The latest EUROCONTROL operational report shows that during this second week of August 2021:
- Aer Lingus operated at -66% of 2019
- Dublin Airport operated at -55% of 2019.https://www.eurocontrol.int/sites/defau ... 082021.pdf
- Athens -16% of 2019
- Palma -20%
- London Heathrow -59%
- London Gatwick -76%
- BA -70%
- SK -60%
- LH -50%
- AF -30%
- KL -23%
- Ryanair -17%
- Wizz -7%
It's hard to know what to make of those numbers from the Irish point of view. Irish airports are down significantly, presumably driven by government decisions on travel restrictions. Ryanair are down 17% across their network, but DUB is down 55%. UK airports are also down by similar amounts, but delving deeper into the report, UK domestic traffic is recovering more strongly. Presumably, the staycation effect. From this data it does seem that the recovery is much stronger around the Mediterranean and probably driven by leisure traffic, again this is driven by domestic recovery and Greece features strongly, geography plays a role there.
The traffic pattern won't surprise many on here, countries that signalled to travellers that they would be welcome and could plan in advance like Spain and Greece are leading the recovery, countries that waited longer have missed much of the 2021 summer traffic. Intercontinental traffic is essentially a disaster zone, volumes to the Americas, Asia and Africa are all down 50% plus. Fares reported to be down ~20%. Many of those movements will be cargo flights, 'preighters' or passenger flights with cargo as the primary driver.
The change in demand may be a concern for the upcoming winter, if business travel does not return in a decent volume the schedules and loads might look fairly bleak on a lot of routes, especially long haul where both volume and fares are significantly down. JetBlue don't expect the US to open to EU travellers until November, according to an interview on one of the blogs. I hope that things will reopen sooner than that, because it will be a long winter otherwise.
Does the word "Hindenburg" come to mind?
After fun with the SSJ's perhaps another walk on the wild side.
Storage of any flammable fuel, aircraft structures and safety testing have moved on quite a bit since 1937. These days Hydrogen in road cars is stored in ballistic proof carbon fibre tanks, I assume aviation would be beyond even this. Jet-A1 is also highly flammable if it escapes, I guess Concorde is the most iconic example.
Why are cityJet getting involved in all of this? Who knows! Maybe they saw the fate that befell Stobart Air, keeping all their eggs in one basket. The SSJ was a brave decision and cityJet might have been able to remain competitive at LCY if it had worked out. I don't think it was ever certified in the end?