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Second-hand options

Second-hand options

Bigger, new generation Embraers are a potential fit, but nothing larger, Schnadt says, adding: “The moment we get into Airbus territory, we are no longer in a niche and are competing on price.”


Manufacturers should not start knocking on his door, however. “The most logical step is probably starting with second-hand aircraft. Realistically, it will be six to 18 months – that and Brexit may happen together.” He adds that the existing fleet will be part of bmi “for the foreseeable future”.


The list of where to send the new aircraft is secret and doubtless already drawn up, but what is the advice for any airport wanting to head it? “At the most simple level, we need their understanding that they have to be our extended sales force,” Schnadt says. “Some of these markets, you can’t stimulate by price. We need commitments and support that allow us to fly at times when we don’t make money.”


Expansion brings us back to Brexit and exactly how bmi proceeds after March 2019 over the potentially tricky issue of an EU operating licence, one it will need for its portfolio of flights on mainland Europe. One idea for Vienna-born Schnadt is to do what easyJet has done and put a plaque on a door in his home city, giving it an EU Air Operator Certificate. Austria, he says, is keen to attract EU businesses to settle there and has less stringent employee protection laws than, for example, Germany.

Possible partnerships

Possible partnerships

The other strategy is a merger, equity stake or joint venture with an EU airline. Bmi will be a more attractive partner if it achieves its target of a pre-tax profit this year. AIL itself is profitable, and in the year to March 31, 2016, bmi’s EBITDA was just over £1 million.


“We are looking to deliver what we said we would (this year), which is a profit before tax; we will target turnover of over £100 million,” Schnadt says, adding that Loganair “would remain separate” from bmi.


Lufthansa, bmi’s biggest codeshare partner is one obvious partner option as Munich is currently bmi’s second-biggest base, with eight routes and five aircraft. A deal with Lufthansa would be ironic, seeing that bmi was briefly owned by the German carrier, which it then sold to IAG.


Schnadt, however, has his doubts. “I would never say never, but I don’t think it’s a natural one. Lufthansa sees itself as an operator of large aircraft at major hubs with a separate low-cost airline.”


A clue may come in bmi’s future codeshare partners, which will join Brussels Airlines and Air Dolomiti. Together, these two airlines’ codes are placed on 18 of the airline’s routes. “It’s conceivable there will be another three to four codeshare relationships announced in the next 12-18 months. More airlines see the opportunity to work with us,” he says. To these are now added sister brand Loganair, whose release from the Flybe franchise means bmi puts its code on nine Loganair flights from Aberdeen, Manchester and Edinburgh.


Arrangements like these replace bmi’s former advantages which it enjoyed as a Star Alliance member, albeit in a small way. “All the partnerships we had disappeared [when the group was broken up],” Schnadt says. Over five years, these have been re-established.”


Schnadt believes bmi is a big enough brand and distribution platform to feed major hubs of partner airlines as well as its point-to-point work. “A lot of those secondary and tertiary regions want to connect,” he says. However, he is adamant that point-to-point flying remains bmi’s primary focus. “That’s where we earn a reasonable return.”

Capital connections

There is no escaping the fact that many potential airport partners want connections to London. Bmi sells a Heathrow-Brussels route, but on Brussels Airlines’ metal. Its solitary London service, from Stansted to Derry, is a Public Service Obligation contract. Schnadt is keen to serve the Northern Irish city from elsewhere and expand frequency to Derry from Stansted but that is where his interest in London ends.


“Heathrow and Gatwick are essentially full and their pricing strategy is completely alien to our business model. London City is unlikely – unless you are a big global brand with big strategic contracts in place, few airlines have ever made money there.”


Britain’s second city is another matter and a Birmingham base opened this year, with Graz, Gothenburg and Nuremburg the first routes. Schnadt believes Bmi’s Midlands heritage will help in the post-Brexit era. “The UK government wants to recreate the UK as a global trading nation. The Midlands is where things are made.”


The Bmi tailfin and brand will fit very well there, of course, but does it really fit a pan-European carrier in a post-Brexit era?


“The relevance of the bmi brand going forward is something that has to be addressed,” he admits. “Customers have pretty fond memories of bmi being a challenger brand [against British Airways], so maybe we can just jazz it up and redefine it.”
Purists will hope so, but before that comes the challenge of Brexit itself, which Schnadt believes the UK is woefully unprepared for.


“We need to work on the view that in March 2019, the shutters come down. Where there is a lack of planning, there is always chaos – and chaos is typically expensive.”


Meanwhile, those talks with airports – and big corporations near them that will supply passengers – go on. Schnadt is keen to offer more extras to its corporate customers, such as a guaranteed parking space close to the terminal, as part of the package airports can offer, over and above the usual fast-track security and lounge access. “There’s no limit to what you can do,” he believes.


Prospective bmi airports please take note – Schnadt’s shopping list could be heading your way.

BMI Regional

BMI Regional

Operates more than 400 flights a week to 46 destinations in Norway, Denmark, Belgium, France, Austria, Germany, Italy, Poland, Sweden, Great Britain and Northern Ireland.


Other aircraft usage includes corporate and football team charters Fleet of 20 Embraer jets, with four 37-seat Embraer 135s and 16 49-seat 145s.


Main hubs: Bristol (six based aircraft), Munich (five aircraft), Aberdeen (two aircraft), Brussels (three aircraft).


Codeshare partners: Lufthansa, Loganair, Brussels Airlines, Air Dolomiti (from Munich to five destinations in Italy).


Basic fares include: Allocated seating, 23kg hold luggage, free in-flight drinks and snacks.


New 2017 routes: London Stansted to Derry, Birmingham to Graz and Gothenburg.

Codeshare deal gives rise to new UK routes

The new codeshare agreement with Loganair has given bmi Regional the chance to add nine UK routes to its network.


The routes will be operated out of bmi’s existing gateway at Aberdeen while customers will also be able to fly out of Edinburgh and Manchester on the following Loganair-operated flights:

 

Aberdeen
Aberdeen-Kirkwall (up to four daily)
Aberdeen-Sumburgh (up to four daily)

 

Edinburgh
Edinburgh-Kirkwall (up to three daily)
Edinburgh-Stornaway (up to two daily)
Edinburgh-Sumburgh (up to three daily)
Edinburgh-Wick (up to two daily)

 

Manchester
Manchester-Glasgow (up to six daily)
Manchester-Inverness (up to three daily)
Manchester-Norwich (up to three daily)

 

In addition, Loganair will also be placing a codeshare on the following bmi Regional routes from Aberdeen:
Aberdeen-Bristol [daily, except Saturday]
Aberdeen-Esbjerg [daily, except Thursday and Saturday]
Aberdeen-Norwich [double daily weekdays, daily on Sunday]
Aberdeen-Oslo [daily, except Monday and Saturday]

Jochen Schnadt, CCO for bmi Regional, says: “This new partnership with our sister airline, Loganair, offers bmi Regional customers a much wider network of destinations across Scotland and further afield, fitting perfectly with our ongoing business strategy to develop our partnership networks.


“With the synergy already afforded to us by being sister brands, both offering seamless connectivity on regional routes, it makes absolute sense to start offering codeshare options to our customers.”


Kay Ryan, Loganair’s commercial director, adds: “We’re pleased to reach yet another major codeshare agreement, further enhancing the choice of destinations available through the airline’s network.


“It also adds to our offering from the north-east of Scotland, extending routes into Denmark for the first time while opening up connections to Norway’s capital city and England’s south-west.”

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