Latest news with #ChinaSouthern
CNA
28-06-2025
- Business
- CNA
Former head of China Eastern Airlines under graft investigation
BEIJING: The former head of China Eastern Airlines is under investigation for "serious violations of discipline and law" - a common euphemism for corruption - according to China's top anti-graft watchdog on Saturday (Jun 28). The Central Commission for Discipline Inspection and the National Supervisory Commission made the announcement in a statement, without giving further details. Liu Shaoyong headed China Eastern Airlines from 2009 until his resignation in 2022. He also previously held the position of party secretary at the airline. The Shanghai-based airline, primarily owned by the Chinese government through its parent company, is one of the three largest Chinese airlines. Liu was credited with turning the carrier around after it posted record losses before he was appointed. China Eastern Airlines under his leadership merged with Shanghai Airlines and joined the SkyTeam airline alliance, strengthening its position in domestic and international markets. Liu also led another one of China's major airlines, China Southern, before taking the reins of China Eastern. Chinese President Xi Jinping has waged an unrelenting crackdown on corruption since coming to power over a decade ago.
Scoop
24-06-2025
- Business
- Scoop
China Southern Celebrates 10 Years Of Connecting The South Island And China With More Flights, Cargo Opportunity
China Southern Airlines will return to Christchurch Airport for the summer season this November, and it's coming back bigger than ever, with a 26% boost in capacity and a longer operating window that includes the Chinese New Year. The popular Guangzhou–Christchurch service resumes 1 November 2025, initially with five flights per week before ramping up to daily service from 18 December through to 3 March 2026, perfectly timed for peak summer and Lunar New Year celebrations. More than 60,000 seats across business, premium economy and economy cabins will be available, giving South Islanders greater access to China and beyond. This milestone year for China Southern marks a decade since it first touched down in Christchurch operating a single charter flight to prove our market back in 2015. Since then, the airline has flown over half a million passengers to the South Island. For South Island exporters, the return of China Southern means a faster route for high-value produce, cherries, salmon, and other fresh goods, straight into the Chinese market and onto plates across Asia and Europe. 'Every flight carries more than just passengers,' says Christchurch Airport's GM Aeronautical Development, Gordon Bevan. 'The belly of the aircraft delivers huge value for South Island businesses getting their premium goods to global markets.' China Southern's vast network via Guangzhou connects Kiwis to China and offers easy onward travel to hotspots like Thailand, Vietnam, Turkey and Nepal or further to destinations across China Southern's Asia and Europe network. The South Island is also home to over 20,000 Chinese residents, most of which live in the Christchurch area. Ali Adams, Chief Executive, ChristchurchNZ says, 'China Southern's service means so much to our city, especially during Chinese New Year. For so many in our Chinese community it's an important bridge home. It's a chance to be with loved ones, honour cherished traditions, and feel close to family, even across great distances. It also deepens the cultural and economic bonds between Christchurch and China in a truly meaningful way.' China is New Zealand's third-largest tourism market, with nearly 170,000 holidaymakers visiting last year. The South Island gains directly from these high-value travellers, who stay longer and venture further.
The Independent
24-06-2025
- The Independent
What is the best way to fly to Australia during conflict in the Middle East?
