000+nm at max payload...
So, currently I feel an A332 is perfect to serve this route. If QR starts serving BHX from DOH, I believe that will be the end of Iranair's operations out of ATQ... |
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iah87
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| Posted: Sun Oct 25, 2009 9:24 pm Post subject: |
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| me111993 wrote: | There has always been a huge demand for flights between ATQ and BHX. The people running AI have rarely made a right descion, and stopping their ATQ-BHX-YYZ, is just adds to the long list of wrong descions made by them.
If the heads at IT can think a little practically, they should downgrade BOM-SIN to an A321, and then use the A332 for ATQ-BHX daily or even a 3 weekly ATQ-BHX-YVR... |
IT is hardly in a position to fly anywhere they want. They are unable make of their minds even on the basic international routes, let alone ATQ-BHX.
If anyone can fly this route upto BHX, it will be AI, since they have already flown before. And YVR is not on the radar for any of the airlines from India or from the middle east. |
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me111993
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| Posted: Sun Oct 25, 2009 11:12 pm Post subject: |
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Hey iah87!
I agree with you here, and that is why I used the term "Practicality" in IT's case. What Dr Vjm stated was the fact that IT was concentrating on revenues more than load factors, which basically implies concentrating on premium traffic which obviously is present most on trunk international routes like BOM-SIN/HKG/LHR or CCU-DAC/BKK. IT tends to greatly underestimate the heavy competition present on these routes.
In the current climate no one wants to experiment even a bit even if odds are greatly in their favour.
What I personally want to see is that, with 9w getting back 4 77w's and then leasing only 2 of them, they should upgrade BOM-BRU-EWR with a 77w operating alternate days along with an A332. Then use the extra A332 for ATQ-BHX...
Cheers
me111993 |
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tayaramecanici
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| Posted: Mon Oct 26, 2009 2:59 am Post subject: |
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The A310-300ER with the ACT is perfectly suited for this route in terms of operating economics.
It can offer approx 220 pax in 2 class, Premium & Economy, BHX catchment is basically a ex- working class with a limited number of pax who can afford premium class, like my regular Auto Garage owner Amrik singh of Beds. He visits India-ATQ every year for extended periods of couple of months and travels from BHX, he drives around in a Bentley Brooks.
AI has adequate crew, engineers and spares for this aircraft type and there are plenty available going at attractive lease rentals.
AI can thrash 2xA313 (daily ATQ-BHX) for 3 years on this route to hold fort and thwart the ME carriers. If they can lay their hands on a couple more the YYZ-BHX-ATQ could be revived. AitTransat ops to YYZ-LHR seasonally using these A313s.
A330s and B777 are a tad too big to fill up in these uncertain economic climes. |
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sanhin2
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| Posted: Tue Oct 27, 2009 9:18 pm Post subject: |
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| why cant emirates with all its might and alleged bribes to the DGCA start service to ATQ? its a no brainer isnt it? |
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Jaysit
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| Posted: Wed Oct 28, 2009 3:41 am Post subject: |
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| tayaramecanici wrote: | The A310-300ER with the ACT is perfectly suited for this route in terms of operating economics.
It can offer approx 220 pax in 2 class, Premium & Economy, BHX catchment is basically a ex- working class with a limited number of pax who can afford premium class, like my regular Auto Garage owner Amrik singh of Beds. He visits India-ATQ every year for extended periods of couple of months and travels from BHX, he drives around in a Bentley Brooks.
AI has adequate crew, engineers and spares for this aircraft type and there are plenty available going at attractive lease rentals.
AI can thrash 2xA313 (daily ATQ-BHX) for 3 years on this route to hold fort and thwart the ME carriers. If they can lay their hands on a couple more the YYZ-BHX-ATQ could be revived. AitTransat ops to YYZ-LHR seasonally using these A313s. |
AI used to operate its A310-300ERs to Manchester in the 1990s. The west-bound routing was BOM-DEL-AUH-FCO-MAN and the eastbound routing was MAN-FCO-DEL-BOM. Apparently, the aircraft couldn't make the DEL-FCO sector nonstop with a full complement of pax and cargo, necessitating the AUH stop (although with AI, this could just be an excuse for something else). In any case, if the 313-ERs can't do DEL-FCO nonstop, ATQ-BHX may also be a problem.
