Aer Lingus Fleet/Routes Discussion

Captain_Crash

Kev11491 wrote: »

Sorry if this is a stupid question, but is there anything stopping EI from flying into Reagan national in DC? Initially I just assumed it was aircraft size but I'm sure the a321lr would suit it. Obviously have CBP here should make it easier too. I had a similiar thought about La Guardia

Van.Bosch wrote: »

Yes - DCA only allows flights from within x distance, which Dublin would not be in. There are a limited number of exceptions though.

Same with LGA (1500mi is the limit)

Jack1985

Lapmo_Dancer wrote: »

There are 5 west coast aircraft for 3 routes, SEA isn’t even daily, so not sure if this has ever actually happened?

Even if it did, as a once off to avoid the cancellation of a flight, do you not think crew are entitled to compensation for agreeing to work outside their working conditions? Maybe they should have refused and had the flight canceled to avoid such a precedent?

There are no such “envelopes” Crew have been compensated through payroll in credits with a monetary value. It’s a very rare occurrence and now no longer possible as the business cabin has to be emptied for crew rest if an LDMCR is unavailable.

alancostello

Jack1985 wrote: »

There are no such “envelopes” Crew have been compensated through payroll in credits with a monetary value. It’s a very rare occurrence and now no longer possible as the business cabin has to be emptied for crew rest if an LDMCR is unavailable.

Doesn't -GEY have the six J seats behind 2L and 2R in a mini cabin? Would it suffice to block that off for crew if needed?

Jack1985

alancostello wrote: »

Doesn't -GEY have the six J seats behind 2L and 2R in a mini cabin? Would it suffice to block that off for crew if needed?

No as the galley at doors 2 has catering equipment for economy. It’s an EASA specific requirement.

basill

EASA FTLs dictate the appropriate horizontal crew rest requirements. Its there for safety. Cash doesn't nor should ever come into play.

WishUWereHere

Anyone have any idea what's the load factor for the DFW-DUB route?

Really hope this takes off & goes all year round.

alancostello

WishUWereHere wrote: »

Anyone have any idea what's the load factor for the DFW-DUB route?

Really hope this takes off & goes all year round.

It'd be great to see but I'd be surprised, AA's long haul planes get reshuffled through the hubs from season to season, they can't even manage a year round ORD-DUB on AA.

liiga

Is aerlingus a321neo coming this Friday to Dublin 🀔

kevinandrew

liiga wrote: »

Is aerlingus a321neo  coming this Friday to Dublin 🀔

No, it was reported earlier in this thread that delivery was now expected on the 23rd of this month. 

Still no reports online of it flying or even completing taxi tests yet.

Tenger

kevinandrew wrote: »

........
Still no reports online of it flying or even completing taxi tests yet.

Seems odd not to have been flight tested yet.

kevinandrew

Tenger wrote: »

kevinandrew wrote: »

........
Still no reports online of it flying or even completing taxi tests yet.

Seems odd not to have been flight tested yet.

Definitely. I could be wrong but various sites and spotter pages have no indication of any test flights taking place, in fact the most recent update from the weekend indicates the aircraft is still in a hanger and has yet to perform under its own power. 

https://xfw-spotter.blogspot.com/

https://aibfamily.flights/airline/Aer-Lingus

https://digitalairliners.com/?s=Aer+Lingus

The last link has the most up to date information on the aircraft, it shows there are now three A321LR for Aer Lingus at various stages of construction. The first, EI-LRA, due in less than a week, is still in a hanger while the second, EI-LRB is now in full colours under tow and the third aircraft, EI-LRC, is on the final assembly line with its tail painted. 

Most flight tests seem to take between 2-3 weeks, the shortest I've seen recently is just 8 days. We're currently 6 days away from the revised delivery date and 2 weeks away from planned entry into service.

LRA has just been out for a taxi test. Also LRA isn’t due for delivery for another 10 days or so.

Bussywussy

kevinandrew wrote: »

Definitely. I could be wrong but various sites and spotter pages have no indication of any test flights taking place, in fact the most recent update from the weekend indicates the aircraft is still in a hanger and has yet to perform under its own power. 

https://xfw-spotter.blogspot.com/

https://aibfamily.flights/airline/Aer-Lingus

https://digitalairliners.com/?s=Aer+Lingus

The last link has the most up to date information on the aircraft, it shows there are now three A321LR for Aer Lingus at various stages of construction. The first, EI-LRA, due in less than a week, is still in a hanger while the second, EI-LRB is now in full colours under tow and the third aircraft, EI-LRC, is on the final assembly line with its tail painted. 

Most flight tests seem to take between 2-3 weeks, the shortest I've seen recently is just 8 days. We're currently 6 days away from the revised delivery date and 2 weeks away from planned entry into service.

