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Re: Australian Aviation Thread Part 149

Sun Feb 05, 2017 12:03 am

log0008 wrote:
They can't use the A320's - that what would take 6 months. Indonesia requires airlines to have an Indonesian International AOC - almost every other country just acknowledges the home countries AOC.

I thought Indonesia gave approval from 3FEB with A320's.
Slightly off tangent- how many middle/senior management people have (involuntarily) left VA since the cost cutting purge started in NOV?
 
jupiter2
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Re: Australian Aviation Thread Part 149

Sun Feb 05, 2017 2:01 am

travelhound wrote:
Perth Landing fees - $39,000.00. In all reality the landing fees could be anywhere between $10,000-60,000. Who knows!

I have used the A380 as it should have the lowest costs per passenger. As such using A380 numbers should over all other aircraft.


Ok, seems high. Thought that the fees were based on per ton for the aircraft itself and then pax handling fees on top of that, based on per pax handled each flight.
 
waoz1
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Re: Australian Aviation Thread Part 149

Sun Feb 05, 2017 2:18 am

Air Mauritius to increase Perth flights

According to the Sunday Times as of july 7th Air Mauritius will be flying three times a week with an additional Friday flight.

September is delivery of first of six a350-900 aircraft
 
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qf789
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Re: Australian Aviation Thread Part 149

Sun Feb 05, 2017 4:02 am

waoz1 wrote:
Air Mauritius to increase Perth flights

According to the Sunday Times as of july 7th Air Mauritius will be flying three times a week with an additional Friday flight.

September is delivery of first of six a350-900 aircraft


MK already flies to PER 3 weekly on a seasonal basis, so I'm assuming that it will be 3 weekly year round. Does the article say that will send the A359 to PER?
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waoz1
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Re: Australian Aviation Thread Part 149

Sun Feb 05, 2017 4:17 am

qf789 wrote:
waoz1 wrote:
Air Mauritius to increase Perth flights

According to the Sunday Times as of july 7th Air Mauritius will be flying three times a week with an additional Friday flight.

September is delivery of first of six a350-900 aircraft


MK already flies to PER 3 weekly on a seasonal basis, so I'm assuming that it will be 3 weekly year round. Does the article say that will send the A359 to PER?


Yeah well saying as of july will be wed,sun plus extra fri all year round. Didnt say much about the A350 just first one of six arrives in september.
 
81819
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Re: Australian Aviation Thread Part 149

Sun Feb 05, 2017 4:28 am

The fees are on the Perth Airport web site. There are a quite a few different fees, some fixed, some based on schedules.

In reality a diversion flight could encounter fees substantially higher than the standard rates. We only have to look at the fees charged at Sydney airport for flights arriving after the curfew.

The equation could also include crew costs. For instance a diversion flight of 3 hours could have to make allowance for crew maximum flight hours if a diversion occurs. If we consider the costs of a positioning flight from Adelaide back to Perth the costs could substantially increase again. As such, the airport could charge a $100,000.00 landing fee and it would still be in the airlines interest, as they would have substantially lower costs for every flight where a diversion wasn't required.
 
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Re: Australian Aviation Thread Part 149

Sun Feb 05, 2017 5:21 am

bunumuring wrote:
Could the European airline supposedly in talks for Cunderdin in WA be Norwegian?


Who knows? At present, not a single European airline flies its own metal to PER, presumably because they figure the economics are unfavourable. Had the article said an Asian airline it might have been more convincing, given that several fly here.

But as Travelhound suggests, the business case only becomes more sound if a generous input is provided by the taxpayer. I guess the timing is right because we are in election mode and there might be a chance the various candidates might "promise" support for the scheme.

