Aer Arann
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Anyone know anymore details on below?
CORK-bound Aer Lingus Regional flight was forced to return to Manchester yesterday morning after experiencing problems with its landing gear shortly after take-off. Flight EI-3721, operated by Aer Arann on behalf of Aer Lingus, had taken off from Manchester at around 9am, and was en route to Cork when the pilot reported a problem with the landing gear. While Aer Arann would not confirm the circumstances, it is believed that the crew's instruments did not confirm that the landing gear had retracted fully after take-off.
It is not clear whether there was an issue with the landing gear or whether the crew received a faulty indication. If the landing gear had not retracted, the flight would not have been able to continue to Cork so the crew decided to return to Manchester
CORK-bound Aer Lingus Regional flight was forced to return to Manchester yesterday morning after experiencing problems with its landing gear shortly after take-off. Flight EI-3721, operated by Aer Arann on behalf of Aer Lingus, had taken off from Manchester at around 9am, and was en route to Cork when the pilot reported a problem with the landing gear. While Aer Arann would not confirm the circumstances, it is believed that the crew's instruments did not confirm that the landing gear had retracted fully after take-off.
It is not clear whether there was an issue with the landing gear or whether the crew received a faulty indication. If the landing gear had not retracted, the flight would not have been able to continue to Cork so the crew decided to return to Manchester
Join Date: Aug 2010
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I noticed last week that an aorcraft in aer arran livery was taxing to the runway at Man with on the left, engine 1 running. Is this standard cost cutting procedure?
With the GWY-SEN service now routing double daily via WAT (except Mondays) that would appear to offer a useful GWY-WAT-GWY day return facility. I see the price for such is around 60 Euros return. Does anyone know what the loads have been like on that route during the past couple of months?
Join Date: Aug 2011
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As a big fan or RE and EI regional (fly about 150 trips per year with them). I have over the past month or so I have been unfortunate to be having more trips on EI-REH and EI-REI (probably due to the demise of SLM). Not only do these aircraft give me an awful bad head from the engine 'drone' but they are falling apart.
EI-REH - My last flight was on this bird was on 28th July. After take off and take off power was decreased slightly there were some very strange sounds coming from engine 1. Hard to describe the sound but it was like high pitched whine like strangling a cat -it wasn't healthy. There were small vibrations that could be felt. As I was sat directly beside the engine it appeared quite obvious to me, not sure if others further away could hear/feel it. This subsided once we were in the cruise. Due to a blustery approach a fairly high level of power was used and again this sound/vibration started again once the engines revved up to a similar power setting. Was it engine 1 that was damaged at MAN on this aircraft?
EI-REI - Last trip on 11th August. Whilst waiting for the aircraft engineer to resolve a fault I noticed that there was visible damage to the flap fairings beside engine 1. The fairing was mis shaped and did not come together at the back - about a 2 inch gap. What perhaps was more worrying was that the aircraft had got wet on its previous sector and there were dried streams of rust all the way around the fairing particularly around the bolts and at the top where the fairing meets the wing. I presume the main job of the fairing is to help the aero dynamics but is it not also to protect the flap workings from the elements?
Now, before people start to slate me for mentioning these things let me state that as a passenger that I start to think what else could be wrong with the aircraft when you see blatantly obvious things like piles of rust. Having spent some time in the RAF, I have flown on some right s*** heaps such as the VC-10 air to air refuellers and the Nimrod MR2's but they all look in better condition than the older RE aircraft. I'll admit that my only flying experience is about 30 hours doing aerobatics in a grob tutor! I love aircraft, understanding them, how they work, how they go wrong, whatever really. Perhaps if I didn't read so much I would be less critical of the aircraft.
Am I really over reacting about it all? When I got off REI last time, I vowed that I would write to EI and RE letting them know of my worry with these two aircraft. I didnt. The 212's aren't brilliant either but I am more comfortable on them. I am at the point where I feel that when at check in I should ask which aircraft is scheduled and make a decision then as to if I am going to board it or not. I would hate to be at that point of boarding the aircraft and then having to tell the flight crew that I am refusing to fly because something looks a bit dodgy.
As some people have said previously in this forum, I think there are some issues with Aer Arann that could increase the chances of a fatal incident - albeit still low! How many times have I witnessed engineers running between two planes parked on the remote stands at DUB swapping parts between the fleet? I even remember boarding a 72-500 at BLK that had arrived with a mountain of duck tape over the front cargo door handle!
