Split order IMO or all A321neos for mainline replacements. A321XLRs are coming anyway. I think maybe thirty 737-8MAXs and 10-15 A321neos. Remember that the current XLRs are likely to be doing a lot of what the A330s currently do.
Both E2s and CSeries would make excellent 717 replacements. I can't see anything brand new replacing the F100s, but some used E190s would work...how convenient that Alliance has acquired quite a fleet of them. I can see E2s being ordered to replace 717s with. Farm the operations of that fleet from Cobham/NationalJetSystem to Alliance. Could the Network Aviation F100s be replaced with Alliance E1s simultaneously?
Also, what's with the speculation about 717s replacing F100s? I don't see much of an efficiency gain in doing so. Also, with DL retiring the 717 quite quickly and the only other non-QF operator (Hawaiian) having a relatively small fleet, I'd have thought that spare parts avaliability would be more of an issue for the 717 than for the F100? According to Wikipedia "As of April 2020, 126 aircraft were still in operational use with airlines". Not sure what this today, but for the 717 I count 54+18+20 which is 92.
I almost see a split choice for the mainfleet, despite the whole fleet simplification challenge.
The 321XLR with a fully flat business is just perfect for QFi for routes like Bali, Jakarta, Tokyo and even Singapore (if Sunrise gets up), and could be scheduled so as to operate the red-eyes from Perth.
I wouldn't be surprised to see an up-gauge to the 737-9
I would. The -9's runway performance will not be appropriate from airports like ZQN and WLG. Especially for ZQN, even the far more capable (in terms of runway performance) 737-800 will struggle to take all bags if there isn't a 5-6kt breeze blowing down the runway.
I could equally see Boeing offering a few more 789 which QF could use eventually also.
They've already got plenty of 787-9 options yet to be exercised, don't they? I fully expect them to do so but don't think this requires an additional 'order' per-se.
The mine sites that Qantas serve are almost entirely capable of accepting 737/A320s, and the 'big miners' will undoubtedly upgrade the ones that aren't.
I wonder how many mine sites would run into pavement loading issues with A321neos/737-9MAX/737-10MAXs.
It’s not that easy. You can’t just throw a bunch of pilots together who’ve at one point in their careers flown a 320 and start a whole fleet and training system overnight. CASA is pretty strict in this regard, long lead in times, a lot of instructor oversight. And the airline considers pilots who’ve not flown a particular type in several years to be uncurrent.
It’s not a matter of having group airlines fly that type either. Jetstar had been flying the 787 for several years before QF mainline, yet the introduction of the 787 into QF mainline was carried out solely by mainline pilots and trainers, and Jetstar weren’t even involved in giving pilots operational exposure. Same with EFA A321, no JQ involvement in introducing that type. The various entities at times don’t have much interaction with each other, so don’t assume that mainline flying will so easily be farmed out to other entities just because they operate that particular type of aeroplane already.
And yet when Skywest was getting their first A320s ~10 years ago, pretty much all of their training infrastructure was built/put in place by Air New Zealand A320 instructors.
The world didn't collapse when QF(and JQ, come to think of it) A330 crew transitioned to the 787 and I doubt it will should 737 crews need to transition to the A321.