Aer Lingus goes A330 ... again.
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Airbus internal memo blasts performance
Interesting thread running on A.net; it reports (citing a Seattle paper and Germany's Der Spiegel) that an internal memo from John Leahy, Airbus's top sales bod, blasts Airbus's performance last year in the widebody market.
While the A320 family had a very good year, the widebodies got a right pasting and Leahy says that the A340 is causing the most concern. However, significantly, it's reported that concerns about the A350's fuselage are making it unattractive.
There is also an implied criticism of Noel Foregeard, who apparently focused all efforts on the A380, rather than the other widebodies.
Obviously, Airbus isn't commenting on what it says is an internal memo, BUT you have to wonder what this does to Airbus's sales pitches; it won't mention this to its potential customers, but you can be pretty sure that Boeing will. And enjoy it!
Levity apart, I think it does come back to the prospect of long haul low cost down the line. As 8 abreast aircraft, the 787-10 and A350-9 (and 787-9 and A350-800) are probably comparable - as much range as EI could possibly need and plenty of payload. BUT the fact that the 350 isn't a viable 9 abreast aircraft gives the 787 a key advantage; on an aircraft as long as the 787-10, that could be around 40 seats. That can make a huge impact, day in and day out, over the live of an aircraft, particularly if LH-loco becomes a reality; I believe it will. If FR doesn't do it, someone else will. Best to anticipate it and develop the market before this happens.
As far as EI is concerned right now, things seem pretty quiet (nothing more on the MD11s?). Although I'm kind of resigned to the A350, I strongly believe the 787 is the better aircraft.
The Singapore/Asian Aerospace show is in two weeks' time. Any chance of an announcement then? Or is it likely to be delayed further? Anyone have an idea of a timescale?
While the A320 family had a very good year, the widebodies got a right pasting and Leahy says that the A340 is causing the most concern. However, significantly, it's reported that concerns about the A350's fuselage are making it unattractive.
There is also an implied criticism of Noel Foregeard, who apparently focused all efforts on the A380, rather than the other widebodies.
Obviously, Airbus isn't commenting on what it says is an internal memo, BUT you have to wonder what this does to Airbus's sales pitches; it won't mention this to its potential customers, but you can be pretty sure that Boeing will. And enjoy it!
Levity apart, I think it does come back to the prospect of long haul low cost down the line. As 8 abreast aircraft, the 787-10 and A350-9 (and 787-9 and A350-800) are probably comparable - as much range as EI could possibly need and plenty of payload. BUT the fact that the 350 isn't a viable 9 abreast aircraft gives the 787 a key advantage; on an aircraft as long as the 787-10, that could be around 40 seats. That can make a huge impact, day in and day out, over the live of an aircraft, particularly if LH-loco becomes a reality; I believe it will. If FR doesn't do it, someone else will. Best to anticipate it and develop the market before this happens.
As far as EI is concerned right now, things seem pretty quiet (nothing more on the MD11s?). Although I'm kind of resigned to the A350, I strongly believe the 787 is the better aircraft.
The Singapore/Asian Aerospace show is in two weeks' time. Any chance of an announcement then? Or is it likely to be delayed further? Anyone have an idea of a timescale?
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Well, it's a start. Apparently it's one -200 and one -300X.
The new aircraft won't be arriving until 2007, so what happens this Winter? The airline is supposed to be adding three new routes (although it may not necessarily add all three this Winter), but it will probably also want to increased its DXB frequency. Will it be adding new capacity?
And what about the MD11s? Is that out the window now?
Interesting they're also saying that the 787 is still in the race.
The new aircraft won't be arriving until 2007, so what happens this Winter? The airline is supposed to be adding three new routes (although it may not necessarily add all three this Winter), but it will probably also want to increased its DXB frequency. Will it be adding new capacity?
And what about the MD11s? Is that out the window now?
Interesting they're also saying that the 787 is still in the race.
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Report in today's Irish Indo...free but registration required.
Two new Airbuses for Aer Lingus
AER Lingus has committed itself to paying €170m for two new long-haul aircraft. The two Airbus A3-30s, to be based in Dublin, are to be delivered next year.
The acquisition will bring to nine the number of A3-30s in the airline's fleet. Each plane is capable of carrying 280 passengers. The entire Aer Lingus fleet is made up of Airbus planes, including a short-haul fleet of six A321s and 21 A320s.
The airline has not yet decided which routes will be served by the new aircraft, but they are likely to be used to expand Aer Lingus's trans-Atlantic service if, as expected, the EU signs the Open Skies agreement.
Dermot Mannion, the Aer Lingus chief executive, said: "Appropriate debt financing will be put in place well in advance of delivery. In the meantime, our evaluation of new generation long haul fleet opportunities from both Airbus and Boeing continues."
