Ryanair - 6
Join Date: Jul 2007
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"PIK/BHD in the 738 will be one mighty quick journey."
It certainly will be; indeed, PIK-BHD will only be 70 n.m. as the crow flies, so the flight time will be around 20 minutes. This route will also be FR's shortest, replacing PIK-LDY (93 n.m. as the crow flies). (FR's longest route is presently NRN-FUE, at 1654 n.m. as the crow flies.)
"I think Ryanair doing London - Beauvais will just be for the Rugby world cup."
That's correct.
STN-BVA: 14th Sept: 0625-0840 and 0630-0845
BVA-STN: 14th Sept: 0905-0920 and 0910-0925
STN-BVA: 15th Sept: 1210-1425 and 1425-1640
BVA-STN: 15th Sept: 1450-1505 and 1705-1725
LGW-BVA: 14th Sept: 1000-1215
BVA-LGW: 14th Sept: 1240-1255
LGW-BVA: 15th Sept: 1730-1845
BVA-LGW: 15th Sept: 1915-2035 (think 2035 is an error and should read 1935)
It certainly will be; indeed, PIK-BHD will only be 70 n.m. as the crow flies, so the flight time will be around 20 minutes. This route will also be FR's shortest, replacing PIK-LDY (93 n.m. as the crow flies). (FR's longest route is presently NRN-FUE, at 1654 n.m. as the crow flies.)
"I think Ryanair doing London - Beauvais will just be for the Rugby world cup."
That's correct.
STN-BVA: 14th Sept: 0625-0840 and 0630-0845
BVA-STN: 14th Sept: 0905-0920 and 0910-0925
STN-BVA: 15th Sept: 1210-1425 and 1425-1640
BVA-STN: 15th Sept: 1450-1505 and 1705-1725
LGW-BVA: 14th Sept: 1000-1215
BVA-LGW: 14th Sept: 1240-1255
LGW-BVA: 15th Sept: 1730-1845
BVA-LGW: 15th Sept: 1915-2035 (think 2035 is an error and should read 1935)
Join Date: Nov 2006
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1p flights
Am I wasting my time trying to book the 1p flights on Ryanair's website? Every time I go through the order form, the system throws a wobbler saying it is too busy at the end of the process.
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Join Date: Jul 2007
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"Am I wasting my time trying to book the 1p flights on Ryanair's website? Every time I go through the order form, the system throws a wobbler saying it is too busy at the end of the process."
You are now wasting your time: the 1p all-in deal has now finished. But you shouldnt normally have a problem: I have purchased many such tickets without incident. One exception was last night: I did have one problem - my card wouldn't be processed - but within a few minutes it was fine and I then booked STN-OPO-MAD-CIA-STN as a daytrip for 4p all-in. In previous such deals I booked BRS-DUB-BRS for 2p all-in and STN-SVQ-STN for 2p all-in.
"http://www.uk-airport-news.info/stan...ws-260707a.htm"
That's comparatively interesting but not surprising: everyone should by now realise that the generation of ancillary revenue is of fundamental importance to Ryanair. Indeed, but for considerable amounts thereof, it wouldn't be able to offer the aforementioned extraordinary specials, for which ancillary revenue supplements ticket revenue - and to a major extent, as the article shows. Which isn't to say that Ryanair has always had the right products or service: it often refines its offerings to better-suit its strategy. Remember Ryanair mortgages? 'Nuff said.
It is perhaps surprising that Ryanair hasn't yet adapted Ryanair.com to enable quick and simple, e.g. at a tick of a box, hotel and car hire purchases while you're purchasing your flights. Presently, it has the inconvenient book-it-all-separately approach rather than in a single tranaction, Expedia-style, that dissuades significant amounts of people from booking such ancillary products. That integration would, I think, help to increase hotel and car hire bookings, so long as the booking facility on Ryanair.com remains easy and user-friendly.
I would go so far as to say that but for considerable ancillary revenue discount airlines, such as Ryanair and easyJet, wouldn't be able to offer anywhere near the level of low fares, even though low fares obviously stimulate markets and then generate large volumes and thus obviously enable considerable ticket revenue generation. In short, ancillary revenue is essential both to the airlines and to consumers who want low fares.
