- ZK-ZQ* series appears to be for Jetconnects new B738 fleet
- DJ and DLs planned alliance
- NZ and AC alliance
- NZs first B763 with winglets has arrived home
- DJs first few weeks of selling its HLZ services
- AKL announces its Airport Hotel
- More bad news for Jetconnect when a B734 lost cabin pressure
- ZK-FRE is departing NZs fleet for Webjet
- NZ reduces WSZ-CHC services from December 18th
- DJ announces weekend AKL-ZQN services from September
- NZ announces ROT-SYD services
Adam42185 From United States of America, joined Dec 2005, 426 posts, RR: 0
Reply 4, posted (6 years 8 months 4 weeks 1 day 17 hours ago) and read 21164 times:
I think that the 767 with winglets are beautiful, especially with the koru on them. In a recently posted picture, however, the caption says that koru on the inside of the winglet is going to be removed... due to vertigo? Whose vertigo? I think they look incredible the way they are it would be a shame for them to remove the design on the inside.
DavidByrne From New Zealand, joined Sep 2007, 1882 posts, RR: 2
Reply 9, posted (6 years 8 months 4 weeks 1 day 10 hours ago) and read 21016 times:
Quoting AerorobNZ (Reply 8): for the minimal savings over a direct service they are fools. At least FJ/TN connect very well to LAX
I don't know about that - I know a lot of people for whom a saving of $400 on the fare would be most welcome. Not all travellers are well-heeled! And there are a lot of things worse than having a day in SYD to see friends, sight-see etc. Each according to their needs, I say . . . we don't need to slag them for choosing an out-of-the-way routing.
This is not my beautiful house . . . This is not my beautiful wife
TG990 From New Zealand, joined Sep 2005, 71 posts, RR: 0
Reply 12, posted (6 years 8 months 4 weeks 19 hours ago) and read 20972 times:
Jetconnect/Qantas is replacing all of its 737-300/400's with the new (fresh from Seattle) 737-800's.
The first should arrive Sep 1st ZK-ZQA, with ZK-ZQB and ZK-ZQC arriving within the month. Plan is to have 6 aircraft (ZQD,ZQE,ZQF) with an all -800 fleet servicing the AKL/WLG Tasman flights.
AKL flights will operate the 800 more often, with the additional aircraft coming on line, WLG will see an increase.
Unlike the Qantas Aussie based -800s, these aircraft will come with PTV's which is sweet for PAX! Also new economy seats, which are onboard the A380. Idea is to bring the Tasman aircraft up to standard with all international flights.
SunriseValley From Canada, joined Jul 2004, 6085 posts, RR: 6
Reply 13, posted (6 years 8 months 4 weeks 19 hours ago) and read 20971 times:
Quoting TG990 (Reply 12): Unlike the Qantas Aussie based -800s, these aircraft will come with PTV's which is sweet for PAX! Also new economy seats, which are onboard the A380. Idea is to bring the Tasman aircraft up to standard with all international flights.
Pressure on NZ to upgrade their main trunk service . Can NZ hold off until new aircraft enter the fleet in 2011-2012
NZ107 From New Zealand, joined Jul 2005, 6709 posts, RR: 35
Reply 15, posted (6 years 8 months 4 weeks 13 hours ago) and read 20606 times:
Quoting SunriseValley (Reply 13): Pressure on NZ to upgrade their main trunk service . Can NZ hold off until new aircraft enter the fleet in 2011-2012
I'm not so sure if it does put pressure on NZ to upgrade their main trunk service. Of course they can hold off. The 738s are only for TT ops as JQ have taken over the Jetconnect domestic services. The NZ A320s are still rather young and their product is great - IFE and service. It'll be interesting to try out Jetconnect's 738s on a TT run though, especially if they do have the same carbon fibre backed seats as the A380 has.
Alangirvan From New Zealand, joined Nov 2000, 2106 posts, RR: 1
Reply 17, posted (6 years 8 months 4 weeks 10 hours ago) and read 20528 times:
The lead story in today's Otago Daily Times was a call from Rob Fyfe that if Dunedin wants year round Trans Tasman services, the city will have to make a financial contribution to the cost of operating the services, year round. There is a suggestion that Rotorua is helping AirNZ with the cost of introducing their new services, though Rob Fyfe was not available for the ODT to confirm his comments.