It was pushed out again from 23rd,I'd say there won't be much time before it goes into service after it arrives

Locker10a

Bussywussy wrote: »

It was pushed out again from 23rd,I'd say there won't be much time before it goes into service after it arrives

Is it planned to go straight into TAs or is it planned on euro sectors for a few days first

Van.Bosch

Locker10a wrote: »

Is it planned to go straight into TAs or is it planned on euro sectors for a few days first

Scheduled to operate to BDL on 2nd August

GM228

Surprised it has not been mentioned yet, but I wonder if the recently discovered "excessive pitch" software issue on the A321neo will have any impact on scheduled deliveries?

alancostello

GM228 wrote: »

Surprised it has not been mentioned yet, but I wonder if the recently discovered "excessive pitch" software issue on the A321neo will have any impact on scheduled deliveries?

It won't, if it were to have an impact the plane would have been grounded with other operators. This is not the same problem as the MAX, intense spotlight in the wake of those incidents has just caused every advisory or notice (particularly those related to aircraft software) to be taken as condemnations of aircraft types by newspapers and ill-informed commentators.

The actual EASA wording is that "excessive" pitch could occur under certain conditions and "during specific manoeuvres". The EASA cautions that this could result in "reduced control" of the aircraft. This is different from the situation with the MAX, it does not imply it is unrecoverable, nor that it would cause any type of accident, just that it's outside of the regular flight envelope of the aircraft.

The A320 series has always been fly-by-wire, unlike the 737, as such any previous issues would also have been fixed by software updates and would have been routine and gone unnoticed by the world at large. MCAS, on the other hand, is an entirely new system that obviously wasn't tested fully, there's a big difference.

marcos_94

alancostello wrote: »

It won't, if it were to have an impact the plane would have been grounded with other operators. This is not the same problem as the MAX, intense spotlight in the wake of those incidents has just caused every advisory or notice (particularly those related to aircraft software) to be taken as condemnations of aircraft types by newspapers and ill-informed commentators.

The actual EASA wording is that "excessive" pitch could occur under certain conditions and "during specific manoeuvres". The EASA cautions that this could result in "reduced control" of the aircraft. This is different from the situation with the MAX, it does not imply it is unrecoverable, nor that it would cause any type of accident, just that it's outside of the regular flight envelope of the aircraft.

The A320 series has always been fly-by-wire, unlike the 737, as such any previous issues would also have been fixed by software updates and would have been routine and gone unnoticed by the world at large. MCAS, on the other hand, is an entirely new system that obviously wasn't tested fully, there's a big difference.

I do believe that the "fix" being provided by Airbus is actually around revising its A3201neo flight manuals that would prevent the aircraft from reaching excessive pitch altitudes. So it is not a design flaw patched up by software issue as on the Boeing

alancostello

marcos_94 wrote: »

I do believe that the "fix" being provided by Airbus is actually around revising its A3201neo flight manuals that would prevent the aircraft from reaching excessive pitch altitudes. So it is not a design flaw patched up by software issue as on the Boeing

Airbus themselves have called it "a temporary revision to A321neo flight manuals" regarding operational limits, to me implying a more permanent fix is on the way, while EASA says the safety measure is an interim action and could be followed by further requirements.

Van.Bosch

Is there a revised delivery for LRA?

alancostello

Van.Bosch wrote: »

Is there a revised delivery for LRA?

I can confirm that she’ll be arriving shortly after she begins her descent in to DUB.

kevinandrew

The first, EI-LRA, was spotted in the midfield crowd at Hamburg. I think this is the clearest indication that flight tests are imminent. 

https://www.flickr.com/photos/digitalairliners/48318060657/in/dateposted-public/

Another aircraft, presumably EI-LRB, was seen in the riverside storage area. 

https://www.flickr.com/photos/digitalairliners/48317940876/in/dateposted/

Both images are from yesterday.

EIMH

A321-253NX/LR, Aer Lingus, D-AYAV, EI-LRA (MSN 8887)
First A321neo for Aer Lingus
Activity Taxi Check & RTO at XFW
Airline Aer Lingus
Registration D-AYAV
Callsign 8887R4
Hex 3C17DA
Date & Time Jul 19 2019 15:52 UTC

As per AIB Family flights

kevinandrew

A better look at the aircraft during said tests:

https://www.flickr.com/photos/143531276@N06/48324324392/in/dateposted/

Photo: xfwspot

flange888

I'd imagine the 26th might be closer to the mark

adam88

Just a quick question. Am I right in saying the neo will be flying to the east coast??? If so why bother with the LR or even the xlr??? Sorry if this had been asked before.

Also. The 321neo, will that be fitted with business class ?

Van.Bosch

adam88 wrote: »

Just a quick question. Am I right in saying the neo will be flying to the east coast??? If so why bother with the LR or even the xlr??? Sorry if this had been asked before.

Also. The 321neo, will that be fitted with business class ?

EI have ordered the A321LR for east coast ops and the XLR for further scope. The regular neo wouldn’t have the range. Business class seats will be fitted.

1st NEO is up on an air test now

EIMH

8887 A321-253NX/LR First Flight XFW-XFW Aer Lingus EI-LRA (D-AYAV)
Jul 20 2019 08:16-? UTC

Van.Bosch

Just landed now.

