Aer Lingus - 5
You have as of yet failed to prove the £/€ 600 Million that you are claiming so I think until such time as you can I think the debate is well and truly over.
Just because AF claims it doesn't make it true.
Just because AF claims it doesn't make it true.
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You have as of yet failed to prove the £/€ 600 Million that you are claiming so I think until such time as you can I think the debate is well and truly over.
Just because AF claims it doesn't make it true.
Just because AF claims it doesn't make it true.
I would have thought you would have something more negative than that to say...
You have as of yet failed to prove that the €600 Million is not being received by FR. I have validated all of my aforementioned points very well throughout. Just because you say FR don't doesn't make that statement true by the same virtue. It is blatantly clear that Ryanair is receiving a vast amount of financial subsidies from various airports/councils etc. While you would like to push a certain agenda, it's just not happening.
Again, I ask you, can you give explicit proof that FR are NOT receiving all of the aforementioned subsidies. But you can't, unless you have access to internal FR accounts.
So, far from being well and truly over, my points have been clearly validated as I have outlined numerous times.
Perhaps the €600m is only a ballpark figure, but it certainly gives an idea. I have yet to see Ryanair, apart from publishing the usual propaganda news release, actually provide any information themselves that they do NOT receive the aforementioned subsidies.
The debate may be over in that there is nothing more to be said. But the conclusive points are very clear, to the indepdendent observer that is.
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A321s
There are 6 A321s operating in the Aer Lingus fleet;
As far as I can see there are 4 operating tomorrow-
DUB LHR 0640
DUB LHR 0730
LHR DUB 0730
DUB CAT 0620
that makes 4, does anybody else know where the other 2 are, or are they on standby for London or perhaps parked until the busier peak season?
EI-BUD
As far as I can see there are 4 operating tomorrow-
DUB LHR 0640
DUB LHR 0730
LHR DUB 0730
DUB CAT 0620
that makes 4, does anybody else know where the other 2 are, or are they on standby for London or perhaps parked until the busier peak season?
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Do they operate ORK - LHR?
Last edited by david1994; 6th Apr 2010 at 22:29. Reason: Spelling
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Quote airnoc: "Aer lingus is one year back in Ireland West Knock.
How many pax has travel on this route or whats loads being like?"
March stats aren't yet available but if it started in April 09 then it looks like about 74,000. More than XL carried on the route but less than might have been expected pre recession. I've seen very little promotion of the route and the sever weather disruption in January will have had an impact. By comparison NOC-LTN was 99,000 and NOC-STN 150,00 approx.
How many pax has travel on this route or whats loads being like?"
March stats aren't yet available but if it started in April 09 then it looks like about 74,000. More than XL carried on the route but less than might have been expected pre recession. I've seen very little promotion of the route and the sever weather disruption in January will have had an impact. By comparison NOC-LTN was 99,000 and NOC-STN 150,00 approx.
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LGW-NOC
For the period Apr 09 to the end of Feb 10, LGW-NOC carried 69,400 passengers, giving an average flown load factor of just under 64%. The route has exceeded a 70% flown load factor twice - in July and August year.
The figures for December, Jan and Feb were 55%, 37% and 44% respectively.
LGW-NOC has given EI roughly a 25% share of the London - Knock market.
The figures for December, Jan and Feb were 55%, 37% and 44% respectively.
LGW-NOC has given EI roughly a 25% share of the London - Knock market.
I would have thought you would have something more negative than that to say...
You have as of yet failed to prove that the €600 Million is not being received by FR. I have validated all of my aforementioned points very well throughout. Just because you say FR don't doesn't make that statement true by the same virtue. It is blatantly clear that Ryanair is receiving a vast amount of financial subsidies from various airports/councils etc. While you would like to push a certain agenda, it's just not happening.
Again, I ask you, can you give explicit proof that FR are NOT receiving all of the aforementioned subsidies. But you can't, unless you have access to internal FR accounts.
So, far from being well and truly over, my points have been clearly validated as I have outlined numerous times.
Perhaps the €600m is only a ballpark figure, but it certainly gives an idea. I have yet to see Ryanair, apart from publishing the usual propaganda news release, actually provide any information themselves that they do NOT receive the aforementioned subsidies.
The debate may be over in that there is nothing more to be said. But the conclusive points are very clear, to the indepdendent observer that is.
You have as of yet failed to prove that the €600 Million is not being received by FR. I have validated all of my aforementioned points very well throughout. Just because you say FR don't doesn't make that statement true by the same virtue. It is blatantly clear that Ryanair is receiving a vast amount of financial subsidies from various airports/councils etc. While you would like to push a certain agenda, it's just not happening.
