[twoid][/twoid]

DeltaB717 wrote:

All the chatter in the last couple of pages about MEL-HND and slots at HND is missing the very key point that the bilateral between Australia and Japan provides for only 7x weekly HND services for Australian and 7x weekly HND services for Japanese carriers for flights between Australia and Japan. That allowance is fully utilised by Qantas (daily B744) and ANA (daily B787) for their SYD services. So, unless I've blinked and missed something, the chances of MEL-HND services are nil.

I believe I did mention this part. (Not in very specific detail though)

Should they revise the bilateral agreement, JAL should be the one getting extra pair of slots for flights between Australia and HND.

Does anyone know whats going on with QF7 From Sydney to Dallas?

Strong jet streams making faster PER-east coast flights, in some cases up to an hour, a QF 744 did PER-SYD in 3hrs and 6 minutes. East Coast to PER have been operating within schedule mostly, one exception is a Qantas flight SYD-PER on 15 August which took 5hrs and 44 minutes

https://www.airlineratings.com/featured ... n-flights/

Ryanair01 wrote:

Sky Suite and Delta One, I think they're basically the same thing,

No such thing as the Sky Suite, DL have Delta One and the Delta One Suite (i.e. with the door).

Delta One Suites look very tight and the door seems a bit redundant given they only go up to stomach/chest height so its neither a visual/audible privacy screen.

I think VH-OJU might be retired today, as it landed jfk-lax, and there’s no QF16 scheduled

VH-OJT also just landed at LAX. She was rumoured to be the next 744 retired so -OJU may be sticking around to cover todays QF11/12 and/or QF16.

Or it could be none of the above We'll soon find out.

OJTs on her way to jfk, so I guess we’ll know once we see who operates qf16

Dan23 wrote:

VH-OJT also just landed at LAX. She was rumoured to be the next 744 retired so -OJU may be sticking around to cover todays QF11/12 and/or QF16.

Or it could be none of the above We'll soon find out.

Sad for the queen, even if not today then soon. I flew on VH-OJT in the spring of 2014 LAX-BNE - and what a fine ride it was.

According to the Sydney Morning Herald, the latest Sydney Airport 20 year plan released on Monday proposes to use the current T2 and T3 domestic terminals for some international flights, whilst retaining T1 as the primary international terminal. There are further roadworks and pickup point changes proposed along with the use of land to the north for freight and catering facilities, although this is complicated by WestConnex.

* https://www.smh.com.au/business/companies/sydney-airport-plans-for-international-flights-to-use-other-terminals-20180827-p4zzyu.html
* https://www.masterplan2039.com.au/

allrite wrote:

According to the Sydney Morning Herald, the latest Sydney Airport 20 year plan released on Monday proposes to use the current T2 and T3 domestic terminals for some international flights, whilst retaining T1 as the primary international terminal. There are further roadworks and pickup point changes proposed along with the use of land to the north for freight and catering facilities, although this is complicated by WestConnex.

* https://www.smh.com.au/business/companies/sydney-airport-plans-for-international-flights-to-use-other-terminals-20180827-p4zzyu.html
* https://www.masterplan2039.com.au/

Each of the airport plans I have seen from SYD hasnt really lead to any great change - remember the last one where T2/3 would become the QF/oneworld terminal and T1 the rest. Went nowhere quickly that one.... Not sure if this will be any different. If they cant get NZ flights into T2/3 now, im not sure how theyre going to manage other internationals.

qf2220 wrote:

allrite wrote:

According to the Sydney Morning Herald, the latest Sydney Airport 20 year plan released on Monday proposes to use the current T2 and T3 domestic terminals for some international flights, whilst retaining T1 as the primary international terminal. There are further roadworks and pickup point changes proposed along with the use of land to the north for freight and catering facilities, although this is complicated by WestConnex.

* https://www.smh.com.au/business/companies/sydney-airport-plans-for-international-flights-to-use-other-terminals-20180827-p4zzyu.html
* https://www.masterplan2039.com.au/

Each of the airport plans I have seen from SYD hasnt really lead to any great change - remember the last one where T2/3 would become the QF/oneworld terminal and T1 the rest. Went nowhere quickly that one.... Not sure if this will be any different. If they cant get NZ flights into T2/3 now, im not sure how theyre going to manage other internationals.