Q We are about to book flights to visit our son in Sydney for Christmas. In light of the conflict in the Middle East, do you advise us to go ahead or wait? And should we look at flights that go via America instead of the Gulf? Naomi A Goodness: six months from now, we will be in the deep midwinter, and celebrating in the sunshine sounds an excellent idea. First, I shall deal with timing. The optimum time to book flights from the UK to Sydney and the rest of Australia is as soon as they go on sale, which is typically at or near the start of the New Year. Sometimes you can grab a bargain much nearer to departure: about six weeks out, ie during the first week or two of November, when some airlines may cut fares to fill remaining space. But that can be touch-and-go, particularly at a time when airlines' overall capacity is under pressure due to late aircraft delivery and problems with planes such as the Boeing 787 Dreamliner. In addition, the strife in the Middle East may further deplete the number of available seats. So now is a good time to buy. Second, the optimum route between the UK and Sydney involves going nowhere near the Gulf; it overflies Russia to China, the shortest 'great circle' distance. You change planes in the People's Republic, and can stay a few days longer if you wish. The ideal transfer point and airline combo is Guangzhou on China Southern, though Shanghai on China Eastern and Air China via Beijing are also good choices. Going via the Gulf or a southeast Asian hub means a much longer journey to avoid both Russia and Middle East trouble spots. Chinese fares are unbeatable for peak days. Going out on the Sunday before Christmas, 21 December, and returning on 3 January, Air China wants only £1,370 from London Heathrow via Beijing to Sydney. I would not countenance taking the US-Pacific route unless the fare were extremely low. Flying from London to Sydney via San Francisco is over 2,000 miles longer, each way, than the journey via Beijing. That's an extra eight hours in the air on the round trip. Q For around 20 years, we have been travelling to visit family in Venlo in the southern Netherlands. Our nearest UK airports in the UK are Liverpool and Manchester. Previously, we have flown to Dusseldorf and Weeze in Germany, and more recently to Eindhoven with Ryanair. However, it appears that this last route is also closed now, leaving us with the only sensible route being a flight from Liverpool to Amsterdam, followed by a two-hour train journey. Can you suggest a more time-efficient and cost-effective route? Angela Daulby A The nearest international airport to the Dutch city of Venlo is Weeze, just across the German border, about 20 miles north. This is Ryanair's version of 'Dusseldorf'. But the only UK link I can see at present is from Edinburgh. The next two nearest airports are Eindhoven and Dusseldorf – each about 25 miles away, to the west and east, respectively. Ryanair is still flying from Manchester to Eindhoven three times a week during the summer, though at present the last flight on that route is on 22 October. Some of the fares are excellent; £22 one way on 2 July, for example. Once Eindhoven is off the list, Dusseldorf remains – with frequent flights from Manchester on the Lufthansa subsidiary, Eurowings. Even through the depths of winter, there are three daily departures each way. Eurowings is generally more expensive than Ryanair, but if you book in advance you will typically pay £53 for a basic fare in winter from Manchester to Dusseldorf. In terms of both time and cost, this looks a better bet than the Liverpool-Amsterdam by air and then a long train journey that requires at least one change. When you have some time to spare, consider a different approach: make a holiday of the journey. Last month, I took the overnight ferry from Harwich in Essex to Hook of Holland in the Netherlands – an extremely civilised way to travel. You could then meander through some superb Dutch locations, starting with Rotterdam and its charming sister, Schiedam, and take in Dordrecht and Breda along the way to Venlo. Q I saw you recommending Reggio di Calabria the other day. Is it good to do two weeks there? 'Moll Doll' A Reggio di Calabria is the southernmost city of mainland Italy, and the capital of Calabria – the region that fills the 'toe' of the nation. Reggio, as it is known, is an underrated city, well worth a couple of days' stay. The highlight: a visit to the climate-controlled chamber in the National Archaeological Museum where the pair of Riace Warriors reside. These life-size statues of Greek warriors were rescued from the Adriatic in 1972. Calabria was part of Magna Graecia, 'Greater Greece', and has ancient roots. Reggio's more recent role as a seaside resort has not been a complete success, as the decaying shoreline facilities reveal. But exploring behind the city is rewarding, and a busy network of trains and buses makes it easy and affordable. First stop going clockwise: the town of Scilla, draped over an outcrop that soars above the Mediterranean. The eastern tip of Sicily is almost within touching distance. Soon afterwards, the town of Tropea is a welcoming resort where you could spend a fulfilling couple of days enjoying the beaches and the churches by day, and the excellent bars and restaurants by night. I stayed in the Villa Antica Tropea on the main street, which was atmospheric, comfortable and affordable. Inland, strategic hills are topped by towns, of which my favourite is Badolato, clustering around a spur of rock overlooking the Adriatic. Next along, the resort of Locri. I stayed at the Residence Gnura Momma, another hotel delivering exceptional value. Just south of the town is an archaeological park and museum; invest a morning to rummage through the past. The southernmost point in mainland Italy is occupied by the village of Melito di Porto Salvo, which at first sight does not seem to have much to recommend it. But venture up to the old town to discover a vast amount of street art concentrated in a small area. Reggio is just 40 more minutes by train. To me, that looks like a week's worth of enthralling travel. For more exploration, take the ferry across to Sicily and head for Catania and Syracuse. You may be happy, though, to stretch a stay in Calabria by adding more time on the beach.
