Flybe-9
Join Date: Oct 2004
Location: UK
Posts: 746
An advisor (whatever he/she does at Cyrus) has said they have not given up on flybe but it certainly looked that way pre March 5th.
Now while they are looking at Virgin Australia, are saying that they want to save flybe. Why wasn't this proclamation of commitment made anytime soon from March 5th.
Looks like spin to me but who knows.
Now while they are looking at Virgin Australia, are saying that they want to save flybe. Why wasn't this proclamation of commitment made anytime soon from March 5th.
Looks like spin to me but who knows.
Join Date: Mar 2006
Location: UK
Posts: 49
Re Cyrus
I would humbly suggest you ignore anything anyone from Cyrus Capital says until the first aeroplane pushes back. Rumours doing the rounds towards the end of last year were that Cyrus wanted out. The impression was that Virgin were the driving force (ha ha) while the going was good, Stobart wanted a slice of the regional action and were punching above their weight with another agenda and Cyrus Capital were in it for the short term and wanted to make some quick bucks.
As has been said on multiple forums, the 3 “partners” were very strange bedfellows and while any one of the 3 might have taken a good shot at sorting it out, the fact that all 3 seemed to have different agendas made the whole thing a bit of a farce really.
But the main problem which has been highlighted by numerous people before was that Flybe had too much baggage and a business model that was a joke.
IF, and I hope it happens, someone with an ounce of business common sense and a lot of financial backing steps up and tries to fill the complete void that Flybe’s demise has left, then I’ll be cheering loudly. Too late for me, but there are hundreds of top quality people out there that will be an asset to anyone that takes them on. But will a future organisation use the Dash 8.....................?!!
I would humbly suggest you ignore anything anyone from Cyrus Capital says until the first aeroplane pushes back. Rumours doing the rounds towards the end of last year were that Cyrus wanted out. The impression was that Virgin were the driving force (ha ha) while the going was good, Stobart wanted a slice of the regional action and were punching above their weight with another agenda and Cyrus Capital were in it for the short term and wanted to make some quick bucks.
As has been said on multiple forums, the 3 “partners” were very strange bedfellows and while any one of the 3 might have taken a good shot at sorting it out, the fact that all 3 seemed to have different agendas made the whole thing a bit of a farce really.
But the main problem which has been highlighted by numerous people before was that Flybe had too much baggage and a business model that was a joke.
IF, and I hope it happens, someone with an ounce of business common sense and a lot of financial backing steps up and tries to fill the complete void that Flybe’s demise has left, then I’ll be cheering loudly. Too late for me, but there are hundreds of top quality people out there that will be an asset to anyone that takes them on. But will a future organisation use the Dash 8.....................?!!
Join Date: Mar 2012
Location: England, UK
Posts: 119
Originally Posted by cabsav
The investor who allowed the airline to fold is saying they haven't forgot about the airline they let fold. WTAF
regardless, if Flybe raises from the ashes again it won’t have the heavy chains and shackles of the debt and costs of those flipping 195 and 175 holding it back. So in a very unfortunate way it will be a better and stronger company after going through the administration process.
Join Date: Nov 2007
Location: Northern Ireland
Posts: 112
Originally Posted by Set 1013
Because it wasn’t this investor that pulled out. It was Virgin that pulled the plug.
regardless, if Flybe raises from the ashes again it won’t have the heavy chains and shackles of the debt and costs of those flipping 195 and 175 holding it back. So in a very unfortunate way it will be a better and stronger company after going through the administration process.
regardless, if Flybe raises from the ashes again it won’t have the heavy chains and shackles of the debt and costs of those flipping 195 and 175 holding it back. So in a very unfortunate way it will be a better and stronger company after going through the administration process.
Join Date: Jun 2008
Location: Dark side of the Moon
Posts: 66
Originally Posted by Island Jockey
The AOC is gone...The resurrection will be the same as a new airline with massive set up costs unless you buy an existing airline with an AOC and no debt.
Join Date: Mar 2012
Location: England, UK
Posts: 119
Originally Posted by Island Jockey
The AOC is gone...The resurrection will be the same as a new airline with massive set up costs unless you buy an existing airline with an AOC and no debt.
Join Date: Mar 2012
Location: England, UK
Posts: 119
Originally Posted by cabsav
I’ll believe it when I see it.
Join Date: May 2011
Location: IOM
Posts: 948
The UK CAA will come under some harsh pressure here. It is accepted in most countries in Europe and further afield that airline licences will stand during administration/bankruptcy to give them a fighting chance of an outcome. Here they are stifling business and risking jobs, every time it happens. I wonder how many jobs would have been saved over the years?
Join Date: Mar 2004
Location: Dorset
Posts: 320
The Flybe Operating Licence remains suspended but not yet revoked.
The statement about the UK CAA approach being more restrictive than in other EU countries isn't correct. If you take examples in Germany like Azur Air and BlueWings, the LBA has made proposals and then revoked OLs on grounds of financial fitness, and thereby brought airlines to a halt, long before the CAA has ever done. The UK CAA has taken a more laissez faire approach with airlines being able to reach their own natural demise rather than being brought to a halt by regulatory intervention alone. The only exception to this general rule of allowing airlines to meet their own natural end has been where legitimate safety and regulatory compliance concerns have arisen, such as in the case of a certain HS748 operator. At a general level, I don't really see that JSCL's criticism is valid or justified by the facts.
The statement about the UK CAA approach being more restrictive than in other EU countries isn't correct. If you take examples in Germany like Azur Air and BlueWings, the LBA has made proposals and then revoked OLs on grounds of financial fitness, and thereby brought airlines to a halt, long before the CAA has ever done. The UK CAA has taken a more laissez faire approach with airlines being able to reach their own natural demise rather than being brought to a halt by regulatory intervention alone. The only exception to this general rule of allowing airlines to meet their own natural end has been where legitimate safety and regulatory compliance concerns have arisen, such as in the case of a certain HS748 operator. At a general level, I don't really see that JSCL's criticism is valid or justified by the facts.
Join Date: May 2011
Location: IOM
Posts: 948
Albert I think your understanding is slightly outdated.
Look at CityJet Ireland. Look at LGW from Germany, admittedly they're gone now but when they went in to 'administration' the licences stayed in place to allow the business time to either come back or be sold as a going concern.
Then let's not mention the US Carriers going in to C11.
Look at CityJet Ireland. Look at LGW from Germany, admittedly they're gone now but when they went in to 'administration' the licences stayed in place to allow the business time to either come back or be sold as a going concern.
Then let's not mention the US Carriers going in to C11.
Join Date: Sep 2008
Location: Blighty
Posts: 4,275
Perhaps the CAA is a bit too quick to prevent UK airlines that have gone into administration from somehow reviving themselves. That said, it had been clear from at least spring 2019 that Flybe was in deep trouble. Once Covid turned up, Flybe didn't stand a chance.
The time for reviving an airline is in the first few weeks after flying is suspended when the brand could maybe come back to life and the routes with most potential had not been claimed by other airlines. Even if Cyrus were ready to go tomorrow with Flybe v2, a delay of 3 months combined with a significant fall in air travel demand means the window of opportunity has almost certainly closed
The time for reviving an airline is in the first few weeks after flying is suspended when the brand could maybe come back to life and the routes with most potential had not been claimed by other airlines. Even if Cyrus were ready to go tomorrow with Flybe v2, a delay of 3 months combined with a significant fall in air travel demand means the window of opportunity has almost certainly closed
