vhebb wrote:

As discussed previously QF now simply do not have enough wide body aircraft to return to 2019 international schedule levels.

Every new route that has been added will end up being at the expense of a previous route.

Agreed, although keeping in mind that ongoing traveling restrictions in some places are allowing near complete return of capacity elsewhere alongside new capacity. For example, all that China capacity, including multiple dailies to Hong Kong that are unlikely to return anytime soon, is going elsewhere. Other Asian markets like Japan and Thailand have only started to open up, meaning that capacity is still being diverted elsewhere. There is a big network realignment going on.

But yes, down 6x B747-400s (permanently) still down 8x A380s and 1x A330-200 (excluding the short haul -200s).

vhebb wrote:

As discussed previously QF now simply do not have enough wide body aircraft to return to 2019 international schedule levels.

Every new route that has been added will end up being at the expense of a previous route.

This is very true - but also, some routes are unlikely to get back to pre-COVID levels for years, thinking of HKG and market shifts there. We still don’t know a lot about QFs 321plans, perhaps not into Asia, but freeing up Tasman and domestic 330s? Hopefully once Boeing sorted their business out we can see some more 789 orders for more long thin routes that are unlikely to support a 350 for years

According to an internal memo JQ office workers have been asked to assist on the ground at airports in the upcoming July holidays to prevent a repeat of what was experienced during Easter

https://simpleflying.com/jetstar-office ... -handling/

tullamarine wrote:

Not 100% sure of how QF is currently operating its A332 fleet. Pre-COVID, the "Cityflyer" A332s were also used on some short-haul Asian services particularly to CGK, SIN and MNL. For some reason, this has largely stopped with these older A332s now doing basically all-domestic except for very occasional PER-SIN runs. QF have instead put A333s on routes such as QF41 to CGK even though the extra capacity is rarely needed.

These older A332s are not working particularly hard, sometimes only doing a SYD-PER-SYD rotation in a day. If QF are seriously short of international capacity, you'd think they'd be better utilising these birds.

The Cityflyer A332s would need some reconfiguration to do long haul flights. Business class is fine since it has lie flats and AVOD. The economy cabin doesn't have AVOD. Some might see this as a constraint, although nowadays, one might be able to get away with it. The real challenge is galley space. It just has nowhere nearly enough space for long haul meal services. Fixing this would be a relatively expensive reconfiguration. Certainly too expensive for the older four (VH-EBA-D), but might not be that worthwhile on the others. However, Qantas have shown that they are not keen on major reconfigurations (e.g. just look what they did for the crew rest on the long haul A332s for the BNE-LAX flights) and the A380 refurbishment didn't have any significant reconfiguration (remove one lav).

SQ seems to be cleaning up the Oz-Asian travel. With 4 daily flights from MEL and SYD and daily+ form other capitals it provides so much more flexibility to these local routes and to be honest, I'd rather interconnect in SIN than SYD.

evanb wrote:

tullamarine wrote:

Not 100% sure of how QF is currently operating its A332 fleet. Pre-COVID, the "Cityflyer" A332s were also used on some short-haul Asian services particularly to CGK, SIN and MNL. For some reason, this has largely stopped with these older A332s now doing basically all-domestic except for very occasional PER-SIN runs. QF have instead put A333s on routes such as QF41 to CGK even though the extra capacity is rarely needed.

These older A332s are not working particularly hard, sometimes only doing a SYD-PER-SYD rotation in a day. If QF are seriously short of international capacity, you'd think they'd be better utilising these birds.

The Cityflyer A332s would need some reconfiguration to do long haul flights. Business class is fine since it has lie flats and AVOD. The economy cabin doesn't have AVOD. Some might see this as a constraint, although nowadays, one might be able to get away with it. The real challenge is galley space. It just has nowhere nearly enough space for long haul meal services. Fixing this would be a relatively expensive reconfiguration. Certainly too expensive for the older four (VH-EBA-D), but might not be that worthwhile on the others. However, Qantas have shown that they are not keen on major reconfigurations (e.g. just look what they did for the crew rest on the long haul A332s for the BNE-LAX flights) and the A380 refurbishment didn't have any significant reconfiguration (remove one lav).

Concur with Tullamarine, before Covid the ‘domestic’ A332s were regularly doing Asia flights, especially CGK and SIN. The lack of galley space in particular is a real challenge for crew, but Qantas has shown that they couldn’t give two shakes of the bottle what flight attendants think.

