Han ville antagelig fått tilbud om refusjon ...
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Hei
Vi i Foreningen Flyprat ønsker takke de av dere som har valgt å være medlem av foreningen gjennom det siste året, og dermed støttet driften av Flyprats forum og Airpics med 150kr.
Vi håper å kunne ha deg videre med til neste år og at du fortsatt vil være medlem nå som nytt medlemsår begynte 1. oktober 2025
Merk at etter årsmøtevedtaket er medlemsavgiften fra og med i år 150krBetalingen kan enten gjøres via Vipps: 150kr til #18641 eller via Letsreg på linken under:
https://www.letsreg.com/no/event/medlemskontingent_2026_01102025
(Husk og oppgi brukernavn så betalingen kan linkes til brukeres)
De av dere som alt har betalt i oktober er selvsagt registrert i det nye medlemsåret
Med vennlig hilsen - Styret i Foreningen Flyprat
Flyr konkurs
- Thread starter OY-CIR
- Start date
Han ville antagelig fått tilbud om refusjon ...
SAS tilbyr 200 kabinansatte i Flyr jobb. Dog er jeg usikker på hvor fristende det måtte være for dem
https://www.nettavisen.no/nyhetsstudio/?p=lc-5353534-6650
https://www.nettavisen.no/nyhetsstudio/?p=lc-5353534-6650
Får ikke helt e24 til stemme med hva jeg leser her på forumet.
https://e24.no/boers-og-finans/i/Q7...e-har-loennskrav-paa-over-30-millioner-kroner
https://e24.no/boers-og-finans/i/Q7...e-har-loennskrav-paa-over-30-millioner-kroner
Hva er det som ikke stemmer?
Jeg sliter med å finne noen motsetning mellom det som står der og hva som er skrevet her
Som f.eks?
Det er ikke noe motsetning der. Enten flyene skal til Norwegian eller andre, vil jo leasing selskapene for det "hente tilbake" flyene. Om ikke rent fysisk, så juridisk
Alt dette er ordnet under Cape Town-konvensjonen, så er normalt ganske rett frem. Tror omtrent eneste konkursen hvor det ble krøll her, var Cimber sin, men der var det dansker involvert :stir
Så får man følge med om Nomadic og Steve Giordano plutselig dukker opp på OSL
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BU595
ScanFlyer Silver
Flyes med callsign LNDYI kl 1100 UTC ENGM-EGSH (Spire flt sollutions)
Men Flyprat er jo til tider en ryktebørs;-)
Rykter ja.
https://e24.no/naeringsliv/i/eJdgKa/norwegian-snuser-paa-flyrs-flyflaate
Kunne egentlig vært en fordel å rydde opp i diskusjoner her.
https://e24.no/naeringsliv/i/eJdgKa/norwegian-snuser-paa-flyrs-flyflaate
fga og fgd er eneste på listen som er 10 år (fgc og fgb ganske nærme)
Kunne egentlig vært en fordel å rydde opp i diskusjoner her.
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Jens W
ScanFlyer Crusty
Det må være FGD, siden det er eneste av de som eies av omtalte Air Lease Corp.
Sakset fra Flight International idag;
How significant are exits of Flybe and Flyr from Europe’s airline market?
flybe-flyr
The collapses in recent days of UK carrier Flybe and Norwegian operator Flyr might give the impression of a harsh operating environment for European airlines.
But despite the airline industry having plenty of reasons to curse its luck over the past few years, these new failures offer few fresh business lessons in a region where most established players are looking forward to 2023 with some optimism regarding improved financial prospects.
Ultimately, both carriers were small start-up businesses that were struggling to gain footholds in highly competitive markets – nothing new in the airline industry. Add in the fact that they launched operations during a pandemic which then transitioned into a period of high costs, staffing shortages and supply-chain challenges, and the odds were never in their favour.
When considering the impact of their demises, both have failed in markets that had recently become accustomed to replacing capacity lost to struggling or collapsed rivals. In the case of Flybe, this was the brand’s second collapse in three years, meaning the revived airline entered a market in April 2022 where regional and other competitors had already had time – albeit during a pandemic – to hoover up commercially interesting routes that it previously operated.
