Aer Lingus Fleet/ Routes Discussion Pt 2 (ALL possible routes included)

If you look at a production list you'll see the only other semi substantial number of CFMs in the latter years in any volume went to Level and Iberia. And the last civilian original A330s at all went to EI! Had the 9th built and the last built (shared serial numbers with A340s so MSN54 is only the 9th)

Being beholden to RR has historically been a problem, their delays essentially killed any chance of the L1011 being successful (gave the DC10 a headstart on orders), and mucked up the A340 twice; a brand new RR engine was supposed to be on the A342 and A343 before RR pulled the plug and the CFM56 had to be used resulting in it being rather underpowered. Then delays and reliability issues for the Trent 500 damaged the A345 and A346 no end. In recent years the on-wing time for the Trent XWB on the A350 has been putting airlines off, particularly United overall and Emirates for the -1000 in particular.

The Trent 1000 on the 787 has caused so many problems that even BA are walking away from it and ordering GE of late. At least airlines can source an alternative on that aircraft.

Folks, can I just say for the record, the discussion and debate seen here over the past couple of weeks has been brilliant. Some of the best I have seen in a while and no stupid bickering over insignificant things.

Not to throw a spanner in the works, BUT I seem to vaguely remember a conversation or a story that I was told a few years ago that due to the engine issues there was discussion to move the 330 fleet to the 788 & 789. Serious cost involved and maybe it was really pie in the sky but if someone wanted to crunch the numbers on what it would cost, I am all ears!

Load factor doesn't tell everything, ORD has a lot of high value cargo.

MSP is no good as long as Delta hang around and DEN has never really worked out. Jetblue isn't in good shape, hasn't been profitable in 7 years and is running at massively negative margins. Can't see them lasting much longer sadly

The real money burn is on EU flights, been on flights will less than 50 onboard in May. You can't sustain that

EI compared to non IAG airlines is extremely good, there is almost 20% difference compared to B6, who are running -10% while EI is close to +10% margin. The dark clouds are forming so getting primed now is good. EI's exposure to US is a huge concern, but there is still strong traffic coming out of the US.

Problem is EI was doing well, got assigned new aircraft but now has those on the balance sheet, a lot of 321LR/XLR's

EI needs to get the A330NEO in the fleet to replace the -200's and older -300's, someone needs to get a handle on the EU service to provide a product which justifies a higher cost

Country music is very big in rural Ireland. Hopefully it doesn't fizzle out as people get their fix in the coming years. The best time to hit LAS is April/May and Sept/Oct as its too hot in peak summer and too cold in winter. EI only operate it until late April IIRC.

I would guess that IAD is probably higher on yield.

If I were looking at EI over the next five years, the questions would be:

1. Can North Atlantic demand stay strong enough to support the growth strategy?
2. Can the A321XLR network mature into consistently profitable routes?
3. Can EI improve its European product enough to justify its pricing premium?
4. How quickly can the oldest A330-200s be replaced by A330neos?

The short-haul network is absolutely critical to EI. In fact, I'd argue it's one of the most underappreciated parts of the airline's business. But they treat it a lot of the time like the problem child. How many times have we seen over the years how they have screwed the traveling public on fares, routes, catering, downgrading the loyalty programme. Do I need to go on?

Having been around the senior levels in organisations, I think it’s fair to say that boards and CEO’s keep a very close eye on the performance of their senior leadership team. Where performance slips, the underperforming senior manager is out the door in double quick time. I simply cannot believe that IAG are in any way different. Perhaps the senior leadership team in EI are performing exactly in line with IAG’s expectations. Who knows??. Willie Walsh’s input was interesting in terms of what he said and the timing. The writing seems to be in the wall for turbulent industrial relations in the next 12 months.

https://www.rte.ie/news/business/2026/0618/1579112-tribunal-hears-of-second-wording-error-in-aer-lingus-report/

There’s already been some managers let go, outsourcing ground operations seems the next thing Aer Lingus are looking at, all though how well catering went and still issues with that who knows, either way they can only chop so much until it becomes a unorganised mess.

Has there been any movement or announcements on the new long haul business class/premium product being retrofitted this winter? Is that still happening?