Local comments are that the city has not be asked for a financial contribution, and John McCall's feeling is that much as the city wants the service, it cannot subsidise a service that is not financially viable. The local Chamber of Commerce might be interested, but these meetings just do not seem to happen. We had one AirNZ manager who visited the city in July, and all he did was complain on his Facebook page how cold it was.
To be honest, our city is just not a tourist draw card during the winter months when we are sliding down the frosty roads. There may be a handful of Dunedin people who want to go to meetings during the winter season - a brief peak during University winter break when the go over to Australia for conferences. Not even enough to give a reasonable load on an E-190. Interesting to note, when I check booking sites, the cheapest deals from Dunedin to Australia often involve flights from Wellington rather than Christchurch. Even Qantas flies us up to WLG on AirNZ domestic and puts us on afternoon flights Trans Tasman.
ZK-NBT From New Zealand, joined Oct 2000, 5543 posts, RR: 11
Reply 19, posted (6 years 8 months 4 weeks 4 hours ago) and read 20377 times:
Quoting TG990 (Reply 12): Jetconnect/Qantas is replacing all of its 737-300/400's with the new (fresh from Seattle) 737-800's.
Does this mean the 734s will leave sooner than planned which was within 2 years or so anyway.
Quoting JaseWGTN (Reply 18): They are registered in NZ as "Jet Connect" even though owned by Qantas is a New Zealand company and aircraft registered ZK require less flight attendants than VH reg'd aircraft
RichardJF From New Zealand, joined Mar 2001, 792 posts, RR: 0
Reply 21, posted (6 years 8 months 3 weeks 5 days 5 hours ago) and read 19930 times:
I wonder if boeing could produce a shortened long range 787. It may well be a useful aircraft for NZ. It seems with the 787-8 they produced a similar plane to the 787-9 just with a few less seats.
With a shortened aircraft they could create 3 variants
1. A heavy 787LR with 789 engines (very useful for Wgtn)
2. A light shorter range version with derated engines suitable for replacing 752/762/A310 on transatlantic.
3. A corporate jet.
CHCalfonzo From Hong Kong, joined Mar 2007, 229 posts, RR: 0
Reply 24, posted (6 years 8 months 3 weeks 4 days 23 hours ago) and read 19725 times:
Quoting RichardJF (Reply 21): I wonder if boeing could produce a shortened long range 787. It may well be a useful aircraft for NZ. It seems with the 787-8 they produced a similar plane to the 787-9 just with a few less seats.
With a shortened aircraft they could create 3 variants
1. A heavy 787LR with 789 engines (very useful for Wgtn)
2. A light shorter range version with derated engines suitable for replacing 752/762/A310 on transatlantic.
3. A corporate jet.
A shortened 787 would suffer the same problems the likes of the 737-600/A318 do now, ie. excess weight, higher seat costs etc. There just aren't enough buyers to offset the development costs.
As for a short range 787, its been in the pipe line since day one of the 787 program ie. 787-3. Boeing have delayed it for similar reasons, its heavier than it needs to be and barely more economical over short routes than the long range versions. The costs of having an extra derivative in an airlines fleet aren't outweighed by the benefits.
The only answer to this is to engineer an airframe especially for this short range mission. I doubt there is demand at present to justify the development costs.
: In my view a re-engined 767-300ER would make a lot of sense. Remember what this did for the DC8 60 series.
: I agree...there's nothing wrong with the 767 frame.
: Does anyone know where JNC,JND,JNN are going after their time with Jetconnect?
: Mainly seems to be due to extra AKL-LAX flights in January Febuary where flights will operate 13 or 14 weekly instead of 12, meaning that the 772 on
: I was of the understanding that the abovementioned aircraft would be delivered with Weber seats in Economy (not the Recaro A380 offering) and Sicma S
: This is the 787-7 which I have floated in these threads as a good fit for Air NZ. The 787-9 order really seems to me to be the wrong vehicle for Air
: Why not keep operating NZ1/2 AKL-LAX-LHR with the biggest planes we have? This scenario would take a lot away from AKL being a hub. I'd be inclined t
: Strictly speaking, from California to London, IIRC, but your point is still applicable.
