FEBRUARY 2013 GROUND HANDLING INTERNATIONAL
(Mike’s wife, Yvonne, doubtlessly accepted the situation but then, as Mike admits, she has been a great support in his absence, having brought up three children during his extended trips abroad). The Shanghai story didn’t end there: trying to fl y back to Hong Kong (the only route into the country at the time), Mike was told that there were no seats available – for three weeks.
“But my agent said that he’d sort it all out. I told him when I had wanted to fl y out and he picked me up at seven-thirty in the morning on the day, and took me to the airport. It was locked, with a long queue outside. We got in, though, and went to check-in, where I was asked which seat I wanted. I was amazed, so said 1A or something like that. The next thing I knew was that a sticker was peeled off and put on my ticket which was followed by the tearing up of some documentation, probably relating to the person whose seat had been given to me. That agent certainly had some connections!” In some respects, travel was a lot easier
three decades back. Mike recalls going to Syria during the hostage crisis, again without a visa: he had to route via Italy, where Alitalia was very reluctant to let him
proceed without this document. “In the end they made me sign a waiver that basically protected them from having to repatriate me in case of being refused entry.” And what about communications –
that’s all moved on, hasn’t it? “Of course – today we can carry our
offi ce in our pocket. No more getting to a hotel and spending the night sending out lots of faxes. I used to go on holiday in Cornwall and every other day I would go for a drive to somewhere where there was a phone box so that I could call the offi ce. I think it drove my wife mad.” Perhaps the greatest change he’s seen is that of the whole subject of buying GSE. “Airlines, handling companies and airport authorities don’t seem as keen on getting involved in developing new products for this side of the business. It’s all much more competitive now and in some respects, people don’t have the time to consider the products that they really want. Buyers aren’t taking risks, unlike the old days. Now it’s all about crossing the “t”s and dotting the “i”s. People are not necessarily staying in the same position for any length of time these days, and so they are playing safe with their purchases, and not looking to be the fi rst to buy. All this
INDUSTRY INTERVIEW 31
is regrettable, because really, getting user input is the key to developing the product. “The competition element has always been there and we manufacturers all rub along fi ne with each other in a social context. After all, it’s a small, niche sector: I mean, there are just fi ve companies making towbarless tractors, for example. Somebody once asked me at an industry event why we didn’t all sit down round a table and work together. I don’t think that there’s any chance of that!
“Looking back, I have to say that I’ve
thoroughly enjoyed this business and that I’d do it all over again. The company has been great to work for and I’ve made a lot of very good friends in this job. If I’ve found out just one thing, it’s that people in general simply want to get along with one another.” Finally, what now? With all that experience under his belt, was he going to drop into obscurity? Mike smiles. “BASEA has asked me to take up the post of Honorary President and I’m looking forward to working with any business contacts that I’ve made over the years, if I can be of help. Aside from that, I’ve a lot of home improvements and DIY to carry out; I want to take up golf and do more rambling around the Cotswolds. And – I still enjoy travelling!”
Every flight begins here.
Towbarless and conventional tractors for handling aircraft up to the Airbus A380 Douglas Tugmaster Towbarless Aircraft Tractors enable airlines and ground handling companies to reduce operational costs and increase operational flexibility and efficiency. They handle aircraft of all sizes from regional turbo-props and jets up to
the Airbus A380. Douglas Conventional Towing Tractors weighing 4 to 70 tonnes include tractors for baggage, equipment and cargo towing and for handling aircraft from general aviation and regional types all the way through to the A380.
To learn about our aircraft handling solutions, e-mail
sales@douglas-equipment.com or visit
http://douglas.cwfc.com
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