Yes, the last masterplan was the 2033 plan. The latest, 2039, backtracks in that T1 will now remain international only.
https://australianaviation.com.au/2018/08/sydney-airport-releases-2039-draft-master-plan/

To be fair, it was reported that VA had vetoed the previously planned arrangement, as their domestic services moving to T1 would have put them further from the CBD.

I'd be interested to trawl thru the 2033 plan to see if anything from it was implemented, apart from more multi-story car parking.

Johnv707 wrote:

Sad for the queen, even if not today then soon. I flew on VH-OJT in the spring of 2014 LAX-BNE - and what a fine ride it was.

I agree. Call me crazy but OJT was the one 744 I was hoping to fly on before retirement but it looks like its not to be.

Had a couple of close calls in the past including boarding another QF bird at the gate alongside OJT on one occasion at LAX in 2009 (should have booked QF16 instead of QF94!).

MooLor wrote:

To be fair, it was reported that VA had vetoed the previously planned arrangement, as their domestic services moving to T1 would have put them further from the CBD.

To be fair, SACL should have known that VA would react this way and either addressed it somehow in the plan or scratched it from the options well before it saw the light of day. To me it was somewhat simplistic to view that VA would just accept the plan once it was in the public domain.

VH-OJT is scheduled to operate QFA16 today. OJU remains on the ground at LAX.

Todays QF7 VH-OQA looks to be returning to Sydney. Turned around about 50 minutes out.

Rumour saying Air Calaibes A330 will have a visit to Melbourne on 22SEP, operating for Aircalin.

Is there anyone who can confirm that?

Thanks.
Michael

qf2220 wrote:

allrite wrote:

According to the Sydney Morning Herald, the latest Sydney Airport 20 year plan released on Monday proposes to use the current T2 and T3 domestic terminals for some international flights, whilst retaining T1 as the primary international terminal. There are further roadworks and pickup point changes proposed along with the use of land to the north for freight and catering facilities, although this is complicated by WestConnex.

* https://www.smh.com.au/business/companies/sydney-airport-plans-for-international-flights-to-use-other-terminals-20180827-p4zzyu.html
* https://www.masterplan2039.com.au/

Each of the airport plans I have seen from SYD hasnt really lead to any great change - remember the last one where T2/3 would become the QF/oneworld terminal and T1 the rest. Went nowhere quickly that one.... Not sure if this will be any different. If they cant get NZ flights into T2/3 now, im not sure how theyre going to manage other internationals.

Will be interesting to see how the NZ/QF friendship works out playing into this and if they can use this now to push for the Tasman Flights to use T2/3 and maybe push VA out?

GA flight from Bali to Perth was diverted to Port Hedland last night.

Disruptive passengers the cause.

https://thewest.com.au/travel/disruptiv ... b88942163z

zkncj wrote:

qf2220 wrote:

allrite wrote:

According to the Sydney Morning Herald, the latest Sydney Airport 20 year plan released on Monday proposes to use the current T2 and T3 domestic terminals for some international flights, whilst retaining T1 as the primary international terminal. There are further roadworks and pickup point changes proposed along with the use of land to the north for freight and catering facilities, although this is complicated by WestConnex.

* https://www.smh.com.au/business/companies/sydney-airport-plans-for-international-flights-to-use-other-terminals-20180827-p4zzyu.html
* https://www.masterplan2039.com.au/

Each of the airport plans I have seen from SYD hasnt really lead to any great change - remember the last one where T2/3 would become the QF/oneworld terminal and T1 the rest. Went nowhere quickly that one.... Not sure if this will be any different. If they cant get NZ flights into T2/3 now, im not sure how theyre going to manage other internationals.

Will be interesting to see how the NZ/QF friendship works out playing into this and if they can use this now to push for the Tasman Flights to use T2/3 and maybe push VA out?

