cchan
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New Zealand Aviation Thread Part 109

Thu Jan 26, 2012 4:47 am

Welcome to New Zealand Aviation Thread 109.

In New Zealand Aviation Thread Part 108 (by NZ1 Dec 31 2011 in Civil Aviation) we discussed:

- NZ wins ATW airline of the year award
- 77W ZK-OKQ enters service
- Return of 320 ZK-OJK to the NZ fleet
- NZ keeps LAX-LHR and HKG-LHR
- speculations of new NZ routes

Other current threads related to New Zealand aviation:
Air NZ Keeps LHR Routes + New Routes Planned (by 777ER Jan 24 2012 in Civil Aviation)
Tahiti Seeks Virgin Australia Investment (by mercure1 Jan 23 2012 in Civil Aviation)
NZ Slowly Changing Livery? (by Semaex Jan 15 2012 in Civil Aviation)
Attention AKL Spotters (by MSN007 Jan 10 2012 in Civil Aviation)
Air NZ Wins ATW Airline Of The Year - 2012 (by NZ1 Jan 9 2012 in Civil Aviation)
 
koruman
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RE: New Zealand Aviation Thread Part 109

Thu Jan 26, 2012 5:51 am

In the last thread, Sunrise Valley put forward the following excellent question:

"Does the New Zealand to India market have any potential superior yield associated with it or is it a repeat of the China- New Zealand market.

There is a concurrent thread going on BOM/DEL and why AC is not flying it directly .

The consensus is that the market is largely low yield and hardly worth putting finite resources ( like aircraft) into. Is India any different so far as New Zealand is concerned? Should they leave it to SQ or EK ?"

I would respectfully argue that India-New Zealand would be very different to both China-New Zealand and India-Canada.

AUCKLAND - CHINA FEATURES
a) There is significant outbound VFR travel by ethnically Chinese New Zealanders.
b) There is very little outbound leisure travel by non-Chinese New Zealanders: those leisure travellers who aspired to visit the Great Wall and Forbidden City did so in the first year or two of operation.
c) There is very limited business travel.
d) There is large-volume inbound package tourism by Chinese citizens. These passengers are almost all in large groups, in part because almost all are both illiterate in English and unable to speak English. (The same could be said of me in their languages too). These passengers generally have very little knowledge of New Zealand as a destination prior to booking their travel. It is unclear how much, if any, of this market will remain if the day ever arrives when the USA eases visa requirements for Chinese tourists.

TORONTO - INDIA FEATURES
a) There is a large proportion of the market which is on VFR travel in both directions.
b) There is limited leisure travel in either direction. Canada is not a cricket-playing nation, and as such Indians are far less familiar with its attractions than they are with New Zealand's. Seriously!
c) There is limited business travel.

MY TAKE ON NEW ZEALAND - INDIA FEATURES
a) There would be comparable limited business travel to the existing China routes.
b) There would be less VFR travel than for the China routes, because most ethnic Indians in New Zealand are from Fiji or, increasingly, the UK or Durban. Routing via Australia could increase VFR coverage
c) The potential for non-Indian New Zealanders to visit India for the Taj Mahal etc is probably comparable to the demand for the Great Wall of China and Forbidden City.
d) I would expect the profile of Indian inbound leisure travellers to be significantly different to their Chinese counterparts. Firstly, those who are in the demographic for long-haul leisure travel are as fluent and literate in English as we are. Secondly, they are all familiar with multiple NZ destinations through cricket, which has comparable cultural ubiquity to rugby in New Zealand. All of this leads me to believe that there would be far more individual travellers than package tourists, with all the extra scope for seating class upsells and hotel upgrades that go with that more independent and upwardly mobile demographic.

But I'm utterly at odds with CEO Rob Fyfe on this. I would be operating two Indian routes, but neither would be non-stop.

I'd be looking at:
Nadi-Auckland-Brisbane-Delhi
Auckland-Melbourne-Mumbai
.....with Fiji-originating/terminating travellers able to change at Auckland.