The other thing is, hasn't PER been spending money on upgrading its ILS to CATIII, so that diversions become an extremely rare occurrence, if at all?
Last edited by KruegerFlaps on Sun Feb 05, 2017 5:25 am, edited 1 time in total.
Necessity is the plea for every infringement of human freedom. It is the argument of tyrants; it is the creed of slaves. - William Pitt Speech, 1783
 
kriskim
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Re: Australian Aviation Thread Part 149

Sun Feb 05, 2017 5:25 am

I guess they can move all the DPS flights there, those flights alone would sustain traffic to the airport ;-)
A world built upon connectivity.
 
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Re: Australian Aviation Thread Part 149

Sun Feb 05, 2017 5:34 am

KruegerFlaps wrote:
The other thing is, hasn't PER been spending money on upgrading its ILS to CATIII, so that diversions become an extremely rare occurrence, if at all?


Yes due to finish around mid year

https://www.airservicesaustralia.com/ai ... 15-h36.pdf
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Re: Australian Aviation Thread Part 149

Sun Feb 05, 2017 7:03 am

zkncj wrote:
qf789 wrote:
VA reports profit decline for 2nd quarter of 16/17

http://australianaviation.com.au/2017/0 ... t-decline/


Great week for VA then, along with NZ now refusing to sell "the Works" product on VA operated services on the Tasman, claiming that VA doesn't provide an decent product.


The Australian is reporting that the VA group will now post a statutory loss of 22 million for the first half.

The Virgin Group will now post a statutory net loss of $22m for the half. On an underlying basis, second-quarter pre-tax profit fell by $27.1m on a year earlier to $45.9m.


http://www.theaustralian.com.au/busines ... c418af0581
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CXfirst
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Re: Australian Aviation Thread Part 149

Sun Feb 05, 2017 7:26 am

KruegerFlaps wrote:
The other thing is, hasn't PER been spending money on upgrading its ILS to CATIII, so that diversions become an extremely rare occurrence, if at all?


Yes. So, this will reduce the need to divert substantially. However, it does nothing for the need to designate an alternate, and carrying the fuel for it.

Most international (if not all), will require an alternate, even if the weather forecast is fine. Today, that generally means Adelaide or Learmonth. With Cunderdin developed, that reduces the day-to-day carriage of fuel substantially.

On days with bad weather forecasts, it is still likely that weather at Cunderdin might not be forecasted as being good enough, so on those days, carriers will still need Adelaide or Learmonth. But, if they actually did need to divert, they can still go to Cunderdin, where weather might be good enough, even if the forecast wasn't good enough for it to be the sole diversion port.

All in all, Cunderdin will probably never see an international airline land there, but there will be substantial savings on most ordinary days, which will also allow more payload for longer flights. Something like this might actually be the key to making PER-LHR on QF actually work.

-CXfirst
 
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Re: Australian Aviation Thread Part 149

Sun Feb 05, 2017 7:56 am

Looks like QF will stop operating the QF77/78 PER-SIN in the next month. Only the QF71/72 on the schedule.
 
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Re: Australian Aviation Thread Part 149

Sun Feb 05, 2017 7:58 am

qf789 wrote:
zkncj wrote:
qf789 wrote:
VA reports profit decline for 2nd quarter of 16/17

http://australianaviation.com.au/2017/0 ... t-decline/


Great week for VA then, along with NZ now refusing to sell "the Works" product on VA operated services on the Tasman, claiming that VA doesn't provide an decent product.


The Australian is reporting that the VA group will now post a statutory loss of 22 million for the first half.

The Virgin Group will now post a statutory net loss of $22m for the half. On an underlying basis, second-quarter pre-tax profit fell by $27.1m on a year earlier to $45.9m.


http://www.theaustralian.com.au/busines ... c418af0581


I wonder how much of that 22m loss, is being offset by the shareholders?

Surely SQ we see the light shortly and want out? EH on the otherhand seems to like airlines that lose money? Maybe they could merge Alaltlia, Virgin and Air Berlin?
 
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Re: Australian Aviation Thread Part 149

Sun Feb 05, 2017 9:55 am

Whatsaptudo wrote:
Looks like QF will stop operating the QF77/78 PER-SIN in the next month. Only the QF71/72 on the schedule.


