He booked a ticket with Flybe, seems asking on the flybe thread is perfectly reasonable?

The routes will initially be operated by either an E195 or an RJ85. Later in the year all move to E195s.

The original routes to RNS, CFR & GRQ all remain on the ATR.

No need to cry about it, I thought he'd get more of an answer he's looking for if he asked on the Stobart thread in light of the fact that Flybe is just the booking engine, the route is a Stobart route, not a Flybe route regardless of who's operating it.

I'm travelling LYS-SEN on 12th May and was informed last week that this will be a Jota flight yet the Flybe booking engine still shows the seat plan for an E175. I had heard elsewhere that a Flybe E175 might be allocated to the new SEN routes initially, plus a Jota aircraft, so is it definite that an E195 will be employed?

Franchising the Flybe brand is so much more than being a booking engine, regardless of who operates the routes. If you have little interest in aviation, who would you tell friends / family you were flying from LSA with?

It seems that flybe stops the route Hanover (HAJ) to Milan-Malpensa (MXP) by end of the summer schedule. Average PAX were around 44 between August and January.

Seems flybe are having to bus from remote stands for their Heathrow services, not ideal.

Quite a few crew friends advising the flights are like a staff shuttle from EDI for commuting. Early days though so popular with I'D90, it's corporate that will make or break it though.

... was always going to be the case. Slow noisy planes, dirt cheap fares, restricted cabin space, bussed stand transfers, difficult connections, limited awareness. I doubt BD or VS were profitable, BE wont be either.

I was on the evening Edinburgh to Heathrow last night, and it was only about a quarter full I'd say max, and was the same story on the way up earlier this week. Had on the way down one of the q400's normally operated for Brussels airlines and I have to say it was in quite a sorry state both inside and out.

They may need to put on a E175 before this service becomes more acceptable to the paying public as I don't think a prop cuts it!

If you want to fly on a jet rather than a prop then that option is available, as is the arrival onto a contact/jetbridge stand rather than a remote stand where you're bussed to the terminal. You just need to fly BA instead of Flybe.

I guess it depends on the compromises you're willing to make. For a day return on a Monday, BA want £441, Flybe want £187. At least there's now the choice I guess but it's very early days.

There are probably enough price sensitive business and leisure customers to ensure success for Flybe, and the significant number of codeshares they have, coupled with smaller aircraft means that they can probably charge some fairly good prorates to their codeshare partners rather than giving these seats away below cost due to excessive capacity.

I wish them the best of luck.

Far better with the jet the prop jobs seem to be for ever suffering technical failures if its not landing gear collapsing its engine failures
Dreadful contraptions imho


https://www.aeroinside.com/incidents/airline/flybe

The problem though is that no airline can make money on feeding longhaul codeshare partners from the UK regions through LHR. Unless it's BA to BA. I worked for a long time at BD in revenue/sales. As the first or final carrier on through tickets, we were responsible for rerouting in times of disruption and had to take the hit on baggage delivery charges from the LHR return end. We joined Star Alliance which for us became more expensive as missed bags increased tenfold due to Star service standards and LHR failure to meet Star minimum connection times. We had codeshares with VS SQ SA and got into bed with every major operator at LHR and this became BDs downfall. Due to the little revenue earned on connection through tickets and the costs involved, this was eating into our corporate revenue stream from our domestic business clients. EDI and BFS/BHD were the earners, however when the schedule went tits up, that revenue was lost also.

DC_10

That my friend was an excellent post and well informed :-)

I may be wrong but I'm sure Flybe don't care what metal they use on the route as long as it doesn't return a loss and once they keep the slots for X amount of years they can sell them off

I'd look at this not as a long term thing. More a short term investment to get the £££ for slots

Hardly just a opinion , The facts of the numerous technical incidents involving the flybe fleet are readily available on the AAIB site for anyone who wishes to check

But what's the relevance of the list you've linked? Where's the analysis?

Any comparisons of airlines with similar fleet size/types? i.e. are BE any better or worse than anybody else?

What factors are involved e.g. maybe BE have a better culture of reporting.

BHD2BFS. Wrong. These slots can never be sold. If that was not the case I am sure VS would have hung in.

Ratchetring: You are being very daft. Have you considered how many rotations a Q400 does in a day? All involving short sectors and quick turnarounds as well. Any piece of equipment is going to break down when used intensively. If you want to talk facts then I would argue that without the q400 there would be no BE. With no BE a lot of the thinner routes and regional airports would no longer be served limiting a lot of customers options and jobs at the regional airports. The jungle jets brought BE to its knees and nearly killed it off. So next time you start being pedantic about what is flying you to your destination you might consider without it you wouldn't be flying at all. Maybe a bus or a train is a more pleasant ride for you.

Well said, Rivet Joint. Youre talking sense

Compare Flybe to travelling domestically by rail (including Southern Railways, or Crosscountry Trains)!!

I am extremely grateful for Flybe and I fear if they were to go, the routes I fly very regularly would either not be covered, or be flown by a carrier and aircraft type I'd be very unhappy with.

Before criticising a carrier, it is worth reflecting on how much has to go on behind the scenes to make a flight go on time, then remember how much of those factors are outside the control of that carrier.

Yes management, crew, ops, dispatch can all have bad days, and can make wrong calls, but they are dealing with hi-tech machinery and systems that on the whole have very good dispatch reliability, and wherever there is mass human interaction, things aren't always perfect.

What sector are you in and do you deliver better, on such wafer-thin margins??