Aer Lingus - 5
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Yes the new A330s are very popular with customers. I was lucky enough (through a friend) to fly Premier to JFK about a month after one of the new a/c had commenced. It was pure class, however EI premier seats are much like the Air France business class so EI didnt go all out for a nice new product.
The main problem for me is that there is way too much of a difference on the ta routes. I flew back from LAX on EI-EWR, what a ****eheap! Came into service in 1990 as their first -200, and its a disgrace as a long haul a/c. No PTVs, and in the main econ cabin 3 drop down tvs. Seats are like a piece of a log! Compare that with -DAA or -LAX and the new one -DUO. Would it not make sense to upgrade the interiors and IFE on the older a/c. May only be a short term thing but you cant treat customers like this in the long run! Oh hang on you can, this is aer lingus.
The main problem for me is that there is way too much of a difference on the ta routes. I flew back from LAX on EI-EWR, what a ****eheap! Came into service in 1990 as their first -200, and its a disgrace as a long haul a/c. No PTVs, and in the main econ cabin 3 drop down tvs. Seats are like a piece of a log! Compare that with -DAA or -LAX and the new one -DUO. Would it not make sense to upgrade the interiors and IFE on the older a/c. May only be a short term thing but you cant treat customers like this in the long run! Oh hang on you can, this is aer lingus.
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A330 to Orlando (MCO)
A few weeks ago I travelled in the Premier cabin to MCO from DUB on one of the 'old' 330's. Very strong head winds resulted in a 9hr 20min flight. I was looking forward to enjoying a couple of movies but nothing worked!
What a let down.
Was I unlucky or is this a regular occurance on the older 330's?
On Saturday March 15 I will be flying MCO to DUB and I hope it will be one of the new 330's.
What a let down.
Was I unlucky or is this a regular occurance on the older 330's?
On Saturday March 15 I will be flying MCO to DUB and I hope it will be one of the new 330's.
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Poor loads on long haul
http://www.rte.ie/aertel/133-01.html
Pax figures released show overall 15% increase which, considering we're supposed to be in recession, is not too shabby. However, long haul is the big concern, with LF dropping to only 60%, from 74% last year. In fairness, this is against a 40% hike in capacity.
Re the A330 fleet, it is evident that there is a huge difference between the various acft in the fleet, with the newer acft - DUO/DUZ - being very good, while the older ones, particularly the original batch of -300s, well short of the competition.
While the decreasing LF is most probably due to the huge capacity hike, I wonder if there is a significant bleed from the front cabins as business travellers abandon EI for CO/DL, even flights via LHR?
Whatever about the older -300s, the situation with the -200s (the example of 'EWR being mentioned above) should be addressed. If EI is interested in being a plausible player on long haul, it should address this; it's all very well to say that these acft are leaving the fleet soon (not that soon for the -200 s), so it's not worth their while updating them; a bad reputation is easy to acquire and hard to get rid of; unfortunately, EI doesn't even seem to be trying. I sincerely hope that some pointed questions are asked by shareholders of mgmt at the next opportunity ...
Pax figures released show overall 15% increase which, considering we're supposed to be in recession, is not too shabby. However, long haul is the big concern, with LF dropping to only 60%, from 74% last year. In fairness, this is against a 40% hike in capacity.
Re the A330 fleet, it is evident that there is a huge difference between the various acft in the fleet, with the newer acft - DUO/DUZ - being very good, while the older ones, particularly the original batch of -300s, well short of the competition.
While the decreasing LF is most probably due to the huge capacity hike, I wonder if there is a significant bleed from the front cabins as business travellers abandon EI for CO/DL, even flights via LHR?
Whatever about the older -300s, the situation with the -200s (the example of 'EWR being mentioned above) should be addressed. If EI is interested in being a plausible player on long haul, it should address this; it's all very well to say that these acft are leaving the fleet soon (not that soon for the -200 s), so it's not worth their while updating them; a bad reputation is easy to acquire and hard to get rid of; unfortunately, EI doesn't even seem to be trying. I sincerely hope that some pointed questions are asked by shareholders of mgmt at the next opportunity ...
Join Date: Aug 2007
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In reference to the long haul load factor I believe the major dive is in flights going east. Those going west are doing well and are at least pushing the average load factor up. The pinch is hitting the American market and the Yanks don't seem to be travelling. With the dollar at an all high against the euro it won't get much better for the forseeable. It's the summer load factor that may create the real picture of the economic downturn in America. Suspect it's not just EI that are suffering. Has anyone any details of load factors on any of the UK and American carriers coming east?
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I don't know about individual carriers, but by airport the figures for January are
Heathrow-USA: +0.7%
Gatwick-USA: -3.7%
Manchester-USA: +1.2%
All UK Airports-USA: +0.4%
I guess that could be called flat.
EI transatlantic figures (for February, so not like with like) were up 10%, which isn't too bad in comparion, although to what extent that is driven by giveaway seats when the load is so bad must be open to question.