I agree with Tullamarine’s broader point, between tighter utilisation and moving a couple more Perth flight to 737s there is sufficient slack in the A330 fleet to free up another frame or two for near-Asia routes, to in turn displace an ‘international’ A332 or an A333 for new routes.

Jayne Hrdlicka has confirmed in an interview with The Australian that VA are now once again profitable, and when asked about how much profit the airline is making, she responded that VA is at least as profitable as QF domestic, if not slightly more.

Also confirmed partial float as early as six months away.

ArtV wrote:

Goodbye wrote:

ArtV wrote:

Queensland government has a war chest (cash) that is to be used to attract foreign airlines to launch services to QLD. They are actively chasing some Asian airlines, and there is significantly more cash yet to spend....so expect more deals in the near future.

Whether these routes can be sustained long term with the incentives dry up....time will tell..

Whatever happened to the VietJet Air agreement that was in place before COVID? With Bamboo/Vietnam Airlines/Jetstar all offering services from SYD/MEL to Vietnam, BNE is sticking out as the only one of the big 3 without service to that country. I am biased in that my wife is Vietnamese, but I have noticed in the last 5 years how many more Vietnamese there are in SE QLD (I'm on the Sunshine Coast) compared to earlier. Perhaps VJ are waiting for their A321XLRs to come on line?

The previous VietJet agreement lapsed, and the QLD authorities were trying to reinvigerate this (without much luck, last I heard). They are definitely trying to engage with all the Vietnamese carriers to get them into BNE using subsidies, as with other Asian markets....but I am not aware of any agreements that are likely to arise shortly.

I think Vietjet would reach AVV first.

Billly2903 wrote:

ArtV wrote:

Goodbye wrote:

Whatever happened to the VietJet Air agreement that was in place before COVID? With Bamboo/Vietnam Airlines/Jetstar all offering services from SYD/MEL to Vietnam, BNE is sticking out as the only one of the big 3 without service to that country. I am biased in that my wife is Vietnamese, but I have noticed in the last 5 years how many more Vietnamese there are in SE QLD (I'm on the Sunshine Coast) compared to earlier. Perhaps VJ are waiting for their A321XLRs to come on line?

The previous VietJet agreement lapsed, and the QLD authorities were trying to reinvigerate this (without much luck, last I heard). They are definitely trying to engage with all the Vietnamese carriers to get them into BNE using subsidies, as with other Asian markets....but I am not aware of any agreements that are likely to arise shortly.

I think Vietjet would reach AVV first.

Why? Victoria-Vietnam now have 3 airlines flying those routes (3 airlines to SGN and 1 to HAN). Things are only starting to rebound, so maybe they will see more value in launching an unserviced market first, especially if there were to be more government support to do so.

I know that their intentions to fly to BNE and AVV had been announced pre-Covid, but given the last couple of years, I am sure many things have changed in their thinking. AVV still needs Air Asia X and Citilink to return yet, and we wait and see on those.

smi0006 wrote:

vhebb wrote:

As discussed previously QF now simply do not have enough wide body aircraft to return to 2019 international schedule levels.

Every new route that has been added will end up being at the expense of a previous route.

This is very true - but also, some routes are unlikely to get back to pre-COVID levels for years, thinking of HKG and market shifts there. We still don’t know a lot about QFs 321plans, perhaps not into Asia, but freeing up Tasman and domestic 330s? Hopefully once Boeing sorted their business out we can see some more 789 orders for more long thin routes that are unlikely to support a 350 for years

There certainly seems to be less Tasman A330s going forward. There is 1 AKL-SYD most of the time and also a 789 appears there from November.

When EK first stopped flying the Tasman ex AKL in 2018 QF added 2 A330s ex SYD and MEL and 1 daily BNE, most of that is 737s now, BNE does get an A330 sometimes atm plus 1 SYD.

Pictures of the first QF A380 to be parted out at VCV. To be used for spares at LAX & SYD.

https://twitter.com/speedbird020/status ... 7705640960

RyanairGuru wrote:

evanb wrote:

tullamarine wrote:

Not 100% sure of how QF is currently operating its A332 fleet. Pre-COVID, the "Cityflyer" A332s were also used on some short-haul Asian services particularly to CGK, SIN and MNL. For some reason, this has largely stopped with these older A332s now doing basically all-domestic except for very occasional PER-SIN runs. QF have instead put A333s on routes such as QF41 to CGK even though the extra capacity is rarely needed.