How many test flights are usually needed?

billy few mates

Van.Bosch wrote: »

Just landed now.

How many test flights are usually needed?

Only one if it passes. This isn't exactly a new aircraft type, it's a derivative so there shouldn't really be that much needed, once everything is ok the operator will usually do a Customer Acceptance Flight Test but unless it's the first aircraft of its type off the line the manufacturer's tests are fairly minimal.

Van.Bosch

billy few mates wrote: »

Only one if it passes. This isn't exactly a new aircraft type, it's a derivative so there shouldn't really be that much needed, once everything is ok the operator will usually do a Customer Acceptance Flight Test but unless it's the first aircraft of its type off the line the manufacturer's tests are fairly minimal.

So the flight today could be it, maybe a flight with AerLingus and then delivery.

Jack1985

EI2395 2000 XFW-DUB 2110 EI-LRA 26/07

Subject to change...

goingnowhere

Hmm EI2395

395 is Hamburg Dublin
2 implies a scheduled extra flight, passengers onboard?

Not a 99x

LXFlyer

XFW is the Airbus facility not Hamburg Airport so not likely!

GM228

No doubt AL are doing a fly by next weekend in Bray, wonder if LRA will be used if delivered in time, would make for good publicity on their part.

ozzy jr

Seen this thread elsewhere on boards,

https://touch.boards.ie/thread/2057998133/1/#post110740570

so i got an email today saying my flight to new york in february will now take 8hours 50 mins instead of 7h45m. have never been on a flight that long to jfk with EI. anyone able to fill me in what the extra hour flighttime is for???

Is this anything to do with the 321s going to New York?

Jamie2k9

Differently an error, might be time zone changes. I suspect the arrival should be 13.45 not 14.45. Just an IT issue.

Tenger

EI-115 returned to DUB earlier today, declared "Pan, Pan" after suspected birdstrike on takeoff.

Atrocious online article (nova.ie) claimed emergency landing occured. (Understandable assumption) and that "ATC confirmed flames on the righthand side of the large aircraft" (nonsense)

Synode

Tenger wrote: »

EI-115 returned to DUB earlier today, declared "Pan, Pan" after suspected birdstrike on takeoff.

Atrocious online article (nova.ie) claimed emergency landing occured. (Understandable assumption) and that "ATC confirmed flames on the righthand side of the large aircraft" (nonsense)

https://www.irishmirror.ie/news/irish-news/aer-lingus-flight-forced-emergency-18456785

cloudhopper19

It is to do with Time Zone Changes.

Tenger

goingnowhere wrote: »

Hmm EI2395

395 is Hamburg Dublin
2 implies a scheduled extra flight, passengers onboard?

Not a 99x

There probably is a HAM-DUB flite that day, so in essence it is an extra flight.
99x are the usual number for positioning flights.
But EI have previously used 2xxx for delivery and maintainace flights.

Delivery flights (from memory) will be 2 flight crew and a couple of engineering staff. (A mate was on the retrojet delivery flight. He was giving me updates from TLS all day)
That schedule could be pushed later in the day as the lawyers and financiers need to have a long conference call before EI take ownership of the aircraft.



Another quality report by the Mirror. Nice segway into Sullenberger!!

billie1b

Tenger wrote: »

EI-115 returned to DUB earlier today, declared "Pan, Pan" after suspected birdstrike on takeoff.

Atrocious online article (nova.ie) claimed emergency landing occured. (Understandable assumption) and that "ATC confirmed flames on the righthand side of the large aircraft" (nonsense)

Em they did though, ATC told him that he had ‘flames from the right engine and to advise their intentions’

Bussywussy

Tenger wrote: »

There probably is a HAM-DUB flite that day, so in essence it is an extra flight.
99x are the usual number for positioning flights.
But EI have previously used 2xxx for delivery and maintainace flights.

Delivery flights (from memory) will be 2 flight crew and a couple of engineering staff. (A mate was on the retrojet delivery flight. He was giving me updates from TLS all day)
That schedule could be pushed later in the day as the lawyers and financiers need to have a long conference call before EI take ownership of the aircraft.



Another quality report by the Mirror. Nice segway into Sullenberger!!

It'll be a late enough departure I'd say,was told the leasing company is US west coast based so any transfer documents/money etc will be done during their working hours.

Tenger

Tenger wrote: »

and that "ATC confirmed flames on the righthand side of the large aircraft" (nonsense)

There’s video on Instagram of the “birdstrike” with associated flames from no 2. Flames for a split second.

Jack1985

Skip to 1:45

Sexual Chocolate

Did it head out to the Irish Sea because it had to dump fuel ?

Jack1985

Sexual Chocolate wrote: »

Did it head out to the Irish Sea because it had to dump fuel ?

goingnowhere

757 can't dump fuel

Sexual Chocolate

Sexual Chocolate wrote: »

Did it head out to the Irish Sea because it had to dump fuel ?

No that’s just it positioning for a long approach to be stabilised.