There would be limited scope for VFR travel even between Fiji and India. But Fiji in many ways is an untapped market for Indian leisure travellers, as its government is well aware, and there might even be scope for the Fiji government to underwrite Air NZ's operations, perhaps using Indian aid money. The Maldives are closer, but are Islamic and offer little to non-honeymooners, so Indians tend to be reluctant to holiday there. But Fiji could offer Indian visitors everything it offers everyone else, but in a 40% Indian country where the hotel rooms have multiple Indian TV channels, the cinemas have Indian films, the shops sell Indian clothes and goods, and would obviously adapt if wealthy Indians started to shop there, and there are Indian restaurants everywhere.

So I would suggest that any planning of an Air NZ route to India involve twin destinations plus Fiji connections, and that marketing in India emphasise two and even three-centre trips with Australia, New Zealand and Fiji as the destinations.

[Edited 2012-01-25 21:57:32]

[Edited 2012-01-25 21:59:53]
 
cchan
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RE: New Zealand Aviation Thread Part 109

Thu Jan 26, 2012 6:32 am

Quoting koruman (Reply 1):
there might even be scope for the Fiji government to underwrite Air NZ's operations

CX has a codeshare on FJ's HKG-NAN flights, I am not sure if FJ has any codeshare on CX. But I would expect the Fiji government would go along those lines rather than dealing with NZ.
 
sunrisevalley
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RE: New Zealand Aviation Thread Part 109

Thu Jan 26, 2012 9:29 am

In thread 108 K'man repeated the canard that frequently appears on the N.Z. Aviation thread that the present 788 is no better than a 767-300ER.
This is false. The first twenty 788's are generally considered to be 8t over weight. It is planned that this over weight will be removed by the time Line #90 is reached.
However one of the first twenty at 8t. overweight can haul a 242- passenger load plus 5t of freight 6600nm. The load/range table for a 767-300ER suggests a load of ~15t for the same range , which is considerably less than max passenger load. Post LN90 the 788 will haul the above load ~7500nm. As an aside, Boeing said some months ago that they are running ahead of the schedule that they have set for weight reduction to achieve the planned OEW.
 
koruman
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RE: New Zealand Aviation Thread Part 109

Thu Jan 26, 2012 9:43 am

Quoting sunrisevalley (Reply 3):
In thread 108 K'man repeated the canard that frequently appears on the N.Z. Aviation thread that the present 788 is no better than a 767-300ER.

I quoted Ben Sandilands' recent article on Plane Talking

http://blogs.crikey.com.au/planetalk...-it-just-too-dumb-to-know-or-care/

The key passages to which I was referring were:

"The 787 is struggling to better the fuel burn of a 767-300 with winglets on a comparison based on longer flight stages."

and

"Read Ostrower’s report and grind your teeth. Then let the meaning sink in. There is no 20% improvement over anything being delivered, so painfully slowly, from among the dozens of incomplete 787 carbon barrels and wingsets that clog the Everett final assembly area awaiting variously the undoing, redoing and completion, of these jets.

Yet this 20% better metric, sprinkled like pixie dust over so much of the PR guidance generated by Boeing, be in in fuel burn reductions, or structural weight savings, or anything else, has become inseparably joined in popular media reports to almost everything said about the Dreamliner."

This is so far from my area of expertise that I can't actually judge who to believe or not to believe, but I'm happy to draw attention to those claims.
 
sunrisevalley
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RE: New Zealand Aviation Thread Part 109

Thu Jan 26, 2012 11:26 am

Quoting koruman (Reply 4):
This is so far from my area of expertise that I can't actually judge who to believe or not to believe, but I'm happy to draw attention to those claims.

I am using data generated by PIANO X for the 788 as it presently is at about 8t over weight and comparing it against the
load/range tables of the 767-300ER in the Boeing ACAP sheets. In my view it cuts through all the static that surrounds this issue.
PIANO X analysis is considered impeccable by those who use it's calculations as consultants and fleet planners. I am unaware of anything better. It takes away the hearsay and personal guessing factor .
I suggest that any discussion should be based on facts that can be verified.
 