: There is talk about them being sold to another operator in the USA, but I haven't heard anything concrete yet. NZ1
: If this is referring to an air rights quota, it no longer exists. Both the NZ-USA and NZ-UK air services arrangements are open with respect to fifth
: I guess that they'd put it on the list but UA's been a Star member for a while and we still haven't seen AKL-ORD flights or anything like that. And a
: Border deal to cut airfares This week is the announcement of a breakthrough for the TT open borders.. So passports might stay.. Maybe they should intr
: Is this also so with the new NZ- Canada agreement ? I have always thought that N.Z. had more to gain than Canada so far as fifth freedom rights are c
: Any ideas on whether NZ will still continue fo use the International Gates at AKL and SYD when the news TT domestic style arrangements commence in a f
: A long ranging 787-7 version of the 762/A310 would be very useful for NZ and lots of other airlines as well.
: This is another of those planes that Boeing have considered. In late 90s, when they were thinking of doing the Sonic Cruiser, they thought about the
: That's probably why they said they were most likely going to keep passports. I'd say it could work in a similar way as JQ's domestic flights with the
: I've wondered about AKL-IAH, too, but there's been no public suggestion from NZ that it may be interested. Previously, NZ has openly suggested that O
: The New Zealand-Canada "Blue Sky" agreement signed recently and now in force also completely removes restrictions on routes, capacity (frequency), fi
: CO seem to have spent most of their time getting their joint Europe services together, with UA/LH/AC. I do not know if they have started to think abo
: I think that the only thing that would make an AKL-IAH service viable would be the huge hub that CO has at IAH. One the surface of it, it appears tha
: After considering that, what are the benefits regarding choosing IAH over ORD? What has CO got that UA don't/can't offer? And would it be equally via
: Re ORD versus IAH would better winter weather favour the latter with respect to service reliability? Not sure about congestion. The possibility of NZ
: I can't think of too many advantages of choosing either IAH or ORD over LAX or SFO. mariner
: to be known as EDTO in Australia and N.Z. Australia has adopted it and so far as I can tell from a search of the N.Z. CAA website, the revised AC 121
: When NZ6 used to operate a 16:15 departure time, I believe the operating aircraft had the following pattern: NZ101/102/6. This meant it left AKL at 0
: and leave it to QF to service those travellers who want prompt eastbound connections.
: Is it not easier to change the schedule by three hours than open a new and distant city? I've never had a problem with connections at LAX, but I've n
: I find it hard to believe that N.Z. originating traffic can support additional services to ORD , IAH DFW etc. etc.. I expect Australian feeds would b
: That was my point. But I'll go further. Why would Kiwis want to fly to ORD, IAH (or DFW for that) as their first US port of call? mariner
: It is the other way round - not about Kiwis or Aussies wanting to fly to these cities, but people originating in those cities flying here. And some U
: Could it open up a triangle route instead then? Say when the 787s come they could operate NZ5/6 AKL-LAX-IAH/ORD-AKL and leave NZ1/2 to remain AKL-LAX
: I understand that is the argument in favour of them, but, to me, a decent market has to be a two-way street. I think the advantage is very, very slig
: I think that the discussion on the possibility of IAH being a "target" for NZ has implicitly assumed that any such move would be imminent. I can't see
: You didn't quote me, but I am assuming that the question was addressed to me because I am the one questioning IAH or any interior US. And I think you
: Mariner - to be honest, I opened up A-net after several days out of town and found a flurry of posts, and I didn't even register who was saying what.
: Ah, my bad. Or - my ego, perhaps. Just to end it for me, because I think the horse has been beaten a bit to death, I am very suspicious of this brave
: Maybe they can do better than Jetstar if they reintroduce the Qantas brand to domestic?
: jetStar reschedules Gold Coast - Auckland route As per GDS timetable display on 17AUG09, jetStar is re-scheduling Gold Coast - Auckland service from 2
: This is apparently another of these A.net myths. Mexico is apparently less than Canada, Russia and some other jurisdictions. Mexico Air Nav Fees (by
: to add ,and in the FWIW department, the cost for a 747 for the about 800km across Mexico based on a AKL-IAH GC route and the pricing formular in the
: I seriously doubt that QF will switch back to QF domestic branding in NZ after all the investment made in the JQ launch. The reason that QF was dropp
: Which is well within the capability of a -200ER for max passenger load plus some.