Well that would be dumb
Tho timing certainly put me off
 
ben175
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Re: Australian Aviation Thread Part 149

Sun Feb 05, 2017 10:05 am

It also appears Garuda has quietly reduced DPS-PER to 4 x weekly... not sure if this is just for the low demand period, but pretty shocking when you consider at one stage they were 3 x daily!
 
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Re: Australian Aviation Thread Part 149

Sun Feb 05, 2017 10:21 am

zkncj wrote:

I wonder how much of that 22m loss, is being offset by the shareholders?



When you say offset what do you mean?
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Re: Australian Aviation Thread Part 149

Sun Feb 05, 2017 10:22 am

ben175 wrote:
It also appears Garuda has quietly reduced DPS-PER to 4 x weekly... not sure if this is just for the low demand period, but pretty shocking when you consider at one stage they were 3 x daily!


When Batik starts probably double daily might reduce further. Maybe A330 isnt the right fit.
 
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Re: Australian Aviation Thread Part 149

Sun Feb 05, 2017 12:18 pm

I haven't seen the Virgin summary of the half year financials, but I suspect they can still produce cash, even if they are making a loss. With the planes painted and the airport lounges complete CAPEX would / should be considerably lower than previous years. I suspect the right sizing path will reduce costs (cash outlays), even if there is an associated write down of assets.

I think Virgin have turned the corner. The full year results will tell us if Virgin is able to produce cash in its own right.
 
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Re: Australian Aviation Thread Part 149

Sun Feb 05, 2017 5:14 pm

Debt down, cash up - not all bad news for Virgin. Remains to be seen what impact the ridiculous mess they've made of transferring Bali to Tigerair does to that brand's already patchy reputation, a shame because the rehabilitation was going well.
 
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Re: Australian Aviation Thread Part 149

Sun Feb 05, 2017 6:54 pm

travelhound wrote:
I haven't seen the Virgin summary of the half year financials, but I suspect they can still produce cash, even if they are making a loss. With the planes painted and the airport lounges complete CAPEX would / should be considerably lower than previous years. I suspect the right sizing path will reduce costs (cash outlays), even if there is an associated write down of assets.

I think Virgin have turned the corner. The full year results will tell us if Virgin is able to produce cash in its own right.


What has yet to been seen is the cost of removing Tigers A320 and the VA E190 / ATRs. Surely there must be an cash penalty on early return to lessors? if most leases are 12years typically then VA aircarft that are being returned have an while to go.

What is really going to hurt the books with be the 737MAX arrival next year, if they haven't got them self into an good position by then.

A Lounge program shouldn't have and end date, it needs to be constant cycle of upgrades/replacements across the next work e.g SYD already needs an refit.

VA now need to get some Lounge in the Intl terminals so they stop looking like an joke and using 5 differn't lounges at one airport
 
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Re: Australian Aviation Thread Part 149

Sun Feb 05, 2017 7:20 pm

The reduction in debt and increase in cash reserves is an extra ordinary situation. I'd suggest there are other transactions (refinancing/sale of aircraft) that make these numbers more spectacular than what they really are.
 
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Re: Australian Aviation Thread Part 149

Sun Feb 05, 2017 7:58 pm

Ryanair01 wrote:
Debt down, cash up - not all bad news for Virgin. Remains to be seen what impact the ridiculous mess they've made of transferring Bali to Tigerair does to that brand's already patchy reputation, a shame because the rehabilitation was going well.


Yeh, but at what point do the many excuses stop and the airline actually starts to make decent money?

There is something inherently wrong with the business model and until that is addressed it'll be the same old "jam tomorrow" that we've had for several years now.

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Re: Australian Aviation Thread Part 149

Sun Feb 05, 2017 8:54 pm

re: Cunderdin as an alternative for PER. Couldn't Kal be extended? Its far enough inland to not suffer the same weather issues as PER. Or Geraldton?
 
