Monarch -2
Join Date: Sep 2006
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I think Monarch are looking for profitable work and bringing some work in-house and holidays sold through monarch holidays/cosmos.
Any company that say they are willing to use strategic, i'd be questioning there mental health!
It's nearly like saying they rely on Viking. It's just not right.
Any company that say they are willing to use strategic, i'd be questioning there mental health!
It's nearly like saying they rely on Viking. It's just not right.
Join Date: Apr 2004
Location: UK
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Have Cosmos really had that much of a massive increase / presence in the I.T market in the last few years as I always thought it was very poor that they (an in-house company) only had 18% of the available MON charter seats that were sold a few years ago?
Join Date: Aug 2000
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Now, l don't remember at any time that Monarch stated that the management at Olympic was not respectable.
They just lost patience in how the contract negotiations was going along.
They just lost patience in how the contract negotiations was going along.
Join Date: Nov 2003
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Monarch Group appoints new charter boss..
"Monarch Group appoints new charter boss
Feb 14, 2011 07:35
John Romo has stepped up to become managing director of Monarch Group charter and ad hoc flight sales arm First Aviation. Romo, who has been with First Aviation since 2003 and was part of the initial start up team, has been general manager for two years."
seems like a conservative move in a dynamic (packaging) market ?
Feb 14, 2011 07:35
John Romo has stepped up to become managing director of Monarch Group charter and ad hoc flight sales arm First Aviation. Romo, who has been with First Aviation since 2003 and was part of the initial start up team, has been general manager for two years."
seems like a conservative move in a dynamic (packaging) market ?
Join Date: Sep 2001
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Does anyone know when the first Monarch 787 will arrive thats if Monarch don't give up on boeing
Join Date: Aug 2006
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It takes about 4 year of utilization to recover the cost of fitting winglets. On young airframes this is a feasible proposition as there is also "added value" to the airframe when it is time to dispose of it through resale. On high cycle airframes the benefit is unlikely to be recovered.
Boeing (even before discounts) pitched the retail price of the 787-8 at the high end of the same price band for a 767-300. This made it very attractive and undoubtably was a major factor in the record pre-roll out sales numbers achieved. Boeing was a victim of their own optimism. They priced the construction costs on their belief that pre-assembled sections would (cost effectively) be delivered from risk bearing global partners, and be "stiched together" in just a few days in Seattle.
That optimism has fallen off a well publicised cliff! Cost overruns are rumoured (reliably) to be in the tens of billions of dollars. This means that a lot of units have been pre-sold at bargain basement prices. Notwithstanding the contractual compensation payments, Boeing would undoubtably be happy to see some of these "loss leader" orders evaporate, so that it can sell them at more realistic prices. However the customer airlines are not stupid either, and are unlikely to let them off the hook so easily.
For that reason alone, Boeing has no reason to offer "sweetners" beyond the contractual arrangements already in place.
Boeing (even before discounts) pitched the retail price of the 787-8 at the high end of the same price band for a 767-300. This made it very attractive and undoubtably was a major factor in the record pre-roll out sales numbers achieved. Boeing was a victim of their own optimism. They priced the construction costs on their belief that pre-assembled sections would (cost effectively) be delivered from risk bearing global partners, and be "stiched together" in just a few days in Seattle.
That optimism has fallen off a well publicised cliff! Cost overruns are rumoured (reliably) to be in the tens of billions of dollars. This means that a lot of units have been pre-sold at bargain basement prices. Notwithstanding the contractual compensation payments, Boeing would undoubtably be happy to see some of these "loss leader" orders evaporate, so that it can sell them at more realistic prices. However the customer airlines are not stupid either, and are unlikely to let them off the hook so easily.
For that reason alone, Boeing has no reason to offer "sweetners" beyond the contractual arrangements already in place.
Join Date: Nov 1999
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Join Date: Oct 2006
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Don't know about the financial side etc. but have noticed they have been doing a lot more one-off charters lately .i.e. football, rugby etc. from several UK and Irish airports. Whether this is a coincidence with the new management I do not know but they do seem to be taking on a lot more ad hoc work recently instead of aircraft lying around doing nothing. Just my observations. Any comments from ''people in know'' would be much appreciated.
Join Date: Mar 2007
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They're now the smallest mainstream charter carrier in the UK if I am correct?
The main three being TOM, TCX and then MON in that order?
I'm not sure of their scheduled services (although they always seem to be making press releases about carrying record numbers of people!) but they really do need to upgrade their long haul charter services.
FCA made a revolutionary change in 2006 (I think) when they ripped 60 seats out of their 767s. Adding personal entertainment and extra legroom at every seat put them ahead of every other carrier, both schedule and charter in the UK for hard product. TOM quickly followed pre-merger and then TCX.
If MON want to continue competing so competitively then they should certainly look at it. Maybe when the 787s arrive?
The main three being TOM, TCX and then MON in that order?
I'm not sure of their scheduled services (although they always seem to be making press releases about carrying record numbers of people!) but they really do need to upgrade their long haul charter services.
FCA made a revolutionary change in 2006 (I think) when they ripped 60 seats out of their 767s. Adding personal entertainment and extra legroom at every seat put them ahead of every other carrier, both schedule and charter in the UK for hard product. TOM quickly followed pre-merger and then TCX.
If MON want to continue competing so competitively then they should certainly look at it. Maybe when the 787s arrive?