EasyJet - 4
Thanks for the explanation ezydriver, I appreciate all that. However, as an ex customer, my point is: today there are no Ryanair cancellations showing up on their vast network. RYR fly through the same airspace as easy and nobody more that RYR has time critical turnarounds, but they are able to cope without mass cancellations. There is no doubt that this year there has been a change to how EZY operate, because this has never been a problem before for them.
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I have found a picture of the latest 757 with winglets looking very smart, sorry if this is already been posted but I haven't noticed it has. Air Livery Quicker turn-around than some schedules!
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Hi ezydriver,
When your flight is significantly delayed on departure from the UK, is it not possible to advise your handling agent at destination of your revised ETA and ask them to apply (at that stage) for a departure slot based on your new calculated ETD? In my experience, an early application for a slot revision has a much better chance of a pleasing outcome than one submitted very late in the turnaround process. If it is obvious that the return-leg slot is going to be unachievable, an early proactive response by your representative could result in you having a realistic revised slot awaiting you on arrival. Just a thought.
But beware the most common mistake. Crews can be over-optimistic in anticipating speed of turnaround. Maybe add on 10 minutes for the unexpected rather than *just* missing an over-ambitious slot and picking up a further 90 minute delay!
SHED.
When your flight is significantly delayed on departure from the UK, is it not possible to advise your handling agent at destination of your revised ETA and ask them to apply (at that stage) for a departure slot based on your new calculated ETD? In my experience, an early application for a slot revision has a much better chance of a pleasing outcome than one submitted very late in the turnaround process. If it is obvious that the return-leg slot is going to be unachievable, an early proactive response by your representative could result in you having a realistic revised slot awaiting you on arrival. Just a thought.
But beware the most common mistake. Crews can be over-optimistic in anticipating speed of turnaround. Maybe add on 10 minutes for the unexpected rather than *just* missing an over-ambitious slot and picking up a further 90 minute delay!
SHED.
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Hi Shed,
All of that is handled by our operations at Luton. A very small team managing over 100+ fleet all with the same problem. In short they are overwhelmed! At Gatwick these days without fail the first the TCO knows about the slot is when I tell them, didn't used to be that way. Again this is where the undermanning that is being talked about is showing, it is not just the aircrew. Ryanair allready had built firebreaks into their programme, Easyjet did not, again, I don't do the planning, just the driving!
The subject of how long a turnaround should take has long been a subject of debate in EZY, in short crews don't guesstimate how long a turnaround will take, we are told from day 1 in Easyjet how long it WILL take under Easyjet rules, hence the "if your late we won't wait mentality". Crews are not allowed to question the reasonability of an allocated turnaround time and have slots applied for because we think a turnaround time is unachievable. Also we do not know about the return slot until arriving downroute when we get our clearance. Other people in the operation could find out about it and could apply common sense if they had the time or permission, but people who work on slot desks in Luton don't really have much experience of turning aircraft round!! They would also be aware only of the ETA of the aircraft on the ground, not problems with stand allocations, fuel, catering, wheelchair assisit, GPU and ASU starts, tech problems, filthy cabins, no shows at the gate with bags in the hold, and about 100 other things that can go wrong on a turnaround. What they do know is how long a "classic" EasyJet turnaround will take, therefore if the slot for the outbound gives more than that on the ground then there should not be a problem and they move on to the next crisis.
These are just the facts as I see them. I am attempting to keep my opinions to myself.
All of that is handled by our operations at Luton. A very small team managing over 100+ fleet all with the same problem. In short they are overwhelmed! At Gatwick these days without fail the first the TCO knows about the slot is when I tell them, didn't used to be that way. Again this is where the undermanning that is being talked about is showing, it is not just the aircrew. Ryanair allready had built firebreaks into their programme, Easyjet did not, again, I don't do the planning, just the driving!
The subject of how long a turnaround should take has long been a subject of debate in EZY, in short crews don't guesstimate how long a turnaround will take, we are told from day 1 in Easyjet how long it WILL take under Easyjet rules, hence the "if your late we won't wait mentality". Crews are not allowed to question the reasonability of an allocated turnaround time and have slots applied for because we think a turnaround time is unachievable. Also we do not know about the return slot until arriving downroute when we get our clearance. Other people in the operation could find out about it and could apply common sense if they had the time or permission, but people who work on slot desks in Luton don't really have much experience of turning aircraft round!! They would also be aware only of the ETA of the aircraft on the ground, not problems with stand allocations, fuel, catering, wheelchair assisit, GPU and ASU starts, tech problems, filthy cabins, no shows at the gate with bags in the hold, and about 100 other things that can go wrong on a turnaround. What they do know is how long a "classic" EasyJet turnaround will take, therefore if the slot for the outbound gives more than that on the ground then there should not be a problem and they move on to the next crisis.
These are just the facts as I see them. I am attempting to keep my opinions to myself.
Last edited by PPRuNeUser0178; 1st Aug 2010 at 18:54.
