SOUTHEND 5
Why would Flybe care about marketing or advertising? Where does it say that this will be Flybe’s responsibility? As has been pointed out before, they do not carry the commercial risk on these flights. They are simply being contracted to provide a service to Stobart, for which they will be paid regardless of the success (or otherwise) of the flights.
From my own experience with franchised operations the Franchisor (BE) would contract to provide a certain expenditure on advertising/marketing out of the, say, 10% franchise fee that it charges. That fee would also cover the cost of reservations and ticketing. The Franchisor would provide the Franchisee with an account of the expenditure it made on advertising and marketing. The Franchisee could obviously undertake as much additional marketing effort as it thought fit at its own cost.
That is just one model of the Franchise system and I'm not saying that model forms the basis of the BE/STK deal.
That is just one model of the Franchise system and I'm not saying that model forms the basis of the BE/STK deal.
It's a perfectly sensible scenario. Again, though (and I think we're on the same page here) it doesn't involve Flybe taking any of the commercial risk on the flights. Advertising is just part of the 'service' they provide.
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I doubt Dubrovnik, Zadar, Reus or Figari would be kept for winter.
Routes 13-18 could easily materialise when the winter schedule is announced, and consist of the likes of Chambery, Grenoble, Turin, Salzburg and Innsbruck for the skiers.
Routes 13-18 could easily materialise when the winter schedule is announced, and consist of the likes of Chambery, Grenoble, Turin, Salzburg and Innsbruck for the skiers.
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My guess wood be that Flybe get a % of the air fares collected, for that Stobart will get a degree of marketing support and distribution services.
I would hope that Stobart have done their research as to what industries and agencies exist in the great area and reached agreements on price etc... Some good corporate contracts could make all the difference. These routes also look like mostly outbound traffic from the UK, which probably makes more sense, as the cost of marketing abroad from could be expensive and potentially less impactful...
I would hope that Stobart have done their research as to what industries and agencies exist in the great area and reached agreements on price etc... Some good corporate contracts could make all the difference. These routes also look like mostly outbound traffic from the UK, which probably makes more sense, as the cost of marketing abroad from could be expensive and potentially less impactful...
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Dubrovnik, Figari, Reus and Zadar will be seasonal. A lot of us doubted the success of Caen, Groningen and Rennes, which are all still going pretty well. Hopefully with more well known destinations these new routes can do well also.
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Both EZY and BE couldn't make NCL work from STN. Loads on Flybe were especially terrible. I doubt there would be any chance of it happening from Southend. Especially if SEN can't make EDI, DUB or BFS work.
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I wouldn't really call a peak of over 300,000 pax per annum, 4 daily 737's and delaying the end date (they might have even done it twice), not making NCL work. I would however call it APD, downsizing of the NCL base in general and more profitable redeployment of the aircraft (I know, not a strong point for NCL but this was when Gatwick was massively starting to become flavour of the day and I think STN lost out as well)
Flybe on NCL-STN was just a travesty from the start, times were crap, wasn't advertised well. Half arsed attempt that ended up on bmi regional's ERJ, 6 weekly at 11am...
I'd love to see another London connection, and this is probably one of very few remaining options
Flybe on NCL-STN was just a travesty from the start, times were crap, wasn't advertised well. Half arsed attempt that ended up on bmi regional's ERJ, 6 weekly at 11am...
I'd love to see another London connection, and this is probably one of very few remaining options
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EDI and BFS probably failed because of the 155 seater A319 operating the routes. Regularly there were 100+ pax which surely would provide a better opportunity for a 75 seat type.
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There is zero chance of Newcastle or any other city within England being a success, that includes Carlisle. The only thing that would work would be Newquay during the summer.
While theoretically a few flights to Edinburgh per week would work well on that size of aircraft if catering to the local leisure market, I can't see it due to the conflict with BE's LCY route. Belfast I can't see as it just doesn't have the same level of appeal.
While theoretically a few flights to Edinburgh per week would work well on that size of aircraft if catering to the local leisure market, I can't see it due to the conflict with BE's LCY route. Belfast I can't see as it just doesn't have the same level of appeal.
I don't know whether Flybe has a veto on the choice of Stobart Air routes under the franchise, but if they do then EDI and BFS would presumably not be approved for obvious reasons.
As Stobart's plan seems primarily to increase pax numbers through SEN I'm very surprised that DUB-SEN isn't being resurrected under Aer Lingus Regional branding. Considering that the route generated 62,000ppa it could again make a big contribution to SEN growth. The yield cannot be known of course but I never had the feeling that it was unsustainable under that branding.
As Stobart's plan seems primarily to increase pax numbers through SEN I'm very surprised that DUB-SEN isn't being resurrected under Aer Lingus Regional branding. Considering that the route generated 62,000ppa it could again make a big contribution to SEN growth. The yield cannot be known of course but I never had the feeling that it was unsustainable under that branding.
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You would think DUB-SEN was a no-brainer, particularly as it's one route that could grow and grow. There must be a reason why it's never come back. As Expressflight says there are also probable obstacles preventing domestic routes being offered. But with easyjet moving gradually to a fleet of 186 seat aircraft, you would think there may be future opportunities.
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After that press release about DUB-SEN's busiest ever month (6,000 pax), and the rumours of a possible 4th daily rotation, it was rather a shock that it was dropped. Unfortunately they must have had a good reason to do so.
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Now that we know what this summer will bring for SEN, is there a consensus forming out there about Stobart's decision to support its airport with its own flights? Is this a smart move? Bad business practice? The jury still out? Most importantly - will it work?
Does anyone know if easyjet have a particular view on events, or any other notable players in the industry? It's just that if it does work for SEN, it could work for others.
Does anyone know if easyjet have a particular view on events, or any other notable players in the industry? It's just that if it does work for SEN, it could work for others.