Unlikely. QF and NZ will not be allowed to cooperate trans-Tasman; it will never pass competition authorities on either side of "the Ditch." In addition, the plan to move VA from T2 to T1 has been abandoned in latest SACL plan. Any move to swing gates in T2 or T3 will rely on extensions as current gates are all fully utilised and not configured in such a way as to allow customs and immigration segregation.

For those interested QF32 Captain Richard De Crespigny has released a new book, due to go on sale tomorrow

https://twitter.com/RichardDeCrep/statu ... 3652281344

Dan23 wrote:

Todays QF7 VH-OQA looks to be returning to Sydney. Turned around about 50 minutes out.

Due to a malfuctioning door

https://twitter.com/7NewsPerth/status/1 ... 1786812416

More on QF7 return to SYD

https://www.2gb.com/qantas-plane-forced ... id-flight/

The WA government and Jetstar sign 2 year marketing deal

https://blueswandaily.com/western-austr ... agreement/

Passenger traffic for PER-BME was the second fastest growing route in Australia for the 2018 financial year

https://www.perthnow.com.au/news/travel ... b88942000z

tullamarine wrote:

In addition, the plan to move VA from T2 to T1 has been abandoned in latest SACL plan. Any move to swing gates in T2 or T3 will rely on extensions as current gates are all fully utilised and not configured in such a way as to allow customs and immigration segregation.

The most cost effective solution would probably be to create a Tasman pier on the western side of T2 after JQ/TT move most of their services out to SWZ. It would require a major overhaul of the existing building and a new extension linking to T3 but I think it could work quite well. Passengers would check in, clear security and use the existing lounges in T2 for VA and T3 for QF/JQ then proceed to the new pier where they clear immigration (ideally with pre-check) and then board their flight.

With pre-check in place, arriving passengers could disembark, bypass around the international departures area somehow and then enter the domestic departures area as domestic passengers and proceed directly to their connecting flight or to the carousels/exit. The only thing I’m not sure about is how customs would work in such a scenario, could some sort of pre-check system be put in place to screen luggage before departure?

Personally I’m skeptical about the chances of T3 undergoing a major expansion or QF moving any meaningful volume of international flights across from T1.

tullamarine wrote:

Unlikely. QF and NZ will not be allowed to cooperate trans-Tasman; it will never pass competition authorities on either side of "the Ditch." In addition, the plan to move VA from T2 to T1 has been abandoned in latest SACL plan. Any move to swing gates in T2 or T3 will rely on extensions as current gates are all fully utilised and not configured in such a way as to allow customs and immigration segregation.

Not thinking code-sharing on the Tasman - more the Intl/Domestic connections between NZ/QF would benefit, from moving all Tasman flights to T2/3.

qf002 wrote:

With pre-check in place, arriving passengers could disembark, bypass around the international departures area somehow and then enter the domestic departures area as domestic passengers and proceed directly to their connecting flight or to the carousels/exit. The only thing I’m not sure about is how customs would work in such a scenario, could some sort of pre-check system be put in place to screen luggage before departure?

Maybe it could be done more European Airport style - but style have SmartGates to cover the customs side of things, could even maybe be done at the Gate rather than having an customs hall for arriving and departing passengers? For example some gates at LHR (and other airports) now have automated boarding gates, surely an 'NextGen' version could be developed with an built in SmartGate.

Then baggage claim could be more like EU/UK airports we're you have an Green/Red exit - with spot checks carried out on the Green Exit (And having the green exit open - unlike most EU airports we're it always seems to be closed).

I know New Zealand had in the past trailed pre-vetting bags while the flight was in the air, from the Xray Images taken when you check you bags in Australia. Not sure if that ever took off, and became an permeant thing?

eamondzhang wrote:

Rumour saying Air Calaibes A330 will have a visit to Melbourne on 22SEP, operating for Aircalin.

Is there anyone who can confirm that?

Thanks.
Michael

Yes, it was mentioned on Routes Online to cover for maintenance of one of their own aircraft. They have it for nearly 3 weeks starting the 6th September.

SYDSpotter wrote:

Ryanair01 wrote:

Sky Suite and Delta One, I think they're basically the same thing,

No such thing as the Sky Suite, DL have Delta One and the Delta One Suite (i.e. with the door).