Mr Mannion has previously said that the airline needs a €2bn investment to pursue it long-haul ambitions.
The Government is expected to sell about 52pc of its stake in Aer Lingus for €400m in the upcoming expected flotation, but half of the sale proceeds is expected to be used to plug the airline's pension deficit.
Two new Airbuses for Aer Lingus
AER Lingus has committed itself to paying €170m for two new long-haul aircraft. The two Airbus A3-30s, to be based in Dublin, are to be delivered next year.
The acquisition will bring to nine the number of A3-30s in the airline's fleet. Each plane is capable of carrying 280 passengers. The entire Aer Lingus fleet is made up of Airbus planes, including a short-haul fleet of six A321s and 21 A320s.
The airline has not yet decided which routes will be served by the new aircraft, but they are likely to be used to expand Aer Lingus's trans-Atlantic service if, as expected, the EU signs the Open Skies agreement.
Dermot Mannion, the Aer Lingus chief executive, said: "Appropriate debt financing will be put in place well in advance of delivery. In the meantime, our evaluation of new generation long haul fleet opportunities from both Airbus and Boeing continues."
Mr Mannion has previously said that the airline needs a €2bn investment to pursue it long-haul ambitions.
The Government is expected to sell about 52pc of its stake in Aer Lingus for €400m in the upcoming expected flotation, but half of the sale proceeds is expected to be used to plug the airline's pension deficit.
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SFO seems to be the only potential new city most people agree on; I've seen a lot of discussion on this, not all well informed (on A.net), but the general view is that SFO is definitely No1, then PHL (notwithstanding US Airways), MIA or DFW and BWI/IAD.
I tend to think the next after SFO will either be MIA or DFW, with a deal being done between EI and AA, so each will take one and codeshare; both can benefit from this. Despite the decision of AA to operate on ORD-DUB and BOS-SNN, I think the airlines do have a reasonably good working r'ship.
One question I have is whether EI can still operate to MCO or BWI under the same terms it did previously, or would it have to choose either (or both) of these as being part of its choice of 3 new gateways? This really only applies to next year. From 2008, it's a free for all (yipp ...)
If EI is looking to make SFO a daily route, presumably this is the route on which it intends to operate the 333X; wouldn't it need to be looking at a slight advance on one 333X? Can we expect to see a few more - either directly or through leasing companies - over the next few months?
I tend to think the next after SFO will either be MIA or DFW, with a deal being done between EI and AA, so each will take one and codeshare; both can benefit from this. Despite the decision of AA to operate on ORD-DUB and BOS-SNN, I think the airlines do have a reasonably good working r'ship.
One question I have is whether EI can still operate to MCO or BWI under the same terms it did previously, or would it have to choose either (or both) of these as being part of its choice of 3 new gateways? This really only applies to next year. From 2008, it's a free for all (yipp ...)
If EI is looking to make SFO a daily route, presumably this is the route on which it intends to operate the 333X; wouldn't it need to be looking at a slight advance on one 333X? Can we expect to see a few more - either directly or through leasing companies - over the next few months?
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MD11 rumour?
Just wondering if there is anything more on that MD11 contract? Haven't heard anything and with the recent 330 order, I'm assuming it's not a runner.
I was just reminded of it, because the aircraft cited to operate for EI (N272WA) was the one which had a little excursion at KWI a few days ago.
I was just reminded of it, because the aircraft cited to operate for EI (N272WA) was the one which had a little excursion at KWI a few days ago.
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http://breaking.tcm.ie/2006/03/14/story249225.html
Apparently, the deal is finalised, with the planes to be delivered mid-2007.
So, do we expect EI to hold off til then on any new routes or will they launch them earlier under some sort of leasing arrangement?
Apparently, the deal is finalised, with the planes to be delivered mid-2007.
So, do we expect EI to hold off til then on any new routes or will they launch them earlier under some sort of leasing arrangement?
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Fleet issues ...
Apparently, there is talk of two more being acquired (whether bought or leased, not sure). However, as far as this Winter is concerned, don't forget that they can change the ratio of flights DUB and SNN to the US, although I understand (correctly or not!) that there is an informal agreement not to reduce services from SNN - only to increase them from SNN. That will probably bind them a bit.
They'll probably want to increase DXB to 5 wkly and make BOS n/s; I doubt if they will launch new services this November, although they have the right to do so.
Interestingly, the minister replied to a question on the whole Open Skies issue recently; I'm copying this below. Note that very last comment (my italics); it looks as if they will move to keep the US/Irish deal in place, regardless of whether the US Congress puts a spanner in the works.