Heathrow-USA: +0.7%
Gatwick-USA: -3.7%
Manchester-USA: +1.2%
All UK Airports-USA: +0.4%
I guess that could be called flat.
EI transatlantic figures (for February, so not like with like) were up 10%, which isn't too bad in comparion, although to what extent that is driven by giveaway seats when the load is so bad must be open to question.
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akersoid,
Ok so you have the 200s EWR,DAA,LAX and now DUO doing the routes to LAX and SFO. EWR is the only one not to have the PTVs and is in rather shabby state. What other routes are the 200s used on?
We know that the first to be retired from the aer lingus fleet will be the older 300s DUB, CRK and JFK. This could not come soon enough and I fell that the longer EI leave this the harder it hits their overall ta product. How is it possible to fly econ, prem econ, club world and first on BA, but with EI, its econ or premier? Remember Premier is more akin to business than to first. Do EI not see a market for econ, prem econ and premier?
Ok so you have the 200s EWR,DAA,LAX and now DUO doing the routes to LAX and SFO. EWR is the only one not to have the PTVs and is in rather shabby state. What other routes are the 200s used on?
We know that the first to be retired from the aer lingus fleet will be the older 300s DUB, CRK and JFK. This could not come soon enough and I fell that the longer EI leave this the harder it hits their overall ta product. How is it possible to fly econ, prem econ, club world and first on BA, but with EI, its econ or premier? Remember Premier is more akin to business than to first. Do EI not see a market for econ, prem econ and premier?
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Not sure of which routes (exactly) the 332 is operated on; I know DXB is - until the end of this month; I think one of the SNN services has it as well. LAX and SFO get it too. ORD is mainly operated by the new 333, 'DUZ, and MCO usually gets a 333. Not sure about IAD.
The two older 332s have no PTVs, while DAA does, but an older version. I know that with the older 333s, there are weight issues, but this doesn't apply to the 332s; I think there would be a very good argument for updating them, but that simply doesn't seem to be on EI's radar. They simply don't get the issue of inconsistency, or even if they do, they're not particularly bothered about it.
A smaller carrier should be able to react more quickly; it costs a lot less for EI to revamp its fleet than it does for BA or even VS. What irks me is that when DM came from EK, I thought, "here's a chap who knows the value of a high quality product". Not.
As to P and Y+ classes, I know EI had First Class years ago, on the 747s, but I guess the feeling would be that Ireland isn't really an F Class market; Premium Economy would be a good idea, but I really think that EI should focus on getting the basic two class product right before innovating with any other class of product.
The two older 332s have no PTVs, while DAA does, but an older version. I know that with the older 333s, there are weight issues, but this doesn't apply to the 332s; I think there would be a very good argument for updating them, but that simply doesn't seem to be on EI's radar. They simply don't get the issue of inconsistency, or even if they do, they're not particularly bothered about it.
A smaller carrier should be able to react more quickly; it costs a lot less for EI to revamp its fleet than it does for BA or even VS. What irks me is that when DM came from EK, I thought, "here's a chap who knows the value of a high quality product". Not.
As to P and Y+ classes, I know EI had First Class years ago, on the 747s, but I guess the feeling would be that Ireland isn't really an F Class market; Premium Economy would be a good idea, but I really think that EI should focus on getting the basic two class product right before innovating with any other class of product.
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2007 results out
http://www.rte.ie/business/2008/0312/aerlingus.html
Not bad financial results considering the drop in load factor.
The hedging figure for this year is lower than I'd like to see.
http://www.rte.ie/business/2008/0312/aerlingus.html
Not bad financial results considering the drop in load factor.
The hedging figure for this year is lower than I'd like to see.
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What irks me is that when DM came from EK, I thought, "here's a chap who knows...
The staff thought ..... a chap who we can believe in and begin to build trust with management again.
The investors thought... a chap who can grow the airline and cut unreasonable costs without strikes.
The competition thought....we might be in for some real battles.
The public thought....here's our national airline with a chance to be proud with it again.
The management thought......<blank>....let's not do anything different.
For a man who promised so much to so many, has managed to disappoint all. It could all have been so different - and that's the tragedy.
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Well done to Dermot Mannion and his team for the great 2007 results announced yesterday. Aer Lingus will be upgrading the A330-200s at last, by next summer 80% of the long haul fleet will have new cabins.
Aer Lingus will introduce a new fast pass check in and bag tag kiosk at airports. Dermot Mannion was asked if this meant check-in desks and staff would be phased out but he made it very clear this new kiosk is in the experimental stages for Aer Lingus and check-in staff will remain...for now.
An EGM will take place next month to approve the A330/A350 order. Hopefully it will be firmed shortly after.
Aer Lingus will introduce a new fast pass check in and bag tag kiosk at airports. Dermot Mannion was asked if this meant check-in desks and staff would be phased out but he made it very clear this new kiosk is in the experimental stages for Aer Lingus and check-in staff will remain...for now.
An EGM will take place next month to approve the A330/A350 order. Hopefully it will be firmed shortly after.
