LionelHutz wrote:

smi0006 wrote:

LionelHutz wrote:

Australian Financial Review reporting JP Morgan has assessed currently SYD-HKG is worst performing international route and SYD-PER worst performing domestic route.
SYD-HKG said to be driven by increased capacity driving down yields and SYD-PER still suffering from excess capacity.

http://www.afr.com/business/transport/a ... 221-gtfmtz (behind paywall)

I can't access the article, but does it take into impact the broader network contribution each route makes? How many PER-SYD pax connect beyond SYD with VA QF and does that help the bottom line of other routes? Seems a strange thing to analyse

It's only a brief article and the report it references I can't find online, or after a brief look around the JPMorgan website.
Nothing is mentioned about network contributions or the exact methodology in the article. I'll keep my eye out to see if it is published to see how in-depth it actually goes.

qf2220 wrote:

Not surprising on the SYD-PER and SYD-HKG sectors.

IndianicWorld wrote:

Any route that has significant capacity growth (HKG and SIN come to mind) or market downturns (PER) have their challenges. That is no surprise.
At the end of the day though, this analysis could be off the mark for all we know.

Yes, not particularly surprising routes that may have yields under pressure.
It will be interesting to see if QF or VA down gauge any of their services out of PER from A332's to B738's, or whether they feel the worst is behind in the East-West market.

I was able to get access to the article by googling it,

It refers to SYD-HKG and SYD-PER routes as the worst performing routes in October where fares fell 18% and 13% respectively

SYD-HKG saw a jump in capacity of 24%

JPMorgan estimates yields fell as much as 18% on some key international routes

MEL-LAX was the best performing route up 2% for QF and 13% for UA

SYD-PER was down 13% for QF and 7% for VA

SYD-MEL was down 1% for QF and 5% for VA

I see that Qantas are running a few BNE - HBA flights over the upcoming summer. Do you think that we could see the route being year round?
I have also seen that Qantas are flying some 737's to provide extra capacity over the summer between MEL and HBA. It will be nice to see mainline at the airport again!

QF's 789 MEL-LAX schedule is

QF093 MEL1115 – 0635LAX 388 D
QF095 MEL1425 – 0945LAX 789 x3

QF094 LAX2205 – 0900+2MEL 388 D
QF096 LAX2335 – 1010+2MEL 789 x3

http://www.routesonline.com/news/38/air ... -dec-2017/

I suspect that schedule will just be for the summer, there's no way they can fit MEL-PER-LHR in with those timings.

QF says they have no plans to axe MEL-DXB-LHR in lieu of MEL-PER-LHR however have put a contingency plan together if long haul travel market weakens over next 18 months.

IF MEL-DXB-LHR were axed EK would take over the MEL-DXB route which would free up 2 A380's for QF and put elsewhere through their network

http://www.airlineratings.com/news/974/ ... n-marathon

qf002 wrote:

I suspect that schedule will just be for the summer, there's no way they can fit MEL-PER-LHR in with those timings.

Agreed, QF95 would need to be pushed back by at least 5 hours, possibly 6 for NS18

QF seat map/aircraft info for the 789 gives a range of 14,498 km (or 7,828 NM) http://www.qantas.com/travel/airlines/a ... /global/en
Seems about right looking at the 787 ACAP for range/payload for their cabin configuration.

That puts previously mentioned routes like SYD-ORD (8,022 NM) and MEL-DFW (7,814 NM) probably over the range of the 789 once westbound winds are taken into account?
Interestingly PER-LHR is 7,829 NM, will that mean occasional diversions?

Fly Corporate to replace QantasLink on Brisbane-Biloela from 31st Jan 2017.

http://australianaviation.com.au/2016/1 ... e-nonstop/

Anyone have any idea when we will see the new W seat from QF?

As 2016 closes - would anyone like to venture a prediction of new routes ex-AU in 2017?

smi0006 wrote:

Anyone have any idea when we will see the new W seat from QF?

As 2016 closes - would anyone like to venture a prediction of new routes ex-AU in 2017?

Well they said early 2017, I assume they will announce the next 789 route at the same time.
That said, either it's not very "revolutionary" as promised, or the recently issued 789 seat map http://www.qantas.com/travel/airlines/a ... /global/en doesn't convey it's "revolutionary" nature.