In Flyr’s case, Norwegian’s pre-Covid retrenchment and quasi-hibernation in the first months of the pandemic had theoretically left a capacity hole in Scandinavia’s low-cost market that still looked appealing when it launched operations in mid-2021 – but perhaps less so as time went on, with Norwegian re-establishing its credibility as a sustainable business that had a much larger footprint than Flyr.
In capacity terms, then, their absences will not be keenly felt. They exit their markets with similar fleet sizes: nine De Havilland Canada Dash 8-400 twin-turboprops in the case of Flybe and 12 737-family jets in the case of Flyr.
In network terms, Flyr faced competition from the much-larger Norwegian and SAS on most of its domestic and international routes.
Flybe, meanwhile, was up against airlines variously including Aer Lingus, British Airways, EasyJet, Emerald Airlines and Longanair on UK domestic services from its key cities, if not always on the same routes.
And days before Flybe’s collapse, Ryanair had announced its return to UK domestic operations, including several routes from Belfast.
On international flights, Flybe faced a similarly competitive environment, often including Europe’s biggest low-cost and leisure operators, making thin, niche routes the only likely sustainable option for growth.
All told, in an industry notoriously challenging for start-ups, both Flybe and Flyr never really got out of the traps, leaving them to join the long list of failed airlines.
How significant are exits of Flybe and Flyr from Europe’s airline market?
flybe-flyr
The collapses in recent days of UK carrier Flybe and Norwegian operator Flyr might give the impression of a harsh operating environment for European airlines.
But despite the airline industry having plenty of reasons to curse its luck over the past few years, these new failures offer few fresh business lessons in a region where most established players are looking forward to 2023 with some optimism regarding improved financial prospects.
Ultimately, both carriers were small start-up businesses that were struggling to gain footholds in highly competitive markets – nothing new in the airline industry. Add in the fact that they launched operations during a pandemic which then transitioned into a period of high costs, staffing shortages and supply-chain challenges, and the odds were never in their favour.
When considering the impact of their demises, both have failed in markets that had recently become accustomed to replacing capacity lost to struggling or collapsed rivals. In the case of Flybe, this was the brand’s second collapse in three years, meaning the revived airline entered a market in April 2022 where regional and other competitors had already had time – albeit during a pandemic – to hoover up commercially interesting routes that it previously operated.
In Flyr’s case, Norwegian’s pre-Covid retrenchment and quasi-hibernation in the first months of the pandemic had theoretically left a capacity hole in Scandinavia’s low-cost market that still looked appealing when it launched operations in mid-2021 – but perhaps less so as time went on, with Norwegian re-establishing its credibility as a sustainable business that had a much larger footprint than Flyr.
In capacity terms, then, their absences will not be keenly felt. They exit their markets with similar fleet sizes: nine De Havilland Canada Dash 8-400 twin-turboprops in the case of Flybe and 12 737-family jets in the case of Flyr.
In network terms, Flyr faced competition from the much-larger Norwegian and SAS on most of its domestic and international routes.
Flybe, meanwhile, was up against airlines variously including Aer Lingus, British Airways, EasyJet, Emerald Airlines and Longanair on UK domestic services from its key cities, if not always on the same routes.
And days before Flybe’s collapse, Ryanair had announced its return to UK domestic operations, including several routes from Belfast.
On international flights, Flybe faced a similarly competitive environment, often including Europe’s biggest low-cost and leisure operators, making thin, niche routes the only likely sustainable option for growth.
All told, in an industry notoriously challenging for start-ups, both Flybe and Flyr never really got out of the traps, leaving them to join the long list of failed airlines.
Kan man bare overføre leasingavtale fra ett flyselskap til ett annet eller må man forhandle frem en ny kontrakt? Det kan jo hende avtalen Flyr hadde ikke er attraktiv for DY.
Men når de skal passe på flyene mens de er på OSL så har de vel meldt seg på interesselista om ikke annet. Regner ikke med de ble pålagt å være barnepike.
Avinor tar seg vel betalt for denne parkeringen også, hvem betaler den?
Men når de skal passe på flyene mens de er på OSL så har de vel meldt seg på interesselista om ikke annet. Regner ikke med de ble pålagt å være barnepike.
Avinor tar seg vel betalt for denne parkeringen også, hvem betaler den?
