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Aer Lingus - 5

Old 28th Apr 2011, 09:58
  #3521 (permalink)  
 
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flying officer kite- Indeed- An A330 arrives in the small hours in Dublin as EIN104 from JFK then goes on the early flight to AGP. They used run it to Nice also once upon a time, unsure if that still happens
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Old 28th Apr 2011, 10:51
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This year it's just AGP. A330 operates from end of March - end of October.

AGP,. FAO had it last summer, Nice was either last summer or the summer before.

FAO was due to have the A330 this year but with one less aircraft there isn't enough time to operate it between the US departures.
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Old 28th Apr 2011, 11:57
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EI's early DUB-AGP has had the A330 everyday for the last number of years now. LIS and FAO was only once every so often during the Summer last year and for a few Summer schedules in the last few years. NCE was for two Summer schedules three and four years ago as far as I'm aware. And of course during the very busy Christmas Eve it has been used on occassion on WAW and LHR. But as has been mentioned above with the disposal of one A-330 (EI-ORD) they've no back up in the event of technical cancellations or delays. Though to be fair I think most airlines would be working all aircraft during their peak season.
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Old 29th Apr 2011, 10:26
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Indeed AGP was the only definite A330 route last summer, the Canary routes got the occassional A330 aswell!
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Old 29th Apr 2011, 18:32
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Does anyone know why Aer Lingus used a Titan Boeing 757 to operate DUB - AGP - DUB this evening? Should of being a A320 and they used Europe Airpost B733 to operate DUB - BCN - DUB this evening. The EI109 hire-in during the week was due to a tech issue with the A330 fleet. All other hire-ins and cancellations were due to lack of cabin crew.

EI it seems have misjudged their crew levels. The have too many cabin crew at max hours and so not have enough to crew all their flights. Thus over 10 departures from Dublin in the last 5 days have been hire-ins.

Seems that their plan of increasing the workload of the cabin crew has its drawbacks.........yet again we have EI mgmt making a mess of a situation that should have been expected well in advance. Instead of telling the crew to work more why not introduce a proper system to monitor crew hours and adjust as appropriate.
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Old 29th Apr 2011, 22:03
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If they can't cope with the current summer schedule what will they be like when the rest of the seasonal routes start from 4 May on words.
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Old 1st May 2011, 09:45
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Below is a photo I have been sent of the aircraft that operated EI368 to Krakov last week. (used with owner's permission). Is this the Titan 757 referred to earlier in this thread? I am told it departed 45 minutes late. Looks like the DAA need to get the window cleaners in.

Does anyone know why EI cancelled two round trips DUB-LHR yesterday?

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Old 1st May 2011, 11:36
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I would imagine it was again crew issues, easy to cancel LHR on Saturdays and combine flights. EI are taking back on alot of the temporary staff they released over a year ago, a friend of mine is one of these, so there will be relief during the summer.
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Old 1st May 2011, 20:07
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Just newspaper talk ??

Ryanair tries to take over Aer Lingus for third time | Mail Online
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Old 1st May 2011, 21:23
  #3530 (permalink)  
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Another attempt by FR to stir the pot; they know they haven't a dog's chance of being allowed to take over EI, but they just want the oxygen of publicity and of course, to test the mettle of the new minister. Nothing likely to come of this, apart from free publicity.

Just arrived back home this evening and took four EI flights over the past two weeks or so - one JER-DUB return, one JER-DUB and one DUB-LHR. All four flights were excellent; superb crews, clean aircraft (inside/out), perfect punctuality across all four flights, but ...

LOAD FACTORS!
Jersey-DUB (1ST) c.50-60 pax
DUB-JER 62 (overheard cabin crewmember)

JER-DUB (21/4) c.120
DUB-LHR (30/4) c.100

I get that the first two flights were early in the season, but the flight on the 21st was just before Easter and still, while a better load, it wasn't great; likewise, the DUB-LHR (EI 152), pretty mediocre. I'm just giving an example of the flights I've been on, but it does suggest that there's a pretty urgent need for a new smaller type; we've heard talk of this in the past, but with the economy still struggling and disposal income reducing, a fleet of 30+ A320s is probably not the ideal model.
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Old 2nd May 2011, 10:40
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The great thing about reading comments from akerosid is that they always make a lot of sense!

