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Aer Lingus - 6

Old 29th Oct 2016, 20:16
  #3361 (permalink)  
 
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A350s ... ?

A few weeks back, I checked the attached A350 production list and the first Aer Lingus aircraft was listed at about LN 198 or so. The latest list, attached, does not show it, or any EI aircraft ...

https://sites.google.com/site/a350xw...roduction-list

There was a rumour that they were going to have these reassigned to IB, although IB's first and second 350 are showing on this list. There had been rumours that EI's 350s were being reassigned by EI, but I wasn't sure if these were accurate.

Does anyone know what the current position is; are they sticking with 330s for now? If so, it is quite disappointing, given all that we've heard about growing EI and the hub at DUB; as fine an aircraft as the 330 undoubtedly is, it's still the same capacity aircraft being used for 20+ years on key routes.
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Old 29th Oct 2016, 21:41
  #3362 (permalink)  
 
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Is it that disappointing they're dropping the A359? By my reckoning, they will probably go to an A333 and A339 combo, but have more aircraft than they would have had with the A359. Henceforth they would have more frequency and capacity overall, and it'd keep more people employed.

I appreciate the sentiment of feeling as if there's no progress in terms of equipment, but I feel that bolstering the A333/A339 fleet would be better for numbers and the economy in general. Plus, the A359 is probably too much plane for EI in the winters, whereas the A339 would probably suit them very well indeed and maybe even the A338 if they were feeling bold enough to go to the far east, or Hawaii (purely theoretical, pie in the sky etc.).
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Old 2nd Nov 2016, 16:39
  #3363 (permalink)  
 
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IAG have announced wifi on short haul fleets will start to roll out from late next year. Will be great to have it on short haul.

-----

Post on another site suggests EI may be getting 11 A321 NEO plus additional A333 instead of the A350s.
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Old 3rd Nov 2016, 06:12
  #3364 (permalink)  
 
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Can I ask which site ?
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Old 3rd Nov 2016, 10:09
  #3365 (permalink)  
 
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It originated on boards.
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Old 5th Nov 2016, 17:50
  #3366 (permalink)  
 
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Originally Posted by brian_dromey View Post
Those slots are clearly less attractive for long haul arrivals, the turns are too short for long haul too. IAG can reshuffle the decks between BA, IB, EI and VG to get optimal scheduling across long, short haul, over the Irish Sea and LCC operations. No-one else at LHR can do that.
DUB, ORK, SNN and BHD all have service around the time of the Croatia slots. I presume Croatia operate from T2, as EI do?

Looking at the slots Croatia are looking to sell a hypothetical NOC schedule could look something like:
NOC 0830 LHR 1000 -234-67
LHR 1050 NOC 1220 -234-67

NOC 1745 LHR 1915 1-3-56-
LHR 2000 NOC 2130 1-3-56-

The time of the slots necessitates a NOC based/overnighting aircraft, unless EI were to do some serious shuffling. They might be able to get flights from LHR on Tuesdays, Thursdays or Sundays around 2200, when the last ORK flight departs. LHR is relatively quiet at that time of the day.

The question is what EI would do with an aircraft in the middle of the day, either leave it sitting at NOC or try some new routes. Do they muscle in on flyBe to the UK, continue with LGW service or try the likes of Paris, etc. Clearly NOC-LGW works for EI, its about all thats left of the LGW experiment. The EI service to LGW is the only service from the west of Ireland to South London. Would the traffic follow EI around the M25? Against this, they have never tried twice daily, as far as I remember.
Those slots are clearly less attractive for long haul arrivals, the turns are too short for long haul too. IAG can reshuffle the decks between BA, IB, EI and VG to get optimal scheduling across long, short haul, over the Irish Sea and LCC operations. No-one else at LHR can do that.
DUB, ORK, SNN and BHD all have service around the time of the Croatia slots. I presume Croatia operate from T2, as EI do?

Looking at the slots Croatia are looking to sell a hypothetical NOC schedule could look something like:
NOC 0830 LHR 1000 -234-67
LHR 1050 NOC 1220 -234-67

NOC 1745 LHR 1915 1-3-56-
LHR 2000 NOC 2130 1-3-56-

The time of the slots necessitates a NOC based/overnighting aircraft, unless EI were to do some serious shuffling. They might be able to get flights from LHR on Tuesdays, Thursdays or Sundays around 2200, when the last ORK flight departs. LHR is relatively quiet at that time of the day.

The question is what EI would do with an aircraft in the middle of the day, either leave it sitting at NOC or try some new routes. Do they muscle in on flyBe to the UK, continue with LGW service or try the likes of Paris, etc. Clearly NOC-LGW works for EI, its about all thats left of the LGW experiment. The EI service to LGW is the only service from the west of Ireland to South London. Would the traffic follow EI around the M25? Against this, they have never tried twice daily, as far as I remember.
I can't imagine anyone in IAG eyeing up those slots, and then wasting them on a Knock service! They're far too valuable for that! What they can do is allow Aer Lingus to use them to fly some of the LHR Ireland routes for BA, thus freeing up the BA Slots for longhaul. That's where the big money is!

There are currently no tech handling services at Knock for the A320, so if EI mainline were to operate the route, they would have to set up a tech base! EI may dip their toe in the water, using Stobart at some time in the future but I suspect that would be very seasonal.