I don't know if QF will open any new routes.
Those 789's were supposed to allow some 744's to be retired, so my prediction is BNE-LAX or SYD-SFO may become 789 routes. BNE-LAX would also tie in with MEL-LAX and allow the aircraft to rotate through the network.
A 789 might be a better size for those routes?

Now that Qantas is advertising all these 787-9 flights where is the second order for 787-9 ? The current order for 8 787-9 seems thin, Qantas needs 20 or 30.

LionelHutz wrote:

smi0006 wrote:

Anyone have any idea when we will see the new W seat from QF?

As 2016 closes - would anyone like to venture a prediction of new routes ex-AU in 2017?

Well they said early 2017, I assume they will announce the next 789 route at the same time.
That said, either it's not very "revolutionary" as promised, or the recently issued 789 seat map http://www.qantas.com/travel/airlines/a ... /global/en doesn't convey it's "revolutionary" nature.

I don't know if QF will open any new routes.
Those 789's were supposed to allow some 744's to be retired, so my prediction is BNE-LAX or SYD-SFO may become 789 routes. BNE-LAX would also tie in with MEL-LAX and allow the aircraft to rotate through the network.
A 789 might be a better size for those routes?

Unless QF orders another batch of 789's with much higher density seating, the 744's ain't going anywhere off QF15/16 - over 100 economy seats alone being lost on QF15/16 is a ridiculously large amount to lose off a route, each way every day. I've repeatedly mentioned on here, backed up with insider info, that QF15/16 sees loads that would be close to 150-175% of what the current 789 config would be. Does that mean running 789's and doubling costs on the route to cater for the excess pax? Or losing them to the likes of NZ or VA? Or, in my honest opinion, keeping the 744 on the route is the best option for the time being - a likely money spinner for QF could become a loss maker if 2x daily 789's are operated BNE-LAX-BNE just to keep the pax numbers at current levels.

For new routes by QF in 2017, I wouldn't have a clue. As for further 789's for the QF fleet, yes please!! Does anyone know when the next lot of planes would be delivered if ordered?

Some of QF's 744's lasted twenty three years before they were retired, so I'd suggest QF have quite a few low risk / low cost options to develop their route network in the coming years.

If we consider every A380 in the QF fleet has a lease / finance cost of approximately $2 million per month and these lease/finance arrangements are due to expire in the 2020 - 2023 period, QF should have a fair amount of operating cash flows to commit to new aircraft in the near future.

If we throw into the mix the five A330's, which are leased / owned by either QANTAS or a QANTAS syndicate, we again have another $5 million per month that can be committed to new aircraft once these leases expire.

If we also consider the eleven 788's operated by Jetstar, four of which are owned, three financed through the EXIM bank and four leased, we have another situation where QANTAS has relatively low ownership costs of aircraft assets going forward.

As such, I'd suggest, if QF's route expansion is successful we could see the last remaining non ER 744's retired to coincide with lease / finance arrangements expiring on existing aircraft. This should be around the 2019-2022 period.

These are exciting times for QANTAS. I have a sneaking suspicion we will start to see QF claw back some of the market share (international passengers) lost over the last eight years.

smi0006 wrote:

Anyone have any idea when we will see the new W seat from QF?

As 2016 closes - would anyone like to venture a prediction of new routes ex-AU in 2017?

For Melbourne in order of likely hood

Jetstar MEL-WUH
Malindo Air KUL-DPS-MEL or Batik DPS-MEL
Tianjin airlines TSN-MEL
China Eastern HGH-MEL
Korean Airlines ICN-MEL
United SFO-MEL
Either JAL or ANA on NRT-MEL

Bluebird191 wrote:

LionelHutz wrote:

smi0006 wrote:

Anyone have any idea when we will see the new W seat from QF?

As 2016 closes - would anyone like to venture a prediction of new routes ex-AU in 2017?

Well they said early 2017, I assume they will announce the next 789 route at the same time.
That said, either it's not very "revolutionary" as promised, or the recently issued 789 seat map http://www.qantas.com/travel/airlines/a ... /global/en doesn't convey it's "revolutionary" nature.