These older A332s are not working particularly hard, sometimes only doing a SYD-PER-SYD rotation in a day. If QF are seriously short of international capacity, you'd think they'd be better utilising these birds.

The Cityflyer A332s would need some reconfiguration to do long haul flights. Business class is fine since it has lie flats and AVOD. The economy cabin doesn't have AVOD. Some might see this as a constraint, although nowadays, one might be able to get away with it. The real challenge is galley space. It just has nowhere nearly enough space for long haul meal services. Fixing this would be a relatively expensive reconfiguration. Certainly too expensive for the older four (VH-EBA-D), but might not be that worthwhile on the others. However, Qantas have shown that they are not keen on major reconfigurations (e.g. just look what they did for the crew rest on the long haul A332s for the BNE-LAX flights) and the A380 refurbishment didn't have any significant reconfiguration (remove one lav).

Concur with Tullamarine, before Covid the ‘domestic’ A332s were regularly doing Asia flights, especially CGK and SIN. The lack of galley space in particular is a real challenge for crew, but Qantas has shown that they couldn’t give two shakes of the bottle what flight attendants think.

I agree with Tullamarine’s broader point, between tighter utilisation and moving a couple more Perth flight to 737s there is sufficient slack in the A330 fleet to free up another frame or two for near-Asia routes, to in turn displace an ‘international’ A332 or an A333 for new routes.

Right now I believe the only 332s operating transcons are EBA/C/E/F/J/K. Pre-covid, you would have the entire 332 fleet featuring on domestic runs. This is already a significant tightening in A330 east-west scheduling which has resulted in tight turns - and delays.

ben175 wrote:

RyanairGuru wrote:

evanb wrote:

The Cityflyer A332s would need some reconfiguration to do long haul flights. Business class is fine since it has lie flats and AVOD. The economy cabin doesn't have AVOD. Some might see this as a constraint, although nowadays, one might be able to get away with it. The real challenge is galley space. It just has nowhere nearly enough space for long haul meal services. Fixing this would be a relatively expensive reconfiguration. Certainly too expensive for the older four (VH-EBA-D), but might not be that worthwhile on the others. However, Qantas have shown that they are not keen on major reconfigurations (e.g. just look what they did for the crew rest on the long haul A332s for the BNE-LAX flights) and the A380 refurbishment didn't have any significant reconfiguration (remove one lav).

Concur with Tullamarine, before Covid the ‘domestic’ A332s were regularly doing Asia flights, especially CGK and SIN. The lack of galley space in particular is a real challenge for crew, but Qantas has shown that they couldn’t give two shakes of the bottle what flight attendants think.

I agree with Tullamarine’s broader point, between tighter utilisation and moving a couple more Perth flight to 737s there is sufficient slack in the A330 fleet to free up another frame or two for near-Asia routes, to in turn displace an ‘international’ A332 or an A333 for new routes.

Right now I believe the only 332s operating transcons are EBA/C/E/F/J/K. Pre-covid, you would have the entire 332 fleet featuring on domestic runs. This is already a significant tightening in A330 east-west scheduling which has resulted in tight turns - and delays.

I noticed G doing transcon yesterday

Fact is with no VA 330 competition and the A321 freighters there’s no reason QF has to run 330s on transcons, when they can push up fares with 738s and not suffer from a competitor pushing a superior product.

Kent350787 wrote:

ben175 wrote:

RyanairGuru wrote:

Concur with Tullamarine, before Covid the ‘domestic’ A332s were regularly doing Asia flights, especially CGK and SIN. The lack of galley space in particular is a real challenge for crew, but Qantas has shown that they couldn’t give two shakes of the bottle what flight attendants think.

I agree with Tullamarine’s broader point, between tighter utilisation and moving a couple more Perth flight to 737s there is sufficient slack in the A330 fleet to free up another frame or two for near-Asia routes, to in turn displace an ‘international’ A332 or an A333 for new routes.

Right now I believe the only 332s operating transcons are EBA/C/E/F/J/K. Pre-covid, you would have the entire 332 fleet featuring on domestic runs. This is already a significant tightening in A330 east-west scheduling which has resulted in tight turns - and delays.

I noticed G doing transcon yesterday

My bad, add G and L to my list. So 8 in total.

ZK-NBT wrote:

smi0006 wrote:

vhebb wrote:

As discussed previously QF now simply do not have enough wide body aircraft to return to 2019 international schedule levels.

Every new route that has been added will end up being at the expense of a previous route.

