Aer Lingus Fleet/Routes Discussion

Locker10a

Irish Steve wrote: »

There are also some advantages in being able to pre clear immigration in Dublin, especially in the larger airports where the queues to clear can be lengthy.

It can take over an hour sometimes in some US airports after you land

adam88

Irish Steve wrote: »

There are also some advantages in being able to pre clear immigration in Dublin, especially in the larger airports where the queues to clear can be lengthy.

Surely the queues aren’t more than 4 hours

JCX BXC

adam88 wrote: »

I know euro city’s are big business for ei TA operations but I just can’t understand why someone would transit through Dublin especially if departing from lhr. Surely the fairs can’t be that cheaper, and the time saved with pre-clearance is cancelled out by the length of time wasted with flying to Dublin and he transit etc.

Isn't there a vast difference between the ADP between a long haul and short haul flight in the UK? That itself would make the journey much cheaper, especially in business.

adam88

Locker10a wrote: »

It can take over an hour sometimes in some US airports after you land

Yes but compare that with the flight time to dub, getting off tbf aircraft, boarding the new aircraft, clearing preclearance and taxing

Irish Steve

For many places that don't have direct flights to the USA, the advantage of Dublin is that it's a lot more attractive to fly an hour in the direction of the USA, then clear immigration etc, and continue, rather than fly an hour in the wrong direction and still have to clear immigration on arrival in the USA, having had a longer flight to get there than is the case from Dublin.

Locker10a

adam88 wrote: »

Locker10a wrote: »

It can take over an hour sometimes in some US airports after you land

Yes but compare that with the flight time to dub, getting off tbf aircraft, boarding the new aircraft, clearing preclearance and taxing

But if you have to do all that anyway somewhere like LHR or AMS because you live in a U.K. regional city then Dublin is more attractive

Tenger

I think cheaper fares are the main driver for the high transfer numbers. EI keep banging on about their 'value carrier' status.
Pre clearance is an included bonus.

L1011

JCX BXC wrote: »

Isn't there a vast difference between the ADP between a long haul and short haul flight in the UK? That itself would make the journey much cheaper, especially in business.

Only on separate tickets. It's charged end to end

AerGuy

Hi guys! First post here on boards.ie!
I have a few questions about Aer Lingus’ fleet that I wanted fellow aviation enthusiasts’ opinions on! I know some topics have been discussed here but I feel that some circumstances may now have changed their outcome.
1) Does anyone else think a new livery will appear with the arrival of the A321LRs? At the time of their delivery (Q2 2019), Aer Lingus will be releasing a new cabin crew uniform. Would these changes possibly be announced at the same time? Seems likely given the fact that there would be NEW aircraft and NEW uniforms!
2) On the note of NEOs, what happened to Aer Lingus looking at the A320neo or 737 MAX for short haul fleet replacement? Obviously, Aer Lingus would go for the A320neo (due to mainteance costs and operating licences) but nothing came to light of it! Recently, Airbus announced that IAG had firmed 15/20 A320neo options that were said to be operated by all IAG members but, as of yet, Aer Lingus haven’t announced anything of A320neos.
3) Also on the note of NEOs, does anyone think that the A350 order will be converted to an A330neo order? The CEO himself said that Aer Lingus currently isn’t looking at the A350 and that the A330 is perfect for the airline. Possible A330neo order?
4) And finally, in relation of the A330s, I’ve noticed a possible miscalculation in IAG’s statistics of Aer Lingus. In a bar chart on a pdf from IAG (I don’t know how to post links here, sorry!), it stated that Aer Lingus’ transatlantic fleet would consist of 4 A330-200s, however, with the addition of EI-GEY, this brings the A330-200 fleet to a total of 5 aircraft. Is an A330-200 being replaced?
This are all the questions I can think of (for now!). I appreciate everyone’s feedback and opinions on these topics!
Thank you!

Jamie2k9

Welcome!

1) Does anyone else think a new livery will appear with the arrival of the A321LRs? At the time of their delivery (Q2 2019), Aer Lingus will be releasing a new cabin crew uniform. Would these changes possibly be announced at the same time? Seems likely given the fact that there would be NEW aircraft and NEW uniforms!

Unlikely

2) On the note of NEOs, what happened to Aer Lingus looking at the A320neo or 737 MAX for short haul fleet replacement? Obviously, Aer Lingus would go for the A320neo (due to mainteance costs and operating licences) but nothing came to light of it! Recently, Airbus announced that IAG had firmed 15/20 A320neo options that were said to be operated by all IAG members but, as of yet, Aer Lingus haven’t announced anything of A320neos.

No concrete short haul plans have been announced. I guess short haul growth/renewal may depend on level of A321LR usage in Europe and leases on existing A320. They own around half the fleet and given the age most will probally see 6-8 years at least.

3) Also on the note of NEOs, does anyone think that the A350 order will be converted to an A330neo order? The CEO himself said that Aer Lingus currently isn’t looking at the A350 and that the A330 is perfect for the airline. Possible A330neo order?

