Sethor From Australia, joined Oct 2011, 31 posts, RR: 0
Reply 2, posted (2 years 1 month 1 week 1 day ago) and read 14210 times:
Quote: The new aircraft will be configured with 184 Economy Class seats, 42 flat-bed Business Class seats and 8 luxurious First Class demi-cabins, offering the highest standards of comfort, service and privacy.
Wow just 234 seats on a 77W, SQ have a 228Y/42C/8F config on 77W's.
MEA-707 From Netherlands, joined Nov 1999, 4399 posts, RR: 35
Reply 5, posted (2 years 1 month 1 week 1 day ago) and read 13846 times:
But is there such an enormous UK-Indonesia market? I can imagine a nonstop AMS-CGK would be more popular.
Their passenger numbers/revenues on the current CGK-UAE-AMS flights were a bit disappointing but I am sure they can grab a bigger market share when they start to offer it nonstop, not even KLM flies it nonstop. Code sharing and so when they become a full Skyteam member will also help. I know many (older and business) people who travel a lot between the Netherlands and Indonesia and complain there is no nonstop option.
On the other hand I am amazed they have so few seats on their 77W's, as Indonesia is still for 80% a VFR/holiday market unlike Japan. If I were them I'd cram in 400 seats in the back behind a nice First/Business section.
nobody has ever died from hard work, but why take the risk?
mandala499 From Indonesia, joined Aug 2001, 7010 posts, RR: 77
Reply 6, posted (2 years 1 month 1 week 23 hours ago) and read 13211 times:
Quoting MEA-707 (Reply 5): But is there such an enormous UK-Indonesia market? I can imagine a nonstop AMS-CGK would be more popular.
I reckon CGK-AMS direct will come first...
The surprising part for me is that this announcement comes ahead of CGK-FRA, traditionally the 2nd largest market after AMS... But in december the CEO did say that there's roughly about 5000 pax flying between Jakarta and London on a given day (although I suspect that's between Indonesia and UK as O&D).
Quoting MEA-707 (Reply 5): On the other hand I am amazed they have so few seats on their 77W's, as Indonesia is still for 80% a VFR/holiday market unlike Japan. If I were them I'd cram in 400 seats in the back behind a nice First/Business section.
Well, NL is more of a VFR market for us too. FRA has traditionally been the business market... but I dunno the exact proportions. If it's a VFR market with few pax up in front, better off sending the 330 still...
Am sure we're missing something...
When losing situational awareness, pray Cumulus Granitus isn't nearby !
Doesn't this indicate that one daily flight between Amsterdam and Jakarta should be enough?
The passengers who want to go to e.g. London can use the KLM network?
Maybe, if Garuda succeeds in bringing other Indonesian passengers to Jakarta and then to Amsterdam, instead of e.g. trough Denpasar or Singapore/Kuala Lumpur there might be place for another daily flight to e.g. London or as indicated above, Frankfurt.
SCQ83 From United States of America, joined Oct 2012, 1338 posts, RR: 0
Reply 11, posted (2 years 1 month 1 week 18 hours ago) and read 9545 times:
I don't know very much about wealthy Indonesians' lifestyles... but I wouldn't be surprised London is a kind of playground for them (like for rich Malays or Singaporeans), so that generates passengers willing to pay (way) more. Just googling, this article seems to point in that direction http://www.thejakartapost.com/news/2...onesians-buy-property-london.html. Indonesia is kind of a new "BRIC" so those figures should rise even more.
Also London is a wealthier market than Amsterdam. If marketing themselves properly, they can always play with Garuda as an alternative gateway to Indonesia (Denpasar and so on) and SE Asia. Or even to take their part of the pie in the kangaroo route. Garuda also is probably quite an unknown airline in the UK (compared to the Netherlands), so in this case it might play in their favor. I am sure many Dutch still think of Garuda as a dangerous airline that was banned in the EU until very recently.
Maybe AMS generates more PAX but that's more VFR orientated (due to the Indonesian diaspora there), and business from the Netherlands would stick to KLM anyway. KLM does also have a stop-over, so comparatively Garuda does not have any disadvantage in that sense face to KLM.
LJ From Netherlands, joined Nov 1999, 4510 posts, RR: 0
Reply 12, posted (2 years 1 month 1 week 17 hours ago) and read 9035 times:
Quoting MEA-707 (Reply 5): Their passenger numbers/revenues on the current CGK-UAE-AMS flights were a bit disappointing but I am sure they can grab a bigger market share when they start to offer it nonstop, not even KLM flies it nonstop.
Both KL and GA indicated they want to make AMS-CGK nonstop. However, two things don't encourage these plans. First, GA started to cooperate with EY, which means they want to serve AUH as well (and stopping on its way to AMS saves them an aircraft). Second, I don't think KLM has enough aircrafts to make AMS-CGK nonstop or they can deploy their 777s more profitable elswhere. If KL would make CGK nonstop, then they must either axe KUL (which KL doesn't want), make KUL daily nonstop or find another tag for KUL. However, the latter two options will mean extra 777 capacity must be available, which they don't have at the moment.
Quoting SCQ83 (Reply 11): I am sure many Dutch still think of Garuda as a dangerous airline that was banned in the EU until very recently.
I doubt this is the case. If so, why would the Dutch worry more than the British or Germans?
behramjee From Canada, joined Aug 2003, 4918 posts, RR: 45
Reply 21, posted (2 years 1 month 1 week 4 hours ago) and read 4383 times:
GA has a decent hub established at CGK and shall aim to attract O&D bound to CGK and DPS in particular on board their LHR flights along with transit pax bound via CGK to SIN/KUL/Australia/AKL so I doubt it will be a problem filling the planes 80% year round on a B77W. The question will be at what yields???!!!
Also via LHR, they will get some interline traffic originating from other parts of the UK and Western Europe.
flyingalex From Germany, joined Jul 2010, 1028 posts, RR: 0
Reply 24, posted (2 years 1 month 6 days 18 hours ago) and read 3566 times:
Quoting SLCUT2777 (Reply 13):
I've often wondered if GA or even DL would try a CGK-LAX and are the numbers there.
No idea about the numbers, but keep in mind that CGK-LAX is a little bit longer than SIN-LAX, which SQ have given up on after giving it a very extended try.
If either Garuda or Delta pick up the route, it will be a one-stopper via somewhere else.
Delta's current service is via DL codeshares on CI's TPE-CGK flights. And I believe Garuda also codeshares on CI's TPE-LAX and TPE-SFO flights. Once Garuda joins SkyTeam, I'd imagine greater cooperation between GA and DL, probably something involving DL's massive NRT operation.
Public service announcement: "It's" = "it is". To indicate posession, write "its." Looks wrong, but it's correct grammar
n729pa From UK - England, joined Jan 2011, 463 posts, RR: 0
Reply 25, posted (2 years 1 month 6 days 6 hours ago) and read 3152 times:
Quoting MEA-707 (Reply 5): But is there such an enormous UK-Indonesia market?
It's worth adding that years ago GA were the cheap way to get to Australia, if you didn't mind stopping 4 times. Of course times are different now, with the Middle Eastern carriers around maybe that won't be a good thing for GA unless they can successfully market stopovers into the bargain. I know a lot of people do still like the stopover in the Far East, a stop over in Doha or Abu Dhabi doesn't have the same appeal but it won't appeal to Business travellers in any case. But how cheap are the Middle East carriers going to be or remain? With EK and QF tie up, EK can hardly pull the rug too much from under QF. In fact if you look at the two sets of fares, there often isn't that much between them. Anyway this thread is about GA, so it will be interesting to see how they get on, but it's good to have them back.