Again, I ask you, can you give explicit proof that FR are NOT receiving all of the aforementioned subsidies. But you can't, unless you have access to internal FR accounts.
So, far from being well and truly over, my points have been clearly validated as I have outlined numerous times.
Perhaps the €600m is only a ballpark figure, but it certainly gives an idea. I have yet to see Ryanair, apart from publishing the usual propaganda news release, actually provide any information themselves that they do NOT receive the aforementioned subsidies.
The debate may be over in that there is nothing more to be said. But the conclusive points are very clear, to the indepdendent observer that is.
If the info was out there then clearly AF would have gotten a hold of it, info isn't out there because it doesn't exist and is Fiction.
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You made the claim of a €600 million subsidy yet have singularly failed to prove it just relying on an AF statement.
If the info was out there then clearly AF would have gotten a hold of it, info isn't out there because it doesn't exist and is Fiction.
If the info was out there then clearly AF would have gotten a hold of it, info isn't out there because it doesn't exist and is Fiction.
By the same virtue, what are you relying on to say the Ryanair are not receiving these subsidies? What are you basing this information on? You can continue to post one-line comments but the fact is that it has been shown on this Aer Lingus thread in the past several days that Aer Lingus' position is certainly looking healthier, that the management of the company have taken the necessary steps to return Aer Lingus to profitability in the medium term and that comparisons with the cost base of Ryanair are simply incorrect because of the reasons that have been repeatedly mentioned.
There is a distasteful anomisty amongst some individuals regarding the proactive steps that Aer Lingus have taken to secure the company's future as a viable and profitable entity... But then again, that would be the case if you were constatly predicting their demise..
I will no longer be discussing this element on this thread. I've made my points, validated and substantiated them & am not going to repeat them again. However, if you wish to discuss all things purely Aer Lingus related then that would be interesting.
On that note - EI-ELA A330-302X should be arriving imminently. The configuration looks consistent with the fleet in that it is C24, Y298. St Colman is the name assigned to the aircraft and it will be nice to see yet another brand new long haul aircraft enter the fleet.
I will no longer be discussing this element on this thread. I've made my points, validated and substantiated them & am not going to repeat them again. However, if you wish to discuss all things purely Aer Lingus related then that would be interesting.
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You raised the €600 Million yet have failed yet again to provide anything that validates that figure and now wish not to discuss when asked to validate the figure.
How many times do I have to say it? I wish not to discuss it any further because it is detracting from the Aer Lingus thread and any discussion regarding Ryanair exclusively belongs in the Ryanair thread. I know that you really wan't to post about negative aspects relating to Aer Lingus and that it must be very frustrating for your given that's not happening.
I'll discuss it all you want, but not any further on this thread. It's laughable really, all you can cling onto is the fact that I don't have internal access to the Ryanair accounts to show that exactly €600 million in subsidies was received last year. I really find it most entertaining that you seem to consistently forget that you have been asked multiple times to produce data to show that Ryanair does not receive such subsidies, all of the €600m, a significant proportion or whatever %. Because if as much as €1 million is recevied, then their pure Revenue figures are NOT comparable with Aer Lingus.
The fact is that while I cannot definitely say that the figure is exactly €600million, as I've already acknowledged, it is evident that Ryanair are receiving significant subsidisation annually on various routes. It's a shame you still fail to produce anything at all to suggest that Ryanair are not receiving the previously mentioned subsidies
In fact you fail to mention anything constructive or credible, just a continuous personal opinion..If you want a debate on this particular matter which is not surrounding Aer Lingus then deal with it on the appropriate thread. But I'm not going to bring the Aer Lingus thread into disrepute, as much as you would want for that to occur.
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EI-ELA was delivered to Aer Lingus today. It arrived in SNN this evening from Toulouse as EIN2509. Its due to enter service on sunday.
Regards,
EI Premier
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Good to see a nice new airplane join the fleet! Anyone know how long 'ORD - the eldest of the current 330s - will be staying?
Also, on the subject of long haul aircraft, now that CM has effectively done away with virtually all of DM's legacy, I wonder how long it will be before the A350 order comes under the microscope. Given the declining loads (and network) of the long haul operation, is an aircraft of the A330's size (being wider, it will have a capacity significantly higher than the current 330s) the ideal vehicle for EI?
