Aer Lingus Fleet/Routes Discussion

sailing wrote: »

I suspect all of the airlines will soon be doing circuits for currency.

Not all. A friend of mine works for a large European carrier, they've put the entire fleet into storage and are letting crew recency checks, SIM checks, medicals, IDs etc lapse when they fall due. They have banned all training and purchasing of parts (they're going to rob some aircraft to keep the others serviceable in storage.
He reckons that once this crisis has passed they'll only return the fleet will be less than half the size they were before this thing started so won't need the numbers they now have.

billy few mates wrote: »

.He reckons that once this crisis has passed they'll only return the fleet will be less than half the size they were before this thing started so won't need the numbers they now have.

That's an absolute given in my opinion. Trunk routes to hubs and capitals and interlining will become the new normal for the foreseeable future with a slow build-out to pre-crisis fleets and routes taking a [long] 'time'. I also see IAG 'encouraging' it's airlines to synchronise their schedules to facilitate interlining within the group to keep cash 'inside' the overall grouping. EI interline more outside the group than inside. If that does occur, and BA is also a smaller airline, perhaps a move to T5 at LHR may be on the cards, using BAs lounges etc. This would facilitate faster/easier connections, and reduce EI expenditure at LHR.

If you pine for the 80's... You're in for a nostalgic trip when things thaw out and start to move again.

Bucket and spade routes likely to rebound, TATL back to an extent, hopefully EI will have the Atlantic to itself for a period as US airlines focus on rebuilding larger eurohubs etc.

Let FR have the lean euro-routes (and for the love of God get the interlining with them done - plenty of time to iron out the business kinks now so they're ready in autumn-ish) and let EI focus on rebuilding DUB as their transfer hub to cities they can make some coin in.

Personally, I think the LR fleet will stay at 4 (or very close if #5 is already in production) with the XLRs coming in 2023. It's a better all-rounder.

Not sure if this was already posted, but I found it on Youtube,

RC model of an MD-11 in Aer Lingus livery;

Marvellous. Those big RC models are a real labour of love.

I follow this guy Ramy and he posts videos of him building these RC aircraft and the work is incredible!
[URL] https://www.youtube.com/user/ramyfrah [/URL]

It is an EI liveried plane tbf...

Reece Embarrassed Judo wrote: »

I see EI8542 is scheduled to fly Vancouver to Toronto today. Is this flight actually happening?

That's a codeshare with Air Canada, flight AC102 AFAIK.
https://info.flightmapper.net/flight/Aer_Lingus_EI_8542

https://www.youtube.com/watch?v=jhkfExFG2B8

From insta.

Not sure if this was on here already but I think this Aer Lingus jet looks great,

https://www.youtube.com/watch?v=fOtDr8TjFL4

That's the livery all Aer Lingus jets should have.

Sheep Shagger wrote: »

Is part of the IRFU sponsorship deal, it's used to fly the team around Europe where required, is used on the LHR route outside of those requirements.

Not feasible to have the fleet in it given the players featured change, their respray bill would be astronomical.

The fleet desk plan which aircraft fly where on a nightly basis for the following day. This will take into account any number of factors eg: maintenance requirements, flight cycles, defects being carried which might limit range/altitude capability/airways/airspace that can and can't be flown through etc. On the day the plan will be updated depending on delays, snags and the usual disruption that can and does occur.

The rugby branded aircraft fly across the entire shorthaul network. It would be a logistical nightmare to keep a specific aircraft on a route not to mention screw up flight cycles and have knock on effects to leases and profit margins etc.

jowidon wrote: »

Hi all.

With the low load factor for pax on most services that are running, I'm surprised that DUB-KIR and DUB-CFN are surviving. I don't suppose they are moving significant freight on the ATR. Are they obliged to keep these routes officially operating to access PSO funding?

I would have thought they could make an exception to temporarily suspend any operating obligations under the current circumstances.

They are paid to provide a service, empty or full makes no difference to operator and likely be no saving for taxpayer by suspending.