: What I forgot, though, is that there woudl still be an ETOPS diversion to take care of.
: From a commercial viewpoint, you would hope there would be enough passengers wanting to fly IAH-AKL to support the flights. If you are using a 777-200
: There's no specific answer to that. But, if we look at NZ's peak summer schedule this year, there are about 6,900 seats available through LAX and SFO
: I reluctantly have to say that I strongly dispute the viability of any North American destination east of LAX/SFO/YVR. The whole point of those market
: I believe EDTO will remove that issue and N.Z. is about to adopt the Aus/ N.Z. version of this. So far as I can see from documents on the CAA web sit
73 ETA Unknown
: LAX is not a permitted USA intermediate point under the Australia-Canada bilateral- I think HNL and SFO are allowed.
: If Air New Zealand as opposed to Air Canada operated SYD-LAX-YYZ it would not be subject in any way to the Australia-Canada bilateral, so long as an A
: Or, nothing to stop an AKL-LAX-YYZ service being twinned with a SYD-LAX service. But I seriously doubt whether NZ should now re-enter the very crowde
: Where is it crowded other than SYD-LAX and to a lesser extent BNE-LAX? No other route (e.g. MEL-LAX) even has two carriers on it, and MEL-SFO and BNE
: I believe there would be considerable value in instituting clearance of US Customs and Immigration in Auckland. No doubt it would take time and effor
: It would be terrific: I've done the same at Montreal and Toronto and greatly appreciate it. I might add that this is part of the reason I'm appalled
: Yes it would be. It would require that a number of gates would need to be secured for U.S. destined flights from about 3pm to 10pm each day. Probably
: In essence, I agree with you. The one possible exception I might make is the beautiful - and beautifully situated - DEN and not just because of the s
: The devil is in the detail here. There are a number of ways that a "domestic" TT operation could work, and I've seen no suggestion as to how that mig
: I can give you any number of cogent arguments in favor of Denver (or Mexico City), but few cogent reasons have been given to me as to why Houston is
: The way my mind works ("problem-solving") it seems to me there are several questions: (a) Should further growth in the market be addressed through gr
: I think I've already said that I dislike a diffused route map. I'm a bit wary of repeating myself. However, to expand on it, if nothing else, adding
: Your answer from John Key himself: From here: http://www.nzherald.co.nz/nz/news/article.cfm?c_id=1&objectid=10591864
: The logic of this escapes me, even though I agree with K'man that I don't want to see flights between domestic terminals - at least not in the case o
: I'm really struggling with the whole Denver v Houston issue here, for a number of reasons. I was enormously chastened by the failure of TN's one-stop
: Let me start the arguments in favor. I would argue there is a need for better connections from Aus/ N.Z. to destinations east of the Mississippi . QF
: I guess that it's always possible to imagine a change in NZ's orders and strategy - the "nimble" airline would of course be open to that and the oppo
: If it says anything, it says that pax from JFK won't fly in viable numbers on TN to SYD. I don't think that you can generalise the argument to mean "
: David, you have probably noticed that at present I'm easing back off a Hong Kong Koruhub and concentrating more on what the airline can do out of LAX
: There would be problems with the present schedule. The 763 would be on the ground at HKG for about 12 hours between the HKG-LHR and LHR-HKG connectio
: Transit passengers don't have to get off the aircraft at BKK, that sounds very good to me not having to go through security. Whereas transiting in th
: IIRC, I was the person who coined the term "Koruhub" in deference to your championing of it (and my belief that it was a fantastic idea). So I do fee
: "Transtasman travel protocols could take less than 10 minutes" http://www.nzherald.co.nz/travel/new...ticle.cfm?c_id=7&objectid=10592054 So the approa
: It looks as though Trans Tasman will not be as seamless as travelling within Europe. This is not the deal that will turn smaller airports into Trans T
: Yeah. In a way it sounds disappointing but if we can still get duty free and save on taxes/surcharges, then it'll be good. MAF's $400 instant fine so
: Does anyone know what this flight SC9822 is? It's on a positioning flight from Melbourne, arriving today in AKL after 1pm.