The 30+ A320 series family make make sense from a common fleet point of view, but it was clear that someone in EI look at Ryanair and said we can do that. Obiviously not taking their cost base into account at all, but thats another story for another day!

Could someone have a go and tell me what the idea was around the EI fleet in the late 90s. Bae 146's, 734/5's, A320/A321. It was such a messy mixed fleet.

The best option EI should go for would be the 100 seat aircraft, and I think the best option there is the Embraer E190. Seems to be a winner for JetBlue!
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Old 2nd May 2011, 15:44
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As a regular SLF on ORK/DUB-LHR, the last thing the LHR routes need is an equipment downgrade in my view. Throughout the recessions on both sides of the Irish Sea, it's been a pleasent surprise to see how resilient the LF's have been on the LHR services, no matter what the time of day or day of the week.

In my view ORK-LHR is crying out for an A321 or the 5th daily flight back!
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Old 2nd May 2011, 16:27
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it's been a pleasant surprise to see how resilient the LF's have been on the LHR services, no matter what the time of day or day of the week
This opinion appears to conflict with akerosid's recent experience and also with the fact that on Saturday last EI could afford to cancel two return trips DUB-LHR about which EC-ILS commented that it is easy to cancel LHR on Saturdays and combine flights. If the LF's are as good as you say how did they manage to squeeze, what, 600 pax+ (whose flights they arbitrarily cancelled) onto the remaining flights? Unless, of course, they put them up in hotels overnight.

I go along with akerosid's point about smaller types especially with the good times unlikely to return for a great many years,

Is it likely that they will farm out more to RE instead?
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Old 2nd May 2011, 17:46
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Could someone have a go and tell me what the idea was around the EI fleet in the late 90s. Bae 146's, 734/5's, A320/A321. It was such a messy mixed fleet.

The best option EI should go for would be the 100 seat aircraft, and I think the best option there is the Embraer E190. Seems to be a winner for JetBlue!
hi Airbourne
In the 90s FR were expanding rapidly with a very affordable fleet of B11s and 73S's out of Dublin on UK routes. These were reported to be on operating leases at around 50k per month (B11s and 73S purchased cheaply from LH, BY & HV amongst others) compared to EI's 737s at 250k. Ryanair were stealing the show on UK routes and at this time hadny set there sights on continental european routes except for may CRL and BVA.

EI needed a cheaper aircraft that was a jet and so a cheap enough deal was done to secure the 146s from the desert alot of ex US Air model that were parked after Gulf War. This was in 1994 if memory serves me correctly. They were certainly alot more cost effective in terms of lease repayment that 737.

About this time EI were looking at ways to be more effective in competing with FR and talked at some lenght about setting up a company called Aer Lingus Express to be low frills and more aggressive against Ryanair. That never happened.

The F50s were for domestic and thin UK routes (all of which were cancelled upon withdrawl of F50s, eg LBA, EMA, NCL etc)

The 737s were the mainstay of London routes and European routes, the 146s did the Uk regions and some other near euro routes DUS, BRU and to places like JER. For a time Aer Lingus did twice weekly BHX NOC on 146 where it fri and sun rotations!

It wasnt until WW came along and saw a value in one type which at that time seemed like the right thing to do, and the cost base was certainly shaping up but the company's firm plan was to mimic Ryanair in so many ways and now we clearly see that EI needs to be different and better and Niche.

I agree wholeheartedly that EI need a smaller type perhaps in the 100 seat market (like KLM for eg or Jetblue as you refer to). Akerosid has been saying this for some time and I agree.

Nobody on this forum ever refer to Ryanair's avoidance of competition with Flybe, FR avoid them like the plague, why? because on thin routes FR cannot compete profitably with them as BE will do high frequency and reasonably fares (never bargain basement), and this is exactly the reason why EI should persue this line of attack, and in the mean time keep developing the RE relationship.

If RE can make the routes like BRS, ABZ, GLA, EDI etc work on the back of US bound or originating passengers then FR cannot extert too much pressure. The persistence of FR in recent years to get after RE on thin domestic routes and routes ex the regions to UK eg GWY MAN etc (FR offering same destinations ex NOC and SNN only to later withdraw some of said routes) proves that FR see the small carrier with smaller aircraft as a threat and FR sought to wipe out RE for fear of a tie up with EI as currently exists. Power to EI and the link with RE for progress and niche operations.

