Onejet

Yeah, they've been flying IND-MKE for a few weeks. They're bookable on expedia and just picking some random dates more than a couple weeks out, they're competitively priced to 121 carriers.
 
Anybody know anything about this ONEJET. Far as I can tell they're using a 380 public charter arrangement to offer regularly scheduled flights under the operation of a second party 135 operator. OneJet itself is apparently just the customer facing/sell-side of the business. All the aircraft and pilots are operating under the aegis of a different 135 operation, not OneJet itself.
The really confounding question is how do they make money? I just went to their website to "book" a ticket from MKE to OMA. A round trip a week out is ~$400! Wait for it... that's in a Beech Jet, er, a Hawker 400.
Let's say that's an hour trip. 8 seats x $400 is $3200. The fuel alone would be somewhere around $1000 for the round trip. Then you'd have debt service on the aircraft as well as all the corporate costs at One Jet. Then OneJet has to pay the 135 operator.
Even if they filled EVERY seat, EVERY day, I don't see how it works. o_O
Anyone have any insights??
 
Wasn’t there a company out of MSY doing the same thing with Saabs? They sold the tickets, but a 135 operator provided the actual crews/planes? Ended up going bankrupt when they didn’t pay their bills and the 135 operator withdrew their planes.
 
I don't know squat about this elusive 380 clause. Somebody told me this is what Great Mistakes is now doing, or was trying to do for a while. And I think @Plata is correct that SA and WU are using this "exemption" as well.

Even if I accept the validity of 380 (whatever the Eff that is), I still don't understand how the model at OneJet works given the size of the plane and the price of the tickets. I'm assuming the only people who write checks are customers. But perhaps there's an angle regarding buying aircraft. Rich folks can be easily sold by a tall, good looking guy in a suit possessing a deep voice. So maybe the plane acquisition methodology is a lá Ponzi. That's about the only way I can get the numbers to sum positive. I did hear that the "owners" (whoever they may be) are given charter privileges on the planes on weekends. So they've got that going for them... which is nice.
 
Does the model work with Hawkers if the capital costs are nearly zero? There are lots of Hawkers parked these days, and I’d guess that they can be acquired for little more than the value of the time remaining on the engines.
 
Crop Duster said:
Anybody know anything about this ONEJET. Far as I can tell they're using a 380 public charter arrangement to offer regularly scheduled flights under the operation of a second party 135 operator. OneJet itself is apparently just the customer facing/sell-side of the business. All the aircraft and pilots are operating under the aegis of a different 135 operation, not OneJet itself.
The really confounding question is how do they make money? I just went to their website to "book" a ticket from MKE to OMA. A round trip a week out is ~$400! Wait for it... that's in a Beech Jet, er, a Hawker 400.
Let's say that's an hour trip. 8 seats x $400 is $3200. The fuel alone would be somewhere around $1000 for the round trip. Then you'd have debt service on the aircraft as well as all the corporate costs at One Jet. Then OneJet has to pay the 135 operator.
Even if they filled EVERY seat, EVERY day, I don't see how it works. o_O
Anyone have any insights??
Click to expand...

OneJet is ran through CFM - Corporate Flight Management/Contour. I don't know if any of the routes are EAS or not.

@Cptnchia I believe CFM was also the certificate holder for GLO.
 
Crop Duster said:
I don't know squat about this elusive 380 clause. Somebody told me this is what Great Mistakes is now doing, or was trying to do for a while. And I think @Plata is correct that SA and WU are using this "exemption" as well.

Even if I accept the validity of 380 (whatever the Eff that is), I still don't understand how the model at OneJet works given the size of the plane and the price of the tickets. I'm assuming the only people who write checks are customers. But perhaps there's an angle regarding buying aircraft. Rich folks can be easily sold by a tall, good looking guy in a suit possessing a deep voice. So maybe the plane acquisition methodology is a lá Ponzi. That's about the only way I can get the numbers to sum positive. I did hear that the "owners" (whoever they may be) are given charter privileges on the planes on weekends. So they've got that going for them... which is nice.
Click to expand...

Why would you have reservations on the validity of 380 Public Charter? And secondly why assume something nefarious is going on?
 
n57flyguy said:
OneJet is ran through CFM - Corporate Flight Management/Contour.
@Cptnchia I believe CFM was also the certificate holder for GLO.
Click to expand...

I always thought of this:

glow-show.jpg


When I saw one of their planes.

They both looked good, but you knew it was fake and how it was going to end.
 
Cptnchia said:
Wasn’t there a company out of MSY doing the same thing with Saabs? They sold the tickets, but a 135 operator provided the actual crews/planes? Ended up going bankrupt when they didn’t pay their bills and the 135 operator withdrew their planes.
Click to expand...

This is the same type of operations I was involved with. Lakeshore Express was selling the tickets on the Saab 340 that was managed and crewed by a 135 operator in the Metro Detroit area. It only lasted a couple of years and then wen Tango Uniform. It was fun for the crews and regulars while it lasted. TMK the planes then made their way down the MSY operation....
 
Plata said:
Does the model work with Hawkers if the capital costs are nearly zero? There are lots of Hawkers parked these days, and I’d guess that they can be acquired for little more than the value of the time remaining on the engines.
Click to expand...
I've never made it a secret that I think Hawkers were engineered and constructed by evil repair station and service center owners who hated their mechanics and loved money, and I've admittedly been blessed by only working on a Hawker 400 once. There is no way they are making any money operating one for $400/seat, even if it was just for a ride around the pattern and all of the seats were full the MX costs would eat any possible profit.

Edit: I reread the post regarding A/C type, I still posit that a Beechjet isn't much better, but I have no hands on experience with one.
 
Beechjets, at least according to my wrench-spinning contacts, aren't nearly as bad as a Hawker. Which is, admittedly, faint praise. My experience in yoke-actuation would suggest that when they break, it's usually in one of a few known ways/areas, unlike a real Hawker, which, as you well know, may break in any of a million ways at any moment (but most probably on the first leg out of previous maintenance).
 
Boris Badenov said:
Beechjets, at least according to my wrench-spinning contacts, aren't nearly as bad as a Hawker. Which is, admittedly, faint praise. My experience in yoke-actuation would suggest that when they break, it's usually in one of a few known ways/areas, unlike a real Hawker, which, as you well know, may break in any of a million ways at any moment (but most probably on the first leg out of previous maintenance).
Click to expand...

It's a reasonably well known fact that as the model continued to evolve and diverge from the the original design- a design penned by one of the finest aerospace engineering departments of the 20th century- maintenance and dispatch reliability went down the tubes. Kind of like handing the Toyota Hilux over to British Leyland for continued production.
 
If you mean the Beechjet, I certainly agree. The Diamond was a pig performance-wise, but I think quite well designed. Other than needing much bigger engines.
 
Boris Badenov said:
If you mean the Beechjet, I certainly agree. The Diamond was a pig performance-wise, but I think quite well designed. Other than needing much bigger engines.
Click to expand...
I think he's referring to the Hawkers. I've talked to guys that worked on some older models when they were new, like the 700 or even the 400, they actually had nice things to say compared to the 800 and anything after it. Half of the problem is the manuals and wiring diagrams. These airplanes were delivered with a custom Avionics Manual that showed how the airplane had each little part installed or wired on that particular airframe and each one is different, 40 years later they've changed hands so many times the books are woefully incomplete due to abuse, neglect, or worse, nonexistent due to bad deals, bad feelings or repossessions. A well maintained Hawker with all of its books is exceedingly rare anymore due to the bottom feeders having access to them because of the dramatic drops in value in the last decade or so.
 
You must log in or register to reply here.
Back
Top