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Gemuser
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Re: Australian Aviation Thread - February 2022

Wed Feb 23, 2022 6:14 am

RyanairGuru wrote:
a7ala wrote:
jrfspa320 wrote:
That's great news! Seems only fair, i couldn't understand the reluctance to grant more right to Qatar when compared to the UAE. I find the QR service more consistent than EK and DOH is much nicer to transit than DXB.


Dont underestimate the influence Qantas has in these air service negotations.


More to the point, UAE was the staging post for ADF into and out of Afghanistan. Qantas might lobby hard, but ultimately these are political/diplomatic decisions.

As it is, I doubt Qantas had much to do with UAE being granted so many frequencies. They already had 100 or so before the EK-QF JV, and in many ways that was why QF joined EK, EK and EY had already flooded the market. Qantas circa 2000s would have been lobbying to not grant UAE more frequency.

The opening up of the Australian - Europe market to UAE & Qatar carriers was mainly at the insistence of the Treasury Dept who wanted to foster competition between airlines as happened in most of the rest economy after tariff reductions & other trade liberation measures. It worked! QF had to come up with something after that, the EK pact was an example and so is Project Sunrise. Which is exactly the sort of thinking Treasury wanted.

Gemuser
 
Obzerva
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Re: Australian Aviation Thread - February 2022

Wed Feb 23, 2022 10:00 am

FromCDGtoSYD wrote:
Obzerva wrote:
SQ restarting SIN-CNS next month.
Good to see for the region.

No mention of SIN-DRW though, maybe saving that for a separate announcement to keep the good news stories coming.

https://www.executivetraveller.com/news ... ns-flights


Thats a long flight on a regular 737. The silver lining is securing a whole row should be less of a problem, anyone have numbers on the route pre covid?
Not that finding a free row has been a big problem these days, Y is hardly full on regular days, even from SYD/MEL/BNE


Not sure on the numbers, but the frequency did vary depending on the season to match demand.

But if you think that’s a long flight, i think there’s some A321XLR’s you’re not going to enjoy.
 
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SCFlyer
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Re: Australian Aviation Thread - February 2022

Wed Feb 23, 2022 10:46 am

PR was flying standard A321neos between BNE and MNL before the pandemic, and iirc have restarted passenger service on BNE-MNL route with the A321neo.
 
kriskim
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Re: Australian Aviation Thread - February 2022

Wed Feb 23, 2022 11:28 am

SCFlyer wrote:
PR was flying standard A321neos between BNE and MNL before the pandemic, and iirc have restarted passenger service on BNE-MNL route with the A321neo.


PR fly them to MEL too!
 
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EK413
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Re: Australian Aviation Thread - February 2022

Wed Feb 23, 2022 9:37 pm

kriskim wrote:
SCFlyer wrote:
PR was flying standard A321neos between BNE and MNL before the pandemic, and iirc have restarted passenger service on BNE-MNL route with the A321neo.


PR fly them to MEL too!

& occasionally to SYD…


Sent from my iPhone using Tapatalk
 
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qf789
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Re: Australian Aviation Thread - February 2022

Wed Feb 23, 2022 9:39 pm

Qantas announces first half loss, expecting domestic to be back to 90-100% pre covid capacity in Q4 22

https://www.qantasnewsroom.com.au/media ... nce-sheet/
 
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RyanairGuru
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Re: Australian Aviation Thread - February 2022

Wed Feb 23, 2022 11:18 pm

qf789 wrote:
Qantas announces first half loss, expecting domestic to be back to 90-100% pre covid capacity in Q4 22

https://www.qantasnewsroom.com.au/media ... nce-sheet/


90-100% for April - June seems somewhat realistic compared to the several times they projected capacity over 100% and got knocked down every time.
 
tullamarine
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Re: Australian Aviation Thread - February 2022

Thu Feb 24, 2022 12:35 am

RyanairGuru wrote:
qf789 wrote:
Qantas announces first half loss, expecting domestic to be back to 90-100% pre covid capacity in Q4 22

https://www.qantasnewsroom.com.au/media ... nce-sheet/


90-100% for April - June seems somewhat realistic compared to the several times they projected capacity over 100% and got knocked down every time.

Interesting that they say their fuel hedging strategy is based on fuel being dearer than last year but less than 2019. As we stand today, that seems a bit optimistic.
 
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qf789
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Re: Australian Aviation Thread - February 2022

Thu Feb 24, 2022 1:07 am

Qantas to resume PER-LHR from 19 June 22, also discussing with PER the possibility of starting JNB

https://www.executivetraveller.com/news ... on-flights
 
moa999
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Re: Australian Aviation Thread - February 2022

Thu Feb 24, 2022 1:37 am

Looks like two JQ 788s have been transferred to Jetstar Australia, so domestic ops, and the slide talks about more flexibility.
 
smi0006
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Re: Australian Aviation Thread - February 2022

Thu Feb 24, 2022 1:42 am

qf789 wrote:
Qantas announces first half loss, expecting domestic to be back to 90-100% pre covid capacity in Q4 22

https://www.qantasnewsroom.com.au/media ... nce-sheet/


Interesting - some intriguing notes:

- With the 15 new routes launched in the six months to December 31, Qantas and Jetstar have now announced 48 new domestic routes in the past 18 months as Australians look for new opportunities to travel.

