Flybe-9
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How has flyBe managed to get slots back at LGW for a multiple daily service? IAG paid £4.5 million for the 'NQY' slots last year. At the time I think the route operated 3x daily on an E-Jet. There is also the odd situation that flyBe are operating a seasonal daily service to SEN from NQY, against their own LHR/LGW PSO flights. MAN seems to support multiple daily flights on commercial terms. I appreciate that Cornwall is several hours closer to London by rail and car than MAN is, but does that really explain the need for the PSO? Is there really anything in the PSO to stop BA flying LHR-NQY, say twice daily with an A319 against flyBe to LGW?
All EU laws are being transferred to the UK statue books, so the status quo in relation to the BA purchase of BMI will remain, unless someone wants to revisit it.
All EU laws are being transferred to the UK statue books, so the status quo in relation to the BA purchase of BMI will remain, unless someone wants to revisit it.
Join Date: Oct 2005
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We’ll have to see what the schedule is like once it’s bookable. I’m surprised that LHR weren’t able to keep this route. The addition of NQY, IoM, GCI were good news stories for LHR and propaganda for the third runway.
So what could LHR do if the airline doesn't want to fly there? As has been discussed, what will be interesting is what happens to the slots - why else would they move?
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Don’t forget that WW was spouting off about wanting to offer a heathrow - newquay seasonal service outside of the pso so if there really is the appetite for the route I would suggest BA is the way forward.
cs
cs
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The published timetable uses 4 arrival and departure slot pairs operating at exactly the same time 7 days a week.
Flybe sold all their previous LGW slots to easyJet. So how have they obtained these slots ?
Given the price paid in recent years by IAG for the ex Monarch slots and easyJet for the ex Thomas Cook LGW slots, how can a company which was supposedly on the verge of collapse just a few days ago afford to gain such slots ?
Something underhand going on. I just hope us taxpayers haven't footed the bill.
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Do you ever change the record? Always railroading this thread into discussing a little airport that is a speck in the grand scheme of BE's operations. It is very simple, if a route has to be subsidised, it is clearly not a money maker. Arguably these are the sort of routes that have contributed to bringing BE to its knees. In the glory days BE focused on growing their proper bases at BHX, MAN, SOU, EXT etc. Then a shift in strategy to start operating at bases at the likes of NQY, DSA, CWL etc where they were clearly enticed financially into contracts to operate that surprise surprise become burdens on BE's profitability. Also with the increased environmental scrutiny arguably a NQY - LON flight should be the first to be replaced by trains. I cannot imagine many people would justify a NWI - LON route! It therefore baffles me that a time of great financial uncertainty you are railroading the BE thread into talking about a route that is not only insignificant but likely a contributing factor to BE's problems. Maybe take a break and get out some more
a NQY - LON flight should be the first to be replaced by trains
Trains beyond Exeter/Plymouth are notoriously slow and if ever there was a case for a regional air connection to the capital (for business users and others), this is surely it.
The NQY operation may indeed be small in the overall Flybe scheme of things, but has been somewhat newsworthy this week!
Agree re. DSA, CWL (and also NWI), but these operations were established to provide work for some of the 195's that Flybe were financially tied to until recently.
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And as for NQY-LON it takes over 6 hours to get there by train. If an air route against a 6 hour train ride isn't profitable especially if its subsidised then I can't see any other intra-England routes being profitable. They might as well stick with Scotland to southern England and Belfast to the rest of the UK and cut the rest!
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Do you ever change the record? Always railroading this thread into discussing a little airport that is a speck in the grand scheme of BE's operations. It is very simple, if a route has to be subsidised, it is clearly not a money maker. Arguably these are the sort of routes that have contributed to bringing BE to its knees. In the glory days BE focused on growing their proper bases at BHX, MAN, SOU, EXT etc. Then a shift in strategy to start operating at bases at the likes of NQY, DSA, CWL etc where they were clearly enticed financially into contracts to operate that surprise surprise become burdens on BE's profitability. Also with the increased environmental scrutiny arguably a NQY - LON flight should be the first to be replaced by trains. I cannot imagine many people would justify a NWI - LON route! It therefore baffles me that a time of great financial uncertainty you are railroading the BE thread into talking about a route that is not only insignificant but likely a contributing factor to BE's problems. Maybe take a break and get out some more
Bournemouth are now leading the way with more routes,pax increasing at a substantial rate and investment continues!
