Aer Lingus - 3
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Continuation of: http://www.pprune.org/forums/showthr...233725&page=16
EI-RB
But you want EI to increase their customer service to the pax on the long haul service?
So you expect 8 girls to be able to look after you even better than before with less resources?
You get what you pay for. Better service needs more girls, means higher airfares. Then you all start moaning.
Staff numbers reduce, service degrades and you moan.
Sheesh.
EI-RB
But you want EI to increase their customer service to the pax on the long haul service?
So you expect 8 girls to be able to look after you even better than before with less resources?
You get what you pay for. Better service needs more girls, means higher airfares. Then you all start moaning.
Staff numbers reduce, service degrades and you moan.
Sheesh.
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Aer Lingus DUBCWL
I was reading some interesting comments on this forum asking why does EI not chase RE off the CWL DUB route. Well it amazed me that EI did not jump in B4 RE took it on.
I would take example from the ORKDUB route. RE maintain that FR are not making a profit on this route. And if this is true its great news for RE . If its true its also is a saving grace for regional airlines on thin routes. If EI took on DUBCWL they would probably only do a daily rotation. The business traveller would much prefer the thrice daily RE operation.
Although I dont know for sure I imagine ORK BHX is a mainly leisure route. This is why EI could beat off the competiton with a daily flight . Its hard to say ... What does anyone else think. One thing that comes to mind reading the previously posted comments is that EI and FR in particular are finding many routes too thin to justify a 738 or 320 operation.
Liverpool/Kerry ,Dublin/Humberside are examples of viable routes (according to CAA numbers), but viable for the right airline and the right machine. Ie FLYBE q400 or RE ATR?? Can anyone predict any FR routes that might suffer the same fate as LPLKIR or DUB HUY ??
It is also interesting to note the FR on the DUBABZ route have reduced the frequency for the winter , 5 flights a week, compared with previous 7(although most of last winter was 73S not738). I think the RE DUBINV is having a negative impact on ABZ route. I can FR axe it in time and RE take it over??? Anyone agree????
I would take example from the ORKDUB route. RE maintain that FR are not making a profit on this route. And if this is true its great news for RE . If its true its also is a saving grace for regional airlines on thin routes. If EI took on DUBCWL they would probably only do a daily rotation. The business traveller would much prefer the thrice daily RE operation.
Although I dont know for sure I imagine ORK BHX is a mainly leisure route. This is why EI could beat off the competiton with a daily flight . Its hard to say ... What does anyone else think. One thing that comes to mind reading the previously posted comments is that EI and FR in particular are finding many routes too thin to justify a 738 or 320 operation.
Liverpool/Kerry ,Dublin/Humberside are examples of viable routes (according to CAA numbers), but viable for the right airline and the right machine. Ie FLYBE q400 or RE ATR?? Can anyone predict any FR routes that might suffer the same fate as LPLKIR or DUB HUY ??
It is also interesting to note the FR on the DUBABZ route have reduced the frequency for the winter , 5 flights a week, compared with previous 7(although most of last winter was 73S not738). I think the RE DUBINV is having a negative impact on ABZ route. I can FR axe it in time and RE take it over??? Anyone agree????
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Ork Dub
Ryan air have far deeper pockets than RE and I will be amazed if they blink first and concede defeat on ORK DUB. In the Summer they were getting very high yields on ORK DUB with fares of up to 129 each way +charges.
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Dub-abz
It is also interesting to note the FR on the DUBABZ route have reduced the frequency for the winter , 5 flights a week, compared with previous 7(although most of last winter was 73S not738). I think the RE DUBINV is having a negative impact on ABZ route. I can FR axe it in time and RE take it over??? Anyone agree????
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cancellations
Intersting report on to-day's Indo that on the busiest day (the 22nd) for Dublin airport, Ryanair cancelled 18 flights wheras EI cancelled only one! Just as well that the takeover failed otherwise the LHR slots would be gone and on foggy days it's the boat train for Irish homecomers.
Well done to the lads and lassies who worked long hours to get the punters home.
Well done to the lads and lassies who worked long hours to get the punters home.
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Well done, EI. I was one of those coming through LHR, on the 159 - which yesterday was operated by a 332. Great crew, never made to feel I got in the way of airline's drive to make money - just plain, simple courtesy and humour. For an airline, like FR, that puts a price on everything, they're the things - something without cost - that they might like to focus on. Well done EI!