ZKOJH
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RE: New Zealand Aviation Thread Part 109

Thu Jan 26, 2012 11:34 am

I don't think NZ can do what AC have done with there 763's and put beds at the front, this was talked about ages ago, it's got something to do with the air frame and weight , think NZ1 can confirm this? does this mean that part of the review also means that the 772's won't be getting the upgrade like its brother the 77w's ?
Vietnam time..
 
IndianicWorld
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RE: New Zealand Aviation Thread Part 109

Thu Jan 26, 2012 12:02 pm

If NZ did want to start Indian flights, a AKL-MEL-BOM/DEL would be am interesting idea, jumping in before an Indian carrier. The market is there, given the Indian population base in MEL, although yields may well be a struggle for a while. That hasn't stopped NZ moving onto China routes, with the challenges those services tend to face.

Same could be said about trying a AKL-MEL-JNB route, creating abit of a ops base in MEL, although that route would need a 4 engined aircraft to gain the optimum flight route at this stage.

Just a couple of ideas, as it's hard to see what they may have in mind, other than an AKL-Sth America service.
 
sunrisevalley
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RE: New Zealand Aviation Thread Part 109

Thu Jan 26, 2012 4:21 pm

Quoting IndianicWorld (Reply 7):
Same could be said about trying a AKL-MEL-JNB route, creating abit of a ops base in MEL, although that route would need a 4 engined aircraft to gain the optimum flight route at this stage.

Would be interesting to see the outcome of a NZ application based on the NZL EDTO standard , to the Australian regulator, to fly a twin from an Australian city to JNB.   
 
BlackLabel
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RE: New Zealand Aviation Thread Part 109

Thu Jan 26, 2012 6:32 pm

I'm intrigued by the India idea(s), although India is a tough market to make work, in many industries. A NZ non-stop or direct service (through MEL or BNE) would be attractive to the business travelers in both directions since the current best itineraries, particularly to DEL, tend to involve long layovers in SIN or HKG, or flying past India to DXB. The total travel time can easily be 24+ hours in each direction. Handy if you have business to conduct in SIN/HKG in either direction, but painful if you do not.

My fares to India have always been pretty expensive, reflective of demand, but it is interesting to observe that there's no SFO-BOM/DEL/BLR flights despite the obvious market synergies, and that AA is canceling ORD-DEL.

There's a lot of tech industry in India and every flight in and out I see a lot of people I know (or recognize) in the industry traveling there. It could also be an interesting connection point into LH group flights to get to Europe (OS, LX, etc).

New Zealanders can enter India without a visa now for tourism purposes which also makes it slightly more attractive.

But I think it would struggle as I recall from other postings that it would be very long haul sectors, and I get the impression that ground handling is not necessarily cheap in India - and the timings are often unfriendly.
 
nascarnut
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RE: New Zealand Aviation Thread Part 109

Thu Jan 26, 2012 6:57 pm

Anyone have any information on a mystery Gulfstream that just arrived at AKL.
Aircraft is all white. Only marking is 152 on the tail, a pin-stripe down the side but no other visible markings.
 
cchan
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RE: New Zealand Aviation Thread Part 109

Thu Jan 26, 2012 7:08 pm

Regrading AKL-Australia-DEL/JNB/Asia, and one-stop South America ideas, did I hear an earlier comment from NZ management which says they are not going to start any new 2 sector flights?
 
sunrisevalley
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RE: New Zealand Aviation Thread Part 109

Thu Jan 26, 2012 7:26 pm

Quoting ZKOJH (Reply 6):
I don't think NZ can do what AC have done with there 763's and put beds at the front, this was talked about ages ago, it's got something to do with the air frame and weight , think NZ1 can confirm this?

It required a floor reinforcement which adds weight. AC apparently could live with it probably because they had significantly fewer seats than NZ in some of their 767 configurations.
 
DLNZ
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RE: New Zealand Aviation Thread Part 109

Thu Jan 26, 2012 7:54 pm

Quoting nascarnut (Reply 10):
Anyone have any information on a mystery Gulfstream that just arrived at AKL.