- Careful management of capacity meant that 92 per cent of the Group’s domestic flying in the half was
cash positive.

- Qantas International has achieved approximately $325 million in recurring structural cost benefits and is on track to increase this to greater than $400 million by FY23, which will significantly assist in recovery.

-In a first for any Australian airline, Qantas purchased up to 30 million litres of Sustainable Aviation Fuel (SAF) over three years for flights departing Heathrow, London.

Impressive capacity control - whilst the pandemic has accelerated things (and I feel I've said this repeatedly over the years several times). We keep seeing a new leaner more agile QF! Almost unrecognizable from the 00s.
 
smi0006
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Re: Australian Aviation Thread - February 2022

Thu Feb 24, 2022 1:44 am

moa999 wrote:
Looks like two JQ 788s have been transferred to Jetstar Australia, so domestic ops, and the slide talks about more flexibility.


Forgive me - what does transferred mean? Is there a separate set up for JQ international? Interesting move.

Discussed on a separate thread but it went a bit off the rails, not overly pleasant. Could the JQ 788 be moved to QF without a config change for domestic? Do QF need lie flat seats now that VA only has 737s? Random thought if they want short term uplift by freeing up 330s cheaply!
 
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qf789
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Re: Australian Aviation Thread - February 2022

Thu Feb 24, 2022 1:59 am

Qantas is expected to place an order for Project Sunrise aircraft, A350’s by mid year with deliveries from 2025

According to the article PER-LHR will be upgraded to A350’s

https://www.airlineratings.com/news/qan ... non-stops/
 
moa999
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Re: Australian Aviation Thread - February 2022

Thu Feb 24, 2022 1:59 am

smi0006 wrote:
Forgive me - what does transferred mean? Is there a separate set up for JQ international? Interesting move.

.Could the JQ 788 be moved to QF without a config change for domestic?



Some slides distinguish between Jetstar International and Australia/Domestic (and Asia, Japan and NZ).
Thinks it's all under the same AOC but internally it's looked at differently.

Personally don't see it. Joyce has previously been quoted as saying 787s don't work for domestic, but maybe this is a trial.

Will be interesting to see what they do with the J seats given JQs domestic config.

-


Also FY23 (July 2022-Jun 2023)
Expected delivery of 3 789s (the completed ones stored)
and 9 321neos.

qf789 wrote:
Qantas is expected to place an order for Project Sunrise aircraft, A350’s by mid year with deliveries from 2025



With the Airbus narrow body order also kicking in from 2024, assume that Capex numbers are going to increase substantially
 
tullamarine
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Re: Australian Aviation Thread - February 2022

Thu Feb 24, 2022 2:11 am

smi0006 wrote:
moa999 wrote:
Looks like two JQ 788s have been transferred to Jetstar Australia, so domestic ops, and the slide talks about more flexibility.


Forgive me - what does transferred mean? Is there a separate set up for JQ international? Interesting move.

Discussed on a separate thread but it went a bit off the rails, not overly pleasant. Could the JQ 788 be moved to QF without a config change for domestic? Do QF need lie flat seats now that VA only has 737s? Random thought if they want short term uplift by freeing up 330s cheaply!


I assume it means 2 dedicated 788s will continue to operate MEL-CNS, MEL-OOL, SYD-CNS and SYD-OOL.
 
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CraigAnderson
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Re: Australian Aviation Thread - February 2022

Thu Feb 24, 2022 4:53 am

qf789 wrote:
Qantas is expected to place an order for Project Sunrise aircraft, A350’s by mid year with deliveries from 2025

According to the article PER-LHR will be upgraded to A350’s

https://www.airlineratings.com/news/qan ... non-stops/


"The A350-1000s will also be used on the Perth-London nonstop route lifting capacity."


I have NEVER seen Qantas say that or even hint it, and it certainly was not in today's Qantas 1H22 news.
 
tullamarine
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Re: Australian Aviation Thread - February 2022

Thu Feb 24, 2022 5:14 am

CraigAnderson wrote:
qf789 wrote:
Qantas is expected to place an order for Project Sunrise aircraft, A350’s by mid year with deliveries from 2025

According to the article PER-LHR will be upgraded to A350’s

https://www.airlineratings.com/news/qan ... non-stops/


"The A350-1000s will also be used on the Perth-London nonstop route lifting capacity."


I have NEVER seen Qantas say that or even hint it, and it certainly was not in today's Qantas 1H22 news.

