Aurigny Air Services
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Exciting Times JetJamie
Really JetJamie is this exciting times for Aurigny??!!
They are getting another a/c in to do the EGLC service. However all they are really doing is operating a service which in the long run is going to dilute the passengers from the other London airports that they operate from. The only reason they are doing it is to stop Blue Island from operating the route.
They need to enter the real world and realise that the world is bigger then Aurigny and Blue Islands. Then again....... when the airline is funded from EGJB taxpayers I'm sure they must have deep pockets being a tax haven and the like.
I've not heard much about the loads on the F50, is anyone in the know as to how the route is actually doing?
How has this new route affected loads on the other London routes?
They are getting another a/c in to do the EGLC service. However all they are really doing is operating a service which in the long run is going to dilute the passengers from the other London airports that they operate from. The only reason they are doing it is to stop Blue Island from operating the route.
They need to enter the real world and realise that the world is bigger then Aurigny and Blue Islands. Then again....... when the airline is funded from EGJB taxpayers I'm sure they must have deep pockets being a tax haven and the like.
I've not heard much about the loads on the F50, is anyone in the know as to how the route is actually doing?
How has this new route affected loads on the other London routes?
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wakeup, interesting point. I think GR management were very careful to assess potential impact on other LON routes before starting the LCY - the rationale primarily being to make up for lost capacity on the LGW following Flybe's pullout and the introduction of the Embraer (which saw a net contraction in seats offered on the route of about 18.4% between 2013-4) to ensure that fares on the LGW are affordable - particularly for leisure travellers - whilst allowing higher yield, less price elastic business travellers to use a conveniently timed LCY service.
Worth bearing in mind the new management tends to want to work with BI, rather than against it at the expense of both (as on the GCI-JER codeshare). CAA provisional stats for Jan indicate 1,344 passengers were carried on the LCY route. Back-of-an-envelope calcs suggest 42 movements so a 64% load factor, which is improving considerably each month. Of course the cost of the ACMI will be considerable - but it hasn't stopped growing yet.
Very hard to attribute patterns on the other LON services to the start of the LCY service - although it's true that the LGW has been in shallow decline for the last six or so years, that accounts for Flybe's capacity reductions and eventual pull-out. However, GR is seeing considerably higher load factors on the Embraer - it seems that being able to sell more seats for less has mitigated some of the capacity loss.
The States increasingly don't have deep pockets - they've just embarked on an ambitious reorganisation of taxation and govt spending - but the plan isn't for GR to consume island cash ad infinitum. Assisted by the Embraer acquisition, (overall) capacity cuts on GCI-LGW and GCI-JER, phasing out of the Tris, declining interest payments on the ATR loan - aside from much cheaper oil - breakeven isn't too far round the corner, although there'll be some big unforeseen costs this year (SB190s for the remaining Tris, ACMI for the Let, Dornier and F50, aside from acquisition costs for the new ATR and interest on the Embraer loan). We will see.
Worth bearing in mind the new management tends to want to work with BI, rather than against it at the expense of both (as on the GCI-JER codeshare). CAA provisional stats for Jan indicate 1,344 passengers were carried on the LCY route. Back-of-an-envelope calcs suggest 42 movements so a 64% load factor, which is improving considerably each month. Of course the cost of the ACMI will be considerable - but it hasn't stopped growing yet.
Very hard to attribute patterns on the other LON services to the start of the LCY service - although it's true that the LGW has been in shallow decline for the last six or so years, that accounts for Flybe's capacity reductions and eventual pull-out. However, GR is seeing considerably higher load factors on the Embraer - it seems that being able to sell more seats for less has mitigated some of the capacity loss.
The States increasingly don't have deep pockets - they've just embarked on an ambitious reorganisation of taxation and govt spending - but the plan isn't for GR to consume island cash ad infinitum. Assisted by the Embraer acquisition, (overall) capacity cuts on GCI-LGW and GCI-JER, phasing out of the Tris, declining interest payments on the ATR loan - aside from much cheaper oil - breakeven isn't too far round the corner, although there'll be some big unforeseen costs this year (SB190s for the remaining Tris, ACMI for the Let, Dornier and F50, aside from acquisition costs for the new ATR and interest on the Embraer loan). We will see.
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Dornier
Is it just me or is there still no clarity on the dornier plan? As far as I knew the plan was to have 3 2nd hand ones in place by now with 2 of them to be placed by new examples in 2016.
Firstly the one they have took months and months to arrive and then took months and months to have mods done to it even though it had operated fine on the trials the year before. It has been an invisible presence since it arrived and as far as I know the Portuguese operator only has 1 more of the type. Will they really let GR have that one as well? Where else would they get 2nd hand dorniers? They mainly seem to operate on mountain dirt strips and are probably falling to bits.
Secondly as far as I know they are now made at a snails rate in batches of 12 with various navy's already in the queue. Also not a single news story to announce GR's order? Surely an order from an airline in the UK would be seized upon by the makers of the 228 as a reminder it is still made?
