777ER From New Zealand, joined Dec 2003, 11675 posts, RR: 16 Posted (2 years 7 months 2 weeks 4 days 13 hours ago) and read 15205 times:
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Welcome to the #95th edition of the New Zealand Aviation Thread. In Thread 94 New Zealand Aviation Thread #94 (by NZ1 Apr 9 2011 in Civil Aviation) we learnt and discussed:
- CZ comes to AKL
- Jetconnects B738s business seats
- Garuda coming back to AKL?
- NZ changing its Airpoints earning rate
- VA engine blows at LAX, Virgin charter an NZ B744
- NZs new PPQ services
- NZ and Freedom
NZ2 From New Zealand, joined Aug 2007, 200 posts, RR: 0 Reply 1, posted (2 years 7 months 2 weeks 4 days 11 hours ago) and read 15131 times:
Quoting NZ6 - Maybe so but let's remember most of these seats were filled with upgrades, rewards and nothing else. Good on Air NZ for changing something and removing J class on the A320
At least it was an acceptable outlet for FF to use points, and also offer a product to some customers who want to pay for the option of biz class. You may be surprised but in the commercial world sometimes it pays to have an offering that may not make complete financial sense but it means you can offer a complete product which brings increased overall business to the company. I am not sure what your role is but it sounds like you need a few more years to get a little more commercial nous....
aerorobnz From Rwanda, joined Feb 2001, 6766 posts, RR: 13 Reply 3, posted (2 years 7 months 2 weeks 4 days 10 hours ago) and read 15063 times:
I think many of you are forgetting that NZ does offer a business class across the tasman to syd/bne/mel and the loads for those flights are good. And yes of course upgrades can be redeemed on those sectors.
The other thing I'll add is that usually it is multiple 763s a day to SYD, one 77W/77E to MEL and an afternoon 763 (on certain days ) and days like today have 2x 77E to BNE scheduled. Therefore those that need business class have access to it if they want it, or they can take a 320 if they don't want to wait for those specific flights.
timb777 From New Zealand, joined Dec 2009, 201 posts, RR: 0 Reply 5, posted (2 years 7 months 2 weeks 4 days 10 hours ago) and read 15041 times:
Quoting aerorobnz (Reply 4): more than a little lower.... On flights that would have required tail fuel on a 744 (upward of 135 ton of fuel) the 77W is usually around the 100-110 ton mark or a bit above or below.
Interesting, I bet the bean counters are celebrating!
On a side note, I was taking to a friend who flew LHR-LAX-AKL a couple of days ago, she said that the aircraft was delayed in LHR for an hour, and told it was due to 'fuel balance problems'. Does anyone know what such problems would be? I initially thought too much fuel may have been loaded into one wing over the other, but surely the 77W has a cross-feed fuel transfer system?
Also she said that the forward J cabin was 100% but she and 2 other pax were the sole occupants of the rear one. Would this have been for balance reasons? Or would the balance problem be due to cargo loading? Maybe a combination of a dense & heavy rear Y cabin, a light J load and too much cargo loaded at the rear? Would that do it?
Mr AirNZ From New Zealand, joined Feb 2002, 800 posts, RR: 1 Reply 7, posted (2 years 7 months 2 weeks 4 days 8 hours ago) and read 14922 times:
Quoting A330NZ (Reply 6): It states 'The main runway was extended from 1,522metres to 1,902metres in early 1998 enabling Freedom Air International to operate commercially viable direct flights to Australia from June 1998'
Emphasis on 'Commercially viable'
Commerically viable in this sense refers to the ability to carry an economical payload (i.e. give the airline the option) trans tasman without leaving with empty seats or refueling at another field prior to departing New Zealand shores. It did not mean the flights were making a lot of money. Flights off 07 at Palmy can still be weight restricted under certain conditions even with the longer runway.
Quoting A330NZ (Reply 6): If you continue, they also operated to NAN, before the coup, and freedom doubled services to Australias east coast due to response in growth opportunities.
NAN went so well that in an effort to keep it going they changed the schedule to PMR-HLZ-NAN towards the end as the loads were so appalling from both centres. Trying to grow a market does not always work. SJ tried running HLZ-SYD five days a week for one summer season before admiting defeat (on a side note, DJ also tried and also pulled HLZ-SYD because of terrible loadings).
Quoting A330NZ (Reply 6):
If you continue, they also operated to NAN, before the coup, and freedom doubled services to Australias east coast due to response in growth opportunities.
