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Based at London’s Luton Airport, Monarch Airlines is one of the largest charter airlines in Europe and a subsidiary of the Monarch Travel Group. The carrier operates a network of scheduled seasonal leisure services within the Mediterranean and charter operations within Europe and to Canada, the Middle East and Canada for its parent. company.
Location of Monarch Airlines main hub (Manchester Airport)
LCCs will continue to evolve into hybrids of the original core model. CAPA and OAG consider Monarch Airlines fits the LCC profile and it is included in our reporting on this basis. Please note: when reporting for an airline is changed from or to LCC the historical data is not affected and it can lead to a distortion in the current reported data. Contact us if you have any queries.
322 total articles
Jet2.com Blackpool-Ibiza and East Midlands-Ibiza, and Monarch East Midlands-Ibiza launches confirmed
26 total articles
Airlines in Transition 6: Working with airlines & consumers (and Charlie Sheen?) to enhance revenues
Airline distribution expert Gillian Gibson, formerly of Travelport and Amadeus, led a session on distribution at CAPA’s Airlines in Transition conference in Dublin. She closed her presentation with a quote from wild man of Hollywood Charlie Sheen that refers to the power of the mind in overcoming old habits: “the only thing I’m addicted to right now is winning”.
The airline industry needs to change its mindset to overcome old habits and to develop technology to enable a more retail-oriented approach to distribution. Ancillary revenues have grown to the point where the very word ‘ancillary’ looks like a misnomer and yet traditional distribution channels such as GDS have not been able to carry this key revenue stream. Direct channels continue to grow, with mobile phone apps adding to airline.com sites, and yet very few offer an ‘end-to-end’ booking capability.
Can the industry break its old addictions and find a more integrated winning formula for distribution?
In our first article based on CAPA’s recent Airlines in Transition conference, we looked at the evolution of airline alliances. In general, this theme is relevant only to the larger carriers with significant long-haul networks, but 86% of the airlines in CAPA’s database are not full members of a branded global alliance (BGA). In this second report from the conference, we ask where this leaves smaller and non-aligned airlines?
There are a number of benefits and issues that alliance members associate with their membership of a BGA. However, CAPA’s panel of smaller and non-aligned carriers believe that they can address these factors better and more flexibly by remaining outside the BGAs. These issues are mainly connected to expanding and securing the available revenue pool through wider access to markets, brand loyalty and distribution.
United ends 2012 as world's biggest airline, Emirates third. Turkish and Lion Air the biggest movers
United Airlines, following its merger with Continental, has ended 2012 as the world's biggest airline measured by available seat kilometres for the current week, ahead of second placed Delta, whose capacity fell 0.3% year on year, according to Innovata. Fast growing Dubai-based carrier Emirates is the world's third biggest airline by this measure, and could be in second place by the end of 2013 if the past year's growth rates are maintained.
Southwest Airlines remains easily the largest LCC, while Lion Air and Jetstar have each climbed the LCC top 10, to sixth and seventh places respectively, overtaking Westjet. Atlanta Airport (just) remains the world's largest, ahead of Beijing Capital Airport, in terms of seat throughput for the week, but this ranking seems certain to reverse in 2013.
The biggest movers in the overall World Top 50 list include Turkish Airlines, which jumped seven places to rank 15th globally, while Indonesian carrier Lion Air vaulted eight places to enter the global Top 40 for the first time. Iberia and India's Jet Airways fell four and seven places in the 2012 rankings, respectively.
Global Airline Alliances collectively grew capacity at higher than the world rate, with SkyTeam expanding fastest of the three majors, although Star Alliance remains easily the largest.
Emirates is close to overtaking American Airlines and becoming the third largest airline by available seat kilometres (ASKs) after the Dubai-based carrier's massive 19% increase in capacity over the last year. Emirates' current capacity is close to 30% above levels of just two years ago, according to Innovata. Over the same period, American has cut capacity by about 8% while larger rivals United Airlines and Delta Air Lines have slashed ASKs by over 16%, according to Innovata. Interestingly, were American Airlines to combine with US Airways it would become the world's biggest airline - some 4% larger than Delta by ASKs based on Innovata capacity figures for Aug-2012.
The other big movers over the past two years include Ryanair, which has leapfrogged China Southern and US Airways into the Top 10, and Turkish Airlines, which has soared into 17th position (from 27th two summers ago) thanks to an astonishing 52% increase in ASKs. easyJet has also moved up several places to be just outside the Top 20, while Japan's ANA and JAL have fallen outside the top 20 grouping.
The announcement by Monarch Airlines that it will create a base at the UK’s Leeds Bradford Airport (LBA), hot on the heels of one promising the re-instigation of a London Heathrow service by British Airways demonstrates that what has been a moribund airport is now moving rapidly in the right direction. But it has proved to be a hard slog to make money out of it.
British Airways (BA) is preparing to disband bmibaby, the low-cost unit it unwelcomely acquired from bmi after previous owner Lufthansa failed to find a buyer. But as the saying goes: one man’s meat in another man’s poison and the news of bmibaby’s grounding was welcomed by multiple airlines including Monarch, Flybe and Jet2.com, all of which are swiftly stepping in to backfill capacity.
Anemic-turns-dynamic is not exclusive to bmibaby’s network but a development seen following the recent demise of other small- and medium-sized airlines in Europe such as Spanair, Malev and Cimber Sterling. In those cases, competitors have reacted swiftly and within a couple of days to fill the void.
bmibaby’s closure is indicative of a recent development in Europe: the lavish injection of capital in loss-making carriers is coming to a standstill with public and private shareholders alike halting the operations of these entities, mostly small- and medium sized airlines, a trend long overdue and induced by low or no economic growth in most EU countries implementing stark austerity measures, and high fuel prices.
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