I don't know if QF will open any new routes.
Those 789's were supposed to allow some 744's to be retired, so my prediction is BNE-LAX or SYD-SFO may become 789 routes. BNE-LAX would also tie in with MEL-LAX and allow the aircraft to rotate through the network.
A 789 might be a better size for those routes?

Unless QF orders another batch of 789's with much higher density seating, the 744's ain't going anywhere off QF15/16 - over 100 economy seats alone being lost on QF15/16 is a ridiculously large amount to lose off a route, each way every day. I've repeatedly mentioned on here, backed up with insider info, that QF15/16 sees loads that would be close to 150-175% of what the current 789 config would be. Does that mean running 789's and doubling costs on the route to cater for the excess pax? Or losing them to the likes of NZ or VA? Or, in my honest opinion, keeping the 744 on the route is the best option for the time being - a likely money spinner for QF could become a loss maker if 2x daily 789's are operated BNE-LAX-BNE just to keep the pax numbers at current levels.

Well they can keep running the 744's, but they can't be especially cheap to operate (especially as they age). When you have competitors start bringing in 789's and A350's on the same routes yields will come under pressure.
At some time though they will go and there would be a significant re-jig of QF routes and aircraft assignments. Yes, the 789 is a substantial drop in Y seats compared to a 744, but also with significantly reduced operating costs (not that it covers the loss of all those Y seats). Obviously they don't want to cede market share, but we're not privy to what yields are like either.
ATM there is nothing that can carry a comparable number of pax coming up for QF, maybe in 5 or 6 years we will see QF obtain A35K's or 777X's to replace all the 744's, but I was under the impression they wanted to retire at least a couple soon.

travelhound wrote:

Some of QF's 744's lasted twenty three years before they were retired, so I'd suggest QF have quite a few low risk / low cost options to develop their route network in the coming years.

If we consider every A380 in the QF fleet has a lease / finance cost of approximately $2 million per month and these lease/finance arrangements are due to expire in the 2020 - 2023 period, QF should have a fair amount of operating cash flows to commit to new aircraft in the near future.

If we throw into the mix the five A330's, which are leased / owned by either QANTAS or a QANTAS syndicate, we again have another $5 million per month that can be committed to new aircraft once these leases expire.

If we also consider the eleven 788's operated by Jetstar, four of which are owned, three financed through the EXIM bank and four leased, we have another situation where QANTAS has relatively low ownership costs of aircraft assets going forward.

As such, I'd suggest, if QF's route expansion is successful we could see the last remaining non ER 744's retired to coincide with lease / finance arrangements expiring on existing aircraft. This should be around the 2019-2022 period.

These are exciting times for QANTAS. I have a sneaking suspicion we will start to see QF claw back some of the market share (international passengers) lost over the last eight years.

Interesting information on QF's leasing and finance arrangements
It will be interesting to see what they go with to replace the 744's, the A35K or the 777X I would assume are the likely candidates.

smi0006 wrote:

Anyone have any idea when we will see the new W seat from QF?

As 2016 closes - would anyone like to venture a prediction of new routes ex-AU in 2017?

It was reported in last Saturdays West Australian that the premium economy seat will be announced in March in Perth, unfortunately I can't find a link but I do have a copy of the article in print

LionelHutz wrote:

Well they said early 2017, I assume they will announce the next 789 route at the same time.
That said, either it's not very "revolutionary" as promised, or the recently issued 789 seat map http://www.qantas.com/travel/airlines/a ... /global/en doesn't convey it's "revolutionary" nature.

NZ learnt the hardway about being to revolutionary with PE Seats when it came to the SpaceSeat on the 77W, which is being removed in 2017 and replaced by 2-4-2 like on the 772.

eta unknown wrote:

Any theory on what this is- assuming genuine?:
"Flight Operations Manager for Boeing 737NG start-up airline (Brisbane)"
https://www.seek.com.au/job/32484181?ty ... 0&ref=beta

I saw this too and wondered.... IMHO there really isn't any room in the domestic market for a 737-size aircraft operating airline. Been interested for further details...

Qantas16 wrote:

eta unknown wrote:

Any theory on what this is- assuming genuine?:
"Flight Operations Manager for Boeing 737NG start-up airline (Brisbane)"
https://www.seek.com.au/job/32484181?ty ... 0&ref=beta

I saw this too and wondered.... IMHO there really isn't any room in the domestic market for a 737-size aircraft operating airline. Been interested for further details...

