Jet2-6
I believe they got dispensation and were treated as an exception but ISTBC. There would have been one helluva cost into putting whole UK fleet onto the new UK AOC, that being said, easyJet had to do exactly that to non UK bases which went to a new Austrian AOC. The UK chose to allow Ryanair to remain based in the UK with an EU AOC, the EU did not reciprocate, (why would they?)
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Quite agree. NEO’s are one of the - if not the - lowest cost aircraft you can operate on a per seat basis and certainly far more efficient than the 738’s they replace.
The MAX may have a slight upper hand on the per seat cost when compared to the NEO but still better than the existing Jet2 fleet.
The MAX may have a slight upper hand on the per seat cost when compared to the NEO but still better than the existing Jet2 fleet.
Quite agree. NEO’s are one of the - if not the - lowest cost aircraft you can operate on a per seat basis and certainly far more efficient than the 738’s they replace.
The MAX may have a slight upper hand on the per seat cost when compared to the NEO but still better than the existing Jet2 fleet.
The MAX may have a slight upper hand on the per seat cost when compared to the NEO but still better than the existing Jet2 fleet.
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I don't think Jet2 have had any flight bases in Spain since before lockdown (when I think it was confined to Alicante). All their Spanish flights are straight in there and back out again.
I think they had one posted in the Canaries too to cope with any aircraft going sick out there. Can't remember if it was Tenerife or Gran Canaria
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And there’s certainly no way these expensive aircraft can spend half the winter parked up like the current fleet. Good luck filling 70 232-seat aircraft on a Wednesday in January.
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Don't TUI UK have a winter seasonal base in Tenerife? I imagine Jet2 would do something similar again. I know they had bases in Alicante and Palma, both with 2 aircraft each if I remember rightly. Don't remember Jet2 ever having bases in the Canaries but might be wrong.
The other benefit of doing it besides resilience for tech aircraft down route is that it allows them to fly off peak into the UK. As airports like MAN and STN, and probably most of their UK bases in fact, are full overnight they can only grow by upgauging to the 321 neos or by basing aircraft overseas and flying them into the UK.
The other benefit of doing it besides resilience for tech aircraft down route is that it allows them to fly off peak into the UK. As airports like MAN and STN, and probably most of their UK bases in fact, are full overnight they can only grow by upgauging to the 321 neos or by basing aircraft overseas and flying them into the UK.
to start the 737 to compete capacity wise with the 321 is the Max-10, which you can’t actually get.
then add in the 28Kn engines of the 737 compared to the 35Kn engines of the 321, and you have a much more useable aircraft performance wise.
then think about where the 737 is going after the MAX, and the damage that another Max accident could do to the 737, and all the issues Boeing has. And it ends up being a bit no brainer.
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OK Skipness, fair enough, but this is what you did say (I'll have one more try at explaining this, then bow out!)
'There would have been one helluva cost into putting whole UK fleet onto the new UK AOC, that being said, easyJet had to do exactly that to non UK bases which went to a new Austrian AOC. The UK chose to allow Ryanair to remain based in the UK with an EU AOC, the EU did not reciprocate, (why would they?)'
That suggests you thought there was a requirement for Ryanair to place all of their 'UK-based' aircraft on a UK AOC to operate between the UK and EU, which is obviously not the case. easyJet had to set up the Austrian AOC to operate EU-EU flights, in the same way that Ryanair UK was created to fly the UK domestics and flights to non-EU points. You've recognised this, but still seem to think there is some inconsistency between an EU operator no longer being allowed to fly UK domestic routes and a UK AOC holder no longer being allowed to fly internal EU routes. There is nothing to stop easyJet basing G- reg aircraft at EU airports and flying from those bases exclusively to the UK (in the same way that Ryanair bases aircraft in the UK to fly exclusively to the EU), but from a EZY Group perspective, it is far simpler for them to use the Austrian AOC for that. What some people seem to think of as 'unfair' is simply the result of the EU (27 States) being a far bigger single 'domestic' market than the UK. The rules are applied in a non-discriminatory way to operators from both sides.
And I'll repeat, the whole concept of 'bases' is irrelevant as far as the Air Services Agreement between the UK and EU is concerned. It matters not where an aircraft sits overnight, only which routes it operates.
'There would have been one helluva cost into putting whole UK fleet onto the new UK AOC, that being said, easyJet had to do exactly that to non UK bases which went to a new Austrian AOC. The UK chose to allow Ryanair to remain based in the UK with an EU AOC, the EU did not reciprocate, (why would they?)'
