mpdpilot wrote:I am excited to see how Qantas uses the 789 but 8 is a pretty small order. As I mentioned above I would think that 12 or more would serve them better.
mpdpilot wrote:Gemuser wrote:The problem is "CAPITAL EXPENDITURE". Raising capital in Australia is always an issue especially for capital intensive industries like airlines and especially so for Qantas which must remain at least, 50% Australian owned under the "Sale of Qantas" Act.
Why is that different in Australia?
mpdpilot wrote:Gemuser wrote:SYD/MEL-LAX will NOT be B789, already A380 and will be for at least the next decade.
I think the talk is that MEL-LAX would maintain the A380 flight 93 and the x2wk flight 95 with the 744 would switch to the 789, and perhaps increase frequency. QF could then operate both SYD and MEL double daily to LAX, conceivably.Gemuser wrote:.SYD-DFW, most likely will stay A380, MEL-DFW will start with B789, but my guess is that within a few years it will need an A380 or two B789s, the A380 should win that one.
I know times could change but, suggesting that in a few years QF will operate 2 daily A380s to DFW seems a little far fetched for me. I think it would be more likely that DFW steadies with 1xA380 and 1x789, while LAX grows. I don't really think there is that much growth in the DFW markets that are not served via LAX (growing smaller as AA grows in LAX), that there will be that much growth in the coming years. And as mentioned why operate the flight to DFW when LAX works for most travellers and it is a shorter flight.
This is my thought on the AUS-USA market for QF A380s and where the 789 could go assuming they would only fly the 789 to the US (unlikely). I tend to think that if QF needs AA's feed to fill their planes (article) then less is more in the terms of capacity. Being daily or double daily is probably better than maintaining/growing capacity, but that is just me.
2x A380 SYD-LAX
1x A380 MEL-LAX
1x A380 SYD-DFW
1x B789 MEL-DFW
1x B789 BNE-LAX
1x B789 SYD-SFO
1x B789 SYD-YVR
I wanted to add AA's future offerings as well as they are QF's JV partner. Also, I tend to think in AA's eyes if they want to continue to grow at LAX, they need to be in these markets not just relying on the JV partner.
1x B77W SYD-LAX
1x B789 BNE-LAX
1x B788 AKL-LAX
1x B789 MEL-LAX
wedgetail737 wrote:It's a long shot (no pun intended), but I'm hoping for SYD-SEA. QF mentioned this link when the Dreamliners first came out.. QF codeshares with AS. And can't use the proximity of YVR as a factor as there are other international airlines that serve both SEA and YVR.
mpdpilot wrote:As for DFW-MEL, I guess I just don't see the growth requiring two A380s a day in DFW when they already have 3 at LAX, and with AA's growth at LAX, there are fewer and fewer routes that need to go via DFW to maintain the 1-stop flight.
qf002 wrote:wedgetail737 wrote:It's a long shot (no pun intended), but I'm hoping for SYD-SEA. QF mentioned this link when the Dreamliners first came out.. QF codeshares with AS. And can't use the proximity of YVR as a factor as there are other international airlines that serve both SEA and YVR.
I actually think SEA could be a better option than running year-round 789s into YVR. Stronger corporate links into Australia, a stronger connecting hub and just generally a bit less seasonality in demand which is the big issue QF faces with pushing their way back into Canada.
I've mentioned it before but I don't think that YVR is the sort of route that QF are targeting with this 42J/21W/165Y configuration. I might be wrong but I think YVR is likely to remain seasonal with a 744 for now.
qf002 wrote:My opinion remains that we will see DFW go to a double daily 789 service in the short-mid term and growth in the longer term will come from larger twins (779s or A35Ks) and/or the addition of BNE/AKL-DFW. .
Gemuser wrote:What do you mean "DFW go double daily 789"? From where?
qf002 wrote:Gemuser wrote:What do you mean "DFW go double daily 789"? From where?
One each from SYD and MEL.