On a final but totally separate note I was in Sligo Airport (1st visit) last Saturday. The inbound flight from DUB had 5 passengers (ATR42) and 11 outbound. In July this route will end and there will be no more scheduled services from the airport. I wonder why RE hadnt looked at putting flights like this into Regional and then marketing services from Sligo to USA and Europe as one stop via Dub. Afterall parking is cheap and with the price of fuel it certainly could be attractive to park at Sligo and fly on. It is sad that it is too late and many staff will lose their jobs.

EI-BUD
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Old 2nd May 2011, 19:50
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Excellent post EI-BUD

Ayroplain, I must admit my flights are usually Mon-Thurs, and I realise Saturdays can have leaner loads. My observation from about a dozen sectors year to date has been that virtually all LHR-ORK flights I have taken have had 90%+ LF's. That included during the crew dispute earlier this year. The 724 from ORK seems usually to be circa 70% but the 725 return is usually very well patronaged.

Given timings on ORK-LGW/STN nowadays, EI ORK-LHR seems to be the only show in town when it comes to frequency.
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Old 2nd May 2011, 21:30
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Just to put the embraer thing to bed. We are getting a few 2nd hand Spanish 319's. Apparently decision hasn't yet been made whether they are to be replacements for the older 320s or fleet growth.
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Old 2nd May 2011, 23:04
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If RE can make the routes like BRS, ABZ, GLA, EDI etc work on the back of US bound or originating passengers then FR cannot extert too much pressure.
Certainly the point to point fares have gone through the roof where the ATR was brought in. Aer Lingus and flybe comparisons fail when one factors in legacy and unionised workforce versus (almost) clean sheet of paper. This idea about feeding the US routes with turboprops isn't new. The Glasgow Herald spouted the same line when Aer Lingus pulled the B737s out of Glasgow in 1991 and replaced them with the Fokker 50 operated by Aer Lingus Commuter at an increased frequency. Does this sound at all familiar? It wasn't a gold mine then and it's not going to be enough to make a real impact outwith the summer peak, also given EI are downsizing US operations as they can't make anything work outside leisure East Coast and Chicago.

As to smaller aircraft, why they didn't downsize some options to say...the A319 is beyond me. File that one next to competing head on with easyJet at their biggest base perhaps?
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Old 2nd May 2011, 23:23
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As to smaller aircraft, why they didn't downsize some options to say...the A319 is beyond me. File that one next to competing head on with easyJet at their biggest base perhaps?
Oh God..........Time for another New Strategy
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Old 2nd May 2011, 23:25
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As I understand it the 146/737/A32X short haul fleet occurred due to various considerations,

In the late 80s/early 90s EI introduced the 737-3/4/500 to replace older 737s. Although the -300 fleet was short lived the -400s were useful for the London routes and the -500s for European services.

The 146s were, I believe, mainly introduced to enable flights to LCY, to compete with the, then new, Virgin Cityjet. of course the 146s were seen around the network, as mentioned the UK in particular. I have never herd that they were introduced to compete with FR. Although the leases may have been cheap, operating costs would not. With 4 (unreliable) engines and a sturdy construction the 146 would have a significant penalty against any 737.

The A321 was the first of the Airbusses in the SH fleet. It was purchased to provide more capacity that the 734 for London routes. It was purchased in favour of the 757. Orders for the A320 followed on as 737 replacements. A google search would suggests that there seems to have been plans to go "all airbus" as early as 2000.
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Old 3rd May 2011, 05:33
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EI fleet development

I think the late 1980s and early 1990s must have been a hugely frustrating time for EI; the 763 would have been ideal for the ORD and BOS routes, but with no change in the SNN stopover policy, they were leased out; at one time, ALC served more cities in the UK from DUB than could be served from LHR by either BA or BD. But the biggest enemy was not BA or BD, it was its principal shareholder, the govt, which was running scared of the hugely powerful and vociferous SNN lobby.

In retrospect, the change to full Open Skies only happened about a year or so before things started going seriously south here, with the economy. On top of that, the "DubHub" was never really exploited fully, because DM was focused on "point to point" and many UK cities were wound down. It's just a history of missed opportunities.

That chance still exists, thanks to EI Express, but of course, with EI down to only four US destinations, it will only be a limited hub.

As to the A319, well it's certainly an improvement - capacity wise - on the A320; looking at the JP, I guess these must come from Iberia? They'd probably seat around 138-144 in EI configuration.
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