Sounds like GT making stuff up again to please his Perth audience.
 
pbody
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Re: Australian Aviation Thread - February 2022

Thu Feb 24, 2022 5:28 am

smi0006 wrote:
qf789 wrote:
Qantas announces first half loss, expecting domestic to be back to 90-100% pre covid capacity in Q4 22

https://www.qantasnewsroom.com.au/media ... nce-sheet/


Interesting - some intriguing notes:

- With the 15 new routes launched in the six months to December 31, Qantas and Jetstar have now announced 48 new domestic routes in the past 18 months as Australians look for new opportunities to travel.

- Careful management of capacity meant that 92 per cent of the Group’s domestic flying in the half was
cash positive.

- Qantas International has achieved approximately $325 million in recurring structural cost benefits and is on track to increase this to greater than $400 million by FY23, which will significantly assist in recovery.

-In a first for any Australian airline, Qantas purchased up to 30 million litres of Sustainable Aviation Fuel (SAF) over three years for flights departing Heathrow, London.

Impressive capacity control - whilst the pandemic has accelerated things (and I feel I've said this repeatedly over the years several times). We keep seeing a new leaner more agile QF! Almost unrecognizable from the 00s.


That’s some high quality PR spin. The majority of the new routes in the last 18 months were to get around various state border closure rules. It had nothing to do with people wanting to travel to new places, it was because you couldn’t travel from Hobart to Perth via Melbourne because of a single Covid case so airlines needed nonstop service.

Also of course QF is the first Australian airline to buy sustainable jet fuel at Heathrow. They are the only Australian airline that serves Heathrow. They could be the last airline in the world to buy sustainable fuel at LHR and still be the first Australian one!
 
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Chipmunk1973
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Re: Australian Aviation Thread - February 2022

Thu Feb 24, 2022 7:34 am

qf789 wrote:
Qantas is expected to place an order for Project Sunrise aircraft, A350’s by mid year with deliveries from 2025

According to the article PER-LHR will be upgraded to A350’s

https://www.airlineratings.com/news/qan ... non-stops/


I thought the following part of the article interesting:
"...and they are also capable of flying from Perth to Los Angeles nonstop."

How likely would it be for QF to launch PER-LAX? It'd certainly be quite a unique route and possibly be a monopoly for them.

Also, I wonder what sort of config we could expect from the A35K. I've read that QF have talked about a 4 class setup. I'd think that F would be a relatively small cabin; 4-6 seats perhaps?

Cheers.
 
Scotron12
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Re: Australian Aviation Thread - February 2022

Thu Feb 24, 2022 7:46 am

Two rows of 1-2-1...or 1-1-1 depending. CX only has 6 x F on their 777s even.
 
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RyanairGuru
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Re: Australian Aviation Thread - February 2022

Thu Feb 24, 2022 8:58 am

Chipmunk1973 wrote:

Also, I wonder what sort of config we could expect from the A35K. I've read that QF have talked about a 4 class setup. I'd think that F would be a relatively small cabin; 4-6 seats perhaps?

Cheers.


BA have 56J, 56W and 219 Y on the A35K.

They have 11 rows of J between doors 1 and 2. Assuming 2 rows of First with larger seats, room for a bulkhead, and a larger galley at door 2, let’s deduct four rows of J from that. So 8F, 28J between doors 1 and 2.

To compensate, let’s put four extra rows of J behind door 2 (BA currently have three rows). Let’s assume those 4 rows use 6 of the 7 rows of W that BA have there, and then move W back to the 6 rows of Y seats that BA have between doors 2 and 3. That would roughly give 28J and 48W between doors 2 and 3.

Assuming the same Economy configuration between doors 3 and 4, that would leave 160 Y.

All up that’s 8F, 56J, 48W, 160 Y for a total of 272.

Leaving aside F, out of 264 seats that is 21% J, 18% W, 60% Y. For comparison, the 789 is 21% J, 12% W, 72% Y. This leaves the J cabin proportionately the same size, but a higher portion of W seats versus Y. 12% W would mean four rows of W, which might allow for 2 rows of Y before door 3. However I actually wouldn’t be surprised if they go for the larger W cabin given that Qantas are openly targeting high yield traffic with these routes.
 
kriskim
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Re: Australian Aviation Thread - February 2022

Thu Feb 24, 2022 9:05 am

tullamarine wrote:
CraigAnderson wrote:
qf789 wrote:
Qantas is expected to place an order for Project Sunrise aircraft, A350’s by mid year with deliveries from 2025

According to the article PER-LHR will be upgraded to A350’s

https://www.airlineratings.com/news/qan ... non-stops/


"The A350-1000s will also be used on the Perth-London nonstop route lifting capacity."


I have NEVER seen Qantas say that or even hint it, and it certainly was not in today's Qantas 1H22 news.

Sounds like GT making stuff up again to please his Perth audience.


Someone needs to call him out for his nonsense, no idea why he gets invited on shows like Sunrise. Time for a fresh new face in aviation.

In a serious note, I definitely think that PER-LHR has its own legs without the MEL tag, but will stay a 789 route.