Delta One Suites look very tight and the door seems a bit redundant given they only go up to stomach/chest height so its neither a visual/audible privacy screen.

Sky Suite = Qantas

Door height = top of head not stomach chest.

Qantas refers to it as Business Suite
(Albeit after SkyBed I and II suspect most knew what you meant)

Ryanair01 wrote:

Door height = top of head not stomach chest.

Doesn't look like it here according to their website, see picture halfway down.

https://www.delta.com/content/www/en_US ... class.html

The Victorian state government has proposed to build a massive suburban rail loop in Melbourne starting from Werribee in the west, passing through Melbourne Airport, before finishing in Cheltenham. It will pass through all current suburban Melbourne rail lines. The Airport to Cheltenham section (over 50kms!) will be entirely underground. Given Melbourne's population has just ticked over 5 million, this is a much needed project. And would make travel to the Airport much easier for those in the suburbs.

https://www.theage.com.au/politics/vict ... 500ax.html

https://www.theage.com.au/politics/vict ... 500bq.html

Ladies/Esquires,
I feel guilty already to yet again to bring up a sandgroper subject in this thread and do not wish to derail it to Perth yet again.
Nonetheless, I am sure there are ´oldtimers´ in this audience as well.
Kent Street Senior High School in East Victoria Park was the first school in WA to run a course on Aeronautics Studies! The high school owned C150 , that was rebuilt by local students (and I remember totally sh.....ting myself when our highly respected teacher, Mr. Y decided to show us how it ´glides´ on our first flight) was the aircraft of choice!
Spending almost half of my lifetime overseas as an expat, I recently caught up with an old Kent Street Friend after almost 30 years.
As I understand in modern Aussie English today, we would be called the `Kent Street Bogans` locally here in WA. We wanted to organise a reunion along the lines of ´where are you now??´
The era/timeperiod in question after graduation (80´s-90´s) of course was a particular nasty one in our career development and in Australian Aviation, the great pilot strike, the Ansett fiasco for some of the younger chaps etc etc.

Any old Kent Street Aero Boys out there interested in a reunion, do PM me please!

melpax wrote:

The Victorian state government has proposed to build a massive suburban rail loop in Melbourne starting from Werribee in the west, passing through Melbourne Airport, before finishing in Cheltenham. It will pass through all current suburban Melbourne rail lines. The Airport to Cheltenham section (over 50kms!) will be entirely underground. Given Melbourne's population has just ticked over 5 million, this is a much needed project. And would make travel to the Airport much easier for those in the suburbs.

https://www.theage.com.au/politics/vict ... 500ax.html

https://www.theage.com.au/politics/vict ... 500bq.html

I don't understand why the entire length needs to be underground given melbourne's sparse population. There are cities with 10x density with above ground light rails, especially when out of the city centre.

Only the Airport-Cheltenham section is planned to be underground. As the government would have to spend billions compulsory acquiring land, and the associated disruption if they built it as an above-ground rail, the underground option would be the cheaper & less disruptive option. And would appease the local NIMBYs in the Eastern & Southern suburbs who would be impacted....

For the Airport-Sunshine leg of the loop, the plan is to use the still-to-be built airport rail link, and Sunshine-Werribee will be above ground.

It looks like SriLankan are making a small change to their CMB-MEL service, with the UL604 and UL605 being scheduled on the A330-300 from Sunday 28th October. Here’s hoping this is not a glitch as the A333’s have a superior business product over the A332’s currently used and a great sign of growth for this sector.

MEL has had its coldest August morning in 60 years today with much of the city's suburbs below zero. This has meant MEL has had to resort to de-icing which is very rare for down here.

3AW just interviewed a retired A380 captain who explained that MEL is only airport in the world that doesn't use Glycol mix for de-icing but instead uses hot water hosed onto wing which along with the fuel (naturally filled at a temperature above zero) is enough to warm the wing sufficiently to remove icing risk. Obviously this method doesn't work when temperature is still below zero but icing is so rare its probably a waste to go for the full de-icing setup. Plenty of delays at MEL this morning as planes waited for the process to be completed.