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A very interesting question, JAS - I had assumed it would be 90 myself, when I checked in and when we were put on buses and taken for an airport tour ...
This took us through Terminal 3's baggage handling area and then underground, towards the remote parking area between T3 and T5 - where the VS aircraft usually park; our stand was just beside the taxiway to 9R. We were delayed quite a bit, but - me being me - having a fine view of acft taxying for t/o, I wasn't too upset!
I remember the first woman 747 captain, Lynn Rippelmeyer of (then) People Express, saying that the best thing about flying on a horrible, overcast day, was taking off and then, going into the sun above the clouds and so it was - cloudbase was about 500-1000', then, after a few seconds, into the blue - with the winglet catching the sun as we banked around for the Compton SID.
This took us through Terminal 3's baggage handling area and then underground, towards the remote parking area between T3 and T5 - where the VS aircraft usually park; our stand was just beside the taxiway to 9R. We were delayed quite a bit, but - me being me - having a fine view of acft taxying for t/o, I wasn't too upset!
I remember the first woman 747 captain, Lynn Rippelmeyer of (then) People Express, saying that the best thing about flying on a horrible, overcast day, was taking off and then, going into the sun above the clouds and so it was - cloudbase was about 500-1000', then, after a few seconds, into the blue - with the winglet catching the sun as we banked around for the Compton SID.
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332 on LHR, wow one of their a/c wasnt tech! Now before anyone says it, yes I am being really sarcastic cos Im working on Xmas Eve!
So what was the condition of the 330? Would you let do (and it does) the TA routes? Looking at it, do you think EI should be worried bout the competition and their product? How mch do you think EI needs to improve?
So what was the condition of the 330? Would you let do (and it does) the TA routes? Looking at it, do you think EI should be worried bout the competition and their product? How mch do you think EI needs to improve?
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I have to say, in all fairness, I was thoroughly impressed. The aircraft, although it didn't have PTV screens (not that you'd need them on an LHR flight anyway) was perfectly clean inside and out. The cabin crew were excellent - unfailingly patient and pleasant. The inflight service on that route was just the normal fare to London, but I got a thoroughly delicious chicken stuffing sandwich.
All in all, the basics are there - superb staff and a fine aircraft. I have to say that (mostly because I live in Jersey) I haven't flown EI t/a for years, so I can't really complain, but certainly, the cabin crew I met on that flight are people I'd be more than happy to travel with to the US. Can't really comment on meals. So, really, get the IFE right and they're just as good as the top line and better than most.
Happy Christmas one and all!
All in all, the basics are there - superb staff and a fine aircraft. I have to say that (mostly because I live in Jersey) I haven't flown EI t/a for years, so I can't really complain, but certainly, the cabin crew I met on that flight are people I'd be more than happy to travel with to the US. Can't really comment on meals. So, really, get the IFE right and they're just as good as the top line and better than most.
Happy Christmas one and all!
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Aerlingus crews
I've flown with Aerlingus on numerous occasions this year. The cabin crews are as friendly and professional as ever. I particularly like flying from Cork because the crews based there get to know the regular travellers. Disappointed though that the airline appears to have reversed its decision to base a 5th 320 there in 2007.
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Just looking at various threads on A.net ... while I'm waiting for Killinascully 
- and it looks as if 2007 is going to see some pretty significant orders for 787s particularly; US carriers, led by UAL, are said to be close to a decision and with significant requirements in terms of numbers, the smaller airlines are going to be in a difficult position; Boeing will bend over backwards for an airline like EK, UA or BA, with a requirement for 50+ aircraft; will they be as accommodating to a smaller one? If Boeing "knows" it can reel in the likes of EK (and in fairness, it's not sure of that yet), BA, various Middle Eastern aircraft, not to mention "top up" orders from the likes of SQ, QF, AC, etc once the -10 is launched, will they really feel an absolute need to go out of their way for a much smaller aircraft like EI?
More significantly, as these larger aircraft orders are placed, that means EI is pushed further and further out; 2012 production slots are largely filled and 2013 slots are also in strong demand. Given that EI originally wanted to order aircraft for 2011-12 service entry, what is the delay? Anyone know when we might see white smoke from EI HOB?