Euronews
20-06-2025
- Business
- Euronews
Air Astana CEO reveals plans to boost market value
As Central Asia's only airline listed on three stock exchanges, Kazakhstan's flagship carrier Air Astana has led the region's aviation sector for over 20 years. Since its IPO in February 2024, the airline's share price has dipped. Ahead of their half year results, Euronews sat down with Air Astana's CEO, Peter Foster, to discuss his plans to raise share prices and expand Kazakhstan's flag carrier's global presence. Q: How do you assess investor sentiment following Air Astana's IPO, and what key strategies do you plan to implement to maintain stock and shareholder value? A: The stock price has been a bit disappointing since the IPO in February of last year — the stock price has declined. The main point to make is that the company, in fact, has performed extremely well and continues to do so. So of course, our job is to manage the company to the best of our ability and of course to maximise shareholder value. We have recently announced a very substantial dividend. In fact, the largest dividend that we've ever paid, and one of the largest dividends in the airline industry today. And that's a reflection of the strong performance, of the strong balance sheet, the strong cash balance. We believe that if we continue to manage the company well and if it performs well, the stock price will follow eventually. The key really is to continue managing the airline in the way that we have in all [my] 20 years here: To keep focussed on cost, to keep cost competitive so that the airline remains competitive in an increasingly challenging global marketplace and to maximise service levels to ensure top class safety standards and by doing so, we can leverage the quality of the product to ensure the airline continues being profitable. Q: You have outlined major strategic opportunities for international growth — in the Gulf, Western Europe, China, Korea, Japan and India. What would these partnerships entail? A: Kazakhstan is a country of 20 million people and yet Air Astana today is at 62 aircraft and of course we intend to grow that to 84 aircraft by the end of 2028. When you look at the size of Air Astana and growth profile and the overall size of the Kazakhstan market, you see that of course we are proud to serve the Kazakhstan market and Kazakhstan's travellers, but it's not sufficient to enable the airline to grow as we are doing into a significant international airline player. Therefore, we absolutely need to leverage our position in close proximity to some of the world's largest markets to ensure that we are also getting a significant portion of our customers from those large markets which are much bigger than Kazakhstan. The best way to leverage that geographical position is to work with partner airlines from those countries. We're presently in discussions with China Southern in China, we are having discussions with carriers in India, we've recently signed a code share with Japan Airlines for the Japanese market, we have an existing commercial relationship with Lufthansa for western Europe, with Turkish Airlines for Turkey. So, this is the way that an airline of our aspiration with a home market that is relatively small can leverage the quality of the airline and the geography of location of the airline with partners to expand beyond its own borders. Q: With the current shortage of fuel-efficient aircraft, how is Air Astana adapting its operational strategies? A: The manufacturers and the engine manufacturers introduced new engine technology from NASA ten years ago. Without going into technical detail, it was technology that was primarily driven by the need to provide higher bypass engines, which are more fuel-efficient. You get more power from less fuel burned, which saves the airline money and of course, it's more environmentally sustainable. In fact, on an average flight, it takes to London [from Astana], a 7.5-hour flight, we can save up to 20-25% more fuel than would have been burning in the past times. So that's very good. The problem with that is that the engine technology is relatively new, complex and it has been subject to reliability issues which are ongoing and so we're not getting quite the efficiency or the sustainability readings that we had hoped for. But those problems will resolve themselves in time and therefore we can expect to get the full benefits both in terms of economics and the environment as we go forward. Q: What green technologies or sustainability initiatives is Air Astana adopting to contribute to Kazakhstan's net-zero goals? A: We were one of the first movers to bring in the Airbus neo long-range aircraft. In fact, we were the first airline to sign for those aircraft at Paris Air Show ten years ago. They are significantly