Does someone think they've identified a niche were QF and VA can't be bothered, or are they just masochists with deep pockets?

Qantas16 wrote:

eta unknown wrote:

Any theory on what this is- assuming genuine?:
"Flight Operations Manager for Boeing 737NG start-up airline (Brisbane)"
https://www.seek.com.au/job/32484181?ty ... 0&ref=beta

I saw this too and wondered.... IMHO there really isn't any room in the domestic market for a 737-size aircraft operating airline. Been interested for further details...

Wasn't one of the Lion Air mobs (Batik maybe??) talking about flying domestically now they have a CASA AOC?? Was off the back of launching Perth-Bali flights I seem to recall, and I think this was discussed in one of the threads recently and also in the wider media. Could be them?

Cheers,
Boof

Boof wrote:

Qantas16 wrote:

eta unknown wrote:

Any theory on what this is- assuming genuine?:
"Flight Operations Manager for Boeing 737NG start-up airline (Brisbane)"
https://www.seek.com.au/job/32484181?ty ... 0&ref=beta

I saw this too and wondered.... IMHO there really isn't any room in the domestic market for a 737-size aircraft operating airline. Been interested for further details...

Wasn't one of the Lion Air mobs (Batik maybe??) talking about flying domestically now they have a CASA AOC?? Was off the back of launching Perth-Bali flights I seem to recall, and I think this was discussed in one of the threads recently and also in the wider media. Could be them?

Cheers,
Boof

Maybe they can operate masses of DPS-PER flights, add in some KUL-PER flights (considering that should be in easy reach of narrowbody aircraft), get the West Aus state government to fund the upgrade for a few swing gates, and operate some transcon domestics to PER, swing the gate to international mode then fly the plane onwards. Kind of tongue in cheek there, but maybe it's an option for this new mob on the market.

eta unknown wrote:

log0008 wrote:

smi0006 wrote:

Anyone have any idea when we will see the new W seat from QF?

As 2016 closes - would anyone like to venture a prediction of new routes ex-AU in 2017?

For Melbourne in order of likely hood

Jetstar MEL-WUH
Malindo Air KUL-DPS-MEL or Batik DPS-MEL
Tianjin airlines TSN-MEL
China Eastern HGH-MEL
Korean Airlines ICN-MEL
United SFO-MEL
Either JAL or ANA on NRT-MEL

Scratch KE.. tried ICN- MEL and failed. NH won't be before 2019 as per their future ops plan.

Any theory on what this is- assuming genuine?:
"Flight Operations Manager for Boeing 737NG start-up airline (Brisbane)"
https://www.seek.com.au/job/32484181?ty ... 0&ref=beta

KE is in talks with Melbourne at the moment. Korea is currently Melbourne's second fastest growing inbound tourism market after China, when KE scrapped the route 25,000 Koreans visited Victoria each year, in 2015/16 67,000 did, up 33.5% in that year also. Also up 27% in Q1 2016/17

Any ideas on what happened to QF1 29/12/16. It left Sydney at 7.pm 3hrs late. Then diverted to Muscat on the way to Dubai ? Looks like it will arrive in London around 14.30 GMT a big delay
AN767

An767 wrote:

Any ideas on what happened to QF1 29/12/16. It left Sydney at 7.pm 3hrs late. Then diverted to Muscat on the way to Dubai ? Looks like it will arrive in London around 14.30 GMT a big delay
AN767

Over the past couple of days there has been problems at DXB with fog. For the past 2 days QF9 has had to divert to DWC and AAN and as a result had arrived in LHR a few hours late on both days

qf789 wrote:

An767 wrote:

Any ideas on what happened to QF1 29/12/16. It left Sydney at 7.pm 3hrs late. Then diverted to Muscat on the way to Dubai ? Looks like it will arrive in London around 14.30 GMT a big delay
AN767

Over the past couple of days there has been problems at DXB with fog. For the past 2 days QF9 has had to divert to DWC and AAN and as a result had arrived in LHR a few hours late on both days

Thanks qf789 , but why 3 hrs late from Syd ?

