Aer Lingus - 4
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i would'nt get all teary eyed yet re boeings....i note finair have moved their 350 slots down to no 30 off the production line so there are slots there for early delivers to AL. GAME ON.
Join Date: Aug 1999
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I think the reason Finnair did that was to avoid early production A350s; yes, there may well be early production available as a result of this, but these could also be made available to the likes of Yemenia, TAM and TAP, which ordered the original A350 (before the "widening"). Even those airlines are likely to have to wait until 2014 and now, you have SU and Qatar in the queue ahead of EI (should EI choose it).
I still believe, from all I've heard, that Boeing is the most likely winner. Even with the 787 as the long term choice, there are lots of permutations to be worked out in the meantime, such as the interim type (which could still be more 330s, even with a 787 in the long term) and the sources of these interim types. Would love to see the 777 of course - superb aircraft - and I can't see the current fleet of early model A330-300s holding out until 2012-13.
I still believe, from all I've heard, that Boeing is the most likely winner. Even with the 787 as the long term choice, there are lots of permutations to be worked out in the meantime, such as the interim type (which could still be more 330s, even with a 787 in the long term) and the sources of these interim types. Would love to see the 777 of course - superb aircraft - and I can't see the current fleet of early model A330-300s holding out until 2012-13.
OK,
my usual bit of of lateral thinking/devils advocate ... why bother bringing in a completely different type with a 777 when, as an airline you're already doing a the aviation industry's version of the tripple jump by skipping through Shannon on the TA flights.
DUB-SNN-BKK-DUB ... it's still a direct flight ... just not non-stop and you only have to stop at an existing "base".
Sorted ... now, where to source a spare 340 or two ....
JAS
my usual bit of of lateral thinking/devils advocate ... why bother bringing in a completely different type with a 777 when, as an airline you're already doing a the aviation industry's version of the tripple jump by skipping through Shannon on the TA flights.
DUB-SNN-BKK-DUB ... it's still a direct flight ... just not non-stop and you only have to stop at an existing "base".
Sorted ... now, where to source a spare 340 or two ....
JAS
Join Date: Aug 1999
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Flying west to go east ... hmm; not sure if anyone's going to like that. It's amazing, when you think about it, that EI is stuck like this; there's absolutely no intention on the DAA's part to extend the runway (although I've been told by the Dept of Transport that this hasn't been ruled out) ... the DAA effectively has a veto on Ireland's ability to develop long haul routes.
I wonder if EI is actively trying to persuade the DAA to change this and go for a small extension, or is it still taking the view (as was suggested some time ago), that since EI A330s can operate from it okay, best not to make too much noise about it; the runway length is certainly starting to pose some limitations, but unless there's a right hullaballoo raised about it, nothing will happen (as is the case with any development in Irish aviation!)
Here's something to make EI's day ...
http://www.flightglobal.com/articles...eet-of-50.html
40-50 A350s or 787s, to operate from all FR's 23 European bases to the US (and presumably other long haul destinations eventually, too) ... DUB will undoubtedly be a target. The new airline will operate under a new name and separate board, and will have a J Class service.
Its talking about the turn of the decade; how it's going to do that, I don't know, given that production slots are pretty full, but at least there is a few years to anticipate the threat and ensure that EI develops as much as possible of the t/a potential from DUB as possible ...
I wonder if EI is actively trying to persuade the DAA to change this and go for a small extension, or is it still taking the view (as was suggested some time ago), that since EI A330s can operate from it okay, best not to make too much noise about it; the runway length is certainly starting to pose some limitations, but unless there's a right hullaballoo raised about it, nothing will happen (as is the case with any development in Irish aviation!)
Here's something to make EI's day ...
http://www.flightglobal.com/articles...eet-of-50.html
40-50 A350s or 787s, to operate from all FR's 23 European bases to the US (and presumably other long haul destinations eventually, too) ... DUB will undoubtedly be a target. The new airline will operate under a new name and separate board, and will have a J Class service.
Its talking about the turn of the decade; how it's going to do that, I don't know, given that production slots are pretty full, but at least there is a few years to anticipate the threat and ensure that EI develops as much as possible of the t/a potential from DUB as possible ...
The venture is being pursued independently of attempts to take over fellow Irish carrier Aer Lingus, something O'Leary says could still happen. However, Ryanair is not interested in the recently-privatised flag-carrier's Airbus A330-based long-haul operation and would sell or close that to focus on Aer Lingus's "mid-price, mid-frills" services from Dublin airport to major European airports such as London Heathrow and Paris Charles de Gaulle, running them separately from Ryanair.
JAS
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[quote]Flying west to go east ... hmm; not sure if anyone's going to like that[quote].
Why not? Flying east to go west works perfectly well for West of Ireland traffic to/from Chicago on Aer Lingus service routing SNN/DUB/ORD and v.v. (the "Dublin stopover"). This will also apply to traffic between even more transatlantic destinations soon.
