PIA Fleet Status

Abbas Ali · Post by **Abbas Ali** » Mon Nov 21, 2022 6:32 pm

Abbas Ali · Post by **Abbas Ali** » Thu Dec 01, 2022 6:35 pm

ammad · Post by **ammad** » Fri Dec 02, 2022 7:04 am

Any idea when AP-BMY going to join PIA?

Abbas Ali · Post by **Abbas Ali** » Wed Dec 07, 2022 5:42 pm

Abbas Ali · Post by **Abbas Ali** » Wed Dec 14, 2022 5:22 pm

Abbas Ali · Post by **Abbas Ali** » Sat Dec 17, 2022 12:24 pm

Today, Aviation Minister Khawaja Saad Rafique at a press conference in Lahore today informed:

A PIA Boeing 777 expected to resume flying this month i.e. December.

Another PIA Boeing 777 expected to resume flying from January 2023.

The two Boeing 777s most likely:

Boeing 777-200ER registration AP-BGK after completion of heavy maintenance checks.

Boeing 777-300ER registration AP-BID.

Abbas

Usman123 · Post by **Usman123** » Mon Dec 19, 2022 8:50 am

AP-BGL & AP-BHW should be considered scrapped after being completely cannibalised by the management, we should consider only 10 777s in PIA fleet now

And the amount it would cost to fix these two, PIA can purchase a 10 year old 777 in way better condition

Karachi Aviator · Post by **Karachi Aviator** » Mon Dec 19, 2022 6:40 pm

The question is, does PIA actually needs 12 operational 777's? Flights to Canda are served by the LR's. Few flights to Kuala Lumpur, 6 weekly to Istanbul, that's pretty much it. What's the use of having 12 operational 777's when they mostly have to fly to JED and MED?. Those two destinations all already served by the existing operational 777's. Would better to have them operational when you know that EASA and UK ban is going to be lifted soon and you have a network to fly 320-350+ seater aircrafts to. With all due respect, the current shrunked network of PIA doesn't need 12 operational 777's. Having 8-10 operational 777's is more than enough for know i belive. Once PIA gets to know that the Ban is being lifted, it can work on brining the aircrafts back to service. Also it will be wise to keep in mind that AP-BHV was also grounded for around 1.5 years previously so at least we can expect BHW to return also considering the fact that it is amongst the younger 777's we have. Not sure about BGL though, although PIA has tendered to lease GE-90-94B if i am not wrong for the 200 ER's, we can never say never, who knows, it might return but the chances are close to nill.

Amaad Lone · Post by **Amaad Lone** » Tue Dec 20, 2022 8:47 am

While PIA is constrained by loans and losses, if the airline wants to survive it has to see how to handle flights out of 3 main hubs (Karachi, Lahore & Islamabad) and 4 smaller hubs (Peshawar, Faisalabad, Multan & Sialkot)

While PIA can operate direct international flights US, UK and Europe from the big 3 hubs, the four smaller hubs should be linked to a Istanbul connecting with flights to Europe, US and UK.

While the only long range aircraft PIA has is the320-390 seat 777, such a large aircraft cannot be always filled up considering we should consider three major hubs. Plus each city should get multiple flights each week to give passengers a choice for traveling.

The A321-LR with arange of 4000 nautical miles, can flying nonstop to any European and even UK city from Pakistan. It can also do nonstop Tokyo flights from Lahore and Islamabad, but not Karachi. Currently TAP, Aer Lingus, and Transat of Canada are successfull operating the A321-LR in its long range operations, carrying 16 business classpassengers and economy passengers ranging from 155 to 168.

With the A321LR PIA can offer more flights per week and better manage its European and Far East flights out of Karachi, Lahore, Islamabad and even Multan, giving PIA a fourth hub in South Punjab.

For UK flights PIA shoud consider the A330-900 Neo , with 285 seats and better fuel economy than the 777, the A330 can be the future for PIA on thelong haul heavy routes. With a range of 13,300 km it can even fly nontop to Australia, New York and Toronto.

With the A330-900 being the future ofthe long haul heavy routes (North America, UK, Saudi Arabia & Australia) and the A321-LR can operate on the thinner routes (Europe & Far East), and A320 the work horse for domestic and regional PIA can have a fuel efficent fleet.

To start with sell the two hotels work around 1.5 billion dollars, pay off liablilities and loans reducing interest payments to 12 billion rupees a year down from 40 billion in 2022-23.

