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CORK - 5

Old 22nd Jan 2014, 14:23
  #4821 (permalink)  
CCR
 
Join Date: Jan 2004
Location: Belfast, Ireland
Posts: 478
At it`s height, there were 11 flights a day between 2 airlines on the Cork-Dublin route so a few flights a day to take care of connecting traffic should work out fine. To think that 40% of lost traffic accounts for this route alone says it all.
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Old 23rd Jan 2014, 10:01
  #4822 (permalink)  
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Actually in the Celtic Tiger days, I think it was 8 Aer Arann flights a day and up to 5 Ryanair flights a day between Dublin and Cork making it 13 flights a day.

Now that Etihad has joined Turkish and Emirates in announcing double daily flights to Dublin, it seems Qatar have missed their opportunity there.
Hope the management at Cork are pitching for a Qatar Airbus 319 service to Ireland that I see landing in some other airports around Europe.
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Old 23rd Jan 2014, 13:34
  #4823 (permalink)  
 
Join Date: Nov 2012
Location: Cork
Age: 43
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Thumbs up Extra ORK-FAO rotation

I see AL have added an extra rotation to FAO on Saturdays from May to Sep/Oct, is there anything else added that has not being widely advertised, did not notice anything about what that aircraft will do in the morning looks like its MUC in the morning and FAO in the afternoon. If anything it should add a few extra numbers to the passenger count.
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Old 23rd Jan 2014, 14:49
  #4824 (permalink)  
 
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They added the extra rotation back in early January as earlier advised. The aircraft operating the extra service on Saturdays operates ~ ORK-CDG-ORK-MUC-ORK-FAO-ORK.
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Old 23rd Jan 2014, 14:59
  #4825 (permalink)  
 
Join Date: Aug 2000
Location: Cork, Ireland
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The A319LR as per QR is just short on range - trust me I have checked it out all ready!

The QR 787s can operate into Cork though and before anyone says anything about it I have also checked that out all ready and it is from from the camel's mouth too, so to speak!



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Old 23rd Jan 2014, 15:27
  #4826 (permalink)  
 
Join Date: Dec 2010
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I hope you're all pulling the mick about Qatar? it's like saying to them hey, before you expand to Edinburgh what about Manston near Kent?

787 to Dublin daily would be a perfect match, DAA CEO Oliver Cussen said recently at a Q and A session with staff that he wanted to see the ME market stabilise in 2014 early 2015 (obviously new about the news from Etihad and Emirates) and that he would be happy to welcome Qatar in in 2015.

Only dilemma for the DAA is where are they going to park all these L/H jets, Pier E is getting a good running after it was supposed to open ''half empty'' according to MOL - Once again Dublin could be operationally struggling terminal wise in 2015 with demand projections.

Anyway back to the Cork thread,

Qatar in Cork - No.
Return of Cork-Dublin? More later.
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Old 23rd Jan 2014, 17:05
  #4827 (permalink)  
 
Join Date: Jun 2008
Location: ireland
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Thumbs up

Oh Jack you doth tease us , care to share a little now?
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Old 23rd Jan 2014, 17:14
  #4828 (permalink)  
 
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Location: Cork, Ireland
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The apologies for the DAA/CAA is something else! I think DAA/CAA cabal have gone an awful long way to get Cork Airport on it's knees.

It was Joe Gantly who did the deal with Ryanair - if he was alive now we could ask him exactly why he was so keen to do such a wretched deal.

Cork is broken and is unfixable. Ask some would be Warsaw and Krakow passengers.

Cork - Dublin. God all mighty! Is this the answer to the abuse Cork has suffered? There is little chance Cork Airport can now compete on a Cork Airport - Dublin Airport service in my opinion with other forms of transport:

Hourly trains,

Bus Eireann coaches every two hours;

Air Coach - midnight coaches and other daytime services;

GoBe - some sort joint venture between Bus Eireann and a Galway company offering midnight coaches through the night and some day time services;

Reasonably attractive car rental rates from Cork Airport to Dublin Airport and vice versa;

Private cars.

As Ryan2000 said in a post above there is for many even an aura of fashion consciousness now in taking a midnight bus to Dublin Airport so how can it be expected that passengers get themselves to the airport an hour or more before a new Cork - Dublin flight, subject themselves to an airport search, hang around some more, take the flight, and if travelling onwards from Dublin, again subject themselves to yet another search by another TSA wannabe, traipse through various piers at Dublin, wait some more, board, and eventually get airborne for your original destination. Okay, some amount of time is saved probably but I think it is just too late, I feel. That horse has ran.