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Re: Australian Aviation Thread Part 149

Sun Feb 05, 2017 9:03 pm

And as for Virgin... They are good at spending money, but not making money.

If you put everything to one side and think about it. Virgin and Qantas have the Australian market to themselves in a nice cosy duopoly. It should be quite possible for them both to make a decent profit year in year out, but Virgin struggles to make any money. There has been an excuse every year since JB took over. Buckets of cash have been pumped into the business and to be honest it is still not making a decent return.

How to fix it? Don't know. There is a perception that virgin isn't as premium as qantas, yet it charges much the same fares. You either have to be better than the competition or you have to be cheaper and Virgin are neither. Virgin still feels like a LCC with an occasional free drink and sometimes a meal service.
 
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Re: Australian Aviation Thread Part 149

Mon Feb 06, 2017 2:47 am

CX to bring back 5th weekly service to ADL from July

http://australianaviation.com.au/2017/0 ... es-weekly/
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Re: Australian Aviation Thread Part 149

Mon Feb 06, 2017 6:56 am

redroo wrote:
re: Cunderdin as an alternative for PER. Couldn't Kal be extended? Its far enough inland to not suffer the same weather issues as PER. Or Geraldton?


Reasonable suggestion when one considers that the current runway at KGI is suitable for airlines using using 737 and/ or A320 series aircraft and the airport has ground staff experienced in handling them.

In their report Western Australian State Aviation Strategy, (PDF download: 3.6MB) published in 2015, the authors wrote:

The criteria for a new official emergency alternative airport include a suitable runway and airside infrastructure, separation from weather systems affecting Perth, and being within an hour’s flying distance from Perth. Were a WA airport to become an official alternative emergency alternative, it would require both its airside and landside infrastructure to be improved to cater for the full range of aircraft expected to use it.

While there are competing claims for emergency airport status from a number of WA airports, the decision regarding the selection and appropriate development of an emergency alternative airport to Perth Airport is made by airlines themselves in conjunction with Perth Airport.

Perth Airport advises that the costs of establishing an emergency alternative airport outweigh the benefits at this stage.


Now, the promoter of Cunderdin, a small field owned by the local Shire, has mentioned lengthening the runway but what about its width and pavement strength? Are these suitable for the type of aircraft suggested? What about taxiways (the present one is suitable for the light aircraft that currently use the field) and what about accommodating and catering for passengers on the ground, should a diversion last more than an hour or two?

The Shire would not be able to fund this proposal because its borrowing are limited and they can not use shire assets as security. They can only use regular incomes, rates and Government allocated funds. So it comes back to the question of who is expected to put up the money? The airlines? Private investors, if they can lease the field from the Shire? Or, as is often the case, the taxpayer?

I guess the proposal would mean extending 05/23 to the north east as to the south of the field is a saline river system that is subject to periodic inundation.

In an earlier review into seeking a second airport for Perth, it was suggested that a suitable site be found south of Perth as that is where much of population growth is likely to be over the coming decades, and being suitable for expanding cities like Bunbury. But of course, there they were talking about an airport that might not be needed for another thirty to forty years.
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Re: Australian Aviation Thread Part 149

Mon Feb 06, 2017 7:57 am

EK424/425 to PER has been downgraded to 777 from today

https://www.flightradar24.com/flight/ek424
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CXfirst
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Re: Australian Aviation Thread Part 149

Mon Feb 06, 2017 8:10 am

qf789 wrote:
EK424/425 to PER has been downgraded to 777 from today

https://www.flightradar24.com/flight/ek424


Last A380 departure (today) had 102 passengers on it.
 
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Re: Australian Aviation Thread Part 149

Mon Feb 06, 2017 8:34 am

CXfirst wrote:
qf789 wrote:
EK424/425 to PER has been downgraded to 777 from today

https://www.flightradar24.com/flight/ek424


Last A380 departure (today) had 102 passengers on it.


That says it all really
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Re: Australian Aviation Thread Part 149

Mon Feb 06, 2017 8:50 am

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