Don’t even think there’d be any extra expense – nothing significant anyway. Aircraft-A was going to BRS whilst Aircraft-B was staying in DUB, and the situation was reversed. As both are 738s, no cost change there. And the standby crew were being paid a salary anyway (maybe they get sector/hours pay, but the late running crew would have got less as they didn’t operate to balance it out). The only extra expense I could see would be if the original crew were BRS based and the standby crew were DUB based – in that case, two lots of hotac necessary for the crews. However, even that cost more than offset by having an aircraft in BRS ready to do the next flight.

A

Spot on Andy. I’ve been watching this thread over the last few days and it’s purely utilising the resources you have available, with the expense of a few SITA messages notifying everyone of what you’re intending on doing, recovering a flying programme and maintaining Ryanair’s high propoganda On-Time Performance statistics by getting another flight away on time without a needless delay. Part of the reason an Operations department are employed!

EI-DXO headed back to FUA yesterday at the end of it’s summer lease with Jet2

Personally, I was ready to book a long haul trip with BA some while ago, and I was rather miffed at the way that the UK customer base appeared to be treat. In a move to steal some of the foreign market some routes, such as DUS-LHR-SYD and CDG-LHR-SYD, were actually cheaper with BA to book from other sites, the the LHR-SYD route direct, or MAN-LHR-SYD. To me, this seemed to be a slur to the British people. Yes, it’s a buisness, and this is one of it’s flagship routes, but why should it be more expensive for a UK customer to fly ex LHR, than for a subsidised service to steal pax from competitors abroad – flying on exactly the same services to and from LHR?

Funnily enough, bmi and Singapore airlines took my 3 seat as buisness, and it could actually have been cheaper for me to fly out to CDG or DUS and route back into the UK via the above examples than to simply fly MAN-LHR-SYD.

Unfortunatly, even as a Englishman, British Airways as our legacy carrier no long appeal to me as a rule of thumb, unless they are significantly cheaper than the competition – especially with the amount of luggage that has failed to find it’s way through Heathrow over the last few years!

Under what identity would a new long haul op under? Would this just cover Transat ops under a dual branding? Surely the BA brand is too much for them to give up away from Transat work?

To me it seems like a stronger codeshare presence (ala KLM/NW have had), would be a much more likely result than any merger

Anyway, rant over….

Wow – stunning!

“Sigh”… I take it you were stood around the back of the Kyriad Prestige /Blue Marine for the Qatar and 707 shots?… Keep rubbing it in! 😉

Nope mate im going on proper infomation here no jet2 digs at all. I heard it was a genuine problem with the aircraft that they wanted to look at in Leeds.

I can tell you for CERTAIN, there was nothing wrong with that airframe, and it didn’t go down to LBA for MX.

How’s about the airframe could have been brought down to another base to cover another AOG situation and protect the programme for the fleet as a whole, across both the bases?

Perhaps somethings that work there way down the Chinese whispers chain to check-in or PSA’s aren’t always correct, and shouldn’t always be put into writing on a public forum!

Like the shots – including the Shed formally known as G-SSWB!