I see the following services from QF once sunrise is all operational:

SYD-LHR A351 ULR (sunrise)
SYD-SIN-LHR A388
MEL-LHR A351 ULR (sunrise)
PER-LHR 789

That will use up all 4 slots at LHR. The SIN A380 service will be used to feed BNE, ADL etc…
 
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RyanairGuru
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Re: Australian Aviation Thread - February 2022

Thu Feb 24, 2022 9:38 am

RyanairGuru wrote:
Chipmunk1973 wrote:

Also, I wonder what sort of config we could expect from the A35K. I've read that QF have talked about a 4 class setup. I'd think that F would be a relatively small cabin; 4-6 seats perhaps?

Cheers.


BA have 56J, 56W and 219 Y on the A35K.

They have 11 rows of J between doors 1 and 2. Assuming 2 rows of First with larger seats, room for a bulkhead, and a larger galley at door 2, let’s deduct four rows of J from that. So 8F, 28J between doors 1 and 2.

To compensate, let’s put four extra rows of J behind door 2 (BA currently have three rows). Let’s assume those 4 rows use 6 of the 7 rows of W that BA have there, and then move W back to the 6 rows of Y seats that BA have between doors 2 and 3. That would roughly give 28J and 48W between doors 2 and 3.

Assuming the same Economy configuration between doors 3 and 4, that would leave 160 Y.

All up that’s 8F, 56J, 48W, 160 Y for a total of 272.

Leaving aside F, out of 264 seats that is 21% J, 18% W, 60% Y. For comparison, the 789 is 21% J, 12% W, 72% Y. This leaves the J cabin proportionately the same size, but a higher portion of W seats versus Y. 12% W would mean four rows of W, which might allow for 2 rows of Y before door 3. However I actually wouldn’t be surprised if they go for the larger W cabin given that Qantas are openly targeting high yield traffic with these routes.


Too late to edit, but I realised my percentages were a bit out. The 789 is 18% J, 12% W, 70% Y.

I still wouldn’t be surprised if they kept the larger J and W cabins. Otherwise you could remove one row of J and two rows of W, and squeeze four rows of Y before door 3. This would give 52J (18%), 42W (14%), 196Y (68%). With 8F that would give 298 total seats.
 
NTLDaz
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Re: Australian Aviation Thread - February 2022

Thu Feb 24, 2022 9:54 am

RyanairGuru wrote:
RyanairGuru wrote:
Chipmunk1973 wrote:

Also, I wonder what sort of config we could expect from the A35K. I've read that QF have talked about a 4 class setup. I'd think that F would be a relatively small cabin; 4-6 seats perhaps?

Cheers.


BA have 56J, 56W and 219 Y on the A35K.

They have 11 rows of J between doors 1 and 2. Assuming 2 rows of First with larger seats, room for a bulkhead, and a larger galley at door 2, let’s deduct four rows of J from that. So 8F, 28J between doors 1 and 2.

To compensate, let’s put four extra rows of J behind door 2 (BA currently have three rows). Let’s assume those 4 rows use 6 of the 7 rows of W that BA have there, and then move W back to the 6 rows of Y seats that BA have between doors 2 and 3. That would roughly give 28J and 48W between doors 2 and 3.

Assuming the same Economy configuration between doors 3 and 4, that would leave 160 Y.

All up that’s 8F, 56J, 48W, 160 Y for a total of 272.

Leaving aside F, out of 264 seats that is 21% J, 18% W, 60% Y. For comparison, the 789 is 21% J, 12% W, 72% Y. This leaves the J cabin proportionately the same size, but a higher portion of W seats versus Y. 12% W would mean four rows of W, which might allow for 2 rows of Y before door 3. However I actually wouldn’t be surprised if they go for the larger W cabin given that Qantas are openly targeting high yield traffic with these routes.


Too late to edit, but I realised my percentages were a bit out. The 789 is 18% J, 12% W, 70% Y.

I still wouldn’t be surprised if they kept the larger J and W cabins. Otherwise you could remove one row of J and two rows of W, and squeeze four rows of Y before door 3. This would give 52J (18%), 42W (14%), 196Y (68%). With 8F that would give 298 total seats.


Is that assuming a 32" pitch in Y ?
 
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Chipmunk1973
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Re: Australian Aviation Thread - February 2022

Thu Feb 24, 2022 10:40 am

RyanairGuru wrote:
Chipmunk1973 wrote:

Also, I wonder what sort of config we could expect from the A35K. I've read that QF have talked about a 4 class setup. I'd think that F would be a relatively small cabin; 4-6 seats perhaps?

Cheers.


BA have 56J, 56W and 219 Y on the A35K.

They have 11 rows of J between doors 1 and 2. Assuming 2 rows of First with larger seats, room for a bulkhead, and a larger galley at door 2, let’s deduct four rows of J from that. So 8F, 28J between doors 1 and 2.