Its a US Navy C20G/GIV. Check out http://www.mrcaviation.blogspot.com/
 
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viasa
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RE: New Zealand Aviation Thread Part 109

Thu Jan 26, 2012 8:38 pm

Quoting cchan (Thread starter):
- Return of 320 ZK-OJK to the NZ fleet

When will it be back in New Zealand?
 
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zkojq
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RE: New Zealand Aviation Thread Part 109

Thu Jan 26, 2012 8:39 pm

In the previous thread it was mentioned that ZK-OJK/PR-MBJ was expected to be back in the country sometime this week. Has it done so already? If not, when is it scheduled to do so? What route will it be taking?

[Edited 2012-01-26 12:42:12]
First to fly the 787-9 with Air New Zealand and ZK-NZE (2014-10-09, NZ103)
 
nascarnut
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RE: New Zealand Aviation Thread Part 109

Thu Jan 26, 2012 11:10 pm

Quoting dlnz (Reply 13):
Its a US Navy C20G/GIV. Check out http://www.mrcaviation.blogspot.com/

Thanks for the info
 
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aerorobnz
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RE: New Zealand Aviation Thread Part 109

Thu Jan 26, 2012 11:44 pm

Quoting sunrisevalley (Reply 12):
t required a floor reinforcement which adds weight. AC apparently could live with it probably because they had significantly fewer seats than NZ in some of their 767 configurations.

AC currently operate both 24/187 and 24/166 configs with the "BP" seats. Personally I think they should have bitten the bullet when they 'refit' the 763 a few years ago and reinforced the floor for BP and fit PE. TBH I think it is still the option they should be looking at now, using the old 744 BP & PE seats to save money.

The problem IMO is more that NZ are in two minds about 763 usage, not really the extra weight gains of the seats. They want both high density shorthaul and longhaul intercontinental from the same aircraft with the same interiors for both - which is impossible. Realistically, had they multiple configurations for each type like most reasonable airlines they would not have this dilemma. I realise that they only now have 5 which makes it a little harder, but had they
kept NCH & NCO a little longer they could have run longhaul 15-18-173 on 4-5 aircraft, and longhaul-connector T-T/Pacific flights with 12/207 or whatever they want/need for that.

They should have treated the 763 like the 744s as 'insurance' instead of rashly disposing of them as soon as the 787s were ordered (as opposed to once their aircraft were actually manufactured like most airlines) to the point where I think they would be doing a lot better by sending both a competitive product to HNL/PER/KIX and by not using 777 & 744 aircraft trans tasman unnecessarily - Thus, opening their widebody usage up for what they are designed for and using the 777 as the growth aircraft as it should be.
Flown to 120 Airports in 44 Countries on 73 Operators. Visited 55 Countries and counting. Wanderlust is like Syphilis, once you have the itch it's too late for treatment.
 
Gemuser
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RE: New Zealand Aviation Thread Part 109

Fri Jan 27, 2012 12:30 am

Quoting sunrisevalley (Reply 8):
Quoting IndianicWorld (Reply 7):
Same could be said about trying a AKL-MEL-JNB route, creating abit of a ops base in MEL, although that route would need a 4 engined aircraft to gain the optimum flight route at this stage.

Would be interesting to see the outcome of a NZ application based on the NZL EDTO standard , to the Australian regulator, to fly a twin from an Australian city to JNB.

You devil, you!      

Air NZ would have to be prepared to take it to cabinet level in both NZ & Australia to have any chance at all.

Gemuser

[Edited 2012-01-26 16:32:09]
DC23468910;B72172273373G73873H74374475275376377L77W;A319 320321332333343;BAe146;C402;DHC6;F27;L188;MD80MD85
 
ZKOJH
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RE: New Zealand Aviation Thread Part 109

Fri Jan 27, 2012 2:45 am

If this is the one coming back from TAM then ZK-OJK is due back into the NZ fleet in early Feb all white at this stage. being flown over by NZ crew.
Vietnam time..
 
koruman
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RE: New Zealand Aviation Thread Part 109

Fri Jan 27, 2012 3:15 am

Quoting IndianicWorld (Reply 7):
Same could be said about trying a AKL-MEL-JNB route, creating abit of a ops base in MEL, although that route would need a 4 engined aircraft to gain the optimum flight route at this stage.
Quoting gemuser (Reply 18):
Air NZ would have to be prepared to take it to cabinet level in both NZ & Australia to have any chance at all.