It's also incorrect to say that the DAA has a veto on long haul routes ex Ireland- haven't they made available a 10,500' runway at Shannon which would particularly suit freighter services, given Shannon's central location between Ireland's main manufacturing clusters of Dublin, Cork, Galway/Mayo and the Limerick/Shannon region itself?
Why not? Flying east to go west works perfectly well for West of Ireland traffic to/from Chicago on Aer Lingus service routing SNN/DUB/ORD and v.v. (the "Dublin stopover"). This will also apply to traffic between even more transatlantic destinations soon.
It's also incorrect to say that the DAA has a veto on long haul routes ex Ireland- haven't they made available a 10,500' runway at Shannon which would particularly suit freighter services, given Shannon's central location between Ireland's main manufacturing clusters of Dublin, Cork, Galway/Mayo and the Limerick/Shannon region itself?
Rebel PPRuNer
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Given EI's role in pioneering ETOPS on the 330, I would say it would be a good thing for Airbus to give them a good deal on early 350 slots, assuming the culture change in the meantime hasn't blown their technical image they way it has their image with pax.
They could of course drop into MAN first & perhaps initiate MANs first non stop BKK flights. DUB-MAN-BKK-MAN-DUB, def a gap in the market there for them & may make the service more viable. ( ?)
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I have thought that in the past. With EI looking for a base outside of Ireland, they could combine short haul with a long haul base at Manchester. Bangkok, Hong Kong, Sydney, Los Angeles and San Fransisco spring to mind. Also, the 332 is the right aircraft for the job.
Regards
Mike
Regards
Mike
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They could of course drop into MAN first & perhaps initiate MANs first non stop BKK flights. DUB-MAN-BKK-MAN-DUB, def a gap in the market there for them & may make the service more viable. ( ?)
Direct Flights from Ireland/Northern England to Thailand would be a huge leisure market. BA and Virgin are too busy with London, and I suspect Thai will be looking at Manchester VERY soon. A few leased A340's and they will fill the things to Max Payload year round. The Aircraft COULD do MAN-BKK-DUB direct, then back to MAN again if thats what the market wanted. The Gulf Airlines all do massive leisure traffic between Manchester and Bangkok. With EI's recognition in manchester and website etc it would be a smart move. The codeshare with Qantas onwards to SYD would work with the IrishAustralian Pax.
aeulad - By the way Istanbul-Singapore is alot shorter than Dublin-Bangkok!!
Check your statute miles Vs nautical miles!! The A330-200 is NOT the right aircraft for 13+ hour flights. Nobody else in the world does this, and for a reason! You must go A340-300, 777-200 !!! The A330-200 has huge fuel tanks but you can't fill em, and full payload at the same time. With the A340-300 you can, it has an extra bogey for the higher take off weights!!
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I see that EI have (again) put in their booking engine flights from Europe to New York and Boston (via Dublin).
New York
New York
- Barcelona
- Brussels
- Berlin
- Faro
- Milan Linate
- Lisbon
- Nice
- Warsaw
- Barcelona
- Brussels
- Madrid
- Nice
- Berlin
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AL were ETOPS provers for the CF6s for the 330. Cant remember the name of the APUs but I recall we had to start the APUs during the proving process at the ToD and that was sometimes 410. A few APUs gave up the ghost on those missions.
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Info on new A320/330s
Here's some new info on the new A320/330s:
A330-202 (NB, not -203, as previously reported). To be St. Columba. J24/Y248.
A330-302 (NB, not -301, as previously reported). To be St. Aoife. J24/Y298.
A320-214. EI-DVE. St. Aideen. LN 3129 (ILFC)
A320-214. EI-DVF. St. Jarlath. LN 3136 (AirCap)
A320-214. EI-DVG. LN 3318. (ILFC)*
A320-214. LN/reg not yet confirmed.
(*Aviation Letter says this is from ILFC, but IAL says it is being purchased directly; anyone want to confirm/clarify?)
Finally, it is also said that it is uncertain whether the 330s previously mentioned by DM are still available; the 330 is particularly popular recently.
A330-202 (NB, not -203, as previously reported). To be St. Columba. J24/Y248.
A330-302 (NB, not -301, as previously reported). To be St. Aoife. J24/Y298.
A320-214. EI-DVE. St. Aideen. LN 3129 (ILFC)
A320-214. EI-DVF. St. Jarlath. LN 3136 (AirCap)
A320-214. EI-DVG. LN 3318. (ILFC)*
A320-214. LN/reg not yet confirmed.
(*Aviation Letter says this is from ILFC, but IAL says it is being purchased directly; anyone want to confirm/clarify?)
Finally, it is also said that it is uncertain whether the 330s previously mentioned by DM are still available; the 330 is particularly popular recently.
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787/a350
..........yep Ive had contact directly from Aer Lingus fleet management dept and they said that they have nearly completed the RFP process. Thats all they would say though.
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Just saw today that US Airways is set to go for a big 787 order (well, 20) and adding to the VS, AC and two smaller orders this week, not to mention the unidentified order for 30, it's starting to look like a pile up of 787 orders. Whatever they do, they wouldn't want to hang about.