VA has just released their 2018 results. As expected domestic airlines is booming though headline profit is a huge loss as they have written off the deferred tax asset. (For non-accountants, you can't keep tax losses on your books if auditors do not believe they will be useable in a reasonable timeframe.) VA has significant losses and won't pay company tax for many years. Despite the tax asset being written off, VA can continue to access these losses to offset against future profits.

From a fleet perspective, the interesting announcement is that 10 of VA MAX8 orders have been converted to MAX10s. Undoubtedly, these will be the new trans-continental fleet in years to come. MAX8 deliveries commence in November 2019. MAX10s arrive from 2022.

I'm told that OJU is scheduled to operate QF11/12 LAX-JFK-LAX-SYD, arriving in SYD tomorrow (Thursday). There was no QF15 yesterday (Tuesday), so the B744s should be all sorted out once OJU takes off.

tullamarine wrote:

VA has just released their 2018 results. As expected domestic airlines is booming though headline profit is a huge loss as they have written off the deferred tax asset. (For non-accountants, you can't keep tax losses on your books if auditors do not believe they will be useable in a reasonable timeframe.) VA has significant losses and won't pay company tax for many years. Despite the tax asset being written off, VA can continue to access these losses to offset against future profits.

From a fleet perspective, the interesting announcement is that 10 of VA MAX8 orders have been converted to MAX10s. Undoubtedly, these will be the new trans-continental fleet in years to come. MAX8 deliveries commence in November 2019. MAX10s arrive from 2022.

So aside from accounting games, is this a good result? A $109m "underlying profit"? What does THAT mean?

Seriously you hope for the best but the headlines don't read well to the lay observer, i.e. me. Meanwhile JB sounds super upbeat.

Great on the MAX10s... finally some variety in the local 737 fleet!

aerokiwi wrote:

tullamarine wrote:

VA has just released their 2018 results. As expected domestic airlines is booming though headline profit is a huge loss as they have written off the deferred tax asset. (For non-accountants, you can't keep tax losses on your books if auditors do not believe they will be useable in a reasonable timeframe.) VA has significant losses and won't pay company tax for many years. Despite the tax asset being written off, VA can continue to access these losses to offset against future profits.

From a fleet perspective, the interesting announcement is that 10 of VA MAX8 orders have been converted to MAX10s. Undoubtedly, these will be the new trans-continental fleet in years to come. MAX8 deliveries commence in November 2019. MAX10s arrive from 2022.

So aside from accounting games, is this a good result? A $109m "underlying profit"? What does THAT mean?

Seriously you hope for the best but the headlines don't read well to the lay observer, i.e. me. Meanwhile JB sounds super upbeat.

Great on the MAX10s... finally some variety in the local 737 fleet!

It is a good result as the domestic business is booming which is not surprising given both airlines have managed capacity tightly after the shenanigans of 2012. The tax write-off is a non-cash item and doesn't impact the cash results of the business or its ability to raise funds. In years to come, this will mean that before tax and after-tax profits will be almost the same as there will be no net tax expense recognised... sorry for the nerdy accountant point of view.

From The Age:

“Virgin’s fleet simplification and other business restructuring costs ran at $148.5 million in 2018, meaning the company would have ran at a net loss even without the accounting impairments.”

https://www.theage.com.au/business/comp ... 500bz.html

What's really concerning to me is that the margins on VA International and Tigerair are getting worse. To me this shows they're out of their depth.

I wonder what would the future hold for VA. The usual two suspects that have been mentioned in the past in media (SQ and DL) have not expressed interest in taking over for the short (to medium) term, whilst 2 of their existing shareholders (HNA and EY) are both in massive debt.

One has to wonder if VA should take the "Alaska" option if both EY and HNA sell out (e.g reverting as a primarily Domestic/NZ carrier) with the non-Oneworld/QF partners codesharing or arranging interline arrangements.

If HNA sells out, (aside from the VS interline) there won't be a point of VA being on the HKG route (as HK carriers can't add HKG-AU flights due to the bilaterals).