In terms of doing it with a twin, maybe.

But the Australian government's International Air Services Commission's draft decision on the QF/SA Indian Ocean monopoly has made it very clear that they view competition between Qantas and a NZ/SA codeshare as considerably more desirable than the status quo.
 
Gemuser
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RE: New Zealand Aviation Thread Part 109

Fri Jan 27, 2012 3:24 am

Quoting koruman (Reply 20):
But the Australian government's International Air Services Commission's draft decision on the QF/SA Indian Ocean monopoly has made it very clear that they view competition between Qantas and a NZ/SA codeshare as considerably more desirable than the status quo.

True, BUT the Minister does NOT have to keep the IASC decision if he doesn't like it.
And NZ chance of getting Australian approval for ETOPS>180 twin operation in the deep southern Indian Ocean is somewhat less than the chance of NZ joining the Commonwealth in the next 10 years.

Gemuser
DC23468910;B72172273373G73873H74374475275376377L77W;A319 320321332333343;BAe146;C402;DHC6;F27;L188;MD80MD85
 
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zkojq
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RE: New Zealand Aviation Thread Part 109

Fri Jan 27, 2012 4:13 am

http://bit.ly/wjzWEC
An 18 year old has been arrested for pointing a laser at three aircraft on approach to Auckland Airport aswell as a police helicopter.
I hope that if convicted he gets the maximum 14 year jail term. It should set a precedent to deter such reckless behavior in the future.

[Edited 2012-01-26 21:05:21]
First to fly the 787-9 with Air New Zealand and ZK-NZE (2014-10-09, NZ103)
 
koruman
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RE: New Zealand Aviation Thread Part 109

Fri Jan 27, 2012 4:14 am

Quoting gemuser (Reply 21):
True, BUT the Minister does NOT have to keep the IASC decision if he doesn't like it.
And NZ chance of getting Australian approval for ETOPS>180 twin operation in the deep southern Indian Ocean is somewhat less than the chance of NZ joining the Commonwealth in the next 10 years.

I'm old-fashioned - I don't share Rob Fyfe's aversion to 1-stop and 2-stop services.

I'd be happy for Air NZ to have bases at PER, MEL and BNE. And I'd still fly Air NZ to South Africa even if the flights refuelled at Mauritius. In fact, I'd be more likely to choose to fly Air NZ than Qantas if the routing allowed me to combine South Africa with a few days relaxation on Mauritius! And Air Mauritius might be happy to codeshare on an NZ flight.
 
Kiwinlondon
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RE: New Zealand Aviation Thread Part 109

Fri Jan 27, 2012 7:06 pm

Finally some common sense has prevailed at NZ and they are retaining LHR!!

I can only assume that Fyfe has deliberately allowed some comments re LHR to be leaked in order to either drive cutbacks elsewhere or that he simply does not have a clue and was trying to "prepare" staff for the withdrawl from LHR.

I like Koruman's suggestion re a hub in HKG. As has been suggested many times why not have a feed either on NZ from Australian East Coast cities or from Virgin Australia to feed HKG-LHR?

If we arm chair CEO's can see the light, what is wrong with NZ management?

Kiwinlondon
 
cchan
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RE: New Zealand Aviation Thread Part 109

Fri Jan 27, 2012 9:07 pm

Quoting Kiwinlondon (Reply 24):
If we arm chair CEO's can see the light, what is wrong with NZ management?

They know performance data and rights limitations that we do not.
 
sunrisevalley
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RE: New Zealand Aviation Thread Part 109

Fri Jan 27, 2012 10:52 pm

Quoting cchan (Reply 25):
hey know performance data and rights limitations that we do not.

