@foohke ... mee eens .
Maar ze vliegen ook naar (per vliegtuig) minder bereikbare plaatsen .. bijvoorbeeld Trieste, Pula en Zadar. In de regio's eisen ze dan ook bepaalde regelingen of vergoedingen. Voor zo'n gebied is dat een beetje meeveren of barsten. Feit is dat zo'n regio er ook een enorme impuls mee krijgt. Ryanair weet dit en profiteert hiervan.
''In many cases, Ryanair has opened up regions of Europe where previously there was little demand for air travel, stimulating traffic through its very low fares and creating monopolistic markets for itself, since other carriers would not be able to match its fares. While it is true that some of Ryanair’s airports are not convenient for the major city that Ryanair claims they serve (eg Frankfurt Hahn), this is perhaps missing the point. By flying to such airports, Ryanair has often tapped a whole new market in regions that previously had no convenient connection to the rest of Europe'' (CAPA, 2013).
On topic, onderstaand een figuur uit m'n flying off course boek; 'The impact of aircraft size on direct operating costs' (1999)
''Aircraft size influences costs in two ways. In first instance, there are certain aerodynamic benefits from increased size. Larger aircraft have proportionally lower drag and more payload per unit of weight. Second, there are other economies of size related to the use of labour. Maintenance costs, a large part of which are costs of labour, do not increase in proportion to increases in aircraft size. In addition large economies also arise in flight crew costs, since larger aircraft do not require more flight crew (depends), though the pilot and co-pilot may be paid slightly more for flying a larger aircraft.
The figure shows on the right-hand axis, how hourly costs increase in a liner progression as aircraft size, measured in seats, rises. However, since hourly costs increase less than proportionately to size when they are converted to costs per seat kilometre, there is a strongly downward sloping curve (left-hand axis). The relation between increasing size or seating capacity and declining unit costs is clear, though there are deviations and outlyers.
The diagram also highlights the very high unit operating costs of the ‘new’ generation of small regional jets such as the Embraer 145 and the Avro 85. This cost disadvantage is largely a function of their small size. On the other hand their hourly costs are low, so they may be suitable for thin routes provided fares are high enough to cover the very high seat-mile costs. Finally, it is important to emphasise that while larger aircraft generally produce lower seat-kms or tonne-kms costs than smaller aircraft when flown on the same sectors, their total round-trip costs are in most cases higher. This creates the basic conundrum of airline planning. Does an airline choose the aircraft with the lower seat-kms costs or the one with the lower trip costs?'' (Doganis, 2010).