Alternatively, given that this route is primarily VFR and NRI (with virtually no time-sensitive business traffic ala BOM-JFK), who needs a daily flight? AI can operate 2-3 weekly flights using Boeing 777s. Airlines don't need daily flights to attract pax if they market their flights well. Just look at KE's 3 weekly 333s out of BOM which fill up with pax traveling between California and BOM. |
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maut3000
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| Posted: Thu Oct 29, 2009 3:03 pm Post subject: |
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| sanhin2 wrote: | | why cant emirates with all its might and alleged bribes to the DGCA start service to ATQ? its a no brainer isnt it? |
As and when they start Chandigarh (as Flydubai), they will be a strong competition to ATQ.
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sanhin2
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| Posted: Thu Oct 29, 2009 9:40 pm Post subject: |
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| but i thought that FlyDubai would not interline with emirates, it would exist as a completely seperate entity... |
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tayaramecanici
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| Posted: Thu Oct 29, 2009 10:27 pm Post subject: |
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| Jaysit wrote: | [AI used to operate its A310-300ERs to Manchester in the 1990s. The west-bound routing was BOM-DEL-AUH-FCO-MAN and the eastbound routing was MAN-FCO-DEL-BOM.
Alternatively, given that this route is primarily VFR and NRI (with virtually no time-sensitive business traffic ala BOM-JFK), who needs a daily flight? AI can operate 2-3 weekly flights using Boeing 777s. Airlines don't need daily flights to attract pax if they market their flights well. Just look at KE's 3 weekly 333s out of BOM which fill up with pax traveling between California and BOM. |
AI A313s were/are not the Extended Range series or HGW i.e. They do not have a Additional Centre Tank (ACT). This is basically a fuel tank module loaded on a pallet and locked into the aft cargo.
The distance between BHX-ATQ is approx 6500km and the range of the A313HGW with ACT is approx 9500km.
You may be right that this route BHX-ATQ does not warrant a daily flight, the point that i was trying to drive was to highlight the quantum of DESI traffic between YYZ-BHX. There is a large DESI diaspora in YYZ and BHX-EMA. I would imagine it was this very pax catchment that the marketing dept of AI had in mind whilst deciding the ATQ-BHX-YYZ route. The BHX-ATQ could be operated 4xwk and the rest 3xwk could go BHX-AMD for the leicester based crowd.
The breakeven loads on the A313 is far less than that on the B777 and a 3/4 X B777 would offer about the same if not more number of seats as a 4/7 X A313. Higher utilisation lowers unit operating cost.
On matters of pax comfort and attractiveness, The cabin of the A313 is the same cross section as a A330, when you consider the fact that this route has been served by the single-aisle B757s operated the ex-CCCP carriers for the last 10yrs now.
On operating economics comparing the A313 vs B777, i would imagine any added costs from high fuel burn would be far less than the high cost of ownership or leasing a B777 as compared to the A313. Here i would like to add whilst looking at a 3yr time frame and especially this route, which is very price sensitive and considering the global aviation market and credit markets are expected to be weak for the next 3yrs.
I srongly believe the airlines (9W IT) in India should be looking at the A313 for their P2P network, there are plenty of spares and expertise in India for this type. Due to the depressed express cargo market the valuation of A313s are depressed too. And the breakeven loads on these a/c compliment the present economic conditions, whilst assist in maintaining schedule on these long thin P2Ps.
Whilst i was working for EK in the late 90s, EK was so impressed with this particular aircraft that Airbus was toying with the idea of fixing a A330 wing onto EKs A313s and rechristening them A330-100, i am sure a few veterans would remember this.
EK flew the A313HGW on the DXB-HKG route, it was normally a 8hrs flt oneway and close to 9hrs on the return leg. |
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Jaysit
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| Posted: Thu Oct 29, 2009 11:26 pm Post subject: |
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| tayaramecanici wrote: | | Jaysit wrote: | [AI used to operate its A310-300ERs to Manchester in the 1990s. The west-bound routing was BOM-DEL-AUH-FCO-MAN and the eastbound routing was MAN-FCO-DEL-BOM.
Alternatively, given that this route is primarily VFR and NRI (with virtually no time-sensitive business traffic ala BOM-JFK), who needs a daily flight? AI can operate 2-3 weekly flights using Boeing 777s. Airlines don't need daily flights to attract pax if they market their flights well. Just look at KE's 3 weekly 333s out of BOM which fill up with pax traveling between California and BOM. |
AI A313s were/are not the Extended Range series or HGW i.e. They do not have a Additional Centre Tank (ACT). This is basically a fuel tank module loaded on a pallet and locked into the aft cargo.
