Primera Air
Join Date: Oct 2017
Location: London
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The airbuses are still here. Primera pilots were called out to fly them to Zurich this morning but as of now are still sat at Harrods aviation in STN waiting for more info.
Personally I think the airline is dead and buried but would be happy to take a job back for the time being regardless until I can find something more stable.
Personally I think the airline is dead and buried but would be happy to take a job back for the time being regardless until I can find something more stable.
Join Date: Oct 2017
Location: London
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No reason to be stingy when needing a $50 million aircraft to be flown back, as I believe Lease fees paid up front then just deduct it from
anything due to go back to receiver.
Join Date: Jul 2009
Location: NI
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Join Date: Oct 2017
Location: London
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Join Date: Oct 2005
Location: Leeds, UK & Cork, Ireland
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I really wonder what went wrong at Primera.
13 years of successful charter flying and suddenly the decide to double the size of the airline to operate transatlantic routes.
The new aircraft were late arriving, so ratty replacements were hastily found at great expense.
New aircraft kept coming thick and fast, only the roster of new routes grew faster - but revenue from the fantasy route network couldn’t sustain the winter.
The A321NEO has been chosen by airlines like EI and TP for similar routes, EI and the US3 have been operating the 757 on these routes for year, so the model can work. Globespan had similar rapid expansion, high hopes and dramatic implosion.
I suppose my question is weither the long haul LCC model doesn’t work, or if it was a case of overly ambitious timelines and financial strain stretching that caused their doom. In short, would they have been OK if the A321s had been delivered on-time?
13 years of successful charter flying and suddenly the decide to double the size of the airline to operate transatlantic routes.
The new aircraft were late arriving, so ratty replacements were hastily found at great expense.
New aircraft kept coming thick and fast, only the roster of new routes grew faster - but revenue from the fantasy route network couldn’t sustain the winter.
The A321NEO has been chosen by airlines like EI and TP for similar routes, EI and the US3 have been operating the 757 on these routes for year, so the model can work. Globespan had similar rapid expansion, high hopes and dramatic implosion.
I suppose my question is weither the long haul LCC model doesn’t work, or if it was a case of overly ambitious timelines and financial strain stretching that caused their doom. In short, would they have been OK if the A321s had been delivered on-time?
Join Date: Dec 2008
Location: looking out of the window
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I suspect they would have lasted longer - but I’m not sure they had the financial backing to really make it work.
ok, had everything run perfectly then I reckon they would have made it, but anyone one of a multitude of problems arising would have had the same result.
they didn’t seem to have much in the contingency pot.
i still think efficient narrow body twin jet ops probably is the future for routes like U.K.>East coast US but whether that is with legacy airlines adjusting or new players remains to be seen. Though for new players the record isn’t great
ok, had everything run perfectly then I reckon they would have made it, but anyone one of a multitude of problems arising would have had the same result.
they didn’t seem to have much in the contingency pot.
i still think efficient narrow body twin jet ops probably is the future for routes like U.K.>East coast US but whether that is with legacy airlines adjusting or new players remains to be seen. Though for new players the record isn’t great
Join Date: Oct 2017
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I really wonder what went wrong at Primera.
13 years of successful charter flying and suddenly the decide to double the size of the airline to operate transatlantic routes.
The new aircraft were late arriving, so ratty replacements were hastily found at great expense.
New aircraft kept coming thick and fast, only the roster of new routes grew faster - but revenue from the fantasy route network couldn’t sustain the winter.
The A321NEO has been chosen by airlines like EI and TP for similar routes, EI and the US3 have been operating the 757 on these routes for year, so the model can work. Globespan had similar rapid expansion, high hopes and dramatic implosion.
I suppose my question is weither the long haul LCC model doesn’t work, or if it was a case of overly ambitious timelines and financial strain stretching that caused their doom. In short, would they have been OK if the A321s had been delivered on-time?
13 years of successful charter flying and suddenly the decide to double the size of the airline to operate transatlantic routes.
The new aircraft were late arriving, so ratty replacements were hastily found at great expense.
New aircraft kept coming thick and fast, only the roster of new routes grew faster - but revenue from the fantasy route network couldn’t sustain the winter.
The A321NEO has been chosen by airlines like EI and TP for similar routes, EI and the US3 have been operating the 757 on these routes for year, so the model can work. Globespan had similar rapid expansion, high hopes and dramatic implosion.
I suppose my question is weither the long haul LCC model doesn’t work, or if it was a case of overly ambitious timelines and financial strain stretching that caused their doom. In short, would they have been OK if the A321s had been delivered on-time?
As mentioned before, this caused a dramatic rush for cabin crew recruitment with several new courses being pushed through per month which I guess added to the bill.
Feel for the souls in training at the time of collapse, a lot of them had left airlines like EK and BA to join.
Glad Andri Ingolfsson managed to save himself and his travel agencies though, the Icelandic Andrew Swaffield.
Join Date: Jun 2007
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Andrew Swaffield was such a travel industry high flyer and industry expert, only he could preside over a £765m debt bankruptcy while telling his staff in weekly email missives that everything was rosy. Such a respectable individual he even told us how his polo team was performing. Mind you, if you were pocketing a salary of £583000 and a company chauffeur for such a performance, it's no wonder he thought things were so good.
if I were working for the Virgin Group Loyalty Programme where the CFO is also his former Monarch sidekick, I'd be keeping a beady eye on the finances and the number of dubious consultants.
if I were working for the Virgin Group Loyalty Programme where the CFO is also his former Monarch sidekick, I'd be keeping a beady eye on the finances and the number of dubious consultants.
Last edited by ExpectmorePayless; 12th Oct 2018 at 17:56.