better, more optimal than the previous engine technology that was deployed on aircraft on those long routes and we will continue to introduce those aircraft in order to meet the sustainability targets. The manufacturers are working on enhanced technology in terms of aerodynamics, in terms of wing design, in terms of engine design, as we go forward. But inevitably the significant portion of our realisation of net zero will come from carbon credits and the CORSIA scheme (Carbon Offsetting and Reduction Scheme for International Aviation), which has been introduced and endorsed by the United Nations and all member states. China has approved a number of rare earth export licences, a move that could provide modest relief to global manufacturers struggling with supply disruptions. But with export volumes still sharply down and no transparency on which firms benefit, Europe's automotive industry remains vulnerable to further disruption. At a press conference on Thursday, China's commerce ministry confirmed it had approved 'a certain number' of export licence applications for rare earths and magnets. These minerals are used in an array of high-tech products such as smartphones and jet engines. Rare earths such as neodymium, dysprosium and terbium are indispensable for producing lightweight, high-efficiency motors in electric and hybrid vehicles. China's announcement follows months of tension sparked by Beijing's decision in April to impose new export controls on seven rare earth elements and related products — just days after Washington introduced steep tariffs on Chinese goods. According to commerce ministry spokesperson He Yadong, China will 'continue to strengthen the review and approval' of licence applications and remains 'willing to enhance communication and dialogue' on export controls. The updated tone from Beijing also arrives just weeks before a major EU-China summit set for 24 to 25 July in Beijing, commemorating 50 years of diplomatic relations. Chinese customs data shows the stark impact of the restrictions. Exports of rare earth magnets plunged 74% in May compared to a year earlier, the steepest drop in over a decade. Shipments to the United States fell by 93%, according to a Wall Street Journal analysis. Total export volumes for May stood at just 1.2 million kilograms, the lowest since the start of the COVID-19 pandemic in early 2020. Earlier April exports also dropped by 45% year-on-year. JL Mag Rare-Earth, a major Chinese magnet supplier to Tesla, Bosch and General Motor, said last week that it had begun receiving licences for shipments to the US, Europe and Southeast Asia. Since April, hundreds of export licence applications have been submitted to Chinese authorities, but only about one-quarter have reportedly been approved. Some firms have encountered requests to disclose IP-sensitive information, while others have faced outright rejections based on unclear procedural grounds. ING economist Rico Luman indicated that with 'nearly 70% of global rare earth production and more than 90% of processing taking place in China, the world remains heavily reliant' on the country. Though rare earths are not geologically scarce — cerium, for instance, is more abundant than copper — their extraction is costly, and mineable concentrations are rare. "It's not a question of scarcity, but of concentration," Luman added. China also supplies more than 90% of the world's demand for rare earth permanent magnets, frequently used in electric motors and wind turbines. Without access to these materials, the European automotive supply chain risks paralysis. The automotive sector relies heavily on rare earth magnets for electric motors, power steering, sensors and other components used in both combustion and electric vehicles. 'China's export restrictions are already shutting down production in Europe's supplier sector,' Benjamin Krieger, Secretary General of CLEPA, warned earlier this spring. His call for 'transparent, proportionate' licensing remains relevant, even as some licences begin to clear. The European Chamber of Commerce in China confirmed that while some progress has been made, challenges persist. 'The situation is improving, although the percentage of cleared licences does vary. Additionally, even once the licence is given, delays can still be seen in customs clearances,' said Adam Dunnett, the Chamber's secretary general. Beijing's latest move to ease export restrictions on key components for the automotive industry offers only limited relief to a sector under strain. The European automotive industry, already grappling with competition from lower-cost Chinese electric vehicles, remains vulnerable to material shortages, delays and discretionary actions from Beijing — thereby reinforcing China's leverage in global trade negotiations.