AN767

Bluebird191 wrote:

Maybe they can operate masses of DPS-PER flights, add in some KUL-PER flights (considering that should be in easy reach of narrowbody aircraft), get the West Aus state government to fund the upgrade for a few swing gates, and operate some transcon domestics to PER, swing the gate to international mode then fly the plane onwards. Kind of tongue in cheek there, but maybe it's an option for this new mob on the market.

T1 already has two swing narrowbody gates, 150A and 150B. However, the domestic side of those gates are part of the VA pier, and don't know what type of exclusivity agreement VA have. Other than that, T2 doesn't have aerobridges, and T3 isn't ideal either (assuming T3 is still common use and not exclusively QF group now).

-CXfirst

CXfirst wrote:

Bluebird191 wrote:

Maybe they can operate masses of DPS-PER flights, add in some KUL-PER flights (considering that should be in easy reach of narrowbody aircraft), get the West Aus state government to fund the upgrade for a few swing gates, and operate some transcon domestics to PER, swing the gate to international mode then fly the plane onwards. Kind of tongue in cheek there, but maybe it's an option for this new mob on the market.

T1 already has two swing narrowbody gates, 150A and 150B. However, the domestic side of those gates are part of the VA pier, and don't know what type of exclusivity agreement VA have. Other than that, T2 doesn't have aerobridges, and T3 isn't ideal either (assuming T3 is still common use and not exclusively QF group now).

-CXfirst

Thanks. I'm not familiar with Perth airport, not having travelled there yet.

Jetstar is dropping Melbourne to Wellington from March

Jetstar has axed its four direct flights a week between Wellington and Melbourne claiming the service is underperforming.

The route was launched nearly two years ago but a Jetstar spokeswoman said the airline hadn't seen the passenger demand they'd hoped.

Travellers will now be forced to fly from Auckland, Christchurch or Queenstown to travel to Melbourne.

The only direct flights from Wellington to Australia from March 1, when the service will cease, will be to the Gold Coast.

Passengers who are booked on flights between Wellington and Melbourne after March 1 will be offered refunds or the option to fly via Auckland or Christchurch.

Source : http://www.heraldsun.com.au/news/breaki ... b0f127eea3

I like how the article makes it seem like there are no other flights from WLG internationally except for OOL...

An767 wrote:

qf789 wrote:

An767 wrote:

Any ideas on what happened to QF1 29/12/16. It left Sydney at 7.pm 3hrs late. Then diverted to Muscat on the way to Dubai ? Looks like it will arrive in London around 14.30 GMT a big delay
AN767

Over the past couple of days there has been problems at DXB with fog. For the past 2 days QF9 has had to divert to DWC and AAN and as a result had arrived in LHR a few hours late on both days

Thanks qf789 , but why 3 hrs late from Syd ?

AN767

Inbound aircraft was delayed, also due to the fog at DBX,

And on top of that, with the diversion to MCT, the crew were out of hours. The arrival time into MCT was approximately 3am, they couldn't get spare crew into MCT until at the earliest at 8am. On top of that, there was talk that the Pax with that layover in MCT could not disembark. QF were trying to negotiate with Oman authorities to at least disembark and have them in a holding room. Don't know if they were successful

Just an update on today's LHR flights

QF1 which was suppose to land at LHR around 7am this morning has departed DXB about 45 minutes ago and will arrive at LHR around 8pm. Aircraft will be turned around to operate QF2 which will probably leave a couple of hours behind schedule
QF9 which is due to arrive at LHR in about 30 minutes from now will turnaround to operate QF10 which will now depart around 1530

This morning QF9 diverted to DWC again, as a result it will arrive in LHR about 5 hours behind schedule

QF2 flight from Thursday (29/12) arriving in DXB Friday morning (30/12) went tech. Aircraft is VH-OQF. Passengers accommodated in hotels

http://www.news.com.au/travel/travel-up ... b77e7cdcb0

VH-OJS will be operating this evening's Antarctica charter from MEL

http://theqantassource.com/qantas-b747- ... c-charter/

LionelHutz wrote:

QF seat map/aircraft info for the 789 gives a range of 14,498 km (or 7,828 NM) http://www.qantas.com/travel/airlines/a ... /global/en
Seems about right looking at the 787 ACAP for range/payload for their cabin configuration.

