EI does send one or two A333s to the likes of AGP or FAO during the morning downtime but all the other aircraft remain on the ground at DUB for the few hours. I guess its a good opportunity for some light maintenance and gives leeway to make up time in case of delayed transatlantic arrivals/aircraft needing to be taken out of service etc.
AFAIK, EI doesn't have a lot of slack in its wide-body fleet, so best to have leeway, as you say.
Additionally while LHR would make most sense for a widebody operation now and then I don't believe any of the CTA gates at T2 are can accommodate an A330 (without taking up the adjacent gate too)
I'm not familiar with LHR's T2, but can they not then use a different gate, or a remote stand?
2x daily ACE, 1x daily TFS, 5x LPA and 2x FUE is significant growth, a few years ago they have more than doubled capacity to TFS/ACE and remember adding these flights reduces short haul flying capacity. Give or take these flights could be making 2 return short haul routes instead so they are highly profitable.
The night time flying is something they should look at but its likely low yield because a lot of there passengers (older, families etc) wouldn't really go for it.
It's great they've grown to that many destinations, but you're still only talking about 4x flights a day to the Canaries, right?
My point is that there must be spare short-haul capacity to grow into some different markets, like WAW, TLV or elsewhere?
On future night flying and that being low-yielding, the Canaries don't strike me as time-sensitive or high-yielding anyway?