A350 order is going to IB but still not officially confirmed by IAG as cancelled. They will probally continue with current A330 because of the price they can get them at as a new build.

4) And finally, in relation of the A330s, I’ve noticed a possible miscalculation in IAG’s statistics of Aer Lingus. In a bar chart on a pdf from IAG (I don’t know how to post links here, sorry!), it stated that Aer Lingus’ transatlantic fleet would consist of 4 A330-200s, however, with the addition of EI-GEY, this brings the A330-200 fleet to a total of 5 aircraft. Is an A330-200 being replaced?

There is due to be 6 A332 (1 spare short lease), 8 A333 in the fleet this summer. Not sure how far back you saw the IAG results. I believe the most recent had 12 long haul A330.

Phen2206

AerGuy wrote: »

Is an A330-200 being replaced?

Indeed no, they are adding capacity over and above what you would have seen on the IAG presentation which is out of date by now. Management saw short-notice A330 availability and took advantage of it. However a big problem now in terms of expansion is crewing the aircraft as opposed to actually acquiring aircraft. Now that summer 2018 has taken shape it will be interesting to see what 2019 will bring!

Captain_Crash

Phen2206 wrote: »

Indeed no, they are adding capacity over and above what you would have seen on the IAG presentation which is out of date by now. Management saw short-notice A330 availability and took advantage of it. However a big problem now in terms of expansion is crewing the aircraft as opposed to actually acquiring aircraft. Now that summer 2018 has taken shape it will be interesting to see what 2019 will bring!

The IAA have said they cant operate the most recent arrival from QR (or the next one coming, cant remember which) until they hire more engineers as they have reached the limit of the number of people for the aircraft they have!

Bussywussy

Captain_Crash wrote: »

Phen2206 wrote: »

Indeed no, they are adding capacity over and above what you would have seen on the IAG presentation which is out of date by now. Management saw short-notice A330 availability and took advantage of it. However a big problem now in terms of expansion is crewing the aircraft as opposed to actually acquiring aircraft. Now that summer 2018 has taken shape it will be interesting to see what 2019 will bring!

The IAA have said they cant operate the most recent arrival from QR (or the next one coming, cant remember which) until they hire more engineers as they have reached the limit of the number of people for the aircraft they have!

Ha delighted if true, They don't have enough to operate the current schedule, as if they weren't warned.

trellheim

Are airlines required to report staffing of type-certified engineer numbers to the IAA

Captain_Crash

trellheim wrote: »

Are airlines required to report staffing of type-certified engineer numbers to the IAA

Evidently so

kona

trellheim wrote: »

Are airlines required to report staffing of type-certified engineer numbers to the IAA

To operate a 145 organisation you need to set out facilities and manpower and scope of work to the relevent authority. any significant changes have to be reported to the authority which can result in changes to their scope of work, such as not being allowed work of certain types or carry out specific work as laid out in the mpd.

MICKEYG

Bussywussy wrote: »

Ha delighted if true, They don't have enough to operate the current schedule, as if they weren't warned.

Delighted that planes wont fly, disrupting passengers, or that the airline, and by extension its employees, suffer?

Locker10a

MICKEYG wrote: »

Bussywussy wrote: »

Ha delighted if true, They don't have enough to operate the current schedule, as if they weren't warned.

Delighted that planes wont fly, disrupting passengers, or that the airline, and by extension its employees, suffer?

They’ve brought it on themselves, anyone who suffers will do so because of the management who were too busy counting the cents

Tenger

Captain_Crash wrote: »

The IAA have said they cant operate the most recent arrival from QR (or the next one coming, cant remember which) until they hire more engineers as they have reached the limit of the number of people for the aircraft they have!

Interesting. If true (and I dont mean to disparage your info) this would show that the very healthy expansion by EI is not being backed up by similar growth in personnel behind the scenes. And indeed statements by EI Execs over the last 18 months contiually focus on their lean operation.
Perhaps they have reached the limit of their goal of "do more with less"

Can I assume that you cant just build up your engineering dept in a matter of weeks? Assuming that the ex-QR A332 is due to operate within 3 weeks?

Locker10a

Tenger wrote: »

Captain_Crash wrote: »

The IAA have said they cant operate the most recent arrival from QR (or the next one coming, cant remember which) until they hire more engineers as they have reached the limit of the number of people for the aircraft they have!

Interesting. If true (and I dont mean to disparage your info) this would show that the very healthy expansion by EI is not being backed up by similar growth in personnel behind the scenes. And indeed statements by EI Execs over the last 18 months contiually focus on their lean operation.
Perhaps they have reached the limit of their goal of "do more with less"

Can I assume that you cant just build up your engineering dept in a matter of weeks? Assuming that the ex-QR A332 is due to operate within 3 weeks?

Much like Ryanair and their pilot shortage, airlines need to learn that their staff are actually needed, valuable and necessary to make money and expand and stop looking at personnel as just another cost that needs cutting.