To compensate, let’s put four extra rows of J behind door 2 (BA currently have three rows). Let’s assume those 4 rows use 6 of the 7 rows of W that BA have there, and then move W back to the 6 rows of Y seats that BA have between doors 2 and 3. That would roughly give 28J and 48W between doors 2 and 3.

Assuming the same Economy configuration between doors 3 and 4, that would leave 160 Y.

All up that’s 8F, 56J, 48W, 160 Y for a total of 272.

Leaving aside F, out of 264 seats that is 21% J, 18% W, 60% Y. For comparison, the 789 is 21% J, 12% W, 72% Y. This leaves the J cabin proportionately the same size, but a higher portion of W seats versus Y. 12% W would mean four rows of W, which might allow for 2 rows of Y before door 3. However I actually wouldn’t be surprised if they go for the larger W cabin given that Qantas are openly targeting high yield traffic with these routes.


I think 272 Pax is probably near the mark. But I'm not convinced, personal opinion, that QF would go so far as 8F. Happy to be proven wrong.

I did read somewhere, sometime ago, that QF suggested a "generous" Y cabin. Even if it's about 34" I'm not 100% certain if you'd get 160Y, especially when they're talking about spaces for "wellbeing", ie. stretching and what not.


Cheers.
 
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RyanairGuru
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Re: Australian Aviation Thread - February 2022

Thu Feb 24, 2022 10:41 am

NTLDaz wrote:
RyanairGuru wrote:
RyanairGuru wrote:

BA have 56J, 56W and 219 Y on the A35K.

They have 11 rows of J between doors 1 and 2. Assuming 2 rows of First with larger seats, room for a bulkhead, and a larger galley at door 2, let’s deduct four rows of J from that. So 8F, 28J between doors 1 and 2.

To compensate, let’s put four extra rows of J behind door 2 (BA currently have three rows). Let’s assume those 4 rows use 6 of the 7 rows of W that BA have there, and then move W back to the 6 rows of Y seats that BA have between doors 2 and 3. That would roughly give 28J and 48W between doors 2 and 3.

Assuming the same Economy configuration between doors 3 and 4, that would leave 160 Y.

All up that’s 8F, 56J, 48W, 160 Y for a total of 272.

Leaving aside F, out of 264 seats that is 21% J, 18% W, 60% Y. For comparison, the 789 is 21% J, 12% W, 72% Y. This leaves the J cabin proportionately the same size, but a higher portion of W seats versus Y. 12% W would mean four rows of W, which might allow for 2 rows of Y before door 3. However I actually wouldn’t be surprised if they go for the larger W cabin given that Qantas are openly targeting high yield traffic with these routes.


Too late to edit, but I realised my percentages were a bit out. The 789 is 18% J, 12% W, 70% Y.

I still wouldn’t be surprised if they kept the larger J and W cabins. Otherwise you could remove one row of J and two rows of W, and squeeze four rows of Y before door 3. This would give 52J (18%), 42W (14%), 196Y (68%). With 8F that would give 298 total seats.


Is that assuming a 32" pitch in Y ?


Hmm, good point. BA is 31”. I guess that means removing a row of Y between door 3 and 4, so 151 seats.

For the record, I’d already assumed a toilet where BA have 59 B,C and a full size galley on the rear bulkhead as I know BA have been criticised for having galleys that are too small, which is also why I put a larger galley at door 2.

Since I was revisiting this anyway, I reconsidered Premium Economy and think Qantas would have 7 abreast W. BA have gone for a fairly high density 8 abreast with 18.5” width seats, which is only about one thumb-width wider than Economy on their 9 abreast 777s. Qantas is 20.5” in Premium Economy on the 787. 7 abreast on the A350 would be 21”. For context, Business Class on the 737s is 22”. This seems to be much more appropriate for the proposed mission of these aircraft.

If we go back to my original suggestion of 7 rows of Business and 6 rows of Premium between doors 2 and 3, that would be 56J, 42W at 7 abreast, and 151Y at 32”. Add 8F, and you get 257 seats. Excluding F and based on 249
seats, that’s 22% J, 17% W, 60% Y.

With one fewer row of J and one fewer row of W, and two rows of Y ahead of door 2, you would have 52J, 35W, 169Y, which is 264 seats. 21% J, 14% W, 68% Y.

Link to the seat map for some context: https://www.seatguru.com/airlines/Briti ... 0-1000.php
 
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RyanairGuru
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Re: Australian Aviation Thread - February 2022

Thu Feb 24, 2022 11:12 am

Chipmunk1973 wrote:
RyanairGuru wrote:
Chipmunk1973 wrote:

Also, I wonder what sort of config we could expect from the A35K. I've read that QF have talked about a 4 class setup. I'd think that F would be a relatively small cabin; 4-6 seats perhaps?

Cheers.


BA have 56J, 56W and 219 Y on the A35K.

They have 11 rows of J between doors 1 and 2. Assuming 2 rows of First with larger seats, room for a bulkhead, and a larger galley at door 2, let’s deduct four rows of J from that. So 8F, 28J between doors 1 and 2.

