Christ on a bike, sincerely hope that’s not true. Must have been some desperate crew signed up if it is! I would have run a mile from any outfit with that caper.

You're right that the amount is capped, I didn't specifically mention it, but that's a given because I mentioned the bill is being footed by the taxpayer and authorised by the secretary of state. If you've been through Flybe1, Monarch, BMI Regional, et al.. you know the drill.

Flight crew will be owed 3 months notice period after line training, 1 month otherwise. so 12 capped weeks. Again, most flight crew were recruited from Flybe1... so will understand what the deal is.

That rumour appeared here last year before v2 launched, but no, crew didn't sign any NDA. Some were asked not to post on social media that they were reemployed, but that was mainly due to negotiations ongoing with various airports that would be undermined if said airport knew local crew had already been hired.

I don't think the UK state redundancy rules have changed much since I was redundant in 2005.
You had to have a minimum of two years service to get anything, then 1 week for every year upto age 40 and 1.5 weeks pay over 40, capped at £270 ish p/w. (now £571 apparently).
I got £6580 after 18 years of service, and that was from an airline that was growing rapidly but didn't need flight engineers any more.
The Flybe staff will be lucky if they get their notice period paid in full.

That's statutory redundancy pay you're referring to. Which nobody will receive.

But.... If you don't give anyone notice that they're being made redundant, and just put them out on the street it's a breach of contract. Due to the lack of consultation employees are entitled to a Protective Award as per their notice period. But this takes 12-18mo to receive and it subject to deductions if said employee receives state aid, JSA etc.

There's no company to take to court for the full notice period... so the Secretary of State foots the bill.

Not in full as it's capped as others have mentioned, but they will get something.

Exactly, pointless for a small regional airline to go up against established carriers on trunk routes. In these circumstances increasing connectivity is more important than competition. Given the aircraft in use, thin unserved routes would have been best, then make sure that potential pax are made aware of the routes. If you don't know about it, you can't use it.

It's easy to say what routes Flybe should not have flown. However, what routes should Flybe have flown that they didn't fly (assuming it was to be a real airline aiming to survive long-term and not just a way of flogging LHR slots as quickly as possible) ? With many of the better candidates already snapped up after Flybe v1 went bust in spring 2020, there wasn't an awful lot of choice. Their timing of starting in spring 2022 was pretty good vis-a-vis the UK returning to normal post-Covid. Apart from the LHR routes, I find myself thinking that a fair number of the routes they chose (e.g. Belfast and Birmingham bases) were some of the least bad of an uninspiring bunch

Somewhere between the two questions, they should have launched NQY-LHR from the outset rather than messing about doing LBA. At least then they would have had a realistic chance of it being somewhere near sustainable. And if they were determined to fly fresh air around, MME could have been better than NCL as they may have got some money off the Mayor.

The problem with the Belfast routes is they went up against Emerald/Aer Lingus Regional.

I’d have picked Birmingham or Manchester and built it out to a decent hub rather than their spiders web of routes.

However ultimately I don’t believe there was space for Flybe in the first place. At least not domestically. Then I’d have gone for thin regional routes services to France/Scandinavia/Benelux and aim for some codeshare deals. Could have been like Air Dolomiti for Lufthansa style.

Flybe v 2 was always a solution looking for a problem or an answer looking for a question. By and large successful businesses are ones that identify a need and then aim to satisfy it, not ones that start up and then try to decide what to do. There was no need for Flybe 2 as a U.K. regional airline. It was simply a slot scam (see my various posts passim) and it appears, IMHO, that the management was too inept to even carry that off.

Could not agree with you more

What wombat said. My sincere concern is that there may be voices to say that a flybe v.3 is feasible. This gives terrible false hope to ex employees. Flybe is well and truly in a coffin and in the ground. I hope easyjet and Ryanair hold true to their offer and take on ex Flybe staff. Especially crew. I know nothing about the v.2 management so cannot comment. But in regards to v.1; it’s the same old aviation story of people in management who are not talented at all and then let so many people down. And it is them who started this sordid affair.

Some pretty accurate statements here

Let this be the death knell in any future version of Flybe, the awful Q400 and any idea that the UK needs lots of regional competition. It needs regional consolidation if anything. Not teenagers squabbling over razor-thin routes and margins, PSOs, fights with mainline subsidised operations..

Flybe v2 for all the veiled 'good intentions' of the management staff who set it up, were really just a tool of the investors. The ultimate reality is that they cared very little for the employees (despite being told this was a new caring Flybe) and this is borne out in the wages, the terms and conditions, zero lifestyle protections (not that it was a problem as crews did minimal flying), legal minimum pension contribution, statutory sick pay only... the list can and does go on. & yes this was v2 - but all the good work the v1 Company Council had done in the past, all the good ideas to look after crews... it was dropped out of anything to do with v2.

They say "don't be sad that it's over, be happy that it happened" - I think in this instance, everyone involved should be sad they had a year of their life wasted.

Telegraph reporting that both AF-KLM and Lufthansa are "circling" Flybe with a view to acquiring their slots at LHR and AMS. It is understood that, to access these slots, they will have to purchase the airline as it stands.

Apart from the slots, what is there to buy?

Lufthansa, Air France-KLM eye Flybe landing slots - report (yahoo.com)

If a firm was to buy Flybe (which is still a legally trading entity and thus still holds its AOC) in its entirety, would it be possible to transfer the slots which are apparently now "owned" immediately to the buyer's own AOC? Or are they still under the remedy slots ruling?