LXFlyer

They probably do but it doesn’t read well to see employees bad mouthing their employer in public fora online - those things are best dealt with internally.

kona

Tenger wrote: »

Can I assume that you cant just build up your engineering dept in a matter of weeks? Assuming that the ex-QR A332 is due to operate within 3 weeks?

The absoloute fastest is 6 - 7 years to go from 1st year apprentice to type approved engineer who can issue a crs.

That leaves getting lads in who hold such approvals, which means opening the wallet. The money is the problem, Aer lingus has created a absoloute mess for itself.

Captain_Crash

kona wrote: »

The absoloute fastest is 6 - 7 years to go from 1st year apprentice to type approved engineer who can issue a crs.

That leaves getting lads in who hold such approvals, which means opening the wallet. The money is the problem, Aer lingus has created a absoloute mess for itself.

They are recruiting as we speak and have very much opened the wallet. I'm sure they have apprentices coming in also but from what I've been told, in order to get big experience in little time, they've been forced to get the cheque book out.

Disclaimer: I don't work for EI, or even work in the airport... this is just info I've been told from several friends who work in the industry. I also hear a lot of things that turn out to be "airport whispers" so only mention things here that I've been told by more than one person. That doesn't mean its true... it just means I trust it more than some of the other stuff I've been told.

kona

Captain_Crash wrote: »

They are recruiting as we speak and have very much opened the wallet. I'm sure they have apprentices coming in also but from what I've been told, in order to get big experience in little time, they've been forced to get the cheque book out.

Well then maybe they have the situation in hand?

Bussywussy

kona wrote: »

Tenger wrote: »

Can I assume that you cant just build up your engineering dept in a matter of weeks? Assuming that the ex-QR A332 is due to operate within 3 weeks?

The absoloute fastest is 6 - 7 years to go from 1st year apprentice to type approved engineer who can issue a crs.

That leaves getting lads in who hold such approvals, which means opening the wallet. The money is the problem, Aer lingus has created a absoloute mess for itself.

Is that providing your own type course???

Bussywussy

Captain_Crash wrote: »

kona wrote: »

The absoloute fastest is 6 - 7 years to go from 1st year apprentice to type approved engineer who can issue a crs.

That leaves getting lads in who hold such approvals, which means opening the wallet. The money is the problem, Aer lingus has created a absoloute mess for itself.

They are recruiting as we speak and have very much opened the wallet. I'm sure they have apprentices coming in also but from what I've been told, in order to get big experience in little time, they've been forced to get the cheque book out.

Disclaimer: I don't work for EI, or even work in the airport... this is just info I've been told from several friends who work in the industry. I also hear a lot of things that turn out to be "airport whispers" so only mention things here that I've been told by more than one person. That doesn't mean its true... it just means I trust it more than some of the other stuff I've been told.

They've been forced to recruit but I'd say it's the pay is the reason people are leaving...so I doubt they've opened a checque book otherwise people would flock for proper rates of pay,whether it be contractors abroad looking to move home or poorer paid mro's but i hear they're not able to attract type approved engineers because of money

Captain_Crash

Bussywussy wrote: »

They've been forced to recruit but I'd say it's the pay is the reason people are leaving...so I doubt they've opened a checque book otherwise people would flock for proper rates of pay,whether it be contractors abroad looking to move home or poorer paid mro's but i hear they're not able to attract type approved engineers because of money

One person I know has only recently left a big carrier to go back to EI and said it was because they couldn't turn the money down. I wasn't told numbers other than it was substantially higher than what they were on before

kona

Captain_Crash wrote: »

One person I know has only recently left a big carrier to go back to EI and said it was because they couldn't turn the money down. I wasn't told numbers other than it was substantially higher than what they were on before

If your a unapproved mechanic or engineer thats probably true.

If your responsible for signing a crs on a aircraft i highly doubt it.

Captain_Crash

kona wrote: »

If your a unapproved mechanic or engineer thats probably true.

If your responsible for signing a crs on a aircraft i highly doubt it.

The one person I spoke to is licensed on the A330 and has been in the airport for over 40 years, most of it with EI before leaving a few years back. They mentioned their shock at getting the job considering their age and retirement being a couple of years away.

Maybe the money offered was so good because its an experienced and licensed mech that's needed now and they got it on a short term deal

Bussywussy

Captain_Crash wrote: »

kona wrote: »

If your a unapproved mechanic or engineer thats probably true.

If your responsible for signing a crs on a aircraft i highly doubt it.

The one person I spoke to is licensed on the A330 and has been in the airport for over 40 years, most of it with EI before leaving a few years back. They mentioned their shock at getting the job considering their age and retirement being a couple of years away.

Maybe the money offered was so good because its an experienced and licensed mech that's needed now and they got it on a short term deal

Unless it's from an mro with maybe a slight increase,person is not from an airline if it's a licensed engineer current on A330 getting better pay, absolutely not a hope...as Kona said unapproved maybe but not licensed.