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One of the problems which most Airlines don't have, is operating 3 sectors, so if your first return is going to be late, your are out of hours maybe for the third.
easyJet & Ryanair operate this way on some flights l believe, other operators such as Jet2 & Monarch do not.
easyJet & Ryanair operate this way on some flights l believe, other operators such as Jet2 & Monarch do not.
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Doncaster - 2011?
Hi,
Does anyone know if EASY are going to be putting flights at Doncaster on sale after Christmas? Everything seems to stop selling end of December?
Be disappointing if they stop the services so quickly, but given the mess at Gatwick, hardly a surprise!
Does anyone know if EASY are going to be putting flights at Doncaster on sale after Christmas? Everything seems to stop selling end of December?
Be disappointing if they stop the services so quickly, but given the mess at Gatwick, hardly a surprise!
Does anyone know if EASY are going to be putting flights at Doncaster on sale after Christmas?
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Happy to announce 3 new routes to our network - Edinburgh to Cologne (£25.99*) & Paphos (£31.99*) & Gatwick to Luxor (£89.99*) *one way
This a tweet from easyJet, does the EDI PFS mean there will be a based A320 or can the A319 manage that?
This a tweet from easyJet, does the EDI PFS mean there will be a based A320 or can the A319 manage that?
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EZY is stepping in for Germanwings (4U) on CGN-EDI. 4U flight ends end-Oct, EZY starts end-Nov, it's a 4x weekly late evening. Nice to see EZY slowly expanding again at CGN after they scrapped everything apart from LGW a few years back, and they also went for DUS for some interesting routes. CGN is a very good airport and deserves to keep EDI on its routemap.
BTW, was funny on my recent EZY SXF-LGW the crew proudly announced: "Welcome to this Berlin-based Easyjet !". First departure of the day so of course nicely on-time. EZY people at SXF must be very aware of the recent bad press for and tried to make a point that they are doing a good job. German press talked about BCN being especially poor from SXF.
BTW, was funny on my recent EZY SXF-LGW the crew proudly announced: "Welcome to this Berlin-based Easyjet !". First departure of the day so of course nicely on-time. EZY people at SXF must be very aware of the recent bad press for and tried to make a point that they are doing a good job. German press talked about BCN being especially poor from SXF.
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Germanwings are summer only these days so weren't pulling off the route all together, although this announcement might make them change their mind!
Also I believe EZY's A319s are actually weight restricted so their range is actually less than what can be achieved with the A320? Whether it's the difference for the A319 being able to operate EDI-PFO I'm not sure, but I'd imagine it'd be a close call.
Also I believe EZY's A319s are actually weight restricted so their range is actually less than what can be achieved with the A320? Whether it's the difference for the A319 being able to operate EDI-PFO I'm not sure, but I'd imagine it'd be a close call.
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Yes the EZY A319's are weight restricted. I'm not sure but I think they don't have a centre fuel tank which severely limits their range. Also they are artificially restricted to save on navigation charges but different aircraft in the fleet have different restrictions. Some of EZS's A319's are restricted to 62T while at the other end of the scale, some of the EZY A319's have a 68T weight limit. The rest of the fleet fall somewhere in between. Structurally however, I think all of the fleet is near enough identical. That's why they use the A320's on longer sectors.
Here we go again!!! The EZY 319s are 22k thrust per engine with a ZFW/APS around about 41 tonnes, the 320s have 27k engines and surprisingly have a ZFW/APS around 43.5 tonnes if I remember correctly. The high 319 weight due to the 156 pax requiring a beefier centre fuselage with the extra overwings i.e. the same as the 320, just a fuselage plug missing because of the shorter length.
Thus the 319 is take off performance limited and fuel tankage has nothing to do with it. If the 319s had more thrust pinned in ( its the same engine after all) then they would have no trouble with the longer routes. The extra pax on the 320s are more than made up for by the 10 tonnes of extra thrust (156 pax against 180).
The 321s are supposed to depart this autumn - I presume a buyer has been found for them??
Thus the 319 is take off performance limited and fuel tankage has nothing to do with it. If the 319s had more thrust pinned in ( its the same engine after all) then they would have no trouble with the longer routes. The extra pax on the 320s are more than made up for by the 10 tonnes of extra thrust (156 pax against 180).
The 321s are supposed to depart this autumn - I presume a buyer has been found for them??
Thus the 319 is take off performance limited and fuel tankage has nothing to do with it.
The restriction was due to fuel capacity with the already high payload, it was nothing to do with performance restrictions, 22k or 27k engines or anything of that nature.
Zippy, yes I agree with you that the restricted RTOW for EZY 319s mean exactly that, but if EZY wanted to the weight could be increased, but the 22k engine would then restrict the longer sectors due to performance. Remember the 319 sent to ACE and to CFU due to the 320 being u/s and resulting in a Tech Stop on the way back? After all you could have Tech Stopped on your trip back and take all the pax if that is what NMC had wanted.