CraigAnderson wrote:Chipmunk1973 wrote:This is a guess on my part, but I’m of the opinion that there will be a reasonable amount of 737 leases retained to ensure enough aircraft to offer enough frequency as competition to QF especially on SYD-MEL. Whilst the A330s offered a very nice J service, I don’t see those leases remaining, particularly when it’s been reported many times that the rates are not favourable.
Given that the only decent service (money wise) internationally, I wouldn’t be surprised to see the owned 777s being retained for at least a SYD-LAX service within the next 6-12 months.
I agree, a very interesting analysis from travelhound!
The 'golden boomerang' of BNE-SYD-MEL will soak up a lot of B737s just to remain in the same ballpark as Qantas although I'd think Virgin could maybe run one every hour instead of how QF has every half hour a lot of the time, so yes, some B737s will also need to be leased. As sad as it would be to see the A330s vanish, I think they are as good as gone, unless Twiggy or Wesfarmers is a successful bidder, because unless Virgin Mk II brings back Borghetti's planned 'Perth Product' for lie-flat 737 business class beds, which I don't see happening, Qantas would easily trump Virgin for corporate and Government travellers by going all-put with its own A330s.
I think SYD-LAX and BNE-LAX would be strong contenders, the owned B777s won't fetch much on the second-hand marker these days and those two routes are fairly competitive, especially BNE-LAX which has only Qantas. Virgin Australia dropped MEl-LAX a few years ago, the market already has QF and UA, plus the cost for crew overnighting in MEL all added up.
I think the Corona virus will put an end to the A330's for domestic flying. I'd suggest once the airline has been stabilised VA would be better off purchasing 737-10's with a revised business class seat.