: SC normally is Skycare Website: http://www.skycare.co.nz/
: Have a look here on the New Zealand Ministry of Transport web site and here on the New Zealand Civil Aviation Authority (CAA) web site. Airwork alrea
: www.jetspotter.com Forum, New Zealand, NZ Aircraft Movements and Logs for August 2009: Embraer Legacy PT-TKD arrived from Essendon on an around the w
: I may have missed something but the speculation I have been reading here about the merits of an NZ hub at HKG does not seem to have taken into account
: John, there are two reasons why this issue has emerged over time, and two alternatives which I have put forward at times. Firstly, when Air NZ announ
: I myself wondered exactly the source of the expectation that further rights would be granted. I wonder, however, whether the longer it takes the more
: The main reason why AKL-LAX-LHR has become a daily 744 while AKL-HKG-LHR is a five times weekly 772 is because there is a finite market to and from H
: Why not MNL then? Unless one lives near CRK, or finds a connecting domestic flight from CRK, or goes to nearby Angeles City to do dirty business, the
: I think that HKG's appeal lies partly in the fact of it NOT being a *A hub, yet still being a major business destination. The possibilities of "captu
: At the risk of sounding repetitive... any progress on the new Air New Zealand livery? There's that image floating around with a predominantly tealy-gr
: As I understand it, the company's new image will be unveiled on the first 773 - including livery, interior cabins, and new uniforms. Makes sense to in
: David, the model I'm espousing could virtually be on an aircraft carrier! I'm talking about a major transfer location where Air NZ would have all its
: I understand and support the model perfectly - I'm wondering where a New Zealand carrier might currently have the rights that could enable that to ha
: I think probably the top 5 reasons ( in no particular order ) would be yield yield yield yield yield probably closely followed (again , in no particu
: Ugh! Ages away! I thought they were removing the Pacific Wave in anticipation of the new livery. Then again, there are all those Air India 77W slots
: I believe that on an earlier thread someone ( it may have been NZ1 - apologies if I am wrong ) said that even if earlier slots became available NZ co
: IMHO, amalgamating the carriers into 2 in more practical. Mount Cook, base in CHC, to operate ATR-72 to destinations which need a higher capacity tha
: Okay I will try a brief summary of beyond rights with respect to East Asia. New Zealand has "open skies" relationships with Singapore, Malaysia and B
: Correct. The aircraft become owned from the end of this year. NZ1
: John Macilree's post about traffic rights opens one very attractive alternative Koruhub, and a relatively risk-free way of making it work. I'm not sur
: My thoughts exactly. And my sincere thanks to Mcilree for laying all that info out in one post. It must be one of the most informative posts ever on
: Airport aims to boost airline numbers in a year Any ideas on who CHC might be chasing? My money is on Air Asia X. CHC has a bit of a history of workin
: Are these constraints lack of slots or time of day constraints? Just looked at a SQ flight plan from SIN-LHR. ; across India to near Quatar then to L
: My question is why Air New Zealand isn't using the highly liberal rights it has through Kuala Lumpur to the UK and Europe and from Australia and New Z
: Um, probably because of this (from you)... You've made a big deal about the comparatively lower yields on UK routes via Asia, so how do you suddenly
: Macau falls into the category of restricted beyond rights. There are no beyond rights agreed under the unofficial arrangements with Taiwan (Chinese T
: I cannot buy into the argument that YVR can be seriously considered in this context. It is hard against the Pacific on one side with the Rockies on t
: I like this, but I can't help but wonder if Air Asia X or any other airline for that matter found a new home in CHC that this may send one of the cur
: I note the reported comment from Air Asia X re timing of services to New Zealand at the end of the second page of this 21 August 2009 New Zealand Her