This is very true - but also, some routes are unlikely to get back to pre-COVID levels for years, thinking of HKG and market shifts there. We still don’t know a lot about QFs 321plans, perhaps not into Asia, but freeing up Tasman and domestic 330s? Hopefully once Boeing sorted their business out we can see some more 789 orders for more long thin routes that are unlikely to support a 350 for years

There certainly seems to be less Tasman A330s going forward. There is 1 AKL-SYD most of the time and also a 789 appears there from November.

When EK first stopped flying the Tasman ex AKL in 2018 QF added 2 A330s ex SYD and MEL and 1 daily BNE, most of that is 737s now, BNE does get an A330 sometimes atm plus 1 SYD.

With no competition on the Tasman, there really is little incentive for NZ/QF but much capacity back on the Tasman.

I would say they both would be extremely happy with current load factor, the fact they can sell Oneway tickets weeks in advanced for $500-1000 in Y!

Unless VA jumps back on the Tasman, I really can’t see NZ/QF competing. They are both friends, it’s both in there best interest not to dump excess capacity on the Tasman. They probably currently are making more money now, on AKL-SYD/BNE/MEL with the limit flights they have, then back in 2019.

zkncj wrote:

Unless VA jumps back on the Tasman, I really can’t see NZ/QF competing. They are both friends, it’s both in there best interest not to dump excess capacity on the Tasman. They probably currently are making more money now, on AKL-SYD/BNE/MEL with the limit flights they have, then back in 2019.

Umm, NZ and QF are not “friends” on the Tasman. Their “friendship” is solely in regard to codesharing on domestic flights in both countries. Any informal “arrangement” on the Tasman would be absolutely stomped on by the regulators. You can be sure that NZ will do what it needs to to retain its market leadership.

As regards fares, there are still cheap ones to be found if you look around, though certainly not on all routes at all times. I was able to pick up an AKL-HBA flight on NZ for around $NZ220 (late July departure) and there are AKL-ADL flights on sale now for $NZ269.

DavidByrne wrote:

zkncj wrote:

Unless VA jumps back on the Tasman, I really can’t see NZ/QF competing. They are both friends, it’s both in there best interest not to dump excess capacity on the Tasman. They probably currently are making more money now, on AKL-SYD/BNE/MEL with the limit flights they have, then back in 2019.

Umm, NZ and QF are not “friends” on the Tasman. Their “friendship” is solely in regard to codesharing on domestic flights in both countries. Any informal “arrangement” on the Tasman would be absolutely stomped on by the regulators. You can be sure that NZ will do what it needs to to retain its market leadership.

As regards fares, there are still cheap ones to be found if you look around, though certainly not on all routes at all times. I was able to pick up an AKL-HBA flight on NZ for around $NZ220 (late July departure) and there are AKL-ADL flights on sale now for $NZ269.

Both NZ and QF are critically short off staff, as are their suppliers - even if they wanted too, they couldn’t add capacity. I heard NZ need to recruit 800 cabin crew for their July port restarts! Good luck to them in the current environment.

smi0006 wrote:

DavidByrne wrote:

zkncj wrote:

Unless VA jumps back on the Tasman, I really can’t see NZ/QF competing. They are both friends, it’s both in there best interest not to dump excess capacity on the Tasman. They probably currently are making more money now, on AKL-SYD/BNE/MEL with the limit flights they have, then back in 2019.

Umm, NZ and QF are not “friends” on the Tasman. Their “friendship” is solely in regard to codesharing on domestic flights in both countries. Any informal “arrangement” on the Tasman would be absolutely stomped on by the regulators. You can be sure that NZ will do what it needs to to retain its market leadership.

As regards fares, there are still cheap ones to be found if you look around, though certainly not on all routes at all times. I was able to pick up an AKL-HBA flight on NZ for around $NZ220 (late July departure) and there are AKL-ADL flights on sale now for $NZ269.

Both NZ and QF are critically short off staff, as are their suppliers - even if they wanted too, they couldn’t add capacity. I heard NZ need to recruit 800 cabin crew for their July port restarts! Good luck to them in the current environment.

Yep staff shortage is the biggest issue, looking ahead to the NW schedules both plan to have 5 daily SYD-AKL, both have less wide bodies than before due to smaller fleets. Both look to have 2 SYD-AKL widebodies while NZ have 1 to BNE and MEL and QF just 737s.

LA are back 3x weekly AKL-SYD increasing to 6. EK due to return in December to SYD-CHC, will CI return to BNE-AKL?

