Originally Posted by
Una Due Tfc
The Trans Atlantic market ex Ireland was extremely peaky, in Summer all 3 747s were full and a 4th widebody was often leased in to help (BCAL Tristar for many years, World MD-11 too). However during winter, only two 74s were needed, with the 3rd often leased out to the above mentioned, or LAN Chile, or Air Jamaica.
2 767-300ERs entered the fleet around 1990, with the intention of launching an LAX route, but the aviation recession post GW1 put paid to that, and they were sold shortly after, 1 to TWA and the other to AeroMexico IIRC. Had they worked out, maybe Boeing twins would have been the future.....
As it worked out, Airbus needed someone to do the ETOPS proving work for the A330, and Aer Lingus were perfectly placed geographically to do this. EI got two A330s for pennies, and any and all spares needed to complete the ETOPS work for free. A330 #3 and 4 for the fleet were also obtained slightly used for virtually nothing from Airbus after Air Inter went bust.
Given where they were long haul pre COVID vs the Boeing days, things worked out well for them, although in the 80s or early 90s, a 757 / 767 combo probably would have been far more suitable than the 747s.
Regarding he two 767’s EI-CAL & AM, apart from global influences, it’s suggested that the Irish Government refused to remove the required Shannon Stop-over for flights leaving Ireland to the US and that also led to some delays in permission for the route to start, ultimately the aircraft were leased out or sat around DUB for a while.
Originally Posted by
Una Due Tfc
No, EI were an original customer of the 747, the first 2 were ordered before the type had flown. They were in the fleet from 1971-1995 IIRC.
If you look at images of the rollout of the first 747, you’ll see the “Aer Lingus – Irish International” (as it was then) shamrock just above and ahead of the 1st door.
Prior to the 747’s, EI had 3 B720s and 4 707-300s.
JAS