Remarkable that QF only serves Vancouver seasonally while NZ has really managed to establish itself.
- Both AKL and YVR are Star Alliance hubs, whereas SYD and YVR are not alliance-aligned
- NZ routes low-yielding Europe pax through YVR, while SYD - VYR - Europe
is too long
- AKL had no Canadian service upon NZ's launch, whereas SYD has had AC for years
- AKL has had few one-stop YVR options, while SYD has had DL, UA and others for years
- Until the arrival of the 789s, QF did not have the right-sized and right-ranged aircraft
It will be interesting to see if AC's MEL service weakens NZ at YVR - I heard MEL - YVR is lucrative for NZ.
Yields are also likely to drop if the rumours are true, and FJ re-launches YVR (this time, without a HNL stop).
I still find it remarkable that it's not year-round. Actually, I'm surprised you didn't raise the comparative demographics between AKL and SYD, the latter about 3.5 times bigger than AKL with residents about 20-30 per cent wealthier.
The aircraft type issue isn't compelling - they had the 744 (still do!); it ain't a 313 seater, but it's not far off. And the service doesn't have to be daily, I'm just surprised it's not year-round.
AKL has had plenty of one-stop options via codeshare partners in AA and UA, as well as, for a long time, a direct QF link from AKL to LAX.
The most compelling reason appears to be the presence of AC. But if anything I'd have thought QF would have been in the market well before they arrived.
Makes you wonder if a serious cabin upgrade to the Fokkers couldn't be the 100 seater solution for VA and QF. They seem to be well suited to Australia.
I'm tempted to suggest that the 717-200 is the 100-seat-ish solution that QF have already found (presently configured as 12J+98Y or 125Y) but of course it's equally out-of-production and is in high demand on the used market to boot.
From an operators perspective though I suspect the overall picture is better for the 712 than for the F100 based purely on the fact that Boeing are still in business and the BR715 engines probably don't take as much work as the Tays on the Fokker.
Certainly the lack of OEM support is a reason often given for AA unburdening themselves of the F100 even faster than they might otherwise have done so.
See I thought so too but with the acquisition of Network and the paucity of 717s available, the F100 is now pretty crucial to Australia's two largest carriers. A shame they never secured them first-hand but those Fokkers seem pretty robust. I'm mostly just impressed that they've found such a strong second life in Australia. The E190s last, what, under 10 years? Long may the F100/70 continue around these parts.