Meanwhile viking air and the revamped twin otter goes from strength to strength and has a credible waiting list. Look at the new twin otters that will shortly be arriving in Scotland? Already on their way without a meaningful flight plan logged for the solitary dornier. What is going on GR?
Firstly the one they have took months and months to arrive and then took months and months to have mods done to it even though it had operated fine on the trials the year before. It has been an invisible presence since it arrived and as far as I know the Portuguese operator only has 1 more of the type. Will they really let GR have that one as well? Where else would they get 2nd hand dorniers? They mainly seem to operate on mountain dirt strips and are probably falling to bits.
Secondly as far as I know they are now made at a snails rate in batches of 12 with various navy's already in the queue. Also not a single news story to announce GR's order? Surely an order from an airline in the UK would be seized upon by the makers of the 228 as a reminder it is still made?
Meanwhile viking air and the revamped twin otter goes from strength to strength and has a credible waiting list. Look at the new twin otters that will shortly be arriving in Scotland? Already on their way without a meaningful flight plan logged for the solitary dornier. What is going on GR?
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What's currently operating the LCY schedule?
And the Trislanders will all be gone end of March even though they've literally just gotten a refurb weeks ago?
And the Trislanders will all be gone end of March even though they've literally just gotten a refurb weeks ago?
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Aurigny aircraft
A wet lease VLM F50 is currently operating London City service (OOVLZ last noted ) until ATR discussed above arrives.
A glance at the GR booking site shows Dornier operating range of services (identified as being flown by Groupo 7)
Eg 25 Feb GCI to ACI at 0820 and1635, ACI to GCI at 0745;0855;1725.
Today it will fly 1600 ACI -SOU, return at 1715.
On Fri will fly GCI - Dinard 1300, return at 1420. Crew training continues at other times.
Next Dornier due at any time now, but supplier seems to drag its feet. New ac have been ordered and are included in next batch to be built.
I believe Aurigny did not have a good experience when they previously operated the Twotter due to the extreme thermal cycling of engines caused by the short sectors and this has contributed to their choice, but I could be completely wrong.
I think it is unlikely that remaining Tris will be withdrawn this side of Sept
A glance at the GR booking site shows Dornier operating range of services (identified as being flown by Groupo 7)
Eg 25 Feb GCI to ACI at 0820 and1635, ACI to GCI at 0745;0855;1725.
Today it will fly 1600 ACI -SOU, return at 1715.
On Fri will fly GCI - Dinard 1300, return at 1420. Crew training continues at other times.
Next Dornier due at any time now, but supplier seems to drag its feet. New ac have been ordered and are included in next batch to be built.
I believe Aurigny did not have a good experience when they previously operated the Twotter due to the extreme thermal cycling of engines caused by the short sectors and this has contributed to their choice, but I could be completely wrong.
I think it is unlikely that remaining Tris will be withdrawn this side of Sept
NewquayJacob
Good point NJ. But, I worked in ATC at the time AUR operated their DHC6s between Guernsey & Jersey & it was often said to us that there were issues with the engines because of the short sector lengths.
Good point NJ. But, I worked in ATC at the time AUR operated their DHC6s between Guernsey & Jersey & it was often said to us that there were issues with the engines because of the short sector lengths.
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I'm not sure that I see GR working with BI. Look what has happened on the inter island. It seems to be a total balls up. Whether it is one of the other I don't really know, what I do know is that GR have thrown their toys out of their pram and therefore closed their ground handling in EGJJ. If anything it seems that GR is regressing back into its shell to only serve the EGJB population. I thought BI and GR had an agreement on the interisland route, and thus GR was providing ground handling?
Yes, they did have an agreement. But, when Blue Island announced that they were going to scrap the continental routes, they also said that they would not be needing anywhere near the level of ground handling that Aurigny were providing.
Consequently, what AUR were left with was not enough business to justify having a ground handling business at al in Jerseyl. According to AUR.
That's my understanding.
Consequently, what AUR were left with was not enough business to justify having a ground handling business at al in Jerseyl. According to AUR.
That's my understanding.
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New Route?
In the GEP today Aurigny has advert stating it intends to apply for a licence to fly GCI- Leeds Bradford.......something for the ATR42 to fill the day between LCY flights?
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Seasonal or year round? Would be interesting if GCI had a year-round LBA service when JER only has a seasonal route.
Just wondering - the largest unserved market other than the Scottish airports from GCI is NCL (4.4m p.a @ NCL vs. 3.3m p.a. @ LBA) which also has no obvious alternative unlike LBA --> MAN. So what makes LBA a more attractive destination for GCI?
As we are just at it, no year-round link to Scotland. Is the Scotland - C.I. market simply non-existent? (I admit it is quite a distance in a prop, but still...)
Just wondering - the largest unserved market other than the Scottish airports from GCI is NCL (4.4m p.a @ NCL vs. 3.3m p.a. @ LBA) which also has no obvious alternative unlike LBA --> MAN. So what makes LBA a more attractive destination for GCI?
As we are just at it, no year-round link to Scotland. Is the Scotland - C.I. market simply non-existent? (I admit it is quite a distance in a prop, but still...)