You may be right that this route BHX-ATQ does not warrant a daily flight, the point that i was trying to drive was to highlight the quantum of DESI traffic between YYZ-BHX. There is a large DESI diaspora in YYZ and BHX-EMA. I would imagine it was this very pax catchment that the marketing dept of AI had in mind whilst deciding the ATQ-BHX-YYZ route. The BHX-ATQ could be operated 4xwk and the rest 3xwk could go BHX-AMD for the leicester based crowd. |
Got it.
Didn't know that the A313 was available with an ACT. Did this seriously cut into the aircraft's cargo capacity? I imagine that DXB-HKG would have carried significant premium traffic thus negating any lost cargo revenue, but I doubt very much if India-BHX would.
I agree that India-BHX and even India-MAN can be profitable routes for AI, and that its a shame that the traffic on such routes is going the way of the Gulf carriers as well as two-bit Central Asian carriers. However, even VFR traffic and price-sensitive NRIs aren't going to be sold on 20 year old doddering A313s lacking IFE, especially since they're quite aware of the much higher standards on EK/QR, etc. which are often available for a lower price. Thus, having a 2-3 weekly nonstop 777 on these routes would work just fine. The selling point can be the nonstop advantage (not having to dawdle for 4-5 hours in the Gulf), and the improved inflight environment of a 777. While a 777 may not be the best option, AI seem to have more than their share of them baking away in the Mumbai/Delhi sun. They may as well use them on revenue generating flights. |
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tayaramecanici
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| Posted: Fri Oct 30, 2009 1:01 am Post subject: |
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| Jaysit wrote: | | [ However, even VFR traffic and price-sensitive NRIs aren't going to be sold on 20 year old doddering A313s lacking IFE |
New this was coming hence the ref to A330, EK had a excellent IFE on their A306s & A313s. Inside a A313 cabin you wouldn't know the diff from a A330 unless you decide to take a walk, and as i had also mentioned this very savvy NRI has/is been flying BHX-ATQ on the B707 cross sectionwala B757. AirSlovakia now owned by a Sikh operates a B757 on this route (or is planning soon, see the advt on Telly).
End of the day you can count the number of Chaggan, chapan and chamans that know the diff between a wide-body and narrow-body aircraft from the membership of any Airliners-XXX.XXX, most of the journos Indian/Intl can't get the diff between Airbus or Boeing series right, leave aside the others, myself being a Maint engineer for the last 22yrs i can't tell you the diff between a B737-300 vs B737-700NG or B737-400 vs B737-800NG. The only 20+yr old A320 that i can identify from far is the IAC ones with a bogie, saw one a few years back at MAN.
End of the day it is operating economics that warrant keeping a aircraft flying. The B777s are an extremely expensive aircraft to own and operate, the boom time decade gone by could attract the yields necessary to generate revenue for these luxury liners, little wonder every airline seems to be parking these in the crunch time. With the price of oil coming down every $ towards $50/brl makes these 20yr aircrafts attractive.
Now its going to be more of the LCC concept world-wide, you pay to rest your bum on a seat, want frill buy the 'J' class. Its as simple as this the only aircraft type presently operating between BHX-ATQ at present is a B757 (discounting changing a/c in the gulf) and if the option was on a direct A313, i've no doubt where the crowd would be headed. |
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Jaysit
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| Posted: Fri Oct 30, 2009 2:08 am Post subject: |
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| tayaramecanici wrote: | | Jaysit wrote: | | [ However, even VFR traffic and price-sensitive NRIs aren't going to be sold on 20 year old doddering A313s lacking IFE |
New this was coming hence the ref to A330, EK had a excellent IFE on their A306s & A313s. Inside a A313 cabin you wouldn't know the diff from a A330 unless you decide to take a walk, and as i had also mentioned this very savvy NRI has/is been flying BHX-ATQ on the B707 cross sectionwala B757. AirSlovakia now owned by a Sikh operates a B757 on this route (or is planning soon, see the advt on Telly).
End of the day you can count the number of Chaggan, chapan and chamans that know the diff between a wide-body and narrow-body aircraft. |
Well, perhaps, EK may have had superb IFE on their A313s, but remember that this is AI we are talking about. Even assuming they can retrofit their A313s with an ACT, the aircraft inside is still a shoddy "Jhuggee in the Sky."
As for the hoi polloi not knowing if they're on a 747 or a 767, I agree with you. However, they do know if they're on a plane that has a clean and modern interior. They'd rather be on a clean and refurbished 20 year old BA 744 than on a 2 year old A330 with no IFE, and like most flyers anywhere in the world, equate a clean and modern interior with the age of the aircraft. Also, the UK based Sikhs are used to flying EK and BA and VS, so they're not going to tolerate some dirty old AI aircraft anymore. With EK and QR offering dirt cheap fares between India and the UK, I suspect many of these folks will think twice before flying AI.