Karachi Aviator · Post by **Karachi Aviator** » Tue Dec 20, 2022 10:22 am

For UK flights to secondary cities such as MUX, LYP, PEW, SKT etc, PIA should consider giving connections via KHI rather than going into a code share with another airline. I genuinely believe, there might not be any country which will allow us as high as 20+ weekly flights from a single city (except Turkey). Once the ban is lifted, it has been mentioned a lot that Paris could become the Hub and from there, PIA might code share, I just can't figure why the French authorities would allow us upto 21 weekly flighs from Paris. We have to have multiple hubs with in Europe once the ban is lifted. Direct flights to UK and 2-3 different hubs in EU has to be the plan. Paris, Milan, Barcelona, Frankfurt etc.. are good options. Also considering the fact that we have to not only focus on connections with in EU, USA connections also have to be kept in mind. I belive once the UK and EASA ban is lifted, PK-TK code share agreement will likely end as Turkish are doing us a favour in exchange of a precious Heathrow slot. Maybe PIA should try to stay in agreement with Turkish but not for KHI, LHE or ISB, but for secondary stations like SKT, LYP, MUX etc.. there is no incentive for Turkish to have code share for KHI, LHE and ISB as they already are flying their on daily basis.
In general what I mean is that:
1) EU and USA connections for MUX, SKT, PEW, LYP etc.. should be done through IST
2) EU and USA connections for KHI, LHE and ISB should be through multiple hubs with in EU, ie: Paris, Milan etc as probably no one will be willing to allow us as high as 21 weekly slots from a sinlge hub.
3) UK connections for secondary stations should be through KHI.

As for the aircrafts, 180-190 seater 321 neos or LR's are great options at least for EU and IST flights.
For UK flights, PIA needs to get modern aircrafts as PIA will be competing with BA and VS on these routes.

Amaad Lone · Post by **Amaad Lone** » Tue Dec 20, 2022 6:28 pm

for UK flights to secondary cities such as MUX, LYP, PEW, SKT etc, PIA should consider giving connections via KHI rather than going into a code share with another airline.

Faisalabad and Sialkot are both 3 hour drives to Lahore or Islamabad airports while Peshawar is 1.5 hour drive to Islamabad.

Most countries in the world develop airport hubs that can feed cities as far as 5 hour drives. I use to live near Boston, and Logan Airport fed almost the entire New England for international flights, that is 7 states. I think Lahore and Islamabad can feed Peshawar, Faisalabad and Sialkot well specially as the highways between these cities are great. No need to move their traffic to Karachi.

While Multan should become the fourth hub as it is quite far from Lahore, Islamabad and Karachi. Besides it can feed the large cities of South Punjab.

However these airports can be connected to direct European flights via Istanbul using the A321LR.

Karachi Aviator · Post by **Karachi Aviator** » Tue Dec 20, 2022 6:51 pm

I agree with what you are saying but any one would rather prefer a flight over a drive. The Middle Eastern carriers do fly to these secondary stations as well, why would anyone travelling to these destinations choose PIA and fly to ISB or LHE and then take a drive to these cities when they can take flights from DOH, BHR or DXB and land in their cities?. They are saving more time by taking a flight from Middle East. Isn't SKT-DXB-CDG better than first driving to Islamabad from Sialkot and from there, take a flight to Paris? ( Just an example), it is more convenient and time saving.

b78709 · Post by **b78709** » Wed Dec 21, 2022 2:32 am

An altogether new airport somewhere between Pindi Bhattian and Sheikhupura by the M2 can serve both Faisalabad and Lahore. No need to maintain two separate separate int'l airports at Lahore and Faisalabad that are so close by.

Also, for developing new terminals, CAA must start auctioning gates before starting construction. This is the only way hubs can be forced upon domestic airlines. Currently, all Pakistani airlines including Air Sial use Karachi as main hub.

Most congested areas in US are on the East coast or West Coast. West Coast has essentially only three international airports SEA, SFO and LAX worth mentioning with scheduled passenger flights.

Karachi Aviator · Post by **Karachi Aviator** » Wed Dec 21, 2022 4:39 am

Agreed, or maybe PIA should consider starting feeder busses to nearby cities and towns. Many airlines do it, I have travelled from Dammam to bahrain on feeder bus and from Bahrain to KHI many times as Dammam and Bahrain are close to each other. From LHE they can start service to Sialkot, Faislabad and nearby adjacent areas. From ISB, to Gilgit-Baltistan, Azad Kashmir area etc. From KHI to hyderabad and near by interior sindh areas. Anyways, this thread is being stretched towards another topic, will be better to keep it related to PIA fleet.

Abbas Ali · Post by **Abbas Ali** » Wed Dec 21, 2022 5:44 pm

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