I am not having a go at the Engineers or flight crew, they do a brilliant job with what they are allowed to work with!
EI-REH - My last flight was on this bird was on 28th July. After take off and take off power was decreased slightly there were some very strange sounds coming from engine 1. Hard to describe the sound but it was like high pitched whine like strangling a cat -it wasn't healthy. There were small vibrations that could be felt. As I was sat directly beside the engine it appeared quite obvious to me, not sure if others further away could hear/feel it. This subsided once we were in the cruise. Due to a blustery approach a fairly high level of power was used and again this sound/vibration started again once the engines revved up to a similar power setting. Was it engine 1 that was damaged at MAN on this aircraft?
EI-REI - Last trip on 11th August. Whilst waiting for the aircraft engineer to resolve a fault I noticed that there was visible damage to the flap fairings beside engine 1. The fairing was mis shaped and did not come together at the back - about a 2 inch gap. What perhaps was more worrying was that the aircraft had got wet on its previous sector and there were dried streams of rust all the way around the fairing particularly around the bolts and at the top where the fairing meets the wing. I presume the main job of the fairing is to help the aero dynamics but is it not also to protect the flap workings from the elements?
Now, before people start to slate me for mentioning these things let me state that as a passenger that I start to think what else could be wrong with the aircraft when you see blatantly obvious things like piles of rust. Having spent some time in the RAF, I have flown on some right s*** heaps such as the VC-10 air to air refuellers and the Nimrod MR2's but they all look in better condition than the older RE aircraft. I'll admit that my only flying experience is about 30 hours doing aerobatics in a grob tutor! I love aircraft, understanding them, how they work, how they go wrong, whatever really. Perhaps if I didn't read so much I would be less critical of the aircraft.
Am I really over reacting about it all? When I got off REI last time, I vowed that I would write to EI and RE letting them know of my worry with these two aircraft. I didnt. The 212's aren't brilliant either but I am more comfortable on them. I am at the point where I feel that when at check in I should ask which aircraft is scheduled and make a decision then as to if I am going to board it or not. I would hate to be at that point of boarding the aircraft and then having to tell the flight crew that I am refusing to fly because something looks a bit dodgy.
As some people have said previously in this forum, I think there are some issues with Aer Arann that could increase the chances of a fatal incident - albeit still low! How many times have I witnessed engineers running between two planes parked on the remote stands at DUB swapping parts between the fleet? I even remember boarding a 72-500 at BLK that had arrived with a mountain of duck tape over the front cargo door handle!
I am not having a go at the Engineers or flight crew, they do a brilliant job with what they are allowed to work with!
Join Date: Jan 2008
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Great post Big Jim
As a passenger with less specialist knowledge than you seem to have, I have become increasingly concerned re state of RE aircraft. Specifically I have experienced similar engine sounds/vibrations as you describe.
Can I respectfully make a suggestion?
In the absence of current RE aircrew logically refuting your post within 48 hours, will you think about sharing your concerns with IAA?
DH
As a passenger with less specialist knowledge than you seem to have, I have become increasingly concerned re state of RE aircraft. Specifically I have experienced similar engine sounds/vibrations as you describe.
Can I respectfully make a suggestion?
In the absence of current RE aircrew logically refuting your post within 48 hours, will you think about sharing your concerns with IAA?
DH
Join Date: Jun 2006
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In the absence of current RE aircrew logically refuting your post within 48 hours, will you think about sharing your concerns with IAA?
http://www.pprune.org/terms-endearme...s-started.html
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In the context of yesterday's posts re poor state of RE aircraft, the Shannon AAIU report says...
"At this time the Investigation has not identified any failures of the airframe, systems or either
powerplant prior to the final landing."Join Date: Jun 2006
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New PSO contracts announced, RE awarded Kerry but lose Donegal to Loganair.
from 3 November. Two return flights each day on both routes at an an average subvention of €7.6 million per annum.
Transport.ie :: Press Release
from 3 November. Two return flights each day on both routes at an an average subvention of €7.6 million per annum.
Transport.ie :: Press Release
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In the Times they were quoted as saying:
So it seems like the end of Glasgow from Donegal.
We have worked very closely with the team at Donegal airport for many years to grow passenger numbers and we regret that the Donegal services will no longer form a part of our network.
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1161 flew CFN-GLA in July, assuming it's still operated with an AT72 then thats around 50% LF, not good for Summer peak.
Also noted 429 used Aberdeen charters (Shell gas project).
Also noted 429 used Aberdeen charters (Shell gas project).