Finally, remember that the 777 is a people mover that was designed to move between 200-350 people at the lowest seat cost per mile than any other aircraft. The challenge, of course, is filling these planes. One can't fill a daily 777 between ATQ and BHX, but one could with a 3 weekly flight. Since AI is stuck with its 777 fleet, it may as well use it, rather than letting it idle on the ground. I agree that buying 777s for such a route would be a massive waste of money, but in AI's case, you use what you have and while you're at it, you create some goodwill. If there's anything that will bring pax back to AI, it is a consistent and modern product. Gone are the days when desis will tolerate a khatara, especially since the competition is just as cheap, if not cheaper. |
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tayaramecanici
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| Posted: Mon Nov 02, 2009 8:07 am Post subject: |
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| Jaysit wrote: |
Well, perhaps, EK may have had superb IFE on their A313s, but remember that this is AI we are talking about. Even assuming they can retrofit their A313s with an ACT, the aircraft inside is still a shoddy "Jhuggee in the Sky.". |
When i refer to AI on topics of route or eqpt, i am talking of AI the Brand and not the present airline. Since AI is serving the route i would continue to refer to AI however if you notice i've also suggested 9W & IT could look at this a/c type for similar routes .
The A313 can be refurbished and if maintained well will offer a attractive proposition especially as i said on thin medium-long routes for the next 3yrs or so.
| Jaysit wrote: | | but in AI's case, you use what you have and while you're at it, you create some goodwill. If there's anything that will bring pax back to AI, it is a consistent and modern product. Gone are the days when desis will tolerate a khatara, especially since the competition is just as cheap, if not cheaper. |
With ref to the B777, AI and also 9W should be looking at offering the classic HUB-SPOKE model connecting ULH dest via INDIA. Airlines in India have to come to some sort of understanding in terms of offering seamless connections to various dest and linking these via a common website.
USA, CANADA and UK have the largest concentration of Desis, these origins can be connected to 3 hubs in India - DEL, BOM & HYD- with onward connections to AUSTRALIA, CHINA, and JAPAN. Each country could be served with 2 or more cities.
Basically you are looking at 2 sets of pax segment,
1) The desi NRI/Student.
2) The phirang backpacker/tourist or adventurous business man.
In both these cases you have to be looking at an extremely competitive fares.
CANADA - The cities of Vancouver and Toronto can be served. Vancouver could be served 4-5 x wk, with AI/9W shared equally with 5th flt being code share. Toronto can easily afford 7 x wk with say 3xDEL and 4XBOM, YYZ has a large concentration of gujjus who would prefer BOM.
Target PAX - Punju NRIs, Canadian and Chinese businessmen and students enroute to China or SE-Asia hubbing at DEL or BOM and Tour operators selling packages to Kerala and Jaipur-Agra.
USA - The cities of LAX, ATL, IAD, ORD, JKF & EWR can be served with varying degree of freq depending on the originating traffic i.e
ATL, IAD & ORD could have 2 x wk each hubbing at HYD.
JFK, EWR & LAX could be 10, 10 & 4 x wk respectively with the LAX hubbing at BOM and the rest equally dist between BOM & DEL.
Target PAX - Indian NRI, Students, Yank Business men, Backpackers, LAX-BOM Media, Bangla NRB, Ceylonese NRS, Aussie businessmen/students/backpackers, Chinese and Tour operators selling packages to Kerala and Jaipur-Agra.
U.K. - LHR and MAN to be connected to BOM and DEL with HYD geting atleast 4 x wk from LHR.
Target PAX - Same as above.
AUSTRALIA - the cities of SYD and MEL. Hubbing at DEL BOM.
Target PAX - same as above
CHINA - Cities of Beijing and Shanghai with the possibility of a central china city - CHEUNGKING
Target PAX - Tour operators, Chinese -Indian Businessmen/students and connecting phirangs.
JAPAN - Tokyo hubbing at DEL.
Target PAX - NRI, Japanese businessfolks, tour operators to Buddha trail and connecting phirangs.
The biggest advantages of these city pairs is taking the competition to the adversaries i.e. BA, EK, LH, SQ.
AI/9W will create brand India, and whence the global economy turns around or the B787s are ultimtely delievered, they would have created a viable pax catchement to create more P2P city pairs.
For this strategy to be successfull the hubs need to have seamless connections to onward dest like BLR, MAA, AMD, COK, TRV, CMB, BKK, SIN, DAK, KHI, DXB to name a few.