To compensate, let’s put four extra rows of J behind door 2 (BA currently have three rows). Let’s assume those 4 rows use 6 of the 7 rows of W that BA have there, and then move W back to the 6 rows of Y seats that BA have between doors 2 and 3. That would roughly give 28J and 48W between doors 2 and 3.

Assuming the same Economy configuration between doors 3 and 4, that would leave 160 Y.

All up that’s 8F, 56J, 48W, 160 Y for a total of 272.

Leaving aside F, out of 264 seats that is 21% J, 18% W, 60% Y. For comparison, the 789 is 21% J, 12% W, 72% Y. This leaves the J cabin proportionately the same size, but a higher portion of W seats versus Y. 12% W would mean four rows of W, which might allow for 2 rows of Y before door 3. However I actually wouldn’t be surprised if they go for the larger W cabin given that Qantas are openly targeting high yield traffic with these routes.


I think 272 Pax is probably near the mark. But I'm not convinced, personal opinion, that QF would go so far as 8F. Happy to be proven wrong.

I did read somewhere, sometime ago, that QF suggested a "generous" Y cabin. Even if it's about 34" I'm not 100% certain if you'd get 160Y, especially when they're talking about spaces for "wellbeing", ie. stretching and what not.


Cheers.


I assumed 2 rows of First, because I was working on the basis that if there’s on one row why even bother? Maybe 6 is more appropriate, either as 3 abreast or 2 rows of 2 in the centre and 1 seat on the sides.

For some context, the reconfigured A380s are 14F, 70J, 60W, which means First is 10% of the combined F/J/W capacity. 8F/52J/35W would mean First is 8%
 
IndianicWorld
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Re: Australian Aviation Thread - February 2022

Thu Feb 24, 2022 11:13 am

kriskim wrote:
tullamarine wrote:
CraigAnderson wrote:



I have NEVER seen Qantas say that or even hint it, and it certainly was not in today's Qantas 1H22 news.

Sounds like GT making stuff up again to please his Perth audience.


Someone needs to call him out for his nonsense, no idea why he gets invited on shows like Sunrise. Time for a fresh new face in aviation.

In a serious note, I definitely think that PER-LHR has its own legs without the MEL tag, but will stay a 789 route.

I see the following services from QF once sunrise is all operational:

SYD-LHR A351 ULR (sunrise)
SYD-SIN-LHR A388
MEL-LHR A351 ULR (sunrise)
PER-LHR 789

That will use up all 4 slots at LHR. The SIN A380 service will be used to feed BNE, ADL etc…


To me, it becomes rather challenging continuing to fly the A380 to LHR, whilst trying to fill 3 x daily other flights from Australia. Pre-Covid it was down to 2 x daily services to LHR afterall. It could just continue to leverage the EK partnership to provide additional options.

They may well look at making the PER route start in BNE (BNE-PER-LHR), giving connectivity via PER, SYD and MEL.

If they continue to look at operating routes such as SYD-PER-FCO or potentially something like MEL-PER-ATH/FRA/CDG, they can continue to diversify their offering.

The long, thin routes will be a challenge, but I can see QF looking at SYD-ORD with Project Sunrise, which is likely their goal anyway but the 789 is not able to operate it so they were looking at BNE-ORD instead.
Last edited by IndianicWorld on Thu Feb 24, 2022 11:25 am, edited 1 time in total.
 
moa999
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Re: Australian Aviation Thread - February 2022

Thu Feb 24, 2022 11:23 am

IndianicWorld wrote:
They may well look at making the PER route start in BNE (BNE-PER-LHR), giving connectivity via PER, SYD and MEL.


Tough from BNE as it adds hours versus competition in Asia and ME
 
IndianicWorld
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Re: Australian Aviation Thread - February 2022

Thu Feb 24, 2022 11:28 am

moa999 wrote:
IndianicWorld wrote:
They may well look at making the PER route start in BNE (BNE-PER-LHR), giving connectivity via PER, SYD and MEL.


Tough from BNE as it adds hours versus competition in Asia and ME


It may, but it could still be seen as an attractive option for others.

Just not easy to see them trying to fill 4 x daily flights to LHR, especially with one of those remaining as an A380.
 
moa999
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Re: Australian Aviation Thread - February 2022

Thu Feb 24, 2022 11:40 am

All depends on how attractive the direct flights are.

But I wouldn't be surprised to see say.
4/wk MEL-LHR and 3/wk MEL-PER-LHR under a late 2020s schedule, with alternate PER-SIN-LHR.

I'd be surprised to see QF utilising all four LHR slot pairs.
 
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SCFlyer
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Re: Australian Aviation Thread - February 2022

Thu Feb 24, 2022 12:01 pm

moa999 wrote:
IndianicWorld wrote:
They may well look at making the PER route start in BNE (BNE-PER-LHR), giving connectivity via PER, SYD and MEL.


