Loganair-3
Join Date: Nov 2000
Location: London, UK
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Auto text error. Whatever. Getting spares turned around for them is way harder and more expensive. That is from ome of the authorised suppliers of Embraer spares. Brexit is not just a small part of that. Only decent thing from it is that it has seen my wages shoot through the roof. Lack of CAA LAEs.
Join Date: Dec 2011
Location: South
Age: 44
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Doesn’t help that one of the ERJs has been parked in Lithuania since December. Do renovation works really take that long?
3 newish ATRs have also been due for many months but looks like all operators of this type are waiting ages for works/new additions. Odd seeing as it’s an aircraft built in France.
3 newish ATRs have also been due for many months but looks like all operators of this type are waiting ages for works/new additions. Odd seeing as it’s an aircraft built in France.
Scottish carrier Loganair is irritated that the UK’s withdrawal from the European Union Aviation Safety Agency is exacerbating problems with the post-pandemic supply chain.
The airline states that constraints on parts availability have resulted in lead times for routine spares increasing from a “matter of hours to several days”, with a knock-on effect on the time needed to return aircraft to service.Loganair says industry forecasts predict a lessening of the issue over the course of this year.
But the airline points out that it faces “unwelcome delays” in spares import, as well as recertification of parts, owing to the UK’s non-membership of EASA.
“All of this has a direct impact on service delivery for our customers, which we have only been able to partly mitigate through increased aircraft standby coverage and efforts – backed by significant capital expenditure – to increase our in-house holding of aircraft spares,” it says in its latest full-year financial disclosure.
The airline says its on-time performance has improved since its last financial year, spanning 2022-23, but the supply-chain issues are keeping it “below our targeted levels”.
The airline states that constraints on parts availability have resulted in lead times for routine spares increasing from a “matter of hours to several days”, with a knock-on effect on the time needed to return aircraft to service.Loganair says industry forecasts predict a lessening of the issue over the course of this year.
But the airline points out that it faces “unwelcome delays” in spares import, as well as recertification of parts, owing to the UK’s non-membership of EASA.
“All of this has a direct impact on service delivery for our customers, which we have only been able to partly mitigate through increased aircraft standby coverage and efforts – backed by significant capital expenditure – to increase our in-house holding of aircraft spares,” it says in its latest full-year financial disclosure.
The airline says its on-time performance has improved since its last financial year, spanning 2022-23, but the supply-chain issues are keeping it “below our targeted levels”.
Join Date: Jul 2003
Location: North East
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sorry don't quite buy this excuse. Just to quantify I work in customs and audit companies including aviation companies.
Part 21 is mutually recognised as is Part 145.
There are specific commodity codes for civil aviation parts and customs will accept at import EASA certification as per the EU UK Trade and Cooperation Agreement.
Companies (not just airlines) can get end use authorisations or even IPR/OPR authorisations to help with import processes.
We still follow in some areas the EU legislation.
So I just don't buy this... it sounds like an easy excuse for poor managment of their supply chains and maintenance schedules!
Part 21 is mutually recognised as is Part 145.
There are specific commodity codes for civil aviation parts and customs will accept at import EASA certification as per the EU UK Trade and Cooperation Agreement.
Companies (not just airlines) can get end use authorisations or even IPR/OPR authorisations to help with import processes.
We still follow in some areas the EU legislation.
So I just don't buy this... it sounds like an easy excuse for poor managment of their supply chains and maintenance schedules!
sorry don't quite buy this excuse. Just to quantify I work in customs and audit companies including aviation companies.
Part 21 is mutually recognised as is Part 145.
There are specific commodity codes for civil aviation parts and customs will accept at import EASA certification as per the EU UK Trade and Cooperation Agreement.
Companies (not just airlines) can get end use authorisations or even IPR/OPR authorisations to help with import processes.
We still follow in some areas the EU legislation.
So I just don't buy this... it sounds like an easy excuse for poor managment of their supply chains and maintenance schedules!
Part 21 is mutually recognised as is Part 145.
There are specific commodity codes for civil aviation parts and customs will accept at import EASA certification as per the EU UK Trade and Cooperation Agreement.
Companies (not just airlines) can get end use authorisations or even IPR/OPR authorisations to help with import processes.
We still follow in some areas the EU legislation.
So I just don't buy this... it sounds like an easy excuse for poor managment of their supply chains and maintenance schedules!
All UK airlines have crew/engineer issues. Not enough of us with UK licences. The pilots that jumped to Ruinair got another licence from a certain NRA. Up to them whom they recognise.
Join Date: Sep 2005
Location: earth
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I was considering changing a reservation. I input the details and the website quoted me the change. Decided not to go ahead. Now the reservation has actually been changed and shows it's pending a payment. What a rubbish website when you evidently can't cancel the change and it makes the change before payment has been made. Now need to contact the call centr
Join Date: Dec 2010
Location: UK
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We should all be wary to comment/criticise airline commercial strategies, but I worry for Loganair on their non--PSO routes.
Looking at fares between now and the end of May for Southampton, Exeter and Newquay departures, they are eye - wateringly high. Fares from Newquay to Manchester can reach over £450, return, whereas those from Exeter (with Bristol, an hour up the road) to Scotland are uniformly over £300. The same applies to Southampton. Virtually no seats below £100 one-way during this period, so family travel is completely excluded. There is no evidence of lower fare classes to build decent load factors but what do I know? I hope the new pricing strategy works but it looks like Loganair are retreating into a niche carrier catering for non-discretionary travel.
Looking at fares between now and the end of May for Southampton, Exeter and Newquay departures, they are eye - wateringly high. Fares from Newquay to Manchester can reach over £450, return, whereas those from Exeter (with Bristol, an hour up the road) to Scotland are uniformly over £300. The same applies to Southampton. Virtually no seats below £100 one-way during this period, so family travel is completely excluded. There is no evidence of lower fare classes to build decent load factors but what do I know? I hope the new pricing strategy works but it looks like Loganair are retreating into a niche carrier catering for non-discretionary travel.
Join Date: Oct 2019
Location: England
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