: Aerokiwi, I don't think you're understanding what I'm advocating at all. I am stating that Air New Zealand should concentrate much of its long-haul e
: No, I'm saying that it would not offer higher yields but it would expose the airline to an awful lot of unnecessary risk. what's the benefit? Higher
: You and I must live in very different worlds when you consider UK-Australia/NZ city pairs as a high risk market. The only reason why European airline
: ^ Air Asia is moving to 11x weekly MEL-KUL flights and MH is going from 2x daily MEL-KUL to 1x daily, 4x weekly MEL-KUL and 3x weekly MEL-CGK-KUL - so
: Tayser, your point is well-made. Especially the one about it being barking mad for Air NZ not to exercise the same long-haul rights beyond and to Aust
: Apparently so. Or do we? You say yourself... So, let me see - European airlines don't fly the route because they can't generate sufficient yield - hr
: Aerokiwi, it's nothing to do with "ego" - I'd remove the Koru completely from those markets where I do think it is wasted - like China and Japan. If t
: I must admit that I agree with you on this one - I think NZ has a good client base ex MEL and BNE and really should look at ways to capitalise on tha
: ^ good point re: HKG. Also if HKG-LHR was an overnight flight (arrived in LHR in the morning) and the connections from MEL, BNE, AKL and CHC were time
: an excellent point that is often overlooked - EK , for example , often say that any airline can operate a hub at DXB because the UAE believes in open
: Kiwiandrew, your comments about fifth freedoms are well-made but in many ways only reinforce further the value of multiple UK destinations, given that
: I really think that NZ needs a mainland European point as well - not everyone wants to have to backtrack from the UK to get to their final destinatio
: with the 77L you have a " made in Australia" solution..MEL/BNE-PER-LHR/CDG or whatever European city you wish to name. No need for a transfer in Asia
: I am not sure that a 3 x weekly service is going to attract the 'right kind' of pax to make this work. I think that you would need to keep yields hig
: Maybe it is also worthwhile to consider that while NZ cancelled 2x HKG-LHR-HKG per week, the demand on AKL-HKG-AKL still justifies for a NZ 772 to fly
: Another factor contributing to their downsize have been the financial situation of MH itself. Also I believe that a lot of people heading to Malaysia
: As a past flyer of the LHR-HKG leg of NZ38/39, I thought I would contribute my two cents about NZ38/39 and AKL-xxx-Europe in general. I am not sure wh
: Whatever gripes anyone has (occasional or frequent) about Air NZ, I think two cheers are due on the profit: http://www.nzherald.co.nz/business/n...tic
: Indeed. I was fairly peeved with the shareprice three months ago, but it seems to have recovered in line with the airline's performance in the second
: And I can still hope to see a small focus city in Oz - BNE or CNS, say. mariner
: [ I like the 22% increase to $1.6b in cash on hand. With leverage this could provide a variety of opportunities.
: I've followed the discussion about NZ's expansion options with some interest, and I just wanted to add a few observations: First, I think that it's fu
: It puzzles me slightly that the concentration is on the after-tax profit. Just about every airline - every company - is subject to tax, and many repo
: Why? These would be the AKL-LHR through passengers currently routed via Hong Kong and to a lesser extent LAX. I would have agreed at any time up unti
: I've been wondering the same thing. I've been on 3 different news websites now and all headline different percentage drops in profit. Would be nice i
: Still waiting to find out a. why NZ doesn't just put its code on the MH flights and b. how your scenario is different from NZ's Japan flights in term
: I can still think of several interesting routes from BNE or CNS - or even TSV. Nothing major, I'm not one of the Big, Long Haul advocates, I leave th
: a) Because Malaysia has far fewer links to justify Malaysian service to Manchester, Glasgow or Dublin than New Zealand does - there is a far better c
: I like your ideas Koruman. Are you in Air NZ management team?