Tough from BNE as it adds hours versus competition in Asia and ME


BNE-PER leg could also be used as a PER-BNE-LAX type itinerary, no change of terminals required in BNE and only requires a security clear at the BNE International Terminal as it's a international tag flight.

Basically how the MEL-PER-LHR-PER-MEL-LAX-MEL operated would become BNE-PER-LHR-PER-BNE-LAX-BNE. That's assuming the JFK leg doesn't exist and is replaced by Sunrise.
 
a320fan
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Re: Australian Aviation Thread - February 2022

Thu Feb 24, 2022 12:29 pm

Either way there needs to be a domestic sector to move the 789s through PER for the LHR flights, but post Sunrise the PER flight, whatever flight# it ends up assuming, will be primarily local market traffic.
 
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qf2220
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Re: Australian Aviation Thread - February 2022

Fri Feb 25, 2022 1:18 am

RyanairGuru wrote:
qf789 wrote:
Qantas announces first half loss, expecting domestic to be back to 90-100% pre covid capacity in Q4 22

https://www.qantasnewsroom.com.au/media ... nce-sheet/


90-100% for April - June seems somewhat realistic compared to the several times they projected capacity over 100% and got knocked down every time.


Qantas has a hockey stick mentality when it comes to forecasts. And the hockey stick always just looks like a normal stick once time has passed over the relevant period.
 
jrfspa320
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Re: Australian Aviation Thread - February 2022

Fri Feb 25, 2022 2:49 am

a320fan wrote:
Either way there needs to be a domestic sector to move the 789s through PER for the LHR flights, but post Sunrise the PER flight, whatever flight# it ends up assuming, will be primarily local market traffic.


Does there though? Its likely that there will be a 787 option going SYD -LHR via SIN post project sunrise. The aircraft could be rotated through LHR?
 
anstar
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Re: Australian Aviation Thread - February 2022

Fri Feb 25, 2022 9:31 am

moa999 wrote:
Looks like two JQ 788s have been transferred to Jetstar Australia, so domestic ops, and the slide talks about more flexibility.


All 11 788s are currently on the Jetstar Airways AOC (JQ). This is the Australian airline so they aren't being transferred anywhere.
 
moa999
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Re: Australian Aviation Thread - February 2022

Fri Feb 25, 2022 9:50 am

anstar wrote:
moa999 wrote:
Looks like two JQ 788s have been transferred to Jetstar Australia, so domestic ops, and the slide talks about more flexibility.


All 11 788s are currently on the Jetstar Airways AOC (JQ). This is the Australian airline so they aren't being transferred anywhere.
But internally for management (and for some financial reporting) purposes Qantas splits it between Australia (Domestic), International and NZ (TT and NZ Domestic)

And there certainly has been a transfer there.
 
melpax
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Re: Australian Aviation Thread - February 2022

Fri Feb 25, 2022 11:32 am

Rex has said it's lured some corporate accounts from QF.....

https://www.theage.com.au/business/comp ... 59zm0.html
 
ricardo361
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Re: Australian Aviation Thread - February 2022

Sat Feb 26, 2022 6:59 am

Has anybody noticed how QF are currently flying A330-200s between MEL and LAX. I am surprised they've been put onto this UHL route. Originally they were planned for BNE-LAX so I guess its not much further than that.

Does anybody know what upgrades/modifications were needed (if any) to the aircraft before serving these routes. Crew rest areas, improved hard product must have been some additions.

I am also curious to see if there are any weight restrictions placed on the aircraft especially west-bound where the flight is almost 16hr on some days.
 
NTLDaz
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Re: Australian Aviation Thread - February 2022

Sat Feb 26, 2022 8:59 am

Duplicate
Last edited by NTLDaz on Sat Feb 26, 2022 9:14 am, edited 1 time in total.
 
NTLDaz
Posts: 582
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Re: Australian Aviation Thread - February 2022

Sat Feb 26, 2022 9:03 am

NTLDaz wrote:
ricardo361 wrote:
Has anybody noticed how QF are currently flying A330-200s between MEL and LAX. I am surprised they've been put onto this UHL route. Originally they were planned for BNE-LAX so I guess its not much further than that.

Does anybody know what upgrades/modifications were needed (if any) to the aircraft before serving these routes. Crew rest areas, improved hard product must have been some additions.

I am also curious to see if there are any weight restrictions placed on the aircraft especially west-bound where the flight is almost 16hr on some days.


I think you'll find they're cargo flights. I don't think QF are flying passenger flights from Melbourne daily at present and they're on 787. Also it's a lot further than Brisbane - about 1200kms.
 
SIGWX
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Re: Australian Aviation Thread - February 2022

Sat Feb 26, 2022 11:09 am

jrfspa320 wrote:
a320fan wrote:
Either way there needs to be a domestic sector to move the 789s through PER for the LHR flights, but post Sunrise the PER flight, whatever flight# it ends up assuming, will be primarily local market traffic.


