It all depends on how the codeshare deal is structured. Only inexperienced or inept deals are based on mileage. Any interline manager worth their salt will structure a deal based on guaranteed minimums
by class meaning that far from pennies, codeshare pax can actually be worth significant revenues often better than the point to point pax! You just need to have people who know what their doing.

I cannot see how the LHR routes make money.

A320 every hour wuth semi seamless connections or the flybe option in a Dash !

vanity ?
or nice juicy sale when time permits .

Suggest you read posts 941 or 943 just above...

Am I dreaming or did Flybe pay £15 million for some LGW slots not that long ago? If so, presumably they are freehold, unrestricted and theirs to sell? So that's around half the sale price of the company?

I think that the fact that they have just expanded INV to 3 a day including a nightstopper points to a reasonably attractive business (helped by lack of APD of course).

Not sure how they all stack up on an O&D basis but all the domestics produce a huge amount of feed for BA into LHR (LBA probably being the best example of this).

That is exactly what the account accompanying the graphic says, so how can the figures be "utterly useless" ???

I think I said that? Difference being that LHR has feed all day whereas only the first onbound to Gatwick and the second outbound is decent for the vast majority of connections to the Beach Fleet leaving the remaining rotations dependent on fighting EZY for point to point.
I love it when Navpi sings the benefits of SEAMLESS (they're often not)!) connections via LHR, what a great point well made! I knew you'd see sense one day.
One of the challenges must be that flybe are competing with their borderline LHR operations with a large operation out of LCY. Now BA can do this better, in the way LHR-GLA was downsized and LCY-GLA up-sized with a move away from connections to support strong point to point London traffic but I don't see flybe having the benefits of scale to do this.

The only slots Flybe have at LGW are for the NQY route. The rest were sold off for £25 million. https://www.telegraph.co.uk/finance/...t-for-20m.html

If they weren't profitable they wouldn't do them. I think you know this :)

How the figures are represented is, of course, quite different. I can present you with figures which, on a straightforward accounting basis, show the BA Domestics as profitable. I can also present you with figures done on an equally straightforward basis which show they have lost considerable money for each of the last 45 years. What do you want me to show ? Despite all this, BA choose to let them absorb a substantial number of Heathrow slots which have great value.

I did once, in consecutive weeks, pay more on a BA Monday morning trip to Aberdeen than on a trip to Miami. Both in Y. The Aberdeen flight was fuller ...

A network carrier means what it says, it is the overall network which is the asset value; trying to salami slice it down and look at individual bits is, to an extent, a disconnected beancounting pastime.

A considerable part of how BMI lost so much is they were constrained by Star Alliance connecting passenger revenue splitting. It worked OK where you had the long haul, but BMI, uniquely short haul only in the alliance, were short changed by all the long haul carriers into Heathrow. That was a real loss.

Thanks. Must visit my senior moment consultant.

This article has been re-hashed from the FT and placed in BE's local rag. Wouldn't read to much in to this and would assume the local press are pro-actively pushing for BE's existence (and quite rightly). EZY would be a wise choice however for any takeover!

Why on earth would easy jet want to get involved with a basket case regional airline ?

Actually, I don't. That's why I asked.

I've spent the last 50 years watching with interest while BEA/BA gradually extricated themselves from a large network of increasingly unviable UK domestic routes.

I'm prepare to accept that, on any sensible accounting basis, the presence of those remaining routes adds move value to the overall BA operation than their absence would. But that's not the same thing at all as saying that there are profitable in their own right.

Eliminating competition.

Even if the competition seems to be well on the way to eliminating itself...?