Daily Mirror
03-06-2025
- Business
- Daily Mirror
I flew on hyped new airline claiming to bring back 'golden age'
Global Airlines is promising a return to the 'Golden Age' of air travel - but what's it really like to fly on board the A380 from Manchester to New York with the new carrier? If you've ever jetted off from Manchester Airport to the Big Apple, your airline choices likely included Aer Lingus or Virgin Atlantic, perhaps even British Airways connecting via a London airport. But brace yourselves for a sky-high revolution as a new contender, Global Airlines, promises to channel the charm of yesteryear's glorious air travel days. Arriving seemingly out of the blue, Global Airlines is taking on established heavyweight carriers, deploying the mammoth "Superjumbo" Airbus A380 as its weapon of choice. The venture kicked off in 2021, steered by entrepreneur James Asquith – the same high-flyer who challenged the hospitality sector with Airbnb competitor Holiday Swap and snagged a Guinness World Record as the youngest bloke to trot across every nation on the globe. Taking under his wing a seasoned 12 year old A380 that once graced the skies with China Southern, 'millionaire' Asquith – new to the aviation industry but not to travel – added the behemoth to his fledgling fleet in May 2023. He's been upfront about it: launching an airline has always been his boyhood fantasy. But is this vision genuinely within reach? Here's the grand blueprint: refit the airliner into a bastion of class-straddling splendour, including a unique gaming cabin, a lively onboard pub, and the inception of a newfangled travel category that blends the luxuries of business with premium economy's value. Passengers can anticipate the novelty of boarding a four-engine, double-decker colossus — a dwindling thrill as most airlines favour smaller, easier-to-manage machines. Emirates remains one notable exception, still cruising triumphant with three A380s leaving Manchester daily. The inaugural Global Airlines flight, operated by Hi Fly, from Glasgow to New York JFK on May 15 received mixed reactions, with the much-anticipated 'gamer cabin' missing and the aircraft retaining a strong China Southern vibe. Youtuber Josh Cahill didn't mince words in his review titled "Global Airlines STRANGE First Flight and it was VERY BAD!", slamming the airline for failing to meet expectations. However, The Independent's travel expert Simon Calder offered a contrasting view, describing the journey as a "very comfortable flight" and a "fascinating event". Despite its grandiose name, Global Airlines isn't actually an airline and lacks an operating licence; it's legally run by Portuguese carrier Hi Fly, with Travelopedia handling the ticket sales. I joined the second Global Airlines flight from Manchester Airport to New York JFK on May 21, and it turned out to be one of the most bizarre flights I've ever experienced. From check-in to take-off, with plane enthusiasts peering through the airport fence, the atmosphere was electric with anticipation. However, as the flight progressed, it became evident that the Global Airlines experience is still very much a work in progress. The branded headrest covers, vanity kits and flight menus were no match for the obvious signs of 12 years' wear and tear inside the aircraft. Strip away the icons from any major airline and you'd get a fairly good idea of who you were flying with based on brand identity alone. But take the Global Airlines branding out of the picture, and you wouldn't have a clue which company's aircraft you were in – not exactly confidence-inspiring in times when brand trust is everything. However, taking a seat on an Airbus A380 was undeniably a highlight. The plane attracted plenty of excitement, especially from several YouTubers who were there capturing every moment of the journey – cameras seemed to emerge left, right, and centre over passenger seats. Amongst them were the renowned travelling couple Kara and Nate, boasting a staggering 4.2million subscribers. Another YouTube personality even made the trip all the way from Melbourne just to be part of the flight. So what was the flight like? Here's the lowdown on my experience with Global Airlines from Manchester Airport to New York JFK. Regarding check-in and boarding: On the night before the flight, we got an email from James Asquith himself, where he said he was "looking forward to seeing us". He helpfully told us which check-in desks we should head to and reminded us about the ESTA – useful advice, albeit a bit late for those who hadn't sorted one yet. We were also advised to 'charge up' our devices as we would need them to access the inflight entertainment system and informed that there was no wifi on board. I found the former more annoying; I enjoy watching a good film or two on a long-haul flight and appreciate being 'offline' for several hours. Not owning a tablet, I have no desire to squint at my phone screen to watch a movie. Another notable aspect: Global Airlines' website is basic, with little guidance on customer service. There was no help number, and no responses to any emails when we had a query about the booking. Most major airlines have the option to 'manage your booking' online, but this was not the case here. Upon arriving at check-in the next morning at Manchester Airport's Terminal 1, we saw banners displaying Global Airline's branding (with "operated by Hi Fly" in small print), one for each class: Global Traveller, Global Business, and Global First. A sparkly photo point, branded cupcakes, and a buzz among passengers created a lively atmosphere. I spotted two men with Airbus A380 key rings dangling off their bags. I chatted with two young men who had won their tickets in an Instagram