That suggests you thought there was a requirement for Ryanair to place all of their 'UK-based' aircraft on a UK AOC to operate between the UK and EU, which is obviously not the case. easyJet had to set up the Austrian AOC to operate EU-EU flights, in the same way that Ryanair UK was created to fly the UK domestics and flights to non-EU points. You've recognised this, but still seem to think there is some inconsistency between an EU operator no longer being allowed to fly UK domestic routes and a UK AOC holder no longer being allowed to fly internal EU routes. There is nothing to stop easyJet basing G- reg aircraft at EU airports and flying from those bases exclusively to the UK (in the same way that Ryanair bases aircraft in the UK to fly exclusively to the EU), but from a EZY Group perspective, it is far simpler for them to use the Austrian AOC for that. What some people seem to think of as 'unfair' is simply the result of the EU (27 States) being a far bigger single 'domestic' market than the UK. The rules are applied in a non-discriminatory way to operators from both sides.
And I'll repeat, the whole concept of 'bases' is irrelevant as far as the Air Services Agreement between the UK and EU is concerned. It matters not where an aircraft sits overnight, only which routes it operates.
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In resort check in
TBH I am suprised in resort check in made a comeback after covid,it seemed a good opportunity to get rid of it then.
We have used it a couple of times but didnt really see any great benefit from it especially at the airport where because jet2 usually have plenty of desks and staff,cases are not really an issue.
Each time we have been away since covid there seem to be less and less people using the service,last December in Lanzarote we chatted to the Jet2 staff at the hotel manning the drop off point and they admitted that some days there were no takers for the service,the cost of the resort staff, lorrys and drivers and no doubt insurance of bags etc that they were not charging the customers for makes you wonder it lasted as long as it did!
Maybe someone has looked at the accounts and asked where is the income to cover this service?
It was never a make or break for us in choosing who to fly with.
We have used it a couple of times but didnt really see any great benefit from it especially at the airport where because jet2 usually have plenty of desks and staff,cases are not really an issue.
Each time we have been away since covid there seem to be less and less people using the service,last December in Lanzarote we chatted to the Jet2 staff at the hotel manning the drop off point and they admitted that some days there were no takers for the service,the cost of the resort staff, lorrys and drivers and no doubt insurance of bags etc that they were not charging the customers for makes you wonder it lasted as long as it did!
Maybe someone has looked at the accounts and asked where is the income to cover this service?
It was never a make or break for us in choosing who to fly with.
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Not to mention the cost of the aircraft itself. It’ll be a long time before the fuel savings of a NEO offset the increase in lease/loan costs compared to an owned and paid off aircraft.
And there’s certainly no way these expensive aircraft can spend half the winter parked up like the current fleet. Good luck filling 70 232-seat aircraft on a Wednesday in January.
And there’s certainly no way these expensive aircraft can spend half the winter parked up like the current fleet. Good luck filling 70 232-seat aircraft on a Wednesday in January.
When you own an aircraft you don’t lose anything by parking it, aircraft life is definitely by pressurised cycles not months and years, less cycles = longer in the fleet making money.
Parts and maintenance for a brand new aircraft type will cost more in the short term yes, as they will have to be bought new and not salvaged from retired frames, or refurbished and moved around the fleet. However in 10 years time when usable 737NG parts will be on the decrease and there we be an absolute mountain of Neo spares available this will be the other way around. Not to mention J2 will have a young fleet requiring less maintenance anyway.
And that’s without even mentioning the performance and capacity advantages.
It really is clutching at straws trying to criticise a business for future proofing itself.
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And that’s just looking at the maintenance side of things. You also need to look at improved economy, flexibility and growth that comes with upgrading.
When you make financial decisions you’ve got to look further ahead than the end of your own nose.
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Not to mention the cost of the aircraft itself. It’ll be a long time before the fuel savings of a NEO offset the increase in lease/loan costs compared to an owned and paid off aircraft.
And there’s certainly no way these expensive aircraft can spend half the winter parked up like the current fleet. Good luck filling 70 232-seat aircraft on a Wednesday in January.
And there’s certainly no way these expensive aircraft can spend half the winter parked up like the current fleet. Good luck filling 70 232-seat aircraft on a Wednesday in January.
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I don’t care. I’m merely stating that they will need to fly more often than the current Jet2 fleet does for the fuel savings to come anywhere near offsetting the lease/purchase costs of expensive new aircraft.
Only SUNB of the current fleet is owned, the rest are leased.
Only SUNB of the current fleet is owned, the rest are leased.