I think this stuff is pretty well known. Also I believe traffic data in general terms is also available. What is probably not available is traffic by class of service and by carrier, yet a carrier knowing it's data can probably get very close to what it's competitor's share is for a city pair.
I have said this before and will say it again, that NZ gave QF some undertaking re competition at the time QF gave up it's stake in NZ. I concede this would not explain the subsequent starting of AKL-LAX by QF but this might have been a tit for tat because of NZ using MEL/SYD/BNE feeds for their AKL-LAX/SFO services.
 
alangirvan
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RE: New Zealand Aviation Thread Part 109

Sat Jan 28, 2012 1:36 am

Quoting Kiwinlondon (Reply 24):
I like Koruman's suggestion re a hub in HKG. As has been suggested many times why not have a feed either on NZ from Australian East Coast cities or from Virgin Australia to feed HKG-LHR?

Yes, a hub would be a good idea, but perhaps now that Virgin Australia has its partnerships with Etihad and Singapore Airlines, they have moved on. The AirNZ partnership would be more likely with Virgin Atlantic.

If AirNZ is thinking of doing things to the London route on a seasonal basis, perhaps that could mean something similar to the Qantas BA deal, where Qantas has loaned some LHR slots to BA. I am not sure if it would be worth doing the loan for periods of six months at a time, but if AirNZ loaned the slots that they use for HKG-LHR to VS for part of the year that might be how to do it. I am not sure when the low season between NZ and UK is - October November is a very short low season, when we get the best offers for travel to UK.

Some of us have wondered whether the problems with HKG-LHR are to do with the timing, with the very early departure from HKG. Would VS use the AirNZ slot to do a daylight flight HKG-LHR? The VS SYD-HKG-LHR flight may have trouble finding seats for AirNZ passengers wanting to join it at HKG. For people who want to travel through from NZ to UK the two airlines can encourage people to connect wherever their two networks touch.

As an interest, can anyone say whether many people are travelling on the AirNZ codeshare with Etihad? If you travel on the Virgin Australia 777 between SYD and AUH, it seems like a good way to travel three airlines on one ticket.
 
koruman
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RE: New Zealand Aviation Thread Part 109

Sat Jan 28, 2012 3:46 am

Quoting alangirvan (Reply 27):
As an interest, can anyone say whether many people are travelling on the AirNZ codeshare with Etihad?

I book all my NZ travel via the local Air NZ travelcentre - they're still called that in Australia.

I thought the Etihad codeshare would work well in terms of giving people like me a Virgin-style virtual network so that we could meet all our long-haul travel needs on NZ tickets. But it quickly became clear that Air NZ denies status credits to passengers buying its own NZ-ticketed NZ-coded Etihad-operated tickets, so there is no incentive for Australian passengers to buy these tickets from NZ.
 
xiaotung
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RE: New Zealand Aviation Thread Part 109

Sat Jan 28, 2012 3:50 am

Quoting koruman (Reply 28):
I thought the Etihad codeshare would work well in terms of giving people like me a Virgin-style virtual network so that we could meet all our long-haul travel needs on NZ tickets. But it quickly became clear that Air NZ denies status credits to passengers buying its own NZ-ticketed NZ-coded Etihad-operated tickets, so there is no incentive for Australian passengers to buy these tickets from NZ.

You can't buy these tickets anyway as the EY codeshare is only available for pax originating from New Zealand.
 
koruman
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RE: New Zealand Aviation Thread Part 109

Sat Jan 28, 2012 4:35 am

Quoting xiaotung (Reply 29):
You can't buy these tickets anyway as the EY codeshare is only available for pax originating from New Zealand.

It's strange, isn't it, that in the days of Ansett just under 40% of Airpoints members were in Australia, yet management has ever since been frightened of the Australian market.
 
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Zkpilot
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RE: New Zealand Aviation Thread Part 109

Sat Jan 28, 2012 9:32 am

Quoting sunrisevalley (Reply 26):
I concede this would not explain the subsequent starting of AKL-LAX by QF but this might have been a tit for tat because of NZ using MEL/SYD/BNE feeds for their AKL-LAX/SFO services.

QF have been doing AKL-LAX since at least 1990.
56 types. 38 countries. 24 airlines.
 
nascarnut
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RE: New Zealand Aviation Thread Part 109

Mon Jan 30, 2012 12:03 am

A rare visitor is heading into AKL on Jan 30th.