- and it looks as if 2007 is going to see some pretty significant orders for 787s particularly; US carriers, led by UAL, are said to be close to a decision and with significant requirements in terms of numbers, the smaller airlines are going to be in a difficult position; Boeing will bend over backwards for an airline like EK, UA or BA, with a requirement for 50+ aircraft; will they be as accommodating to a smaller one? If Boeing "knows" it can reel in the likes of EK (and in fairness, it's not sure of that yet), BA, various Middle Eastern aircraft, not to mention "top up" orders from the likes of SQ, QF, AC, etc once the -10 is launched, will they really feel an absolute need to go out of their way for a much smaller aircraft like EI?More significantly, as these larger aircraft orders are placed, that means EI is pushed further and further out; 2012 production slots are largely filled and 2013 slots are also in strong demand. Given that EI originally wanted to order aircraft for 2011-12 service entry, what is the delay? Anyone know when we might see white smoke from EI HOB?
Cheers for that akerosid! I'm now mad jealous ... ground tour of LHR for Chimbo! Have done the bus transfer from T1 to T4 a few times ... don't get to see much though!
As for 787's ... don't get carried away .. one hasn't flown yet and the new composite fuselage construction may ultimetly cause serious operational issues following "bump repairs" after they get into close quarters with ground handeling trucks. Added to that the unknowns about large composite pressure vessels exposed to external forces (normal a/c aerodynamic and drag forces) and we'll wait and see. Metal fatigue wasn't fully understood pre Comet and a price was paid. Compisites don't give warnings like metal of a possible failure (my knowldege of compisites is limited and I will stand corrected).
Personally I'm not 100% convinced I'd want to be on one. But that's just me.
Either way, TA on EI isn't hell .. I do DUB-LAX at least once a year and the staff are generally polite, friendly and professional. I've also flown longhaul on BA, KLM and AA, they're no better, in fact, my personal experience the "friendlyness" on both BA and AA were well below that on EI.
Certainly improvements can be made. IFE would be 'nice'. Most PAX just want an on time flight, clean aircraft, polite staff, decent food and for god sake, let them know well in advance if it's going to be bumpy!
As for A350 vs 787 ... if EI have a plan, and the plan allows time/space to evaulate both types in operations with other carriers .. .then wait and see makes perfect business sense (and yes, I know the A350 looks like it will use composites too, all be it in a different construction).
JAS
As for 787's ... don't get carried away .. one hasn't flown yet and the new composite fuselage construction may ultimetly cause serious operational issues following "bump repairs" after they get into close quarters with ground handeling trucks. Added to that the unknowns about large composite pressure vessels exposed to external forces (normal a/c aerodynamic and drag forces) and we'll wait and see. Metal fatigue wasn't fully understood pre Comet and a price was paid. Compisites don't give warnings like metal of a possible failure (my knowldege of compisites is limited and I will stand corrected).
Personally I'm not 100% convinced I'd want to be on one. But that's just me.
Either way, TA on EI isn't hell .. I do DUB-LAX at least once a year and the staff are generally polite, friendly and professional. I've also flown longhaul on BA, KLM and AA, they're no better, in fact, my personal experience the "friendlyness" on both BA and AA were well below that on EI.
Certainly improvements can be made. IFE would be 'nice'. Most PAX just want an on time flight, clean aircraft, polite staff, decent food and for god sake, let them know well in advance if it's going to be bumpy!
As for A350 vs 787 ... if EI have a plan, and the plan allows time/space to evaulate both types in operations with other carriers .. .then wait and see makes perfect business sense (and yes, I know the A350 looks like it will use composites too, all be it in a different construction).
JAS
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I'm no expert on composites/materials either, but the material being used on the 787 (and A350) isn't being used for the first time; won't it also have been tested on previous aircraft. Given the litigious nature of the world in which we live, I doubt if they would take that chance if there wasn't an immense amount of testing and data derived from experience.
I'm just putting my faith in the fact that Boeing is building it and Qantas (among many others) is buying it!
I don't really think it's viable to wait until both aircraft are in service, particularly as it will be 2012 before the 350 is in service. They will really need to be making a decision in the very near future. I think the main feature of either deal is that the manufacturer should be a partner in EI's growth, i.e. if their product isn't available until 2012-13, making sure EI has a plan in place for fleet growth in the interim.
The fear at the back of my mind is that with all of the delays, particularly with the SNN stopover issue (and I know that's not EI's fault), the economy could have reached the rest of the wave and begin to plateau before EI is really in a position to put its long haul growth plans into effect and by then also, other carriers (possibly inc. SIA) would have started services to DUB.