That puts previously mentioned routes like SYD-ORD (8,022 NM) and MEL-DFW (7,814 NM) probably over the range of the 789 once westbound winds are taken into account?
Interestingly PER-LHR is 7,829 NM, will that mean occasional diversions?

Makes sense: the same Qantas seat map source gives the A380 (560t MTOW) a range of 14,800km (7,991nm). Suggests the 789 isn't quite the revolution in terms of range that some have suggested.

Weather, tech and holidays. Yuk.

Got family caught up in the middle of the QF DXB debacle right now airside at DXB. Apparently passengers are being rebooked via any available route, some are having to stay overnight at random cities en-route, but generally QF are managing to get people confirmed routings all be it with extremely late arrivals in the range of 12 to 24 hours late. Whole set up is entirely overwhelmed.

Its been quite round here over the Christmas/New year period so I though I would get some discussion going

What do people think the next move will be by the ME3 here in Australia in 2017 and beyond?

Sydney over the past few years has been able to sustain a lot of growth, with QR going from nothing to daily A380 and EK upgrading its flights via BKK/CHC to the A380 in 2016. What next, I don't see EY going double daily on the A380 and QR is prevented from adding any more flights, could we see another EK direct flight in the next 12-24 months? Or could it get a flight via SIN, they seem to be doing well in BNE and MEL.

In Brisbane talk is that EK's DXB-SIN-BNE flight moving the the A380.

In Melbourne is the only airport with planned changes going into 2017 with QR bringing the A380 from mid year over the past 6 years MEL has seen either a new flight or 77W to A380 upgrade every 12 months, wouldn't be surprised if EK's second direct flight EK408/9 also get the A380 upgrade soon.

Only other talk seems to be QR to CBR, what does everyone else think?

log0008 wrote:

Its been quite round here over the Christmas/New year period so I though I would get some discussion going

What do people think the next move will be by the ME3 here in Australia in 2017 and beyond?

Sydney over the past few years has been able to sustain a lot of growth, with QR going from nothing to daily A380 and EK upgrading its flights via BKK/CHC to the A380 in 2016. What next, I don't see EY going double daily on the A380 and QR is prevented from adding any more flights, could we see another EK direct flight in the next 12-24 months? Or could it get a flight via SIN, they seem to be doing well in BNE and MEL.

In Brisbane talk is that EK's DXB-SIN-BNE flight moving the the A380.

In Melbourne is the only airport with planned changes going into 2017 with QR bringing the A380 from mid year over the past 6 years MEL has seen either a new flight or 77W to A380 upgrade every 12 months, wouldn't be surprised if EK's second direct flight EK408/9 also get the A380 upgrade soon.

Only other talk seems to be QR to CBR, what does everyone else think?

I wonder if the upgrade of EK408/409 from B77W to A388 might go ahead in conjunction with the rumoured QF 9/10 being dropped due to low yields, along with 789 service starting MEL-PER-LHR?
That up-gauge covers over 150 Y seats, while the J and W traffic along with some of the Y goes onto the QF 789 service via PER? PER-LHR is still a while off though...

However, even for the ME3 surely you eventually reach a point when there is no more incremental traffic you can generate out of Oz without driving yields to the basement?

[quote="LionelHutz"]QF seat map/aircraft info for the 789 gives a range of 14,498 km (or 7,828 NM) http://www.qantas.com/travel/airlines/a ... /global/en

Based on 789 performance data that I am familiar with, this value is low. Now the weight per passenger incl. baggage can make quite a difference. But if QF weights are about 110/113kg the range quoted is ~ 500nm low. At 7828nm PER-LHR would not be a starter.

sunrisevalley wrote:

LionelHutz wrote:

QF seat map/aircraft info for the 789 gives a range of 14,498 km (or 7,828 NM) http://www.qantas.com/travel/airlines/a ... /global/en

Based on 789 performance data that I am familiar with, this value is low. Now the weight per passenger incl. baggage can make quite a difference. But if QF weights are about 110/113kg the range quoted is ~ 500nm low. At 7828nm PER-LHR would not be a starter.

