BMI
Join Date: Nov 2007
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I for one find it highly interesting that BMI are phoning the next (Ex-Astraeus) CC course intake and asking them if they will stay on with AEU to complete the subs which can't be presently fulfilled................
Join Date: Jan 2007
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I have recentally heard that Virgin Nigeria's B733's are to be sold to bmibaby before the end of 2008. Ex easyjet aircraft..
Reg.
5N-VNC ex G-EZYN
5N-VND ex G-EZYM
5N-VNE ex G-EZYP
5N-VNF ex G-EZYR
5N-VNG ex G-EZYS
and also
UR-GAH of Ukraine Intl Airlines
Reg.
5N-VNC ex G-EZYN
5N-VND ex G-EZYM
5N-VNE ex G-EZYP
5N-VNF ex G-EZYR
5N-VNG ex G-EZYS
and also
UR-GAH of Ukraine Intl Airlines
Join Date: Mar 2008
Location: England
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BmiBaby Gdansk
Looks like BmiBaby are ending there Gdansk service from both Cardiff and East Midlands.
http://www.airport.gdansk.pl/service...p?click=wyloty
Also is there any new BmiBaby routes to be announced soon from BHX.
http://www.airport.gdansk.pl/service...p?click=wyloty
Also is there any new BmiBaby routes to be announced soon from BHX.
Join Date: Jan 2006
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Bhx-ork
The CAA stats show that the route had a bad time last winter but EI
are no longer daily. 5 a week now and 6 next winter, I was hoping Baby
would carry on at around 4-5 a week for next winter.
If Cork was bad, BHX - Knock is fast catching it up for falling pax,
another one which might see reduced service or the chop completely.
Pete
are no longer daily. 5 a week now and 6 next winter, I was hoping Baby
would carry on at around 4-5 a week for next winter.
If Cork was bad, BHX - Knock is fast catching it up for falling pax,
another one which might see reduced service or the chop completely.
Pete
Join Date: Jul 2006
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Rumours that WW will also drop their Cork services at the end of the summer schedule owing to lower yields from increased competition.
(Have I forgotten any?)
And BMI used to do Cork - Leeds Bradford.
It would be a desperate shame to see BMI (Baby) completely withdraw from Cork. And moreover it wouldn't be very good for competition or airfares either
Join Date: Oct 2005
Location: Leeds, UK & Cork, Ireland
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I suspect the drop off in BHX-ORK numbers might partially be because of the FR presence to EMA, although that only happened quite recently, IIRC.
It would be sad to see WW pull completely out of ORK, as mentioned, but the flights are operated by aircraft from different bases, so just because BHX goes would not necessarily mean the MAN would, or vice-versa.
I use ORK-MAN regularly, as does my uncle. We both agree that WW are the pits for timekeeping and know how to charge. Loads have tended to be very high on my flights with them, usually in the 80% range, often 100% full. Now if EI can make WW scurry away with only a 4x weekly service (to be 5x for winter) and fares which are not bargains I would be very worried for WW. FR and U2 are going to absolutely eat them alive.
Brian.
It would be sad to see WW pull completely out of ORK, as mentioned, but the flights are operated by aircraft from different bases, so just because BHX goes would not necessarily mean the MAN would, or vice-versa.
I use ORK-MAN regularly, as does my uncle. We both agree that WW are the pits for timekeeping and know how to charge. Loads have tended to be very high on my flights with them, usually in the 80% range, often 100% full. Now if EI can make WW scurry away with only a 4x weekly service (to be 5x for winter) and fares which are not bargains I would be very worried for WW. FR and U2 are going to absolutely eat them alive.
Brian.
Join Date: Dec 2007
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chalk it up to low fares high fuel and not enough pax to share around
All airlines are now seriously looking at flights and dropping what used to make a profit pre usd127 a barrell fuel prices (look at AA man-ord)
Things are not pretty
All airlines are now seriously looking at flights and dropping what used to make a profit pre usd127 a barrell fuel prices (look at AA man-ord)
Things are not pretty
Join Date: Jan 2006
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Lufthansa buy-out of bmi
Nothing more here than we already know - rumour and conjecture. Article in Aviation Interactive
Lufthansa is still on track to equal or better its 2007 results, CEO Wolfgang Mayrhuber told reporters in London yesterday.
Though he conceded that the market would weaken going forward, Mayrhuber expressed confidence that Lufthansa’s bottom line wouldn’t suffer, adding that bookings remained strong. The airline is targeting a seven per cent growth in capacity this summer.
A strong hedging position has allowed the company a measure of stability in the face of high fuel prices, with 85 per cent of Lufthansa’s fuel requirement hedged this year. A strong home base in Germany, a country with a multi-tiered, multi-industry economy, is also vital to the airline’s success, the CEO said.
One cause of concern for Mayrhuber was the number of failing airlines still in business. He pointed out that carriers with negative balance sheets could still access aircraft through leasing companies. I asked him whether he thought the proliferation of leasing companies was damaging the industry long term. “They [leasing companies] are a good instrument as long as they are not the only instrument,” he replied.