I also believe that in general the endless pursuit of ancillary revenue often inspire and enable choice: you often don't have to have what they're selling. For example, I, for one, very rarely take checked-in luggage; I normally pay by debit card, so I don't pay much as card fees; I don't buy car hire, hotels, insurance on Ryanair.com; and I rarely buy speedy boarding. I do, however, occasionally buy tea onboard. I could, of course, buy everything on offer - and that too would be choice.
One relatively insightful point in the article was that so-called "hidden" ancillary revenue constituted 60% of easyJet's total ancillary revenue compared to 40% of Ryanair's. I wouldn't read much into that, other than to further prove the fundamental nature of that revenue stream to discount airlines.
So, I'd expect to see more new ancillary products and services to take full advantage of opportunities to still further increase total revenue, but also to see some disappear as portfolios modify to keep abreast of demand and strategic requirements.
You are now wasting your time: the 1p all-in deal has now finished. But you shouldnt normally have a problem: I have purchased many such tickets without incident. One exception was last night: I did have one problem - my card wouldn't be processed - but within a few minutes it was fine and I then booked STN-OPO-MAD-CIA-STN as a daytrip for 4p all-in. In previous such deals I booked BRS-DUB-BRS for 2p all-in and STN-SVQ-STN for 2p all-in.
"http://www.uk-airport-news.info/stan...ws-260707a.htm"
That's comparatively interesting but not surprising: everyone should by now realise that the generation of ancillary revenue is of fundamental importance to Ryanair. Indeed, but for considerable amounts thereof, it wouldn't be able to offer the aforementioned extraordinary specials, for which ancillary revenue supplements ticket revenue - and to a major extent, as the article shows. Which isn't to say that Ryanair has always had the right products or service: it often refines its offerings to better-suit its strategy. Remember Ryanair mortgages? 'Nuff said.
It is perhaps surprising that Ryanair hasn't yet adapted Ryanair.com to enable quick and simple, e.g. at a tick of a box, hotel and car hire purchases while you're purchasing your flights. Presently, it has the inconvenient book-it-all-separately approach rather than in a single tranaction, Expedia-style, that dissuades significant amounts of people from booking such ancillary products. That integration would, I think, help to increase hotel and car hire bookings, so long as the booking facility on Ryanair.com remains easy and user-friendly.
I would go so far as to say that but for considerable ancillary revenue discount airlines, such as Ryanair and easyJet, wouldn't be able to offer anywhere near the level of low fares, even though low fares obviously stimulate markets and then generate large volumes and thus obviously enable considerable ticket revenue generation. In short, ancillary revenue is essential both to the airlines and to consumers who want low fares.
I also believe that in general the endless pursuit of ancillary revenue often inspire and enable choice: you often don't have to have what they're selling. For example, I, for one, very rarely take checked-in luggage; I normally pay by debit card, so I don't pay much as card fees; I don't buy car hire, hotels, insurance on Ryanair.com; and I rarely buy speedy boarding. I do, however, occasionally buy tea onboard. I could, of course, buy everything on offer - and that too would be choice.
One relatively insightful point in the article was that so-called "hidden" ancillary revenue constituted 60% of easyJet's total ancillary revenue compared to 40% of Ryanair's. I wouldn't read much into that, other than to further prove the fundamental nature of that revenue stream to discount airlines.
So, I'd expect to see more new ancillary products and services to take full advantage of opportunities to still further increase total revenue, but also to see some disappear as portfolios modify to keep abreast of demand and strategic requirements.
Join Date: Jan 2007
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Im not sure whether this is a rumor but a number of routes that may be released within the next few months:
Bristol - Dusseldorf Weeze
Bristol - Murica
Bristol - Venice
Bristol - Graz
East Midlands - Cork
East Midlands - Porto
East Midlands - Dusseldorf
East Midlands - Bremen
East Midlands - Seville
East Midlands - Marseille
London Stansted - Almeria
London Stansted - Malta
Frankfurt - Shannon
Frankfurt - Madrid
Rome - Wroclaw
Rome - Lodz
Rome - Krakow
Rome - Murica
As I say Im not sure whether its just a rumor but it would be nice if it was true!
Bristol - Dusseldorf Weeze
Bristol - Murica
Bristol - Venice
Bristol - Graz
East Midlands - Cork
East Midlands - Porto
East Midlands - Dusseldorf
East Midlands - Bremen
East Midlands - Seville
East Midlands - Marseille
London Stansted - Almeria
London Stansted - Malta
Frankfurt - Shannon
Frankfurt - Madrid
Rome - Wroclaw
Rome - Lodz
Rome - Krakow
Rome - Murica
As I say Im not sure whether its just a rumor but it would be nice if it was true!