And by the way, the Qatar Airways 787s can legally operate out of Cork on a commercial passenger carrying flight to Doha. I did not lightly make that comment.
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Old 23rd Jan 2014, 17:23
  #4829 (permalink)  
 
Join Date: Oct 2011
Location: Dublin
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Tom

QR will be coming to DUB not ORK whenever they decide to come to Ireland.

I'm sure the daa would love to off load ORK, god only knows who will get the blame once that happens, ORK won't just return to growth once free, you could say sure Ryanair will expand but the button line is big operators won't be workable at both SNN and ORK. The big European airlines won't come flocking in either.

Jack parking wouldn't be a problem, capacity available after 13.00, take there MAN times it arrives around 1.15 and departs 2.45 ish.
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Old 23rd Jan 2014, 17:28
  #4830 (permalink)  
 
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Location: ireland
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Grrr

TTT I so tire of your opinions .1624 postings of dung and still ongoing .You must be well balanced now with three chips ,The CAA, DAA,and SAA on your head and two shoulders
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Old 23rd Jan 2014, 18:21
  #4831 (permalink)  
 
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Seat mile costs in an A319 would be huge. Demand from Cork would be from emigrants returning from Australia for the holidays and they would almost certainly board the Aer coach for Dublin once the cheaper fares were sold out.
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Old 23rd Jan 2014, 19:18
  #4832 (permalink)  
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Indeed.

The only routes where an A319LR makes sense are ones where there are some passengers who will pay a lot of money for their seat. It may work on Doha-Aberdeen, but certainly not Doha-Cork. Not unless there are significant oil finds off the south coast.
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Old 23rd Jan 2014, 19:20
  #4833 (permalink)  
 
Join Date: Aug 2000
Location: Cork, Ireland
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I certainly know it is most unlikely QR will ever come to Cork - the point being made is that it is technically possible with their 787 aeroplanes.

In a small way I like EI A330-300's attitude saying that 'Whenver (QR) they decide to come to Ireland.' Arrogant too of course but on the whole it is gives a positive outlook.

And it is something which has been so lacking at Cork, isn't it? Just one excuse after the other - recession, weather, runway, catchment area, snn independence, the motorway, the busses etc, etc all while the hard working fat cats of the DAA draw a nice salary safe in the knowledge they are another week closer to their pension knowing that the new terminal is full in the morning in Dublin and that there is plenty capacity available at Dublin for the QR flight after 1 pm!

Is FJR13 seriously trying to tell me that the machinations of the DAA and the SAA has not damaged Cork. Witness the Warsaw and Krakow flights. Whether it is liked or not Cork remains the second city of this Republic and the airport at Cork needs to be treated with more respect and the naming of what was know as Aer Rianta as the Dublin Airport Authority was wholly inappropriate from day one.
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Old 23rd Jan 2014, 20:54
  #4834 (permalink)  
 
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Unlike Shannon and Dublin, Cork's traffic mix was very one sided even during the boom years. The growth was driven by young people heading off to stag and hen parties, Soccer supporters heading to support their favourite clubs in the U.K. , Sunseekers of all ages heading to warmer climates and others going on City breaks.

Many of these people now react with indifference when told of a new route or a seat sale.

Its inward tourism routes and business traffic played only a small part in it's remarkable period of growth during the 1995-2006 era and this continues to be the case.

I hope I'm wrong but we might have to wait for a new generation to grow up before Cork Airport returns to significant growth again. It's now agreed that the Shannon peak of 3.6m achieved in 2007 was an unsustainable figure. Can the same be said for the 3.25 m peak at Cork in 2008? Time will tell
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Old 27th Jan 2014, 17:29
  #4835 (permalink)  
 
Join Date: Dec 2010
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So nearly 3 years on, the AAIU are set to announce the final report into the crash of Manx2 7100 in the coming days, with apparently recommendations that could change European Aviation.

The fact Manx2 disbanded and could set-up so quickly into Citywing with no compensation for bereaved passengers is something that has always pissed everyone off at Cork Airport, the company moved so fast to erode the accident it showed how ruthless of an existing one it was - Everything about Manx2 screamed low cost, low cost - And they were allowed set-up the same company (under Citywing) just as quick as they could shut Manx2 - Apparently one of the recommendations will stop such acts, let's hope these are acted upon.