On consolidation in the US, Mayrhuber agreed that certain airlines could draw benefits from mergers, but pointed out that there was little sense in joining businesses if synergies weren’t sought out and realised. He added that Lufthansa hadn’t been contacted by any US major with regard to a tie-up.
In Europe, Lufthansa is expected to buy Michael Bishop’s stake in bmi (50 per cent plus one share). They will be able to do so from December 20, though Mayrhuber wouldn’t be drawn on whether it was a done deal. All signals, however, indicated that it was.
Control of bmi would grant Lufthansa access to its lucrative slots at Heathrow, an airport Mayrhuber was “not happy” with. He reiterated calls for Star Alliance carriers to have their own terminal at the hub by 2012.
He was also unhappy with the focus of media attention in recent times. He said investment in the Lufthansa’s Frankfurt hub was a “no-brainer”, yet reports largely ignore the delays in favour of obsessing over setbacks to massively complex aircraft programmes. “Even the Romans knew how to pour concrete,” he added wryly.
Asked about Lufthansa’s interest in Austrian Airlines – which recently lost a major potential investor – or Belgium’s SN Brussels, Mayrhuber repeated his mantra: “We are not in the business of buying airlines.” For good measure he told reporters that Lufthansa had “never put in a bid” for Austrian, which, for its part, had never approached Lufthansa. With regard to SN Brussels, he believed it would be a “useful addition” to Star Alliance.
Much more likely seemed a merger between Germanwings and TUI’s charter and no-frills business. Mayrhuber said this would create a “very strong” low-cost carrier that would operate purely under the Germanwings brand.
Lufthansa is still on track to equal or better its 2007 results, CEO Wolfgang Mayrhuber told reporters in London yesterday.
Though he conceded that the market would weaken going forward, Mayrhuber expressed confidence that Lufthansa’s bottom line wouldn’t suffer, adding that bookings remained strong. The airline is targeting a seven per cent growth in capacity this summer.
A strong hedging position has allowed the company a measure of stability in the face of high fuel prices, with 85 per cent of Lufthansa’s fuel requirement hedged this year. A strong home base in Germany, a country with a multi-tiered, multi-industry economy, is also vital to the airline’s success, the CEO said.
One cause of concern for Mayrhuber was the number of failing airlines still in business. He pointed out that carriers with negative balance sheets could still access aircraft through leasing companies. I asked him whether he thought the proliferation of leasing companies was damaging the industry long term. “They [leasing companies] are a good instrument as long as they are not the only instrument,” he replied.
On consolidation in the US, Mayrhuber agreed that certain airlines could draw benefits from mergers, but pointed out that there was little sense in joining businesses if synergies weren’t sought out and realised. He added that Lufthansa hadn’t been contacted by any US major with regard to a tie-up.
In Europe, Lufthansa is expected to buy Michael Bishop’s stake in bmi (50 per cent plus one share). They will be able to do so from December 20, though Mayrhuber wouldn’t be drawn on whether it was a done deal. All signals, however, indicated that it was.
Control of bmi would grant Lufthansa access to its lucrative slots at Heathrow, an airport Mayrhuber was “not happy” with. He reiterated calls for Star Alliance carriers to have their own terminal at the hub by 2012.
He was also unhappy with the focus of media attention in recent times. He said investment in the Lufthansa’s Frankfurt hub was a “no-brainer”, yet reports largely ignore the delays in favour of obsessing over setbacks to massively complex aircraft programmes. “Even the Romans knew how to pour concrete,” he added wryly.
Asked about Lufthansa’s interest in Austrian Airlines – which recently lost a major potential investor – or Belgium’s SN Brussels, Mayrhuber repeated his mantra: “We are not in the business of buying airlines.” For good measure he told reporters that Lufthansa had “never put in a bid” for Austrian, which, for its part, had never approached Lufthansa. With regard to SN Brussels, he believed it would be a “useful addition” to Star Alliance.
Much more likely seemed a merger between Germanwings and TUI’s charter and no-frills business. Mayrhuber said this would create a “very strong” low-cost carrier that would operate purely under the Germanwings brand.
Join Date: Jul 2006
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http://www.rte.ie/business/2008/0523/bmi.html
Why always so much dooming and glooming on here about BMI.
The guys are still making a profit. So can't complain really in my opinion.
It's normal that their profits should be falling with the current economic conditions (fuel prices etc.).
But a profit is a profit is a profit
Pre-tax profits were down 47.8% on 2006 to £15.5m
The guys are still making a profit. So can't complain really in my opinion.
It's normal that their profits should be falling with the current economic conditions (fuel prices etc.).
But a profit is a profit is a profit
Join Date: Feb 2001
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as a private company (not a PLC) they get much more latitude as to what they need to show and how much tax (not to pay) seem to have good cash balances as well, no doubt they have charged all the Bmed intergration cost into year one (why wouldn't you)?
Still be around next year i suspect
Still be around next year i suspect