: Yes, it's easy for people to think only in terms of "traditional" long-haul aircraft with perhaps 350-400 seats. But now we are on the verge of havin
: Would the following have any sort of impact on Air NZ's Japan flights? Wanting to take a trip to Japan from the Jetstar website, I have noticed that i
: Was there ever any realistic expectation that Air NZ would have acquired the A332? It is difficult for me to think so. mariner
: I guess my point is that by being the launch customer for the 789, NZ has indicated that it is not content with the "safe" strategy. The airline has
: They need this cash as the CEO says "However, this will reduce significantly during the coming year as we make progress payments for the Boeing 777-3
: They've certainly publicly indicated they will be going after the NZ-Japan market. As to how many NZers would actually think to use JQ, I think that
: I'm still not sure where the A332 comes into this. I believe - I could always be wrong - that the HGW version would allow IAH, or ORD (or DEN). But I
: interesting item in the news this morning - it appears that New Zealand could be in the process of getting an 'open skies' type of agreement with the
: This is absolutely nonsensical. What "links" are you talking about? I'm assuming you mean cultural. So how is it any different for MH to fly Australi
: There was the competition that was won by the 777 order. Really, the original order by AirNZ for 787s was a tag on order for two planes, added to tha
: That's odd - I didn't think the HGW was available until next year (it wasn't announced until last October) and Airbus seems to think it will have a r
: No, I don't mean cultural. My mother lives in Manchester, my sister lives in London and my nephews and nieces live in Scotland. I also have regular t
: From a ILFC filing showing the aging of leases on a per type basis and the notes to the NZ financial's this was clearly the case about 2-years ago so
: Air Berlin's decision today to cancel 25 firm orders for the 787-8 and 10 options really ought to be an opportunity for Air New Zealand. For those of
: John , are you able to provide any additional info regarding the restricted rights beyond HKG are they specifically for HKG-LHR only ? Does the AKL-H
: Agree, but the current reality is that it's only 789s on order, and I think it's unlikely NZ will jump into early 788 production slots at this stage
: They also served AKL-POM-HKG with 742s IIRC as part of a rotating tripartite arrangement involving NZ, CX and PX. It lasted quite a few years - seems
: Well done ! I had completely forgotten about that one
: When the DC8 service first started, the routing was outbound AKL-SYD-HKG, and the return HKG-BNE-SYD-AKL. Maybe for payload reasons out of Kai Tak?
: I am a bit confused here. Your model is that NZ flies a 787 or even a 77W on AKL-KUL-LHR return. At KUL, the aircraft picks up connecting passengers
: This takes me back about 45-years ago ; Bill Dunne who was NZ's performance engineer at the time explained to me how they had done DC8 take off trial
: If you read the link rather than throwing in emotive and entirely subjective points, you'd see the Japanese have the higest total average spend of al
: The concept is that you "hub" a (say) AKL-KUL-LHR flight with another flight routing (say) CHC-BNE-KUL-MAN and another routing (say) WLG-SYD-KUL-MUC.
: Just dropping in for the MAN bits! MH did operate 3 weekly 777 (intially routing via MUC) before going non-stop and increasing frequency to 4 weekly.
: And just as an update to that, it seems Airbus has found a few more miles for the A332HGW: http://www.airbus.com/en/presscentre...ms/09_02_27_koreana
: I was under the impression that the sort stays were mandated by the short holidays afforded to Chinese workers. I wouldn't breakout into the victory
: Other than KiwiAndrew nobody has addressed my proposition in reply 146 that PER should be the intermediate stop on a eastern Australia to Europe servi
: GCM says PER-LHR with ETOPS 330 and assumed ground speed of 920kph (is this realistic for 787?) would give a flight time of around 15h 46m. That surpr
: Yes, this idea has been canvassed previously on NZ Aviation threads. Going by K'man's figures (were these with a full load with appropriate reserves?
: I think you might be a bit confused here. I would stop the AKL-Hong Kong-LHR flight now that it has failed, leaving a five times weekly AKL-Hong Kong
: The principle is OK, but I'm doubtful that a 787 would be able to take off from BRS's 6,600ft runway with a full load for KUL!
: My point, Aerokiwi, is that it is generally accepted that when people talk about a VFR market they are referring to either unskilled first generation
: AKL-HKG-LHR may not be as successful as via LAX, but has this "failed"? The problem is that, some destination (LHR) are way more popular than others.
: That isn't my quite my definition of VFR, but certainly they rank among the lower spenders -- at the same time making up an increasing percentage of
: I am not quite sure that a seasonal reduction during an economic downturn means that the route has 'failed' , on this basis you would presumably also
: Part of that problem is reflected in the Herald today - I have no idea what metric various commentators are using for Air NZ's profit: http://www.nzh
: Whats happening. Can we try to think with business glasses on when we come up with these plans. Business glasses points to less service by NZ right no
: I agree, I think that is remarkable effort by Air NZ. However I don't think I agree with the bonus the CEO has received. http://www.nzherald.co.nz/bu
: " target=_blank>http://www.nzherald.co.nz/business/n...93679 Whoa! That takes me by surprise. I suppose it's the usual Wall Street rationale (excuse?
