IE 222 wrote: » Kcormahs wrote: » With earlier departures to the States, most of the connections from Europe and UK won’t be able to book those flights as they all land after 11am+ mostly (possibly apart from LHR (ei149/151) and maybe early inbounds MAN/BHX) Early morning departures worked before, they can also get an aircraft back to Dub on the same day and even get it out again on a late night departure from DUB if it left early enough. They will also be using smaller aircraft meaning less seats to fill. The earlier departures can be used by Irish passengers or US travellers returning home offering more seats for connections later in the day and been able to keep the current early T/A departures on the ground till after the first wave of short haul departures return in the late morning.
Kcormahs wrote: » With earlier departures to the States, most of the connections from Europe and UK won’t be able to book those flights as they all land after 11am+ mostly (possibly apart from LHR (ei149/151) and maybe early inbounds MAN/BHX)
AerGuy wrote: » Does anyone think Aer Lingus will order the A220-300 now that it has been officially announced? I know IAG we’re considering it as an option for them a few years back as the CS300 before the aircraft entered service with Swiss but I don’t know if that consideration still stands now. Could Airbus offer Aer Lingus a deal for xx amount of aircraft as they are already an Airbus operator or do aircraft manufacturers, like Airbus, make deals like that? jetBlue have already signed a MoU for 60 aircraft just hours after it’s new name was announced! So there’s still enough time for Aer Lingus to put something forward before Farnborough 2018. Could this be a possible Farnborough order for Aer Lingus? Thoughts?
Van.Bosch wrote: » Would the A220-100 not make more sense? The 300 seems to close to the A319?
sandbelter wrote: » More likely to occur via franchisee than EI directly. With the Stobart's boardroom degenerating into a circus and Air Nostum putting their hand up for the next EI franchise agreement anything is possible. But I understand the A319's were disposed of b/c their economics weren't very compelling vis-a-vis the A320, so ultimately it will come down to whether the seat per mile cost is competitive. But if we see the A220/C series being used transatlantic then probably yes, but I wouldn't expect movement before 2022 when the franchise agreement is slated to expire.
AerGuy wrote: » Would a franchisee really buy the A220? I wouldn’t think the likes of Stobart Air or Air Nostrum would operate such a high capacity aircraft apart from Stobart’s Embraers which is already used in conjunction with Flybe’s operations. I would think at this point Stobart have settled down with their ATRs and are used to their operations both domestic and internationally! As for Air Nostrum...only time will tell if anything comes to light of this new potential franchise agreement! I was thinking of Aer Lingus operating the A220 themselves on European routes rather than transatlantic. Aside from the aircraft that fly to air shows in Europe direct from Canada, could the A220 operate commercial transatlantic flights? If so, would it be profitable?
marno21 wrote: » A221 (CS100) has a range of 3,100nm and A223 (CS300) has a range of 3,300nm. Doesn't say on Wikipedia what the payload limitations are. For reference, DUB-BOS is 2,600nm.
AerGuy wrote: » sandbelter wrote: » More likely to occur via franchisee than EI directly. With the Stobart's boardroom degenerating into a circus and Air Nostum putting their hand up for the next EI franchise agreement anything is possible. But I understand the A319's were disposed of b/c their economics weren't very compelling vis-a-vis the A320, so ultimately it will come down to whether the seat per mile cost is competitive. But if we see the A220/C series being used transatlantic then probably yes, but I wouldn't expect movement before 2022 when the franchise agreement is slated to expire. Would a franchisee really buy the A220? I wouldn’t think the likes of Stobart Air or Air Nostrum would operate such a high capacity aircraft apart from Stobart’s Embraers which is already used in conjunction with Flybe’s operations. I would think at this point Stobart have settled down with their ATRs and are used to their operations both domestic and internationally! As for Air Nostrum...only time will tell if anything comes to light of this new potential franchise agreement! I was thinking of Aer Lingus operating the A220 themselves on European routes rather than transatlantic. Aside from the aircraft that fly to air shows in Europe direct from Canada, could the A220 operate commercial transatlantic flights? If so, would it be profitable?
sandbelter wrote: » ASL operate B757's on behalf of EI which are bigger than A220 , as for A220 given its a 10 year agreement quite possible. I believe the A220 is not containerized, maybe someone else can shed some light if that's an issue for EI.
adam88 wrote: » I fly to Birmingham very often. There’s no real cost difference between Ryanair and aer lingus whem I book and I always fly Aer lingus, every day I think it’s 50/50 between the 320 and the atr’s. I always choose the 320 flights as they’re quicker. There’s just something about those atr’s
sherology wrote: » Using the a220 instead of atr's would help EI connections IMHO. Turboprop aircraft can be seen as a bit scary for some passengers which could deter connection traffic, plus baggage allowances and sizes can be standardized across the fleet, and not be smaller for atr and larger for tranat. Were it me, I'd replace the atr operation over the next 5-yrs and go all jet, with a cs100 or 300, or a mix, and use these small and efficient aircraft to enhance and expand their near-euro market, explore new thinner routes, fly in bad weather, and fly faster, more rotations etc. F
goingnowhere wrote: » 747 is dead basically, the -800 isn't selling at all. A330 is a twin engine aircraft vastly cheaper to operate and EI doesn't need the range or capacity from the 747, and you can get a fully laden A330-200 off Dublin and in fact you can get off the short runway to most destinations The real question is why did EI go with A330 and not 777... both appeared around the safe time. Bernie Cahill EI CEO at the time pulled a serious behind the scenes move and EI got a steal of a deal on EI-DUB and EI-SNN from Airbus at that time the A330 was really a domestic European aircraft EI did the legwork for the certification to get ETOPS so it could fly the North Atlantic without concern for diversion times. The cost savings from going from 747 to 330 was immense and immediate, no more flight engineer and 2 fewer engines, less than half the fuel needed
goingnowhere wrote: » Bernie Cahill EI CEO at the time pulled a serious behind the scenes move and EI got a steal of a deal on EI-DUB and EI-SNN from Airbus at that time the A330 was really a domestic European aircraft EI did the legwork for the certification to get ETOPS so it could fly the North Atlantic without concern for diversion times. The cost savings from going from 747 to 330 was immense and immediate, no more flight engineer and 2 fewer engines, less than half the fuel needed
goingnowhere wrote: » Air Inter went on a shopping spree and ordered way more than it could ever need. Airbus then had a lot of hulls with no home so the price was good EI-SNN/DUB/CRK all appeared very quickly as a result.
Karl8415 wrote: » so has anyone any idea of these routes
Deleted User wrote: » 4 more 330’s according to rumours floating around
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