Flybe-V2
Crikey, I’d thought I’d woken up on April 1st this morning reading all the recent postings of Flybe’s latest route announcements. They must have some seriously deep pockets as they're going to lose a shed load of cash with this latest foray. I’m genuinely struggling to see what their business plan and strategy is, it’s just so scattergun it’s difficult to see where they’re going with the business (apart from squandering a whole load of cash)
Very interesting times ahead!
Very interesting times ahead!
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Crikey, I’d thought I’d woken up on April 1st this morning reading all the recent postings of Flybe’s latest route announcements. They must have some seriously deep pockets as they're going to lose a shed load of cash with this latest foray. I’m genuinely struggling to see what their business plan and strategy is, it’s just so scattergun it’s difficult to see where they’re going with the business (apart from squandering a whole load of cash)
Very interesting times ahead!
Very interesting times ahead!
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Only guessing but I just cannot see them making money at present. Coupled with an almost definite recession on the horizon, flybe v2 looks precarious.
I hope it works out as a business so that the crews still looking for work get a chance of re-employment if business expands.
I hope it works out as a business so that the crews still looking for work get a chance of re-employment if business expands.
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I agree with others they appear to be making the same mistakes. As a new business it is never a good idea to instantly go after the competition. They should be focusing on routes with no competition and then when they are stronger start picking fights. I would love to know the logic on focusing so much on BHD when Emerald were already setting out their stool there and with the backing of EI.
when it comes to competition surely it would make sense to focus on the routes LM use the 145 on as it’s cramp and not the most efficient. I think most would take the Q400 over one of those as it’s nearly as quick, more space and tickets would be cheaper.
when it comes to competition surely it would make sense to focus on the routes LM use the 145 on as it’s cramp and not the most efficient. I think most would take the Q400 over one of those as it’s nearly as quick, more space and tickets would be cheaper.
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I agree with others they appear to be making the same mistakes. As a new business it is never a good idea to instantly go after the competition. They should be focusing on routes with no competition and then when they are stronger start picking fights. I would love to know the logic on focusing so much on BHD when Emerald were already setting out their stool there and with the backing of EI.
when it comes to competition surely it would make sense to focus on the routes LM use the 145 on as it’s cramp and not the most efficient. I think most would take the Q400 over one of those as it’s nearly as quick, more space and tickets would be cheaper.
when it comes to competition surely it would make sense to focus on the routes LM use the 145 on as it’s cramp and not the most efficient. I think most would take the Q400 over one of those as it’s nearly as quick, more space and tickets would be cheaper.
when will CAA figures be released to show the comparison?
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[QUOTE=cavokblues;11303031]The much debated May pax figures on the CAA have been updated on the 22/9/22 as below.
Thise figures look a lot better / more accurate than the original ones
Thise figures look a lot better / more accurate than the original ones
53% of capacity - but one would hope that would build as the brand re-establishes itself
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Unlikely, rumoured at the time that BMI paid over £1 Million to join Star Alliance
These alliances have strict entrance criteria to meet, it's not automatic.
https://www.skyteam.com/en/about/air...r-requirements
These alliances have strict entrance criteria to meet, it's not automatic.
https://www.skyteam.com/en/about/air...r-requirements
You can codeshare without coming a member but there will be hoops to be jumped through (I think SkyTeam have announced that they aren't accepting anybody else anyway).
Also, didn't VS lose on mk 1, and are no longer involved?
Also, didn't VS lose on mk 1, and are no longer involved?
Last edited by SWBKCB; 27th Sep 2022 at 19:58.
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To operate a codeshare flight you have to be fully safety audited and have customer service standard equal to or great than the company whose code you wish to use.
Very tough. On domestic UK flights BMI got circa £50 pp for codeshare pax, one of reasons they went under.
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Yes.
To operate a codeshare flight you have to be fully safety audited and have customer service standard equal to or great than the company whose code you wish to use.
Very tough. On domestic UK flights BMI got circa £50 pp for codeshare pax, one of reasons they went under.
To operate a codeshare flight you have to be fully safety audited and have customer service standard equal to or great than the company whose code you wish to use.
Very tough. On domestic UK flights BMI got circa £50 pp for codeshare pax, one of reasons they went under.
No they didn’t.
Don’t make things up.
That's rather harsh.
You either need IOSA accreditation or to be fully audited for a codeshare with any major carrier, and for most, IOSA is the standard.
There is an additional process for Lufthansa Group which is a bar higher than IOSA.
And the p**s poor income from some of the connecting partners with bmi (we're talking about the mainline airline sold to BA in 2012 here) was a major problem. They needed the pax volume but didn't get sufficient income to accompany it. There is more than a grain of truth in what's being said.
The previous posters might not have the terminology bang on, but the broad outline of what they are saying is a fair reflection of reality.
You either need IOSA accreditation or to be fully audited for a codeshare with any major carrier, and for most, IOSA is the standard.
There is an additional process for Lufthansa Group which is a bar higher than IOSA.
And the p**s poor income from some of the connecting partners with bmi (we're talking about the mainline airline sold to BA in 2012 here) was a major problem. They needed the pax volume but didn't get sufficient income to accompany it. There is more than a grain of truth in what's being said.
The previous posters might not have the terminology bang on, but the broad outline of what they are saying is a fair reflection of reality.
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A bold accusation.
I await your evidence to the contrary.
If codeshares where that easy airlines would be trading like Amazon marketplace.
As the Marketing airline BA would have to rebook any Flybe cancellations or missed connections (including in higher class if not Y).
As for the fixed amount, you of course will be aware there are many types of codeshare since you've been here since 2017 and posted 6 times.
Of course you'll know why Iberia put a code share flight number on LHR to JFK but Loganair don't, despite both codesharing into LHR
There are several types of code sharing arrangements:
I await your evidence to the contrary.
If codeshares where that easy airlines would be trading like Amazon marketplace.
As the Marketing airline BA would have to rebook any Flybe cancellations or missed connections (including in higher class if not Y).
As for the fixed amount, you of course will be aware there are many types of codeshare since you've been here since 2017 and posted 6 times.
Of course you'll know why Iberia put a code share flight number on LHR to JFK but Loganair don't, despite both codesharing into LHR
There are several types of code sharing arrangements:
- Block space codeshare: A commercial (marketing) airline purchases a fixed number of seats from the administrating (operating/prime) carrier. A fixed price is typically paid, and the seats are kept away from the administrating carrier's inventory. The marketing airline decides on its own which booking classes the seats are sold in (the block of seats are optimized just like another aircraft cabin).
- Free flow codeshare: The airlines' inventory and reservation systems communicate in real-time by messaging, commonly IATA AIRIMP/PADIS messaging (TTY and EDIFACT). A booking class mapping is defined between the airlines. No seats are locked to any of the airlines, and any airline can sell any number of seats.
- Capped free flow: Basically the same as above, but capping (maximum number of seats) is defined for each of the marketing airlines participating in the codeshare with the administrating carrier.