Now that Boeing has got its act together on the 787 and should be in a position to propose a reliable delivery schedule to all carriers, it might be worth taking a second look at this. The 788, as a 270 seater, would appear to be a far better aircraft for EI to build its long haul operation around, much moreso than the 360-400 seat 350, which will severely limit any growth potential the airline has on long haul. Furthermore with the 350 doing very well on the sales front and EI having early slots, it may be an option to sell these slots to another carrier - or better still, a lessor which also has 787s on order?
Also, on the subject of long haul aircraft, now that CM has effectively done away with virtually all of DM's legacy, I wonder how long it will be before the A350 order comes under the microscope. Given the declining loads (and network) of the long haul operation, is an aircraft of the A330's size (being wider, it will have a capacity significantly higher than the current 330s) the ideal vehicle for EI?
Now that Boeing has got its act together on the 787 and should be in a position to propose a reliable delivery schedule to all carriers, it might be worth taking a second look at this. The 788, as a 270 seater, would appear to be a far better aircraft for EI to build its long haul operation around, much moreso than the 360-400 seat 350, which will severely limit any growth potential the airline has on long haul. Furthermore with the 350 doing very well on the sales front and EI having early slots, it may be an option to sell these slots to another carrier - or better still, a lessor which also has 787s on order?
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Also, on the subject of long haul aircraft, now that CM has effectively done away with virtually all of DM's legacy, I wonder how long it will be before the A350 order comes under the microscope. Given the declining loads (and network) of the long haul operation, is an aircraft of the A330's size (being wider, it will have a capacity significantly higher than the current 330s) the ideal vehicle for EI?
Now that Boeing has got its act together on the 787 and should be in a position to propose a reliable delivery schedule to all carriers, it might be worth taking a second look at this. The 788, as a 270 seater, would appear to be a far better aircraft for EI to build its long haul operation around, much moreso than the 360-400 seat 350, which will severely limit any growth potential the airline has on long haul. Furthermore with the 350 doing very well on the sales front and EI having early slots, it may be an option to sell these slots to another carrier - or better still, a lessor which also has 787s on order?
Now that Boeing has got its act together on the 787 and should be in a position to propose a reliable delivery schedule to all carriers, it might be worth taking a second look at this. The 788, as a 270 seater, would appear to be a far better aircraft for EI to build its long haul operation around, much moreso than the 360-400 seat 350, which will severely limit any growth potential the airline has on long haul. Furthermore with the 350 doing very well on the sales front and EI having early slots, it may be an option to sell these slots to another carrier - or better still, a lessor which also has 787s on order?
Even into 2014/2015 when the A350 aircraft are due to begin to arrive and assuming that the macroeconomic environment will have stabilised significantly, although with the downside risk of a major oil shock, its very hard to see domestic demand supporting supporting such large capacity. The trade off would be in relation to a reduction in frequencies, for example on DUB-JFK which would have a negative impact upon connecting traffic etc etc..
At the same time, Aer Lingus have had for some time now an entire Airbus fleet, having an entire longhaul Airbus fleet for even longer. Familiarity amongst maintenance crews etc could be a bit of an issue. What about converting the orders to the A350-800 series, which has a capacity of 312 passengers in a two class configuration? Of course though, that leaves a void in relation to the A332. At the moment, EI-ELA, -EAV, -EDY, -DUZ, -DUO are certainly solid for at least another ten years, or more.
EI-ORD, although having been retrofitted, may be leaving the fleet earlier than expected. Assuming a load factor of circa ~ 70% on a constant basis, it would take at least three years, quite possibly north of that to generate B/E payback on the retrofitting CapEx. Even with that in mind, I would think its disposal from the fleet and books of Aer Lingus is highly likely within the next 24 - 36 months.
I think its almost certain though that something will have to be done about the order, either by reducing it, altering the required models etc. The B787 would be a perfect replacement for the A332 in particular and would quite possibly match demand much better than the aircraft already on order.
Here's EI-ELA landing on Runway 24 in SNN:
I would like to be on it's first scheduled flight in C in particular, or even Y. The cabins will be spotless.
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Aer Lingus Regional
Anyone know who handles regional is some done by aer lingus staff ? and the ramp still sky handling? Could aer lingus ramp staff not deal with atr?
And do Aer Lingus have there own staff at any airports other then Cork ,Dublin and Shannon anymore?? even base managers?
And do Aer Lingus have there own staff at any airports other then Cork ,Dublin and Shannon anymore?? even base managers?
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I would all Aer Lingus Regional flights are handled by those companies that handle Aer Arann. This is due to the fact that it is Aer Arann who own's and operates the aircraft and it is only operated under the Aer Lingus brand.