Aer Lingus Regional
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Aer Lingus Regional have been at Bournemouth now for 8 months with the following loads per month
May 2237 41 pax
June 2454 49 pax
July 2556 47 pax
Aug 2896 54 pax
Sep 2470 49 pax
Oct 2200 41 pax
Nov 1620 45 pax ( reduced to 4 flights a week in winter )
Not bad for a new service re starting after many years of Ryanair on the route does anyone think they may increase the schedule or are these figures pretty much what would be expected on a new route start up ?
May 2237 41 pax
June 2454 49 pax
July 2556 47 pax
Aug 2896 54 pax
Sep 2470 49 pax
Oct 2200 41 pax
Nov 1620 45 pax ( reduced to 4 flights a week in winter )
Not bad for a new service re starting after many years of Ryanair on the route does anyone think they may increase the schedule or are these figures pretty much what would be expected on a new route start up ?
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I believe the interiors of CBK (flying in full EIR colours), CPT & BYO (hybrid) have all been upgraded. Having flown on aircraft with the upgraded interior it was noticeably better, slimline leather effect seats gave more legroom. Side panels etc had been resprayed, and they'd had added noise dampening insulation added.
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Still nothing from EIR about a DUB-LPL service? I would have expected this by now.
FR do not offer anything like the frequency they did 10-15 years ago and i think it's a perfect route for EIR.
I think there is good connecting potential too for EI.
FR do not offer anything like the frequency they did 10-15 years ago and i think it's a perfect route for EIR.
I think there is good connecting potential too for EI.
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LPL and EI
Agreed , you may recall EI were forced to leave LPL one of its oldest routes as FR at the time were bankrupt and for sale , pre MOL ,
The then GVT made STN and LPL exclusive to FR , this rule has lapsed but it probably has ruined LPL for EI for now , better to get Manchester on a higher frequecny , even BLK as once EI go to LPL you will get a very quick sharp FR reaction and no airline wants to incur a bloodbath at the moment .
But I have fond memories of the BAC 1-11 at Speke, three times daily and yes the APEX fare was even affordable ....
The then GVT made STN and LPL exclusive to FR , this rule has lapsed but it probably has ruined LPL for EI for now , better to get Manchester on a higher frequecny , even BLK as once EI go to LPL you will get a very quick sharp FR reaction and no airline wants to incur a bloodbath at the moment .
But I have fond memories of the BAC 1-11 at Speke, three times daily and yes the APEX fare was even affordable ....
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I see that EI-REH has now been refitted to with the new cabin interior same as EI-REI over the past couple of weeks. Which I guess can only mean that these two ageing birds will likely remain with the fleet rather than being replaced by any new a/c. It is all well fitting nice new interiors but thats just papering over the cracks. REH was forced to divert on 30th Dec due to tech issues and also went tech twice yesterday in Cork.
With the winter nights, it has been a while since I have seen REH in the daylight but yesterday she looked ghastly. Paintwork worn to hell on the wing tips and rudder, rust streams along the flap fairings, black body from fumes, patched up wing de-ice boots, lots of fogged windows and numerous scab patches around the rear door and it still drips water on seat 15A! Agreed these points don't stop an aircraft from being airworthy - but sitting aboard it with that head numbing drone of the old engines wondering if it is going to hold together isn't the nicest feeling in the world. Does EI really want to be associated with these heaps?
From my time spent at RAF Kinloss on the Nimrods and also VC-10's I am aware that with good maintenance there is no reason why aircraft the age of the older RE aircraft can't last the same time again. The alarming rate in which some of these aircraft are failing should ask questions about what RE do in terms of preventative maintenance - everything just seems to be a quick fix as there is very little slack in the system to love and care for the fleet at an age when they need it most!
The more tech issues the greater risk of a catastrophic failure by either man or machine. The tech guys at RE are great......but they are human and mistakes can happen - silly little things such as Tuninter Flight 1153.
Instead of trying to push more and more routes, they should concentrate on doing the ones that they have and making a good job on them. If there is no way of making the fleet more reliable, then reduce the number of routes and have more spare aircraft on standby so that at the very least very few flights need to be cancelled rather than on a daily basis. Alternatively, can they not make an agreement to use any of EI's hot spare A320's in case of mounting delays? Would soon help to cut the delay!