Elsewhere, Ryanair celebrated 10m passengers through Cork last Friday, amazing how photo-calls are crucial and yet still no confirmation of what's happening with Krakow or Warsaw-Modlin, If they're not bookable by Friday most definitely gone for S14.
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Old 27th Jan 2014, 17:36
  #4836 (permalink)  
 
Join Date: Dec 2011
Location: Cork
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Cork - Pisa now bookable. Any word on LRH? Definitely not returning?
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Old 27th Jan 2014, 18:23
  #4837 (permalink)  
 
Join Date: Dec 2010
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Cork - Pisa now bookable. Any word on LRH? Definitely not returning?
Been bookable for ages, they finally today updated the main-page drop down menu to include it, LRH is gone and KRK/WMI still unconfirmed.
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Old 27th Jan 2014, 19:19
  #4838 (permalink)  
 
Join Date: Oct 2005
Location: Leeds, UK & Cork, Ireland
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I think MANX2 were basically a travel agent selling seats on aircraft they leased.
How would 'regulations' affect operators such as Thomson, how would airlines lease-in capacity for short term contracts, or once-off substitutions like Titan do on occasion for Aer Lingus? I don't believe that Aer Lingus, Aer Arann or Titan are inherently unsafe airlines, just because they lease aircraft to each other. It is possible that Flightline BCN were less reputable, but that is down to regulation from an operational point of view, not marketing, specifically the Spanish authorities.
Whatever the outcome, the report should be interesting reading.
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Old 27th Jan 2014, 22:01
  #4839 (permalink)  
 
Join Date: Dec 2010
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I think MANX2 were basically a travel agent selling seats on aircraft they leased.
How would 'regulations' affect operators such as Thomson, how would airlines lease-in capacity for short term contracts, or once-off substitutions like Titan do on occasion for Aer Lingus? I don't believe that Aer Lingus, Aer Arann or Titan are inherently unsafe airlines, just because they lease aircraft to each other. It is possible that Flightline BCN were less reputable, but that is down to regulation from an operational point of view, not marketing, specifically the Spanish authorities.
Whatever the outcome, the report should be interesting reading.
3 companies were involved in the operation of Manx2 services (them included) - You had Manx2 the ticket seller (thus not liable for anything bar customer to finance), Flightline BCN who provided the AOC, and Air Lada the plane-providers who employed pilots. And last I heard the AAIU and EASA had serious trouble getting information from the latter.

BBC Spotlight pursued Manx2 who said they couldn't comment on a investigation (but outside of that rejecting any liability when victims pursued legal action), Flightline BCN told Spotlight the company had no responsibility for the accident. They also repeatedly tried, without success, to contact Air Lada.

In the above examples you've pointed out, they involve two companies, quick leases are known as ad-hoc operations and thus the operating carrier (say Titan) has operating liability where as the leasing party (e.g. Aer Lingus) still bare responsibility for e.g. refunds, compensation and the financial operation of the leased aircraft (its costs) - That's why those leases are all above-board and excellent response in situations of sudden disruption. The Manx2 business was so much more complicated and involved lots of smoke screens we'll read more about that.

I think questions need to be asked also (hopefully the final report can clarify it) why the EASA banned Flightline BCN from operating Fairchild Metro IIIs 2 months after the accident and not before, the agency is there to prevent such incidents and failed in this regard if it found it necessary to ban the carrier from operating the aircraft type. They clearly found something after the accident.
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Old 28th Jan 2014, 11:33
  #4840 (permalink)  
 
Join Date: Dec 2010
Location: Ireland
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Report released

http://www.aaiu.ie/sites/default/fil...202014-001.pdf
  • Pilots had improper training.
  • Reverse thrust activated whilst airborne.
  • Both pilots fatigued.
  • Spanish regulator contributed to crash through inadequate oversight - AESA was "unaware" Flightline BCN operated in Ireland.
  • The relationship between All 3 companies (Manx2, Flightline BCN, Air Lada) was inappropriate and breached existing laws.
  • All 3 attempts breached weather minimums and improper planning into the expected weather conditions at Cork by the pilots
  • Legal teams on behalf of bereaved family's expected to "act" on findings.

Stunned with the level of detail in this report, fair play to the AAIU who have really brought somber thoughts to everyone reading this. Everything supposedly eroded in aviation safety went wrong here.
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