competition, finding out only 48 hours before the flight's departure. After receiving my economy ticket, I proceeded through security like any other traveller. I must say, it was the smoothest security experience I've ever had, breezing through in less than five minutes thanks to the new scanners that don't require you to remove anything from your bags - a real boon for passengers. I can't say whether business and first class passengers were whisked away to a lounge, but I found myself left to my own devices in Manchester's soon-to-be-demolished Terminal 1. However, I did enjoy a splendid view of the Global Airlines A380 as I savoured my coffee at Starbucks, the massive aircraft dwarfing all others nearby. Having purchased my obligatory (at least for me) magazines and a 750ml bottle of Buxton from WH Smiths, gate 20D was announced and I made my way there, where a gentleman directed me downstairs. It quickly became apparent that the flight wouldn't be heavily populated. I later learned that there were only between 80-90 passengers on the plane, which has a capacity of around 500. It does make one wonder: why operate such a large aircraft if you can't even fill it? Asquith himself arrived, flanked by a group of people, but without any fanfare - you wouldn't know it was him unless you recognised his face - no grandstanding here. First class passengers were, naturally, called up first, partially filling the bus that would transport them to the aircraft. The rest of us were then ushered on, although when my boarding ticket was checked I was told it needed to be altered and received a premium ticket - although there was no mention of the word 'upgrade', simply that I had been issued the wrong ticket at check in. We sped across the apron to the plane, which bore the Global Airlines livery, its vast size truly becoming apparent. And it really was a beast of a plane - honestly massive. Even the ground staff seemed excited about it. We climbed the steps to the lower deck, and headed inside. We were led upstairs, passing through the first class cabin on the way, and then I settled into my seat in business. Take off and settling in: The flight was due to depart at 12.25pm, at 12.45pm we were taxiing to the runway, and after a smooth take off - watched by dozens of plane spotters - we were up in the air by 1pm, informed by the pilot that the flight would be six hours and 30 minutes. My business class cabin was barely a quarter full, unlike any other flight I've been on. The way it's configured is that there are four seats across - one at either window and two in the middle. Each has a side table, a screen directly in front of the seat and a foot rest which comes into use when you recline the seat into the flat position. The foot rest also has a handy storage section for your shoes or bag. There's a tray table that can be pulled out for dining, and plenty of storage for your books, phones and more beside the seat. My seat was adorned with a certificate for the maiden voyage, a menu, a bookmark with a message from Asquith, a blanket, a cushion and a vanity kit. This was a stylish zipped leather wallet containing socks, an eye mask, ear plugs and a dental kit, along with a pen. It was decent but not too dissimilar to a Turkish Airlines economy kit I recently obtained - which even had slippers. The seat was certainly comfortable and spacious; having the side table was a real plus. Yet it felt tired and dated; I noticed several scuffs and stains, and when I fully reclined my seat I could see what looked like tea or coffee stains on the plastic back of the seat. You could see where old stickers had been removed, and where new stickers were covering up old ones. China Southern patterns were still visible and it all felt a bit shabby. It's obviously not what Global Airline's had planned. Food and drink: My menu was the Global Traveller option, which presumably meant I was getting the economy meal while sitting in business, not unheard of if you're upgraded at the last minute but still a little bizarre. It stated that we would be presented with a selection of drinks including Laurent Perrier Champagne, fine wines, spirits and beers, soft drinks and juices, and snacks. I was anticipating a round of drinks before the meal, but none came. However, it was intriguing to see that a few passengers near the front were being served and it became clear throughout the flight that they were receiving the true business experience, while I and other passengers nearby were not. After a reasonable wait, lunch arrived: caprese salad to start, followed by a main course of either herbed chicken ballantine, pan fried sea bass or spiced white bean and aubergine cassolette, with a citrus tart to finish. I opted for the chicken and it was scrumptious, served with carrots, spring onion, and crushed potatoes with some gravy. The salad was delightful with a charming tiny bottle of dressing, while the tart was exceptional, refreshingly tangy and light. However, the bread roll was not served warm, as is customary on flights, making it rather chewy. There was also no salt and pepper, or wet wipe provided with the cutlery. We were offered a drink but there was no sign of the champagne, so I chose white wine. The meal was satisfactory, but it lacked refinement. I was told that during the Glasgow flight there was a delay in getting the food on board, resulting in long waits for passengers, although this was not the case on our flight. About an hour later, the crew came round to offer us a snack such as crisps, olives and sweets, along with a drink. This time I asked for champagne and I did receive it, along with some salted Kettle chips. Our menu also had an 'a la carte' section which included two types of afternoon