Does anyone know if RE actually confirmed the order for the new 600s' yet?
With the winter nights, it has been a while since I have seen REH in the daylight but yesterday she looked ghastly. Paintwork worn to hell on the wing tips and rudder, rust streams along the flap fairings, black body from fumes, patched up wing de-ice boots, lots of fogged windows and numerous scab patches around the rear door and it still drips water on seat 15A! Agreed these points don't stop an aircraft from being airworthy - but sitting aboard it with that head numbing drone of the old engines wondering if it is going to hold together isn't the nicest feeling in the world. Does EI really want to be associated with these heaps?
From my time spent at RAF Kinloss on the Nimrods and also VC-10's I am aware that with good maintenance there is no reason why aircraft the age of the older RE aircraft can't last the same time again. The alarming rate in which some of these aircraft are failing should ask questions about what RE do in terms of preventative maintenance - everything just seems to be a quick fix as there is very little slack in the system to love and care for the fleet at an age when they need it most!
The more tech issues the greater risk of a catastrophic failure by either man or machine. The tech guys at RE are great......but they are human and mistakes can happen - silly little things such as Tuninter Flight 1153.
Instead of trying to push more and more routes, they should concentrate on doing the ones that they have and making a good job on them. If there is no way of making the fleet more reliable, then reduce the number of routes and have more spare aircraft on standby so that at the very least very few flights need to be cancelled rather than on a daily basis. Alternatively, can they not make an agreement to use any of EI's hot spare A320's in case of mounting delays? Would soon help to cut the delay!
Does anyone know if RE actually confirmed the order for the new 600s' yet?
Join Date: Oct 2005
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I suspect that new interiors mean the aircraft is staying for the foreseeable. It looks like any new aircraft will be for growth and hopefully to allow more operational spares.
As with the poster above I suspect much of the fleet suffered from lack of preventative maintenance in the period running up to and during the examinership. My experience suggests that any aircraft in the fleet is equally likely to go tech, the -500s are as bad and they are much newer.
As with the poster above I suspect much of the fleet suffered from lack of preventative maintenance in the period running up to and during the examinership. My experience suggests that any aircraft in the fleet is equally likely to go tech, the -500s are as bad and they are much newer.
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Originally Posted by missing byte
By all accounts the first of the new craft is arriving in May with six more to follow before the end of the year.
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The order hasn't been confirmed, so where are you getting that from?
This is why extra BHX-DUB not starting till June.
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ATRs have been in a number of incidents involving icing. There have been modifications to the de-icing equipment and to date I only think there has been one incident since the modifications.
I know I was sat on the tarmac in Manchester the other week in EI-SLL and I questioned the captains judgement not to get sprayed on the ground. It was blooming cold (Metar said 2 deg c an hour earlier in the evening), there was water everywhere on the ground and over the a/c and a low misty fog. It was clear that they were shortly expecting sub zero temps -The runways/taxiways were being treated and there were anti-ice trucks sat around with drivers in. When I asked the question to the CC she did get in contact the captain. She then politely reminded me that 'the captain knows what he is doing'. We then took off it appeared the PF was using the take off procedure in icing conditions - a steady and cautious application of power and leaving the tarmac much further down the runway at a greater speed than normal.
Anyway I am still alive so I guess he does know what he is doing. Certainly after reading up on all of the incidents involving the ATR in icing conditions I spent most of the flight staring at the wings ha!
But what are the conditions that would require and a/c to be anti-iced? and do you have to re-spray after each flight?
I know I was sat on the tarmac in Manchester the other week in EI-SLL and I questioned the captains judgement not to get sprayed on the ground. It was blooming cold (Metar said 2 deg c an hour earlier in the evening), there was water everywhere on the ground and over the a/c and a low misty fog. It was clear that they were shortly expecting sub zero temps -The runways/taxiways were being treated and there were anti-ice trucks sat around with drivers in. When I asked the question to the CC she did get in contact the captain. She then politely reminded me that 'the captain knows what he is doing'. We then took off it appeared the PF was using the take off procedure in icing conditions - a steady and cautious application of power and leaving the tarmac much further down the runway at a greater speed than normal.
