Flybe-V2
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Can someone who’s up to date with this advise what percentage of a slot has to be operated to avoid losing it under the “use it or lose it rule”. It was traditionally 80% but there was some alleviation under covid and I’m not sure whether it’s now back to 80% or not. Also, does the “use it or lose it” rule apply to remedy slots? I am of course thinking about the LHR remedy slots Flybe uses.
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Originally Posted by davidjohnson6
SKOJB - be fair to flyBE at BHD. It lists 15 flights, so 7 cancellations is just a 46.66% cancellation rate, not a 50% cancellation rate. Of course there is always the possibility that another aircraft will go tech 
It's still pretty poor though.
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Originally Posted by willy wombat
Can someone who’s up to date with this advise what percentage of a slot has to be operated to avoid losing it under the “use it or lose it rule”. It was traditionally 80% but there was some alleviation under covid and I’m not sure whether it’s now back to 80% or not. Also, does the “use it or lose it” rule apply to remedy slots? I am of course thinking about the LHR remedy slots Flybe uses.
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It is a fair comment to say that it must be a given now that they are haemorrhaging money. I like others would want them to succeed but what is the prospect of that based on current performance and customer feedback.
The LHR flight from NCL is certainly not breaking pax records today. Far from it.
Neither did the inbound that was worse.
Neither did the inbound that was worse.
Last edited by Diff Tail Shim; 24th Nov 2022 at 18:57.
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Originally Posted by Diff Tail Shim
The LHR flight from NCL is certainly not breaking pax records today. Far from it.
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Some problem seems to have arisen with ECOE today, currently stuck in AMS. Both AMS-LHR rotations cancelled and BHD-AMS still hasn't departed after a three and a half hour delay. Afternoon LHR-BHD cancelled also. Then again, could just be poor loads.
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I really don't understand this at all. Could the poor potential serviceability issue have been foreseen and mitigated.
Or would it have been better to re-start with something more reliable- the ATR doesn't seem to suffer these problems.
Or would it have been better to re-start with something more reliable- the ATR doesn't seem to suffer these problems.
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The blame is being put on the Q400 having reliability issues. But why? Wideroe don't seem to have problems and they are operating in much more challenging circumstances (heavy snow etc) and it's rare you see Luxair cancelling flights because of Q400 problems. Did Flybe1 not look after them? are the crew not treating them right? is Flybe trying to cut costs and only repair when things are broken rather than preventative maintenance? or is it just pure bad luck? I'm not accusing Flybe of any of that but questioning why they seem to be having such problems.
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As I said in my earlier post (post number 710 in this thread) I am convinced that part of their problem is over scheduling what are quite old aircraft. Also, I assume that all or most of these aircraft have been in storage since the demise of Flybe 1 and it is almost always the case that an aircraft that has been stored will take quite a while to bed in.
Last edited by willy wombat; 25th Nov 2022 at 11:15. Reason: Spelling
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The complexity of the network, with crews and aircraft right across the UK doesn’t help a small operation. Flybe has 8 aircraft over two hubs with multiple one stops to offline locations and night stops. Overnighting at an airport not connected to a home base is a brave thing as schedule recovery is doubly complex. 75% of Heathrow destinations not connecting hubs is also foolish.
emerald has 14 aircraft over two hubs. All aircraft are home every evening and no one stop services.
If things go wrong, and they do, Flybe has less capability to recover as quickly.
emerald has 14 aircraft over two hubs. All aircraft are home every evening and no one stop services.
If things go wrong, and they do, Flybe has less capability to recover as quickly.
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Originally Posted by BA318
The blame is being put on the Q400 having reliability issues. But why? Wideroe don't seem to have problems and they are operating in much more challenging circumstances (heavy snow etc) and it's rare you see Luxair cancelling flights because of Q400 problems. Did Flybe1 not look after them? are the crew not treating them right? is Flybe trying to cut costs and only repair when things are broken rather than preventative maintenance? or is it just pure bad luck? I'm not accusing Flybe of any of that but questioning why they seem to be having such problems.
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Originally Posted by southamptonavgeek
Flybe are themselves blaming delivery issues on the Q400s, though there appear to simultaneously be issues with the active fleet. Both I would put down to a lack of utilisation over a roughly two-year period, where the aircraft were stored in wet climates not dissimilar to the UK's own. Looking at Planespotter's data - which I appreciate is not always fully accurate - OY-YCZ (which is not yet listed on the UK register) has been stored for the longest, at 35 months, and G-EXTA the shortest, at 7 months. Neither is yet operational, though the latter has now been registered to Flybe suggesting that it is not far off being. The majority of the ex old Flybe machines have/had not flown for around 30 months and thus I would expect significant issues to arrive following their RTS. I'm not an engineer, or anything close, so it is merely speculative of course, but I am sure that somebody else on here would have the necessary experience to prove my argument either one way or the other.
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Is their another airline operating in the UK with *zero* interline agreements? Maybe Ryanair?
I know it's not the be all and end all (looking at you, BMI) but it seems insane.
I know it's not the be all and end all (looking at you, BMI) but it seems insane.
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Originally Posted by SealinkBF
Is their another airline operating in the UK with *zero* interline agreements? Maybe Ryanair?
I know it's not the be all and end all (looking at you, BMI) but it seems insane.
I know it's not the be all and end all (looking at you, BMI) but it seems insane.
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There are several airlines who don’t have inter line arrangements in the traditional sense - Ryanair, easyJet, Wizz, Jet2 to name but a few. But their business models don’t need or want them - and easyJet chooses to do this via another means with its Worldwide programme.
The difference is that if you need them and want them, but don’t have them, it will impact performance. The only other airline I can think of which has none and in the same boat as Flybe is Eastern.
The difference is that if you need them and want them, but don’t have them, it will impact performance. The only other airline I can think of which has none and in the same boat as Flybe is Eastern.
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Originally Posted by Albert Hall;[url=tel:11337604
11337604[/url]]There are several airlines who don’t have inter line arrangements in the traditional sense - Ryanair, easyJet, Wizz, Jet2 to name but a few. But their business models don’t need or want them - and easyJet chooses to do this via another means with its Worldwide programme.
The difference is that if you need them and want them, but don’t have them, it will impact performance. The only other airline I can think of which has none and in the same boat as Flybe is Eastern.
The difference is that if you need them and want them, but don’t have them, it will impact performance. The only other airline I can think of which has none and in the same boat as Flybe is Eastern.