tea, one for meat-eaters and one vegetarian. About 90 minutes before we were due to land the crew came round asking if we wanted anything - but didn't explicitly say 'would you like the afternoon tea', it was only by me pushing for more information that they said the afternoon tea was available. I feared a bout of turbulence would threaten its arrival, but it safely appeared, although the sandwiches were a mix from both the options and the scones were missing. It was delicious though and filled a hole - I was just glad I had the initiative to push for it. In flight entertainment: Inflight entertainment, particularly if you're not going to offer WIFI, is key on a long haul flight. Across most major airlines it's gone from strength to strength and often it's a chance to catch up on new releases you may have missed in the cinema. So to be told the screens wouldn't be working on board was a huge disappointment for me, particularly as I didn't have a tablet computer. I knew I wasn't going to bother watching anything but out of curiosity I scanned the QR code which connected me to the Global Times network. The option to view the flight route was available, albeit in a very basic manner: it didn't display departure time, arrival time, ground speed or any of the usual information you'd expect on a plane. It seemed like my friends and family on the ground had more information about my flight than I did up in the air. A few films were available for viewing, including Beetlejuice, Barbie and Twister, along with several others I hadn't heard of. There was a category labelled 'Europeen' - yes, spelled incorrectly, and only a handful of TV shows, including the Fresh Prince of Bel Air. I opted to stick with my magazines and podcasts, often catching my blurred reflection in the redundant screen opposite me. The service: The aircraft was staffed by a Hi Fly crew, though I was told that some of them had undergone Global Airlines training and they all wore the uniform. All crew members were friendly, polite and carried out their duties professionally. At one point, we were given hot damp cloths (always a treat) and a selection of hand, foot and cuticle creams - I used the hand cream but due to cabin pressure, it wouldn't stop pouring out and I had to use a wet wipe to deal with the excessive greasiness. Still, it was a nice touch. However, there was an undeniable feeling that this wasn't a Global Airlines crew, which added to the sense of an unfinished product. Cabin crew usually take great pride in their airlines, but the crew here felt like they were merely playing a role. The other cabins: I had the opportunity to explore both the first class and economy cabins. The latter was pretty standard as you'd expect. Much like the business cabin, first class was spacious, with each seat in its own cubicle equipped with privacy screens. The Global Airlines touch was evident in the finer details: small leather handbags containing vanity kits, beige pyjama sets (which one Youtuber demonstrated has a zip that encloses the hood completely, almost like a morph suit), and slippers. I managed to get a glimpse of the first class menu, which boasted more options than a high-end restaurant. Lunch choices included caviar, antipasti, a cheese platter and a smoked salmon platter. An 'amuse bouche' course featured dishes such as tuna tartar, duck foie gras, and smoked duck breast. Interestingly, while economy's 'a la carte' offered a lighter snack option of afternoon tea, first class passengers were treated to a three-course feast. Considering this is a flight of under seven hours, after their lunch, passengers in first could then dine on: beetroot salad, tomato and mozzarella or balik salmon; followed by: blackened miso cod, beef tender rib, chicken ballantine or pan fried butternut squash; and finished with 'pina colada' and 'strawberry gem' desserts or a chocolate and avocado mousse. The menu was certainly ambitious and impressive. However, I suspect it's the sort of grub you'd prefer to enjoy in a brand new first class seat, not one that's over a decade old. How much did the flights cost? We shelled out £697.28 for return flights from Manchester Airport to New York JFK, booked a week before take-off. This included 10kg hand luggage and 23kg hold luggage. However, in the weeks leading up to departure, they announced several flash sales, with return economy tickets starting from £380 and return business tickets from £1999. A safe landing, but an uncertain future: Catching glimpses of the iconic Manhattan skyline, we landed smoothly at JFK, our bags ready to collect promptly after passing through passport control. The A380, owned by Global Airlines, managed to get off the ground and safely deliver its passengers to their destination. Judging by the buzz surrounding the A380, perhaps Asquith is onto something. There was a touch of magic in the air, the sense that this could be the start of something truly exciting. However, the product I experienced felt unfinished. It somewhat resembled a stunt, akin to how people rent grounded private jets just to snap photos for their social media, creating an illusion. This felt like the A380 had been rented too, slapped with some logos and sent off on potentially a one-off service. Global Airlines has a mountain to climb in order to establish a strong brand identity, revamp its A380 (let alone expand its fleet), and crucially, it needs to become an official airline. Until then, trusted brands such as Aer Lingus, Virgin and British Airways seem much more attractive for transatlantic routes from Manchester. If Asquith manages to pull this off, Global Airlines will mark a new chapter in the history of aviation. But that's a very big, Superjumbo jet-sized if.