Anyway I am still alive so I guess he does know what he is doing. Certainly after reading up on all of the incidents involving the ATR in icing conditions I spent most of the flight staring at the wings ha!
But what are the conditions that would require and a/c to be anti-iced? and do you have to re-spray after each flight?
Last edited by bigjim99; 4th Jan 2013 at 12:56.
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BigJim,
Aer Arann is a very safe airline, and no crew would take off with Ice on the aircraft, It simply would not happen. The cabin crew know the correct procedure to be followed, and they know what to do if its not being followed by the flight crew.
The crew probably did use Icing procedures for departure, but you cant make a statement like;
I think the term de-icing fluid should give you a hint, you only use it if there is contamination frozen to the airplane. As it was 2 Degrees, and you said there was "Water" everywhere, its very likely that nothing was starting to freeze.
De-Icing fluid is upto 7quid a litre in places.
If the temperature is less than 5 degrees and there is visible moisture in the air below the acceleration altitude (MAN is 900ft), you must take special Icing procedures on takeoff.
This is purely a precaution, you may not actually pick up ice untill much higher than that. Thats probably why you were doing a much greater speed.
The two do not relate, De-Icing and an Icing Procedure takeoff, I don't want to confuse you, but theres another procedure to be followed if you have to use De-Icing fluid.
The fluid gets into all the areas of the controls and lets just say it doesn't lubricate them, most airlines will have both pilots "Pull" on rotation to aid the force.
There are no risks taken! It is a business at the end of the day. Can you imagine going back to your responsible person in your airline saying you spend 800euro on deicing fluid that wasn't required because a passenger said they weren't happy to go?
Aer Arann is a very safe airline, and no crew would take off with Ice on the aircraft, It simply would not happen. The cabin crew know the correct procedure to be followed, and they know what to do if its not being followed by the flight crew.
The crew probably did use Icing procedures for departure, but you cant make a statement like;
leaving the tarmac much further down the runway at a greater speed than normal
De-Icing fluid is upto 7quid a litre in places.
If the temperature is less than 5 degrees and there is visible moisture in the air below the acceleration altitude (MAN is 900ft), you must take special Icing procedures on takeoff.
This is purely a precaution, you may not actually pick up ice untill much higher than that. Thats probably why you were doing a much greater speed.
The two do not relate, De-Icing and an Icing Procedure takeoff, I don't want to confuse you, but theres another procedure to be followed if you have to use De-Icing fluid.
The fluid gets into all the areas of the controls and lets just say it doesn't lubricate them, most airlines will have both pilots "Pull" on rotation to aid the force.
There are no risks taken! It is a business at the end of the day. Can you imagine going back to your responsible person in your airline saying you spend 800euro on deicing fluid that wasn't required because a passenger said they weren't happy to go?
80RPilot,
No crew would take off with ice on the wings!?
For what it is worth I can think of one incident with RE where someone took off without being de-iced and momentarily lost control out of GWY about 8-9 years ago, as far as I am aware this pilot is still in the company.
No crew would take off with ice on the wings!?
For what it is worth I can think of one incident with RE where someone took off without being de-iced and momentarily lost control out of GWY about 8-9 years ago, as far as I am aware this pilot is still in the company.
Last edited by The Flying Cokeman; 5th Jan 2013 at 22:05.
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End of an era as O Ceidigh quits Aer Arann - Irish, Business - Independent.ie
Padraig O Ceidigh – the Galwayman synonymous with Aer Arann for nearly 20 years – has ended his association with the airline, resigning as a director and chairman of the group.
It marks the end of an era for Aer Arann and Mr O Ceidigh, who acquired a majority stake in the carrier in 1994 and became a beacon for entrepreneurs in Ireland and abroad.
Severing his links with Aer Arann comes just as UK transport group Stobart has secured complete control of the airline.
Stobart invested in the carrier just over two years ago as part of a deal to help Aer Arann exit examinership. Aer Arann got into severe financial difficulties that were exacerbated by the Icelandic volcanic eruption in 2010. Its creditors were owed close to €30m. The airline had lost €6m in 2008, the same amount in 2009, and had lost another €6m in the first eight months of 2010.