This is my rationale from a post a few months ago:
"The A380 is QF's best solution at the moment but the 789 option blows it out of the water:
- 25-30% boost to westbound capacity while eastbound capacity remains steady.
- More premium capacity while eliminating F (which is a cabin QF never wanted to offer into DFW to begin with).
- 2-3 times more cargo potential over the A380.
I'm not sure why you think CASM would rise. Sure, you have higher crew costs but two 789s should burn less fuel than a single A380 and do so while offering a very substantial increase in available passenger and cargo capacity. You also have to consider the potential to improve yields from MEL by offering a second nonstop service as well as the potential savings driven by dropping the extra 2wk MEL-LAX services or by eliminating the DFW stop on the freighter service.
It just makes sense."
jetfuel wrote:AsiaTravel wrote:qf789 wrote:There has also been a leak on facebook that the economy seats could be the Thompson Cozysuite as pictured below
https://www.facebook.com/AIRLINESECRETS ... 5470248463
That could be an absolute game changer regarding my hate to the 787. 20" in Y would be great and for ULH flights it would make it more bearable.
The Airline Secrets on Facebook said it was just a RUMOUR. I am sure QF said the 787 would be 9 across so thats 17" wide seats
qf789 wrote:There has also been a leak on facebook that the economy seats could be the Thompson Cozysuite...
sunrisevalley wrote:Isn't the much admired J seat in the A330's made by Thompson?
Thompson created the airline's highly-regarded Airbus A330 Business Suite and will be refining the design for the Qantas Dreamliners based on customer feedback since the seat debuted in early 2015.
georgiabill wrote:Would QF consider flying SYD-BOM or SYD-DEL using the 789'S? Perhaps 3 or 4 weekly BOM and DEL being the other days?
qf71 wrote:There is a strong possibility that QF will only retire the 2 aging 4 Class B744s(OJM/OEB) which feature QF's product from 10-15yrs ago, with the remaining 9 B747s staying on until at least 2020 when they could be replaced my larger next generation long range twins.
jetfuel wrote:The Airline Secrets on Facebook said it was just a RUMOUR.
kriskim wrote:QF doesn't ferry 747's between MEL and SYD, the 747's are rotated: LAX-MEL-HKG-MEL-LAX. If anything I can see MEL-HKG going daily 747 in the future given that it doesn't seem like QF isn't interested in adding more frequency.
smi0006 wrote:I'm curious with those economy seats, with the staggered layout - wouldn't it make for a very dark cabin? The seats would block the window for everyone except the A and K seats.
sunrisevalley wrote:FWIW......A QF A380 with 385 passengers burns ~200t of fuel DFW-SYD. A 789 with 235 passengers ~85t. With IATA fuel price index at ~ $470 m/t this $244 a seat for the A380 and $170 for the 789.
jetfuel wrote:sunrisevalley wrote:FWIW......A QF A380 with 385 passengers burns ~200t of fuel DFW-SYD. A 789 with 235 passengers ~85t. With IATA fuel price index at ~ $470 m/t this $244 a seat for the A380 and $170 for the 789.
Military Aircraft Every type from fighters to helicopters from air forces around the globe
Classic Airliners Props and jets from the good old days
Flight Decks Views from inside the cockpit
Aircraft Cabins Passenger cabin shots showing seat arrangements as well as cargo aircraft interior
Cargo Aircraft Pictures of great freighter aircraft
Government Aircraft Aircraft flying government officials
Helicopters Our large helicopter section. Both military and civil versions
Blimps / Airships Everything from the Goodyear blimp to the Zeppelin
Night Photos Beautiful shots taken while the sun is below the horizon
Accidents Accident, incident and crash related photos
Air to Air Photos taken by airborne photographers of airborne aircraft
Special Paint Schemes Aircraft painted in beautiful and original liveries
Airport Overviews Airport overviews from the air or ground
Tails and Winglets Tail and Winglet closeups with beautiful airline logos