I'm just putting my faith in the fact that Boeing is building it and Qantas (among many others) is buying it!
I don't really think it's viable to wait until both aircraft are in service, particularly as it will be 2012 before the 350 is in service. They will really need to be making a decision in the very near future. I think the main feature of either deal is that the manufacturer should be a partner in EI's growth, i.e. if their product isn't available until 2012-13, making sure EI has a plan in place for fleet growth in the interim.
The fear at the back of my mind is that with all of the delays, particularly with the SNN stopover issue (and I know that's not EI's fault), the economy could have reached the rest of the wave and begin to plateau before EI is really in a position to put its long haul growth plans into effect and by then also, other carriers (possibly inc. SIA) would have started services to DUB.
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Either way, TA on EI isn't hell .. I do DUB-LAX at least once a year and the staff are generally polite, friendly and professional. I've also flown longhaul on BA, KLM and AA, they're no better, in fact, my personal experience the "friendlyness" on both BA and AA were well below that on EI.
Certainly improvements can be made. IFE would be 'nice'. Most PAX just want an on time flight, clean aircraft, polite staff, decent food and for god sake, let them know well in advance if it's going to be bumpy!
Exactly!!!! I have always said that EI's best assets are its crew!!! They are some of the best, friendliest and most proffesional crew around. If they improved their IFE and introduced a new J class, they could be as good as any airline!!! Everybody knows about the friendliness of the Irish!!!
I
Certainly improvements can be made. IFE would be 'nice'. Most PAX just want an on time flight, clean aircraft, polite staff, decent food and for god sake, let them know well in advance if it's going to be bumpy!
Exactly!!!! I have always said that EI's best assets are its crew!!! They are some of the best, friendliest and most proffesional crew around. If they improved their IFE and introduced a new J class, they could be as good as any airline!!! Everybody knows about the friendliness of the Irish!!!
I
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I'd have to support JohnRizzo's comment; my personal experience, over a long number of years, is that EI's cabin crew are very good and professional. I've flown with a good few airlines and I still rate EI's crew very highly - credit where credit is due.
EI has just issued is Nov 06 statistics:
http://www.investegate.co.uk/Article...2280700205918O
Pax up, load factor down.
EI has just issued is Nov 06 statistics:
http://www.investegate.co.uk/Article...2280700205918O
Pax up, load factor down.
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Hopefully, EI's will be considerably better once the new J Class has been launched. I'm still concerned that the emphasis seems to be on J Class rather than Y Class. Replace the old cloth seats with new seats similar to those on short haul routes (and with PTVs). As to the older 333s, not sure what they can do there?
There is supposed to be a meeting in the new year, with EU transport ministers and airlines, to discuss the US Open Skies issue and that will be crucial for EI. If they can get some indication from this meeting what they can do for next Summer, in terms of growth, it should at least give them some idea (and in particular, extra time) as to what they can do and what extra capacity would be needed. There is talk of two (formerly three!) new 330s for next Summer (2008), so if they could get hold of 333s, 332s or even 340s for one year, it would allow the new routes to be opened.
The one question I have is this: what about the existing four A330-300s, which are very early models; will these be replaced by new aircraft and if so, when? I guess this would be included in whatever deal is worked out with Airbus or Boeing. What I'm trying to get at is that when EI talks of (say) 10 aircraft for 2008, that doesn't necessarily include replacement of the existing fleet, so the number of aircraft it needs is greater.
There is supposed to be a meeting in the new year, with EU transport ministers and airlines, to discuss the US Open Skies issue and that will be crucial for EI. If they can get some indication from this meeting what they can do for next Summer, in terms of growth, it should at least give them some idea (and in particular, extra time) as to what they can do and what extra capacity would be needed. There is talk of two (formerly three!) new 330s for next Summer (2008), so if they could get hold of 333s, 332s or even 340s for one year, it would allow the new routes to be opened.
The one question I have is this: what about the existing four A330-300s, which are very early models; will these be replaced by new aircraft and if so, when? I guess this would be included in whatever deal is worked out with Airbus or Boeing. What I'm trying to get at is that when EI talks of (say) 10 aircraft for 2008, that doesn't necessarily include replacement of the existing fleet, so the number of aircraft it needs is greater.