A rescue package included investment from Mr O Ceidigh, Stobart and Tim Kilroe Jnr, the son of former Aer Arann majority owner Tim Kilroe Snr.
But Stobart subsequently moved to take full ownership of the airline. Before Christmas, the Competition Authority cleared a planned transaction where Stobart would acquire sole control of Aer Arann.
Mr O Ceidigh was not contactable yesterday. However, it is understood that he ended his involvement with Aer Arann primarily for personal reasons. Aer Arann declined to comment yesterday, but is expected to make an announcement next week.
Control
That announcement is likely to confirm Stobart's complete control of Aer Arann and an update of its strategy for the carrier. Stobart owns London Southend Airport and is the UK's biggest logistic firm. Aer Arann operates flight between Southend and Dublin. It recently terminated services from Waterford.
Early this week, there was a boardroom coup at Stobart that was backed by major shareholders. The company is now lining up to sell some of its businesses, but Aer Arann could be seen as a good strategic fit for the group.
Last year, Aer Arann stopped using its own name on its small clutch of aircraft. That decision came just over two years after it inked an agreement with Aer Lingus to operate some Aer Arann flights under the 'Aer Lingus Regional' brand. All Aer Arann flights now fly under the 'Aer Lingus Regional' banner.
Aer Arann, whose interim chief executive is Sean Brogan, has also been eyeing up fresh investment in aircraft.
The most recent traffic figures from Aer Lingus show that Aer Lingus Regional carried 84,000 passengers in December – 34pc more than it did in December 2011. It carried a total of 1.01 million passengers last year, a third more than it did in 2011. That is close to 10pc of the total carried by Aer Lingus.
- John Mulligan
Padraig O Ceidigh – the Galwayman synonymous with Aer Arann for nearly 20 years – has ended his association with the airline, resigning as a director and chairman of the group.
It marks the end of an era for Aer Arann and Mr O Ceidigh, who acquired a majority stake in the carrier in 1994 and became a beacon for entrepreneurs in Ireland and abroad.
Severing his links with Aer Arann comes just as UK transport group Stobart has secured complete control of the airline.
Stobart invested in the carrier just over two years ago as part of a deal to help Aer Arann exit examinership. Aer Arann got into severe financial difficulties that were exacerbated by the Icelandic volcanic eruption in 2010. Its creditors were owed close to €30m. The airline had lost €6m in 2008, the same amount in 2009, and had lost another €6m in the first eight months of 2010.
A rescue package included investment from Mr O Ceidigh, Stobart and Tim Kilroe Jnr, the son of former Aer Arann majority owner Tim Kilroe Snr.
But Stobart subsequently moved to take full ownership of the airline. Before Christmas, the Competition Authority cleared a planned transaction where Stobart would acquire sole control of Aer Arann.
Mr O Ceidigh was not contactable yesterday. However, it is understood that he ended his involvement with Aer Arann primarily for personal reasons. Aer Arann declined to comment yesterday, but is expected to make an announcement next week.
Control
That announcement is likely to confirm Stobart's complete control of Aer Arann and an update of its strategy for the carrier. Stobart owns London Southend Airport and is the UK's biggest logistic firm. Aer Arann operates flight between Southend and Dublin. It recently terminated services from Waterford.
Early this week, there was a boardroom coup at Stobart that was backed by major shareholders. The company is now lining up to sell some of its businesses, but Aer Arann could be seen as a good strategic fit for the group.
Last year, Aer Arann stopped using its own name on its small clutch of aircraft. That decision came just over two years after it inked an agreement with Aer Lingus to operate some Aer Arann flights under the 'Aer Lingus Regional' brand. All Aer Arann flights now fly under the 'Aer Lingus Regional' banner.
Aer Arann, whose interim chief executive is Sean Brogan, has also been eyeing up fresh investment in aircraft.
The most recent traffic figures from Aer Lingus show that Aer Lingus Regional carried 84,000 passengers in December – 34pc more than it did in December 2011. It carried a total of 1.01 million passengers last year, a third more than it did in 2011. That is close to 10pc of the total carried by Aer Lingus.
- John Mulligan