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In fairness to DM, achieving results like this - a 10% margin, given the competition EI is up against, is not a bad achievement. Sure, a long way to go ... and it's good to see that the need to update EI's long haul product; with any luck, a new and improved long haul product will increase the likelihood of eastbound growth.
Re the EI fleet ... two EI A320s to come on lease in June 2009 and Feb 2010, one from RBS leasing and the second from AerCap. These are the two missing from the total of 39 mentioned in EI's press release a few weeks back, when the four new aircraft were ordered.
Re the EI fleet ... two EI A320s to come on lease in June 2009 and Feb 2010, one from RBS leasing and the second from AerCap. These are the two missing from the total of 39 mentioned in EI's press release a few weeks back, when the four new aircraft were ordered.
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EI to Moscow
Dublin - Moscow Sheremetyevo has appeared in the booking engine this afternoon, but flight times are not yet showing.
Excellent news if true, sure would be a nice addition to the route map
Excellent news if true, sure would be a nice addition to the route map
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Dublin, 14 March 2008
Aer Lingus has announced that it will operate a special one off flight to Moscow (Sheremetyevo airport) for Irish football fans wishing to travel to the 2008 Champions League Final. The service will operate on Wednesday 21st May from Dublin and Thursday 22nd May from Moscow to bring passengers to and from the match. Bookings can be made from today through www.aerlingus.com
Speaking at the announcement Stephen Kavanagh, Aer Lingus Planning Director said, “We are delighted to be able to offer this direct service to fans travelling to Europe’s most important football event.”
Aer Lingus will operate an A320 aircraft on these flights. For more information on fares and schedules visit www.aerlingus.com
Flights are subject to regulatory approval.
Aer Lingus has announced that it will operate a special one off flight to Moscow (Sheremetyevo airport) for Irish football fans wishing to travel to the 2008 Champions League Final. The service will operate on Wednesday 21st May from Dublin and Thursday 22nd May from Moscow to bring passengers to and from the match. Bookings can be made from today through www.aerlingus.com
Speaking at the announcement Stephen Kavanagh, Aer Lingus Planning Director said, “We are delighted to be able to offer this direct service to fans travelling to Europe’s most important football event.”
Aer Lingus will operate an A320 aircraft on these flights. For more information on fares and schedules visit www.aerlingus.com
Flights are subject to regulatory approval.
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Aer Lingus to Asia?
From yesterday's Tribune:
http://www.tribune.ie/article.tvt?_s...r%20Lingus&FC=
The phrase "about time" comes to mind. With the long haul fleet finally being updated - to the very nice standard set by the two new A330s, EI will hopefully make a go of it. The critical mass is there to support a service; I tend to think Shanghai will have a better chance than the likes of BKK, because of performance issues; it will certainly be very hot for cargo.
One of the new A330s, due for delivery next year, has apparently been brought forward to November (and assigned MSN No. 985), which will release some of the older aircraft for an interior refit.
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I would have thought Hong Kong was most likely. Good connections throughout East Asia and despite the One World withdrawal, there's still an arrangement in place with Cathay, so there is the potential for feeding their services to Australia and New Zealand.
But then I thought Dublin's runway was a problem for any one of Bangkok, Hong Kong or Shanghai in an A330. Is this all thinking beyond Dublin's second runway?
But then I thought Dublin's runway was a problem for any one of Bangkok, Hong Kong or Shanghai in an A330. Is this all thinking beyond Dublin's second runway?
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Some of our EI pilots could give more accurate answers, but my understanding is that PVG/PEK would be within range of a 332 and could use DUB's existing runway, while SE Asian airports, including HKG, would not be.
I agree strongly that HKG would be the optimum hub, all other things being equal; it is the most ideally and centrally located hub of them all.
On the subject of the runway, there is a consultation process currently under way, launched by the Dept of Transport, called "Sustainable Transport". There is a section on air cargo ... it occurred to me that it might be a useful way to draw attention to the runway issue, in that as more and more long haul routes are offered from DUB, more and more departures from 10/28 will be at full/TOGA power, with little opportunity to derate; a longer runway might alleviate that; there is, I think, a strong environmental argument in that obviously, facilitating derated takeoffs is a good idea.
My understanding (not necessarily correct!) is that the new runway won't be started until T2 is open, so it could well be 2013-14 before it's open, which means another six years with a limited runway.
I agree strongly that HKG would be the optimum hub, all other things being equal; it is the most ideally and centrally located hub of them all.
On the subject of the runway, there is a consultation process currently under way, launched by the Dept of Transport, called "Sustainable Transport". There is a section on air cargo ... it occurred to me that it might be a useful way to draw attention to the runway issue, in that as more and more long haul routes are offered from DUB, more and more departures from 10/28 will be at full/TOGA power, with little opportunity to derate; a longer runway might alleviate that; there is, I think, a strong environmental argument in that obviously, facilitating derated takeoffs is a good idea.
My understanding (not necessarily correct!) is that the new runway won't be started until T2 is open, so it could well be 2013-14 before it's open, which means another six years with a limited runway.