: People should not exaggerate the travails of doing a connection at Heathrow. Lots of people do the connection every day. Airlines like AirNZ and Mala
: it is interesting that you give those two as examples - earlier this year I had to connect BRU BD LHR NZ HKG , all through T1 and couldnt have been s
: Coonections at LHR should be better with Star and SkyTeam in their own terminals. I think T5 has settled down if you are using BA. I know some people
: I would expect Fyfe's bonus is based on conditions specified in his contract. In my view he either makes or exceeds these conditions or he doesn't an
: Westbound , I would expect the ESAD to be in the 8200 to 8300nm range which would give a flight time something over 17-hours. 920kph is too high west
: just wondering what would be the alternate on Eastbound , PER is pretty isolated ? Could that be a limiting factor if the aircraft needs to uplift en
: I agree - I think that the main argument is being diverted a little by extrapolations of NZ's strategy to a point where there's a lot of room for deb
: Sorry but some of the Understandings we have with other countries/economies are "Confidential". I could only discuss this information with a current
: Yes, I am sure that is true, but there is still - worldwide - the contentious issue of CEO (and BOD) remuneration. This reached a peak of public revu
: It is interesting to read the debate on how Air NZ should serve Europe. The main issue for NZ is not actually ASA's. The ASA's do make a difference to
: This is where Sky Team have a disadvantage. Oneworld can put people onto BA, and Star will use bmi. Delta has flights to some UK regional ports, so y
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: My two cents on Air NZ European expansion... the airline is too small to have a beneficial European network. Just focus on LHR, be it via HKG, LAX, an
: no problem , I would never expect someone to breach a confidentiality restriction true , but Skyteam are not really a serious player at LHR - let's f
: The thing is that Air New Zealand's traffic rights through KUL between Australia/New Zealand and UK/Europe actually surpass Malaysian's rights and ar
: Or they could fly Emirates which is currently offering a 23 hour service with one change of aircraft. NZ would not be bringing anything new to this,
: At the risk of glorifying racism, there is another factor at play here. As you say, only Emirates currently offer one-stop services (and many two-sto
: I'm glad I don't live in your world - my heart sank when I read that post. I can only say that my experience flying Emirates from and to the UK is en
: It's not MY world - I'm happy in Australia. But it is a fact of life in the UK, where the British National Party now even has representation in the E
: You embrace and advance the theory, without any supporting evidence. Is there prejudice in the UK? Undoubtedly. There is prejudice in Australia (reme
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: As for the pax in BHX, MAN, NCL, etc... if BA doesn't want them, why should NZ??? Now about the touchy EK subject... I can confirm (and I used to work
: I'm sure some do. On a day when the United Nations has just slammed "entrenched racism" in Australia, I would be surprised if it were anything else.
: Because British Airways can and does dominate the lucrative long-haul market of 25 million people in southeast England, and all its executives are pa
: It was no Elephant in my Room. It had never occurred to me until you raised it. I interpreted it as you playing the race card to win the debate. If i
: Because this is a very specific British attitude (which thankfully is not universal) towards groups of people of subcontinental origin, and it doesn'
: It isn't specific to Britain at all. Are you unaware of what has been happening in France and Germany and even Holland? And we have ETAUnknown tellin
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: Being devil's advocate, I'm tempted to ask who in this thread would willingly fly Dhaka-Dubai on any airline serving the region... in economy! I would
: Perhaps, but the FTA is likely to warm relations to the point where such restrictions are removed. Is this acually the case, Knid? Being the only one
: Sure, but this thread is about NZ Aviation, and I was explaining why many British passengers to Australia and New Zealand won't choose Emirates in a
: My comments about the luxury lodges are nothing to do with race, but were a direct response to your claims about the spending of our ultra-short stay
: Again with Emirates. I would be interested in any link to a reputable source that backs your claim. As noted above, I flew Bangkok-Bombay-Baghdad wit
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: Koruman does have a point- and I did chuckle when I read the PAR-NYC Air Algerie option! Everyone has their preferences, and I'm sure EK does lose som
: I am really wary of generalizations. My most toe-curling experience was on Air France - first class - when we were being served a beautiful, elegant