You suggest LHR is relatively quiet late at night! Trust me it's not! Access roads are bumper to bumper, with traffic dropping off pax. Also queues of A380's at the holding point, all Asia bound (SYD,MEL,PER,BNE,SIN,HGK,BKK, to name just a few).
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Old 5th Nov 2016, 18:15
  #3367 (permalink)  
 
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There are no queues of A380's at the holding point bound for either BNE or PER as there are no direct flights from LHR to either of those destinations and but there are 380's to the other destinations you mentioned plus AUH, DOH and DXB.

By the way only three of your mentioned destinations are actually in ASIA.
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Old 5th Nov 2016, 18:34
  #3368 (permalink)  
 
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Not sure anyone flys to Aus direct, most flights are via Asia, SIN,HGK,BKK, plus some via the Middle East. But let's not be pedantic about it, the point I was trying to make was, 2200 is most certainly not a quiet period at Heathrow!
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Old 5th Nov 2016, 18:59
  #3369 (permalink)  
 
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EI at NOC

There are currently no tech handling services at Knock for the A320, so if EI mainline were to operate the route, they would have to set up a tech base! EI may dip their toe in the water, using Stobart at some time in the future but I suspect that would be very seasonal.
Don't EI already operate A320 services to NOC from LGW??
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Old 5th Nov 2016, 20:30
  #3370 (permalink)  
 
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Not sure anyone flys to Aus direct
Rumours elsewhere that QF may announce London-Perth direct on their new Dreamliners quite soon.
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Old 5th Nov 2016, 22:32
  #3371 (permalink)  
 
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Yes, but that aircraft is not based at Knock.
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Old 5th Nov 2016, 22:44
  #3372 (permalink)  
 
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Originally Posted by Wycombe View Post
Rumours elsewhere that QF may announce London-Perth direct on their new Dreamliners quite soon.
Getting off topic a bit......
London Perth? Interesting! Not sure I could stand a 20+ hour flight. Arriving at SIN is always a welcome break for me!
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Old 6th Nov 2016, 06:32
  #3373 (permalink)  
 
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It shouldn't be that long. It's only marginally longer than DXB-AKL, which takes about seventeen.
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Old 14th Nov 2016, 16:24
  #3374 (permalink)  
 
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Here's a hint.image.jpg
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Old 14th Nov 2016, 21:00
  #3375 (permalink)  
 
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AerLingus schedules Miami launch in Sep 2017 :: Routesonline

AerLingus in its inventory display has filed planned Dublin Miami service, currently scheduled to commence on 01SEP17. The A330 will operate this route 3 times a week, with configuration of J23Y243.

EI141 DUB1500 1915MIA 330 357
EI140 MIA2110 1035+1DUB 330 357
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Old 15th Nov 2016, 13:11
  #3376 (permalink)  
 
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Looks more less confirmed one A333 will replace another A332. CEO also said Brexit is not impacting them either side of the Irish Sea.
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Old 20th Nov 2016, 12:13
  #3377 (permalink)  
 
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Looks like AA like delaying other things apart from their flights

TE report tying schedules for MIA with cruise services and American have been dragging their feet which delayed the announcement.

Something tells me AA/EI relationship will be hard work and Willie Walsh will have a lot to do.

IMO I could always see this coming.
______

An RFP for 7 A321 LR has also been issued.
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Old 20th Nov 2016, 12:37
  #3378 (permalink)  
 
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AA and EI don't have much of a choice but to work together. EI will be joining oneworld and the Transatlantic JV, thats already been confirmed by IAG. They will be sharing marketing, sales, costs and profits over the atlantic, like it or not.
AA and EI have worked together in the past, but re-establishing the relationship between them is bound to take a while, and things have been glacial at EI of late.

7 A321LR's is a few more than I was expecting. It seems like it would be an excellent aircraft for the likes of BDL to be connected to DUB and SNN/ORK/NOC/Belfast to be connected to major US cities like BOS and NYC.
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Old 20th Nov 2016, 13:43
  #3379 (permalink)  
 
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AA and EI don't have much of a choice but to work together. EI will be joining oneworld and the Transatlantic JV, thats already been confirmed by IAG. They will be sharing marketing, sales, costs and profits over the atlantic, like it or not.
AA and EI have worked together in the past, but re-establishing the relationship between them is bound to take a while, and things have been glacial at EI of late.
Have to work together yes of course.

As for the JV, claimed discussions are going well but Willie Walsh said a few weeks ago:

"Aer Lingus is unique in terms of how it operates and can operate on the transatlantic, and therefore we need to ensure that flexibility is retained and not in any way inhibited by being part of the joint business."

"We don't want a straitjacket placed on Aer Lingus"

Code shares are the first step and it will be telling if they have them in place for MIA launch in September 17. If not I think JV will be some time off.

Not sure it helps that AA don't fully understand EI's business model, Walsh claimed they have a "better" understanding now.

IMO EI would be better outside JV and just code sharing with AA, they have more to lose sharing profits with AA ex DUB for example on routes to JFK/ORD. Im sure your aware JV is route specific as you know.
_______

7 A321LR's is a few more than I was expecting. It seems like it would be an excellent aircraft for the likes of BDL to be connected to DUB and SNN/ORK/NOC/Belfast to be connected to major US cities like BOS and NYC.
Not really considering only a net gain of 3 aircraft in early 2020's.
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Old 20th Nov 2016, 14:09
  #3380 (permalink)  
 
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Brian

I agree but wonder what's causing problems between both. EI putting them under intense pressure accross the pond, existing code share ties etc. In theory AA have more to gain by taking feed from EI at US hubs but it all appears very frosty and I don't expect its from EI side.

I sort of agree with 330 point and how JV could possibly have more benefits to AA than EI however don't know enough to make that call.

As for glacial comment you are right in some respects however EI have a small team so not un expected.
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