Does there though? Its likely that there will be a 787 option going SYD -LHR via SIN post project sunrise. The aircraft could be rotated through LHR?


I have it on good authority from insiders that the A350 will be doing PER-LHR at least in the early part of its time with Qantas. Presently, Qantas are recruiting pilots for the 787 into the Perth base, no other types or bases (even though as their seniority rises and vacancies arise, they can apply to other bases and types). It would seem that Perth is earmarked for more 787 flying in the short term.
 
IndianicWorld
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Re: Australian Aviation Thread - February 2022

Sat Feb 26, 2022 1:45 pm

SIGWX wrote:
jrfspa320 wrote:
a320fan wrote:
Either way there needs to be a domestic sector to move the 789s through PER for the LHR flights, but post Sunrise the PER flight, whatever flight# it ends up assuming, will be primarily local market traffic.


Does there though? Its likely that there will be a 787 option going SYD -LHR via SIN post project sunrise. The aircraft could be rotated through LHR?


I have it on good authority from insiders that the A350 will be doing PER-LHR at least in the early part of its time with Qantas. Presently, Qantas are recruiting pilots for the 787 into the Perth base, no other types or bases (even though as their seniority rises and vacancies arise, they can apply to other bases and types). It would seem that Perth is earmarked for more 787 flying in the short term.


Given that the LHR and FCO (seasonal) routes are to be flown through PER, having a base there increases operational flexibility.

In this industry, any plans are subject to change though, so what is the thinking today will likely be adjusted over time. Given the A350 is yet to even be ordered, there’s still a few years ahead to work through what will happen.
 
ben175
Posts: 922
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Re: Australian Aviation Thread - February 2022

Sat Feb 26, 2022 1:55 pm

ricardo361 wrote:
Has anybody noticed how QF are currently flying A330-200s between MEL and LAX. I am surprised they've been put onto this UHL route. Originally they were planned for BNE-LAX so I guess its not much further than that.

Does anybody know what upgrades/modifications were needed (if any) to the aircraft before serving these routes. Crew rest areas, improved hard product must have been some additions.

I am also curious to see if there are any weight restrictions placed on the aircraft especially west-bound where the flight is almost 16hr on some days.


All A330 services are freight only, and are departing in the morning.

QF93 is only operating with pax 3-4 x weekly departing at 22:55 on a 789. I believe it’s going daily in March, as is QF9 from March 1.
 
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Kiwings
Posts: 88
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Re: Australian Aviation Thread - February 2022

Sat Feb 26, 2022 10:15 pm

How long will QF be able to/be allowed to maintain overflight through Russian airspace for the DRW-LHR flights I wonder ?
What is the alternative routing?
 
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RyanairGuru
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Re: Australian Aviation Thread - February 2022

Sat Feb 26, 2022 10:39 pm

Kiwings wrote:
How long will QF be able to/be allowed to maintain overflight through Russian airspace for the DRW-LHR flights I wonder ?
What is the alternative routing?


Flying the longer route over SE Asia, India and the Middle East is still shorter than PER-LHR.
 
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qf2220
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Re: Australian Aviation Thread - February 2022

Sun Feb 27, 2022 12:20 am

Kiwings wrote:
How long will QF be able to/be allowed to maintain overflight through Russian airspace for the DRW-LHR flights I wonder ?
What is the alternative routing?


At this stage it looks to be tit for tat retaliation, ie Germany closes to Russia so Russia does the same. Given Australia doesnt need to close the airspace to Russia we might not have to worry about that. But we might need to on security grounds which is another question I cannot answer.
 
FromCDGtoSYD
Posts: 557
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Re: Australian Aviation Thread - February 2022

Sun Feb 27, 2022 5:27 am

Obzerva wrote:
SQ restarting SIN-CNS next month.
Good to see for the region.

No mention of SIN-DRW though, maybe saving that for a separate announcement to keep the good news stories coming.

https://www.executivetraveller.com/news ... ns-flights



Well there we go

https://mainlymiles.com/2022/02/27/sing ... -29-march/
 
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qf789
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Re: Australian Aviation Thread - February 2022

Sun Feb 27, 2022 6:09 am

Qantas rerouting LHR flights through the Middle East and Southern Europe instead of through Russia, effective as of QF2 today, will add about an hour’s flying time

https://www.qantasnewsroom.com.au/qanta ... ight-path/
 
a320fan
Posts: 1112
Joined: Fri May 01, 2009 5:04 am

Re: Australian Aviation Thread - February 2022

Sun Feb 27, 2022 10:06 am

qf789 wrote:
Qantas rerouting LHR flights through the Middle East and Southern Europe instead of through Russia, effective as of QF2 today, will add about an hour’s flying time

https://www.qantasnewsroom.com.au/qanta ... ight-path/

QF1 & 9 have been clocking almost exactly on 17 hours lately so this will push the flight time out to 18. What’s it blocked at?
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