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Rome - Wroclaw
Rome - Lodz
Rome - Krakow
Rome - Murica
Rome - Krakow
Rome - Murica
For now is not possible to add any new route for any airline from CIA.
The only way is to close any existing route.
Join Date: Jul 2006
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Frankfurt - Shannon
I suspect that this rumour is more like someone's wish list or guess list, rather than anything based on fact.
Join Date: Jul 2007
Location: Cotswolds, Glos.
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"Perhaps do your research this route already operates and has done for some time."
"I would have thought with Ryanair London Stansted - Almeria would be a rather popular route, by the coast of spain, beaches, cheap flights ect..
Or has it been done before??"
---
Ryanair already operates STN-LEI once-daily.
====
"Hmmm... hasn't this [SNN-HHN] be operated and then cancelled twice already?!"
It certainly has been operated before, and at one stage just once-weekly. It then cut HHN-SNN and started HHN-KIR, which now operates four-weekly. HHN-KIR effectively replaced HHN-SNN. The story goes that when FR decided to eliminate HHN-SNN the aircraft was poised to instead operate a route from HHN to Italy, but KIR management approached MOL at a conference and asked what it'd take for KIR to get the route from HHN. MOL stated what he wanted and the rest is, as they say, history. Whether HHN-SNN and HHN-KIR could or would coexist is uncertain, but I very much doubt it'll materalise.
"I would have thought with Ryanair London Stansted - Almeria would be a rather popular route, by the coast of spain, beaches, cheap flights ect..
Or has it been done before??"
---
Ryanair already operates STN-LEI once-daily.
====
"Hmmm... hasn't this [SNN-HHN] be operated and then cancelled twice already?!"
It certainly has been operated before, and at one stage just once-weekly. It then cut HHN-SNN and started HHN-KIR, which now operates four-weekly. HHN-KIR effectively replaced HHN-SNN. The story goes that when FR decided to eliminate HHN-SNN the aircraft was poised to instead operate a route from HHN to Italy, but KIR management approached MOL at a conference and asked what it'd take for KIR to get the route from HHN. MOL stated what he wanted and the rest is, as they say, history. Whether HHN-SNN and HHN-KIR could or would coexist is uncertain, but I very much doubt it'll materalise.
Last edited by JulietNovemberPapa; 28th Jul 2007 at 09:41.
Join Date: Jul 2007
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Let's not forget that Katowice's greater metropolitan area (Górnośląskie Zagłębie Węglowe) has over 3.4m inhabitants, making it the largest area in Poland.
Presently, Ryanair, which serves 10 Polish cities and has 38 routes to and from Poland, only has 1 route to Katowice - from Bristol (announced 24th May). In contrast, Wizz Air, which serves 5 Polish cities and has 60 routes to and from Poland, is the dominant airline in Katowice, serving 24 routes.
Why did Ryanair take so long to serve Katowice? Could it be that the airport didn't offer a sufficiently tempting deal? Perhaps. Is it because Katowice is situated between both Wroclaw and Krakow? Maybe.
I do think that Ryanair will launch more routes to and from Katowice, for example to East Midlands, but I don't think they'll materalise quickly but rather over the longer-term.
I have often thought that in general Wizz Air would be a good acquisition prospect for Ryanair - although I'm almost always against inorganic expansion - because it'd enable Ryanair to have an immediate considerable presence in Eastern Europe. Aside that Wizz Air operates different aircraft than Ryanair - which could be easily replaced so isn't important - Wizz Air seems to be very similar strategically to Ryanair, partially evidenced by its use of secondary airports and its relatively infrequent flights on a number of routes. One element that is troublesome to me is Wizz Air's large number of V-V flights, verses Ryanair's very few, and Wizz Air's large amount of bases - 7 - for only 13 aircraft.
Eastern European aviation will become even more exciting in the next few years.
