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Old 20th Nov 2016, 13:43
  #3379 (permalink)  
Join Date: Oct 2011
Location: Dublin
Posts: 2
AA and EI don't have much of a choice but to work together. EI will be joining oneworld and the Transatlantic JV, thats already been confirmed by IAG. They will be sharing marketing, sales, costs and profits over the atlantic, like it or not.
AA and EI have worked together in the past, but re-establishing the relationship between them is bound to take a while, and things have been glacial at EI of late.
Have to work together yes of course.

As for the JV, claimed discussions are going well but Willie Walsh said a few weeks ago:

"Aer Lingus is unique in terms of how it operates and can operate on the transatlantic, and therefore we need to ensure that flexibility is retained and not in any way inhibited by being part of the joint business."

"We don't want a straitjacket placed on Aer Lingus"

Code shares are the first step and it will be telling if they have them in place for MIA launch in September 17. If not I think JV will be some time off.

Not sure it helps that AA don't fully understand EI's business model, Walsh claimed they have a "better" understanding now.

IMO EI would be better outside JV and just code sharing with AA, they have more to lose sharing profits with AA ex DUB for example on routes to JFK/ORD. Im sure your aware JV is route specific as you know.

7 A321LR's is a few more than I was expecting. It seems like it would be an excellent aircraft for the likes of BDL to be connected to DUB and SNN/ORK/NOC/Belfast to be connected to major US cities like BOS and NYC.
Not really considering only a net gain of 3 aircraft in early 2020's.
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