You get a better figure out of Boeing's 787 ACAP document for the 789. More in line with your figures.

Assuming OEW of 284,000 lb, plus payload of 236 pax/baggage (let's generously say 90kg / 200 lb each) is 284,000 + 236 x 200 (47,200) = 331,200 lb, cross referenced on ACAP payload/range chart gives nearly 8,300 NM or 15,371 km.

I know, I know, that this is just the generic ACAP, not the specific operating manual for QF's configuration.
But definitely different from the figures plonked into the website

Still I don't know what prevailing winds are like on the PER-LHR route, I assume not too bad unlike TPAC? Otherwise you would start bumping into the range ceiling and diversions became an issue occasionally?
I guess it must be favourable enough for QF to be happy with it as a route.

sunrisevalley wrote:

Based on 789 performance data that I am familiar with, this value is low. Now the weight per passenger incl. baggage can make quite a difference. But if QF weights are about 110/113kg the range quoted is ~ 500nm low. At 7828nm PER-LHR would not be a starter.

7828nm is the great circle distance for PER-LHR.

If 789s in this configuration had another 500nm of real-world range they would be able to do EWR-SIN. In reality UA are blocking seats for much of the year even on SFO-SIN (as are SQ on their 359 on some days) – and that's only 7339nm. Doesn't look as if even a new-build 789 has quite the range that some data sources are suggesting. And Qantas are publishing numbers that say their early model A380 has 300km more range than their new 389.

tealnz wrote:

sunrisevalley wrote:

Based on 789 performance data that I am familiar with, this value is low. Now the weight per passenger incl. baggage can make quite a difference. But if QF weights are about 110/113kg the range quoted is ~ 500nm low. At 7828nm PER-LHR would not be a starter.

7828nm is the great circle distance for PER-LHR.

If 789s in this configuration had another 500nm of real-world range they would be able to do EWR-SIN. In reality UA are blocking seats for much of the year even on SFO-SIN (as are SQ on their 359 on some days) – and that's only 7339nm. Doesn't look as if even a new-build 789 has quite the range that some data sources are suggesting. And Qantas are publishing numbers that say their early model A380 has 300km more range than their new 389.

Without the specific operator manuals for each airlines configuration I guess we have to take all figures with a grain of salt.
Not sure where QF are grabbing the figures from for their website, obviously they seem more indicative/illustrative than actual.

Korean Air will switch its current A333 ICN-SYD-ICN service to the B747-8i (74H) effective 1 September 2017. If I'm not mistaken, this would be the first 74H service for SYD (and, no doubt, the last as well).

http://www.routesonline.com/news/38/air ... f-03jan17/

DeltaB717 wrote:

Korean Air will switch its current A333 ICN-SYD-ICN service to the B747-8i (74H) effective 1 September 2017. If I'm not mistaken, this would be the first 74H service for SYD (and, no doubt, the last as well).

http://www.routesonline.com/news/38/air ... f-03jan17/

That's exciting and seems to be permanent. Nice to see any extra variety these days.

Be great to see a KE-789 in MEL.

A baggage handler has been injured after being hit by a fuel truck at PER this morning

http://www.perthnow.com.au/news/western ... 757441449c

DeltaB717 wrote:

Korean Air will switch its current A333 ICN-SYD-ICN service to the B747-8i (74H) effective 1 September 2017. If I'm not mistaken, this would be the first 74H service for SYD (and, no doubt, the last as well).

http://www.routesonline.com/news/38/air ... f-03jan17/

I wonder what that will mean for AKL, who is currently getting the 748 over the summer period for the last two years in a row along with other addtional services. Maybe AKL will move to A388?

Anyone know what the cause of this was?
http://www.news.com.au/travel/travel-up ... 7b216239d1

DeltaB717 wrote:

Korean Air will switch its current A333 ICN-SYD-ICN service to the B747-8i (74H) effective 1 September 2017. If I'm not mistaken, this would be the first 74H service for SYD (and, no doubt, the last as well).

http://www.routesonline.com/news/38/air ... f-03jan17/

Yes, first scheduled 74H into SYD that I know of. Maybe the absolute first - did Boeing do 74H world tours like Airbus tends to do with new aircraft?

SYD gets CX's freighter variant, but that is not uncommon.