They changed the Aircraft operating on all their international services (BNE,OOL,MEL,SYD) from 733 to 320, an increase of 9 seats per flight,
Freedom wanted to keep the 737's. The A320's were sent their way by forces higher up the chain for fleet management reasons.
PMR was not a gold mine by any stretch of the imagination. JQ and DJ are smart carriers that look for niches in the market, the fact they have not tried services out of PMR speaks volumes.
smi0006 From Australia, joined Jan 2008, 1456 posts, RR: 0 Reply 8, posted (2 years 7 months 2 weeks 4 days 7 hours ago) and read 14918 times:
First time poster here in the NZ forum, please forgive me if this question was covered in on of your other NZ threads. When will the NZ staff begin wearing their new uniforms? Have the designs changed much due to feedback from what was initially announced?
There are ongoing rumours in MEL that QF are about to loose the NZ ground handling contract, anyone aware of any truth to this?
aerorobnz From Rwanda, joined Feb 2001, 6766 posts, RR: 13 Reply 9, posted (2 years 7 months 2 weeks 4 days 5 hours ago) and read 14872 times:
Quoting timb777 (Reply 5): Does anyone know what such problems would be? I initially thought too much fuel may have been loaded into one wing over the other, but surely the 77W has a cross-feed fuel transfer system?
Presuming there was not an underlying engineering fault. I don't know about the reason in this instance. Fuel loading/transfer itself is time consuming - especially adjusting half way though.
-Overfuelled above the required amount for the flight, which required redistribution to be brought back in trim
-Late revision to loadsheet which caused load alteration of some sort eg: cargo pallets offloaded for some reason and also required adjustment of fuel load balance as a result (unlikely).
I think you'll find with C class 'A zone' it is just the preferred cabin due to uninterrupted boarding, preflight drinks etc.
NZ6 From New Zealand, joined Jan 2010, 248 posts, RR: 1 Reply 11, posted (2 years 7 months 2 weeks 3 days 20 hours ago) and read 14668 times:
Quoting xiaotung (Reply 203): I don't understand this. If you work for NZ (or are in the travel industry) you get duty travel flights which don't earn FFP points. So how are you here to make comparisons?
Duty travel is used when travelling on business.
I travel for leisure on a very frequent basis and travel on regular airfares. I can't go into the peaks but I earn airpoints and status points with it. Not that I need to justify this with you.
Quoting A330NZ (Reply 6): To me it seems PMR was quite a large market before NZ pulled the plug on freedom
In my own opinion PMR, DUD, HLZ, ROT offer limited outbound travel, ROT might be the exception given it's cultural tourism infrastructure. I've never seen any of these ports as long term International gateways.
What I would like to see is seasonal routes, similar to what Japan had over the past two summers. I know DUD is seasonal now but perhaps even just 6 flights sold only as packages with accommodation.
These are huge in Europe and could work here if there was a novelty factor in them.
timb777 From New Zealand, joined Dec 2009, 201 posts, RR: 0 Reply 13, posted (2 years 7 months 2 weeks 3 days 19 hours ago) and read 14522 times:
Quoting aerorobnz (Reply 9): -Overfuelled above the required amount for the flight, which required redistribution to be brought back in trim
hmm i guess this is a possibility too.
Quoting aerorobnz (Reply 9): I think you'll find with C class 'A zone' it is just the preferred cabin due to uninterrupted boarding, preflight drinks etc.
Yeah, I think people want to sit as far forward as possible regardless of how crowded it is. I certainly would go for the rear cabin if it only had 3 people in it! As the cabin crew said to her when she boarded "enjoy your private jet". I notice this domestically in space plus aswell, rows 2ABC and 2DEF are always relatively full. While they are the better seats and provide better leg room, I would still prefer to have an entire row of 'regular' space+ to myself, say row 5,7 or 8...