I think i've just created a fanatsy computer game. |
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Jaysit
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| Posted: Mon Nov 02, 2009 8:21 pm Post subject: |
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Once new and integrated terminals open in BOM and DEL, the hub and spoke model may be more viable for 9W and AI.
Currently, 9W is doing reasonably well using BOM as a hub for UK/EU-Thailand/Singapore/HKG traffic.
The problem with UK/EU-Oz traffic is that the Gulf carriers with their endless pockets can pricecut to the point that any new entrant is automatically excluded. For any Indian carrier to start Oz flights, they will have to tap into existing India-Oz traffic first, and use transit traffic as mere filler.
Still it's a shame that certain VFR/NRI routes that can be served with 3-4 weekly services are being given away to the Gulf carriers. Such routes can even be served seasonally much like what US carriers do with respect to certain European markets.
BHX and MAN (2-4 weekly); LOS (3 weekly, and using BOM as a hub to connect to CAN, HGK, PVG); CAN (3 weekly). |
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tayaramecanici
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| Posted: Wed Nov 04, 2009 4:18 pm Post subject: |
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| Jaysit wrote: | Once new and integrated terminals open in BOM and DEL, the hub and spoke model may be more viable for 9W and AI.
Currently, 9W is doing reasonably well using BOM as a hub for UK/EU-Thailand/Singapore/HKG traffic. |
Exactly, the present BOM-DEL are adequate for the quantum of connecting traffic, progressively and soon each major Indian airline should have their own terminal.
| Jaysit wrote: | | The problem with UK/EU-Oz traffic is that the Gulf carriers with their endless pockets can pricecut to the point that any new entrant is automatically excluded. For any Indian carrier to start Oz flights, they will have to tap into existing India-Oz traffic first, and use transit traffic as mere filler.). |
The present set of rulers/managers in especially AUH & DOH are far more clued up than their predecessors, Sheikh Mo of DXB happens to be one of the predecessor lot, EK has exhibited the limitations of creating a MEGA airline based on only connecting pax in their MEGA HUB. EK is still a unknown as far as state of financial affairs is concerned, so endlessly undercutting is not possible. EY & QR wont go down the route of ''cut the nose.........''
I always believed and hope it will come true, India is a great stopover destination apart from being a huge exotic experience.
Given an option, a couple hopping on the Kangroo route, the option of seeing the TAJ on a 24+hr stopover at DEL or the AJANTA-ELLORA to the oriental couple stopping at BOM as against visiting a GLASS & STEEL covered concrete jungle in the middle of the desert. What would you choose ?
A few -single mother- SALLYs or Chavs would love DXB let DXB have them, i would rather attract the moneyed middle-classes and professionals to India, Not to mention the Gap year and retired crowd from EU that would like to experience the sights of India. Undoubtedly it will need all the stakeholders to cooperate for this to be possible i.e. State admin, police, hotel and tourism industry, a person landing in DEL could travel down over a week/fortnight to BOM/HYD/MAA for onward travel.
DXB/AUH/BKK/KUL/SIN don't/can't offer this possibility.
This has been attempted before but with contempt, socialist India couldn't be bothered to invite the goras however now ITIES propelled India is keen on using its soft power to make itself attractive to the world and tourism is one industry that can achieve this while generating the largest number of employment.
Dream on....... |
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Nimish
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| Posted: Wed Nov 04, 2009 4:38 pm Post subject: |
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| tayaramecanici wrote: |
I always believed and hope it will come true, India is a great stopover destination apart from being a huge exotic experience.
Given an option, a couple hopping on the Kangroo route, the option of seeing the TAJ on a 24+hr stopover at DEL or the AJANTA-ELLORA to the oriental couple stopping at BOM as against visiting a GLASS & STEEL covered concrete jungle in the middle of the desert. What would you choose ?
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Agree completely - and tie in some business there as well - India can become unbeatable as a stop over on the Kangaroo route. Unfortunately the GoI is not a visionary when it comes to these things, and they'd rather just launch an "Incredible India" campaign rather than change things on the ground.
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We miss you Nalini! |
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me111993
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Joined: 04 Sep 2009
Posts: 179
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| Posted: Wed Nov 04, 2009 4:41 pm Post subject: |
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| With 9w now reinstating the b77w's on the BOM-BRU-EWR route, they would now have 2 spare A332's + 2 being returned by oman air +1 spare at BOM. Even if they dedicate 3 of them for RUH/JDH/NBO, they could still serve 4 weekly ATQ-BHX + 3 weekly DEL-BHX or vv. |
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