Incidentally, it’s exciting – well, for me at least – that the number of routes to and from Poland have grown dramatically since EU membership and the consequential Open Skies. It’s fascinating that for innumerable years there were barely any flights from any Polish city bar Warsaw, yet 10 Polish cities now have flights by discount airlines and the number of routes are increasing. Of course, discount airlines have been instrumental in Polish migration; indeed, therein is the demand: ethnic and VFR-based traffic. My favourite example is Gdansk. For a long time it didn’t have any service to London (although at one point B.A. flew thrice-weekly to Gatwick) yet this year it’ll have 4 DAILY services. What a dramatic - and at times unbelievable – transformation!
Presently, Ryanair, which serves 10 Polish cities and has 38 routes to and from Poland, only has 1 route to Katowice - from Bristol (announced 24th May). In contrast, Wizz Air, which serves 5 Polish cities and has 60 routes to and from Poland, is the dominant airline in Katowice, serving 24 routes.
Why did Ryanair take so long to serve Katowice? Could it be that the airport didn't offer a sufficiently tempting deal? Perhaps. Is it because Katowice is situated between both Wroclaw and Krakow? Maybe.
I do think that Ryanair will launch more routes to and from Katowice, for example to East Midlands, but I don't think they'll materalise quickly but rather over the longer-term.
I have often thought that in general Wizz Air would be a good acquisition prospect for Ryanair - although I'm almost always against inorganic expansion - because it'd enable Ryanair to have an immediate considerable presence in Eastern Europe. Aside that Wizz Air operates different aircraft than Ryanair - which could be easily replaced so isn't important - Wizz Air seems to be very similar strategically to Ryanair, partially evidenced by its use of secondary airports and its relatively infrequent flights on a number of routes. One element that is troublesome to me is Wizz Air's large number of V-V flights, verses Ryanair's very few, and Wizz Air's large amount of bases - 7 - for only 13 aircraft.
Eastern European aviation will become even more exciting in the next few years.
Incidentally, it’s exciting – well, for me at least – that the number of routes to and from Poland have grown dramatically since EU membership and the consequential Open Skies. It’s fascinating that for innumerable years there were barely any flights from any Polish city bar Warsaw, yet 10 Polish cities now have flights by discount airlines and the number of routes are increasing. Of course, discount airlines have been instrumental in Polish migration; indeed, therein is the demand: ethnic and VFR-based traffic. My favourite example is Gdansk. For a long time it didn’t have any service to London (although at one point B.A. flew thrice-weekly to Gatwick) yet this year it’ll have 4 DAILY services. What a dramatic - and at times unbelievable – transformation!
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JPN
I think the Pik to Bhd will be much quicker than that as at the moment a Q400 can already do Gla to Bhd in 18 mins at best speed. If there is no delay due traffic you caould be looking at 14 mins rwy to rwy.
However in reality if you expect to be number one all the time because your doing 300knts in a 738 there could be one or two surprises in store!! I`d say, speed control, 90 degree turns for spacing and the Magee hold will all become familiar friends for the Fr pilots operating into Bhd.
I think the Pik to Bhd will be much quicker than that as at the moment a Q400 can already do Gla to Bhd in 18 mins at best speed. If there is no delay due traffic you caould be looking at 14 mins rwy to rwy.
However in reality if you expect to be number one all the time because your doing 300knts in a 738 there could be one or two surprises in store!! I`d say, speed control, 90 degree turns for spacing and the Magee hold will all become familiar friends for the Fr pilots operating into Bhd.
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the eternal optomist
jeez tr, looks like you're already starting to feel the pressure. wait til the fr drivers start getting on your back whining about delays, delays and of course delays, which will always be your fault. you'll be praying that they'd p**s off to bfs!
hope you're keeping well, wee man
bw
hope you're keeping well, wee man
bw
Join Date: Jul 2007
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"I think the Pik to Bhd will be much quicker than that as at the moment a Q400 can already do Gla to Bhd in 18 mins at best speed. If there is no delay due traffic you caould be looking at 14 mins rwy to rwy."
That's a good point, Tower Range. So depending upon the runways used at both PIK and BHD and any holding requirements and any speed restrictions, you could probably do PIK-BHD between 14 and 20 minutes. I might have to fly the sector at some stage: it might be quite fun.
That's a good point, Tower Range. So depending upon the runways used at both PIK and BHD and any holding requirements and any speed restrictions, you could probably do PIK-BHD between 14 and 20 minutes. I might have to fly the sector at some stage: it might be quite fun.
Last edited by JulietNovemberPapa; 28th Jul 2007 at 16:14.