dugong From Australia, joined Apr 2007, 10 posts, RR: 0 Reply 14, posted (2 years 7 months 2 weeks 3 days 19 hours ago) and read 14517 times:
Last week, April 26, I was leaving Auckland for Brisbane on a return sector of a China Airlines ticket, had checked in online, went to the echeckin queue, was told by the NZ handling agent that my ticket had been 'flagged' for possible fraudulent activity (bought in Feb with my card), asked to show the CC I had used to purchase said ticket online, then told to sign an indemnity form so that China Airlines would be assured payment (it had long ago cleared my account) and in the process the agent had to go and get the form in English (there was one in Chinese), get me to fill it in, return to copy it (at my insistence); meanwhile the queue behind the 'fast' e-checkin line had grown to more than a dozen (my brother and his wife were next in line). The agent said he was following rules, then at the end of the whole sorry saga a purple jacketed CI person in some sort of position called over and said it needn't be done - "Don't worry!" Compared to my BNE e-checkin (a fast breeze) this was verging on comedy. Any other dealings re CI like this? Oh, this 'saga' took more than 12 minutes. During this whole episode I made frequent complaints of the idiocy of the circumstance, but the flight ended up being very good (I have flown BNE AMS return with them before) and I had calmed down long before departure, but it makes a mockery of e-checkin lines.
Just learned that not only is the New Zealand government spending $4 million over the next 3 years promoting CZ's new flights, Auckland Airport has given CZ free billboard ads as well. CZ ads are just everywhere in and around AKL. That's really phenomenal to see that New Zealand is really going out of the way to get CZ to fly here.
Unclekoru From New Zealand, joined Oct 2009, 264 posts, RR: 0 Reply 23, posted (2 years 7 months 2 weeks 3 days 9 hours ago) and read 13653 times:
I saw all five NZ 767's in Auckland two Saturdays ago (albeit with one about to depart) Anyone know if this is a regular occurrence?
Quoting Mr AirNZ (Reply 7): NAN went so well that in an effort to keep it going they changed the schedule to PMR-HLZ-NAN towards the end as the loads were so appalling from both centres. Trying to grow a market does not always work. SJ tried running HLZ-SYD five days a week for one summer season before admiting defeat (on a side note, DJ also tried and also pulled HLZ-SYD because of terrible loadings).
Loads on HLZ-BNE aren't that flash either. They're a standing joke at PB.
It sounds like english, but I can't understand a word you're saying
aerorobnz From Rwanda, joined Feb 2001, 6766 posts, RR: 13 Reply 24, posted (2 years 7 months 2 weeks 3 days 6 hours ago) and read 13494 times:
Quoting Unclekoru (Reply 23): I saw all five NZ 767's in Auckland two Saturdays ago (albeit with one about to depart) Anyone know if this is a regular occurrence?
I think I was working that day, but I can't remember the details...It was probably something similar to the following. there were a couple of a/c u/s in the intl fleet which meant that with a delay or two, an up-gauge to a 77E/744 of a usual 763 flight (leaving one spare on a layover) meaning that all five happened to be around AKL momentarily.
It's not usual though. 2-3 is more standard.
25 koruman: I'm usually forthright about what I love about Air NZ (the staff, the long-haul product and the network) and what I don't like (certain management dec
26 KiwiRob: Is it just for GE or are they also banking Gold, I'm going to lose Gold this year.
27 HLZCPH: I assume NGD is needing an engine change. Is there a spare in AKL or will one have to be brought up from CHC?
28 ZKSUJ: I see Eagle had a 1900 with an engine loss from GS this afternoon too. I find it amazing how the press are very quick to jump onto the ''OMG I'm going
29 aerorobnz: It's that time in the media cycle again... Publicity goes thru the roof for the new aircraft, the muppet and Richard Simmons, then it plateaus for a
30 ZKSUJ: Some would argue none of these would generate any good publicity for NZ
31 koruman: In another thread I have written of how I see NZ, VA/DJ and EY ultimately changing the long-haul network. I'd like to put my understanding of how it m
32 A330NZ: This is almost certain to happen sooner or later I'd go as far as to say they are pretty much 'Sleeping with eachother'[Edited 2011-05-08 22:19:45]
33 NZ2: Hey Koruman, sorry I may be missing something, what does 'bank' years of GE status mean? I am only gold so maybe I was not included in the advice fro
34 NZ6: It means that he has earn't more than enough Status points over the past few years so if he stopped travelling for any reason he would keep his Gold
35 aerokiwi: Interesting - the 737s always seemed the better fit (cheap leases, sufficiently modern, reliable, fast turnarounds, lighter frames, low maintenance c
36 aerorobnz: hundreds and hundreds of people have joined during the 'free' period. I've seen the applications come off many flights
37 aerokiwi: Oh I don't doubt that. So in NZ's eye that probably increases their liability. Sorry I should've been clearer - does anyone actually pay the $50 fee?