Alliances for VA are out in the short to medium term whilst VA's shareholder list is still in shambles (competing interests from all parties), plus they can't really afford the fees for membership for it.

Ryanair01 wrote:

SYDSpotter wrote:

Ryanair01 wrote:

Sky Suite and Delta One, I think they're basically the same thing,

No such thing as the Sky Suite, DL have Delta One and the Delta One Suite (i.e. with the door).

Delta One Suites look very tight and the door seems a bit redundant given they only go up to stomach/chest height so its neither a visual/audible privacy screen.

Sky Suite = Qantas

Door height = top of head not stomach chest.

Skysuite is how JAL refer to its business class, not Qantas. Qantas just refer it to Business Suite.

sq256 wrote:

If HNA sells out, (aside from the VS interline) there won't be a point of VA being on the HKG route (as HK carriers can't add HKG-AU flights due to the bilaterals)..

HNA won't sell out at the moment as HNA is encouraged to maintain its aviation portfolio. It's the non-aviation portfolio that HNA holds is under pressure from the central government to divest.

Michael

No point looking at the bottom line/EBIT/EBITDA... or any other manufactured financial metrics for the airline industry. All that matters are PRASM/CASM...

According to QF's website there are a few adjustments next week for QF9/10

For QF9 MEL-PER, Mon, Wed, Fri and Sun being operated by A330, mix of A332 and A333 replacing 789

QF10 PER-MEL on the same days as above will be operated by 738 instead of 789.

So overall the 789 will terminate/originate in PER on these days

While on the subject of PER-LHR yesterday's QF10 is delayed by 3 hours so in all likelihood there could be 789's at PER on the ground at the same time this afternoon

qf789 wrote:

According to QF's website there are a few adjustments next week for QF9/10

For QF9 MEL-PER, Mon, Wed, Fri and Sun being operated by A330, mix of A332 and A333 replacing 789

QF10 PER-MEL on the same days as above will be operated by 738 instead of 789.

So overall the 789 will terminate/originate in PER on these days

While on the subject of PER-LHR yesterday's QF10 is delayed by 3 hours so in all likelihood there could be 789's at PER on the ground at the same time this afternoon

Bit of a downgrade in quality for those pax in W or J (if on the 738)

Qantas16 wrote:

qf789 wrote:

According to QF's website there are a few adjustments next week for QF9/10

For QF9 MEL-PER, Mon, Wed, Fri and Sun being operated by A330, mix of A332 and A333 replacing 789

QF10 PER-MEL on the same days as above will be operated by 738 instead of 789.

So overall the 789 will terminate/originate in PER on these days

While on the subject of PER-LHR yesterday's QF10 is delayed by 3 hours so in all likelihood there could be 789's at PER on the ground at the same time this afternoon

Bit of a downgrade in quality for those pax in W or J (if on the 738)

How do they compensate those pax in premium economy? There is no equivalent cabin on either aircraft. You would be pretty annoyed if flying all the way from London and you were stuck in a 738 economy cabin on the MEL leg when paying for premium economy...

They could be upgraded to J depending on availability. Most passengers start and terminate at PER anyway.

QF742 wrote:

Qantas16 wrote:

qf789 wrote:

According to QF's website there are a few adjustments next week for QF9/10

For QF9 MEL-PER, Mon, Wed, Fri and Sun being operated by A330, mix of A332 and A333 replacing 789

QF10 PER-MEL on the same days as above will be operated by 738 instead of 789.

So overall the 789 will terminate/originate in PER on these days

While on the subject of PER-LHR yesterday's QF10 is delayed by 3 hours so in all likelihood there could be 789's at PER on the ground at the same time this afternoon

Bit of a downgrade in quality for those pax in W or J (if on the 738)

How do they compensate those pax in premium economy? There is no equivalent cabin on either aircraft. You would be pretty annoyed if flying all the way from London and you were stuck in a 738 economy cabin on the MEL leg when paying for premium economy...

Normal denied boarding practices would apply, a goodwill payment of a few hundred $$s cash (carrier dependant 300-800) in addition to faire difference refund between the purchased cabin and accommodated cabin. And for an FF I’d imagine a goodwill payment of points also.