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GL wrote: ↑Wed Feb 07, 2024 9:32 am
Anybody know if these aircraft are still in Tarbes France? and the status of the rest of the a/c?
Going off planespotters.net:
Stored at Tarbes, future uncertain
ZS-SJA as 2-SSJA
ZS-SJB as 9H-AJV
ZS-SJF as 2-SSJF
ZS-SJL as N259GE
ZS-SJM as 9H-AJY
ZS-SJN as 2-SSJN
ZS-SJP as N260GE
With FlySafair
ZS-SJG
ZS-SJH
ZS-SJK
ZS-SJO
ZS-SJR
ZS-SJT
With Mavi Gok Airlines (Turkey)
ZS-SJC as TC-MGJ
ZS-SJD as TC-MGK
Scrapped
ZS-SJE at Johannesburg in December 2022
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GL wrote: ↑Wed Feb 07, 2024 9:32 am
Anybody know if these aircraft are still in Tarbes France? and the status of the rest of the a/c?
I will ask my Saffer friend that works at the airport.
Whirly.
According to my friend, based at Tarbes, there were seven. Five are still there, they were bought by a Turkish company called MGA and they are busy fitting reconditioned engines in them, and then taking them to Istanbul.
They are starting them up and running them now.
Whirly.
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Airplaneguy9 • snoopy • MayerFM
Not every home needs a dog but every dog needs a home.
Despite these aircraft - or some of them being flyable - I doubt its part of any future deal in the Mango saga - if anyone does buy whats left of Mango SOC Ltd.
The aircraft were never owned by Mango SOC but leased, from leasing companies who have obviously sold some off for parts and probably re-leased some of the others, to the Turkish customer for example.
So what would a new buyer be buying - debt?
And anyone who wants to start a new version of Mango - has got loads of stored B737-800s to pick from globally after COVID, and would most likely not touch the Max versions.
So, it seems that somehow, there is still a prospect that Mango can be rescued, as the supposed sale to an unknown investor may go ahead. However, I do have some questions regarding the future of the airline.
1. Would it be better if Mango was fully privatized and operated similarly to FlySafair and LIFT, instead of being an SAA subsidiary? They'd still have refunded tickets and other expenses that they need to pay off, and this is probably going to come out of the taxpayer's pockets, but would they be able to, and then still restart operations as a normal low-cost airline, free from government influence?
2. What would a new "Mango v2" look like? Being a fully-private low-cost airline, they'd have to start from scratch - get slots at airports, get aircraft (there are quite a lot of used 737s on the market post-COVID), raise capital, do everything needed to start a low-cost airline, but then how would that look? I'm assuming the airline will be quite slimmed-down, similarly to SAA, while the airline focuses more on growth and profits rather than image.
3. What would the effect of a new Mango have on the domestic market? I'm guessing the effect would be positive, as ticket prices go down and more capacity on trunkline routes such as JNB-CPT and JNB-DUR are filled, but then would this have any further, knock-on effects down the road, especially regarding other airlines?
4. Is there a chance that Mango will come back at all, or are we better off getting the entirety of Avcom to donate funds and raise 1time from the dead?
I'm not too confident on my knowledge of the whole Mango debacle, so pardon if my questions may seem short-sighted or random.