RSD008, an Il96 operating BWN-AKL.
ETA AKL 1440
 
ZKOJH
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RE: New Zealand Aviation Thread Part 109

Mon Jan 30, 2012 12:40 pm

''Air NZ domestic picks up''


Christmas and holiday traffic picked up Air New Zealand in December last year, with the carrier flying 0.3 percent more local travellers compared to the same month 2010.

New Zealand’s national carrier carried 833,000 passengers for the months, up from 830,000 in December the prior year.

While domestic travel strengthened, trans-Tasman and Pacific passengers experienced a 0.7 percent drop from 310,000 to 308,000.

http://www.etravelblackboard.co.nz/article.asp?nav=2&id=80831
Vietnam time..
 
nascarnut
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RE: New Zealand Aviation Thread Part 109

Mon Jan 30, 2012 3:48 pm

Quoting nascarnut (Reply 32):
A rare visitor is heading into AKL on Jan 30th.

RSD008, an Il96 operating BWN-AKL.
ETA AKL 1440

Registration is RA-96019, an Ilyushin Il-96-300 owned by the Russian State Transport Compny.

It is due to head out to SYD at 1000 today.

See link below for more info

http://www.mrcaviation.blogspot.com/

[Edited 2012-01-30 07:57:25]

[Edited 2012-01-30 07:58:15]
 
NZdsgnr
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RE: New Zealand Aviation Thread Part 109

Mon Jan 30, 2012 6:16 pm

well that would make a few happy

Rockstar CEO tipped to quit
http://www.stuff.co.nz/business/indu...337676/Rockstar-CEO-tipped-to-quit
 
nascarnut
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RE: New Zealand Aviation Thread Part 109

Mon Jan 30, 2012 7:22 pm

Quoting viasa (Reply 14):
- Return of 320 ZK-OJK to the NZ fleet

When will it be back in New Zealand?

Current planned arrival of OJK back into NZ. Routing is GRU/SCL/IPC/PPT/AKL

NZ 6397 Depart GRU 0800/03 Arrive SCL 1410/03
Depart SCL 1255/04 Arrive IPC
IPC - PPT times unknown at this stage
NZ6397 Depart PPT 1530/05 Arrive AKL 2020/06
 
cchan
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RE: New Zealand Aviation Thread Part 109

Mon Jan 30, 2012 8:34 pm

Quoting NZdsgnr (Reply 35):
Rockstar CEO tipped to quit

I'd only believe it when I see him gone.
 
joelyboy911
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RE: New Zealand Aviation Thread Part 109

Mon Jan 30, 2012 9:22 pm

Just heard on Sky News that Rob Fyfe has announced his resignation as CEO - the tips were correct.

As an aside, the newsreader has suggested that he might get a job at VS or BA... My main response was "LOL".
Flown: NZ, NY, SJ, QF, UA, AC, EI, BE, TP, AF
 
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NZ1
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RE: New Zealand Aviation Thread Part 109

Mon Jan 30, 2012 9:27 pm

Link here re Rob Fyfes resignation.

http://theflyingsocialnetwork.com/archives/992

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Kiwirob
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RE: New Zealand Aviation Thread Part 109

Mon Jan 30, 2012 10:17 pm

So who gets the hot seat now that Fyfe is gone, koruman are thinking about applying, cv up to date.

I think they should try get Norris back.
 
cchan
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RE: New Zealand Aviation Thread Part 109

Mon Jan 30, 2012 10:38 pm

Quoting KiwiRob (Reply 40):
koruman are thinking about applying

I am sure NZ would at least double her route network if he gets the job.
 
777ER
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RE: New Zealand Aviation Thread Part 109

Mon Jan 30, 2012 10:38 pm

Koruman are you thinking?