There is never a mention of Southampton figures,but I guess that's because they are falling away at a rapid rate.
You need to take a break full stop.
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What else should've they done with the E195s then?
And as for NQY-LON it takes over 6 hours to get there by train. If an air route against a 6 hour train ride isn't profitable especially if its subsidised then I can't see any other intra-England routes being profitable. They might as well stick with Scotland to southern England and Belfast to the rest of the UK and cut the rest!
And as for NQY-LON it takes over 6 hours to get there by train. If an air route against a 6 hour train ride isn't profitable especially if its subsidised then I can't see any other intra-England routes being profitable. They might as well stick with Scotland to southern England and Belfast to the rest of the UK and cut the rest!
In terms of PSOs, I would welcome anyone presenting concrete evidence that any PSO routes in the world make a profit. No government is going to hand out taxpayers money to subsidise a private company’s profits. They do not make money and never will, because a negligible amount of people require the route.
As for the train journey from the West Country of course I appreciate that is long and arduous currently. Which is why investment should be being directed to improve the railway infrastructure rather than being directed to prop up a pointless and environmentally damaging flight in my opinion.
Those remedy slots which were route-specific for ABZ and EDI are locked to those routes for three years. Slots for the Newquay route were obtained under the provisions which allow an airline operating the route-specific services to then request any other remaining unused remedy slots, to be used on any short-haul route of its choosing. As such, the current Newquay slots can be used on any short-haul route of the operator's choice.
In terms of PSOs, I would welcome anyone presenting concrete evidence that any PSO routes in the world make a profit. No government is going to hand out taxpayers money to subsidise a private company’s profits. They do not make money and never will, because a negligible amount of people require the route.
Slot allocation has nothing to do with the EU - its a historical stitch -up with limited legal validity agreed between the airlines
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Join Date: Oct 2007
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Do you ever change the record? Always railroading this thread into discussing a little airport that is a speck in the grand scheme of BE's operations. It is very simple, if a route has to be subsidised, it is clearly not a money maker. Arguably these are the sort of routes that have contributed to bringing BE to its knees. In the glory days BE focused on growing their proper bases at BHX, MAN, SOU, EXT etc. Then a shift in strategy to start operating at bases at the likes of NQY, DSA, CWL etc where they were clearly enticed financially into contracts to operate that surprise surprise become burdens on BE's profitability. Also with the increased environmental scrutiny arguably a NQY - LON flight should be the first to be replaced by trains. I cannot imagine many people would justify a NWI - LON route! It therefore baffles me that a time of great financial uncertainty you are railroading the BE thread into talking about a route that is not only insignificant but likely a contributing factor to BE's problems. Maybe take a break and get out some more
hmmmm how polite
get out more ?
i was simply quoting the IAG dude. I won’t be posting a link but I think if your able to use google you will be able to find articles to back up my contribution to this thread quite easily my ansum
have a lovely weekend
cs
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How has flyBe managed to get slots back at LGW for a multiple daily service? IAG paid £4.5 million for the 'NQY' slots last year. At the time I think the route operated 3x daily on an E-Jet. There is also the odd situation that flyBe are operating a seasonal daily service to SEN from NQY, against their own LHR/LGW PSO flights. MAN seems to support multiple daily flights on commercial terms. I appreciate that Cornwall is several hours closer to London by rail and car than MAN is, but does that really explain the need for the PSO? Is there really anything in the PSO to stop BA flying LHR-NQY, say twice daily with an A319 against flyBe to LGW?
All EU laws are being transferred to the UK statue books, so the status quo in relation to the BA purchase of BMI will remain, unless someone wants to revisit it.
All EU laws are being transferred to the UK statue books, so the status quo in relation to the BA purchase of BMI will remain, unless someone wants to revisit it.
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