Dáil Question
No: 119
*To ask the Minister for Transport if the final deal on an open skies
regime has been finalised; if not, the nature of the difficulty in
completing this agreement; the options for Ireland in the event that an
open skies regime between the US and the EU is not achieved; and if he will
make a statement on the matter.
- Seymour Crawford. (Nominated by: Olivia Mitchell).
For ORAL answer on Tuesday, 7th March, 2006.
Ref No: 9077/06
Answered by the Minister for Transport
(Martin Cullen)
Reply (extract)
I would, of course, be extremely disappointed if the EU-US Agreement is not
signed this year as planned, in view of the enormous benefits that Open
Skies will bring to Irish aviation and to Irish business and tourism. In
that event Ireland would, of course, re-examine options for direct
bilateral arrangements with the US.
With EI being privatised, the development of long haul services is something potential investors will be focusing upon, so not being able to move ahead with Open Skies would seriously undermine the attractiveness of the airline.
They'll probably want to increase DXB to 5 wkly and make BOS n/s; I doubt if they will launch new services this November, although they have the right to do so.
Interestingly, the minister replied to a question on the whole Open Skies issue recently; I'm copying this below. Note that very last comment (my italics); it looks as if they will move to keep the US/Irish deal in place, regardless of whether the US Congress puts a spanner in the works.
Dáil Question
No: 119
*To ask the Minister for Transport if the final deal on an open skies
regime has been finalised; if not, the nature of the difficulty in
completing this agreement; the options for Ireland in the event that an
open skies regime between the US and the EU is not achieved; and if he will
make a statement on the matter.
- Seymour Crawford. (Nominated by: Olivia Mitchell).
For ORAL answer on Tuesday, 7th March, 2006.
Ref No: 9077/06
Answered by the Minister for Transport
(Martin Cullen)
Reply (extract)
I would, of course, be extremely disappointed if the EU-US Agreement is not
signed this year as planned, in view of the enormous benefits that Open
Skies will bring to Irish aviation and to Irish business and tourism. In
that event Ireland would, of course, re-examine options for direct
bilateral arrangements with the US.
With EI being privatised, the development of long haul services is something potential investors will be focusing upon, so not being able to move ahead with Open Skies would seriously undermine the attractiveness of the airline.
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I wonder if EI's lease terms would fall nicely so a 333 and/or 332 could be returned should the new ones turn up with no expansion routes available.
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Originally Posted by nosher
EI 582 (Monday-Sunday)
EI 586 (Sunday)
Both use A321
EI 586 (Sunday)
Both use A321
Also, it will be double-daily from Dublin in the Summer.
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The Malaga services on A330s are integrated into the transatlantic schedule and operate between the morning arrival and the evening departure of transatlantic services. This is actually being expanded this Summer by moving to a late evening service to New York and operating early arriving A330s to Malaga and Nice. So dropping these would not free up any additional capacity for transatlantic flights.
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Is it true that despite the new DXB route starting later this month, EI hasn't retrofitted either of the other two 332s with PTVs? I'm shocked if this is the case; presumably they won't be using DAA on DXB all the time, as the LAX punters will be pretty cheesed off.
Frankly, I'm amazed and very disappointed that with a new chapter opening on EI's long haul routes - a strategy which DM and others have said is crucial to the airline's future, the airline hasn't committed itself to an upgrade of its service product. I'm sure what they have will be good and I know that good IFE can't cover up for a sloppy, curt attitude on the part of cabin crews (and thankfully EI doesn't have that problem), but with pretty intense competition and so many alternatives - not least with EK, let alone KL, AF, BA and soon, VS - it really is a false economy.
I flew GF recently (LHR-MCT/BAH-LHR) and they have a superb Economy Class product (and a stellar Business Class product too). If EI wants to go for the bottom end of the market, fine, but if they want long haul to become a healthy revenue source, it's not going to happen without investment and as a new carrier, that should have happened from Day One.
Frankly, I'm amazed and very disappointed that with a new chapter opening on EI's long haul routes - a strategy which DM and others have said is crucial to the airline's future, the airline hasn't committed itself to an upgrade of its service product. I'm sure what they have will be good and I know that good IFE can't cover up for a sloppy, curt attitude on the part of cabin crews (and thankfully EI doesn't have that problem), but with pretty intense competition and so many alternatives - not least with EK, let alone KL, AF, BA and soon, VS - it really is a false economy.
I flew GF recently (LHR-MCT/BAH-LHR) and they have a superb Economy Class product (and a stellar Business Class product too). If EI wants to go for the bottom end of the market, fine, but if they want long haul to become a healthy revenue source, it's not going to happen without investment and as a new carrier, that should have happened from Day One.