In other news:

A british ATC training company is setting up a training school in Wellington in June

http://www.stuff.co.nz/dominion-post...ffic-control-school-for-Wellington

Because apparantly of the state run Airways NZ employing its own students, the new training school is looking at training students for overseas work especially in the UAE
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Kiwirob
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RE: New Zealand Aviation Thread Part 109

Mon Jan 30, 2012 10:50 pm

Quoting cchan (Reply 41):
I am sure NZ would at least double her route network if he gets the job.

They we could all laugh at him when the govt has to bail them out.
 
xiaotung
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RE: New Zealand Aviation Thread Part 109

Mon Jan 30, 2012 10:52 pm

Quoting 777ER (Reply 42):
Because apparantly of the state run Airways NZ employing its own students, the new training school is looking at training students for overseas work especially in the UAE

Talking about Airways NZ, could Ed Sims return to NZ as CEO?
 
cchan
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RE: New Zealand Aviation Thread Part 109

Mon Jan 30, 2012 11:40 pm

Quoting KiwiRob (Reply 43):
They we could all laugh at him when the govt has to bail them out.

There is at least one very good thing if he gets the position: we can be sure that our comments posted here will be heard.
 
koruman
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RE: New Zealand Aviation Thread Part 109

Tue Jan 31, 2012 12:06 am

Quoting KiwiRob (Reply 40):
So who gets the hot seat now that Fyfe is gone, koruman are thinking about applying, cv up to date.
Quoting cchan (Reply 45):
There is at least one very good thing if he gets the position: we can be sure that our comments posted here will be heard.

Absolutely, I'm putting sunrisevalley in charge of fleet acquisitions and route planning, cchan in charge of African expansion, Xiaotung in charge of China operations, Kaharahi in charge of North American operations, Mariner in charge of HR and NZ1 can replace Rob Fyfe at the New Media interface.

I will reserve for myself the twin tasks - which are all important - of planning Gold Coast-Bora Bora and Gold Coast-Maui service development.

I actually think we'd do pretty well, to be honest.

On a serious note, where to from here? I wish Rob Fyfe well: I know from my own experience that he is a likeable and charismatic fellow and I hope that he takes a step backwards to identify his relative weaknesses (which we all have) and to work on them.

I would be happy with Ed Sims or Sir Ralph Norris, if it has to be an "inside" appointment, and I superficially know Norm Thompson and I'm sure that he will do a sterling job.

My preference for the top job would be for John Borghetti to take over a suddenly merged NZ/DJ/VA, but then I'll wake up and see that I've just appointed Gary Toomey.

So I wish Rob Fyfe all the best for the future. What's gone has gone. Hopefully the new CEO will have an open mind about the network, and will review some recent strategic decisions.
 
cchan
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RE: New Zealand Aviation Thread Part 109

Tue Jan 31, 2012 12:54 am

Quoting koruman (Reply 46):
African expansion

Probably not much NZ can do there. A codeshare with ET via HKG and PEK maybe the way to go if NZ wants to explore this market. Other than JNB which could be considered, there is little economic sense for NZ to send her own metal to Africa.
 
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aerorobnz
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RE: New Zealand Aviation Thread Part 109

Tue Jan 31, 2012 1:46 am

Quoting koruman (Reply 46):
Absolutely, I'm putting sunrisevalley in charge of fleet acquisitions and route planning, cchan in charge of African expansion, Xiaotung in charge of China operations, Kaharahi in charge of North American operations, Mariner in charge of HR and NZ1 can replace Rob Fyfe at the New Media interface.

I bags GGM International Airline...
Flown to 120 Airports in 44 Countries on 73 Operators. Visited 55 Countries and counting. Wanderlust is like Syphilis, once you have the itch it's too late for treatment.
 
A330NZ
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RE: New Zealand Aviation Thread Part 109

Tue Jan 31, 2012 1:49 am

I just saw that on the IVC wikipedia page, it states that there will be a direct link between DUD and IVC by Eagle Air starting in July. It states this on the DUD page also

However, there has been no media release about it on the NZ website, or any mention of it on Stuff

Is this going to be a real service? Or someone's wishful thinking?

http://en.wikipedia.org/wiki/Dunedin_Airport#Airlines_and_destinations
http://en.wikipedia.org/wiki/Invercargill_Airport#Scheduled_Routes