[twoid][/twoid]

ZK-NBT wrote:

smi0006 wrote:

DavidByrne wrote:

Umm, NZ and QF are not “friends” on the Tasman. Their “friendship” is solely in regard to codesharing on domestic flights in both countries. Any informal “arrangement” on the Tasman would be absolutely stomped on by the regulators. You can be sure that NZ will do what it needs to to retain its market leadership.

As regards fares, there are still cheap ones to be found if you look around, though certainly not on all routes at all times. I was able to pick up an AKL-HBA flight on NZ for around $NZ220 (late July departure) and there are AKL-ADL flights on sale now for $NZ269.

Both NZ and QF are critically short off staff, as are their suppliers - even if they wanted too, they couldn’t add capacity. I heard NZ need to recruit 800 cabin crew for their July port restarts! Good luck to them in the current environment.

Yep staff shortage is the biggest issue, looking ahead to the NW schedules both plan to have 5 daily SYD-AKL, both have less wide bodies than before due to smaller fleets. Both look to have 2 SYD-AKL widebodies while NZ have 1 to BNE and MEL and QF just 737s.

LA are back 3x weekly AKL-SYD increasing to 6. EK due to return in December to SYD-CHC, will CI return to BNE-AKL?

I think CI is currently doing AKL-TPE non stop with the a350?

The service via BNE used to be an great option, if you need an evening flight post work for to BNE. There J/PE fares used to be an steal on that route.

ZK-NBT wrote:

smi0006 wrote:

DavidByrne wrote:

Umm, NZ and QF are not “friends” on the Tasman. Their “friendship” is solely in regard to codesharing on domestic flights in both countries. Any informal “arrangement” on the Tasman would be absolutely stomped on by the regulators. You can be sure that NZ will do what it needs to to retain its market leadership.

As regards fares, there are still cheap ones to be found if you look around, though certainly not on all routes at all times. I was able to pick up an AKL-HBA flight on NZ for around $NZ220 (late July departure) and there are AKL-ADL flights on sale now for $NZ269.

Both NZ and QF are critically short off staff, as are their suppliers - even if they wanted too, they couldn’t add capacity. I heard NZ need to recruit 800 cabin crew for their July port restarts! Good luck to them in the current environment.

Yep staff shortage is the biggest issue, looking ahead to the NW schedules both plan to have 5 daily SYD-AKL, both have less wide bodies than before due to smaller fleets. Both look to have 2 SYD-AKL widebodies while NZ have 1 to BNE and MEL and QF just 737s.

LA are back 3x weekly AKL-SYD increasing to 6. EK due to return in December to SYD-CHC, will CI return to BNE-AKL?

From memory there was also an SQ MEL-WLG I think I 3x weekly
And I believe there was a PR CNS-MEL, unsure if frequency, but I think that one might be gone

Obzerva wrote:

ZK-NBT wrote:

smi0006 wrote:

Both NZ and QF are critically short off staff, as are their suppliers - even if they wanted too, they couldn’t add capacity. I heard NZ need to recruit 800 cabin crew for their July port restarts! Good luck to them in the current environment.

Yep staff shortage is the biggest issue, looking ahead to the NW schedules both plan to have 5 daily SYD-AKL, both have less wide bodies than before due to smaller fleets. Both look to have 2 SYD-AKL widebodies while NZ have 1 to BNE and MEL and QF just 737s.

LA are back 3x weekly AKL-SYD increasing to 6. EK due to return in December to SYD-CHC, will CI return to BNE-AKL?

From memory there was also an SQ MEL-WLG I think I 3x weekly
And I believe there was a PR CNS-MEL, unsure if frequency, but I think that one might be gone

SQ MEL-WLG was 4 went from 4 to 5 weekly in late 2019 and got a long haul A359, that one isn’t coming back anytime soon.

PR CNS-MEL? They had CNS-AKL on an A320 4x weekly, AKL went non stop MNL-AKL in 2017/18 with an A333.

zkncj wrote:

[twoid][/twoid]

ZK-NBT wrote:

smi0006 wrote:

Both NZ and QF are critically short off staff, as are their suppliers - even if they wanted too, they couldn’t add capacity. I heard NZ need to recruit 800 cabin crew for their July port restarts! Good luck to them in the current environment.

Yep staff shortage is the biggest issue, looking ahead to the NW schedules both plan to have 5 daily SYD-AKL, both have less wide bodies than before due to smaller fleets. Both look to have 2 SYD-AKL widebodies while NZ have 1 to BNE and MEL and QF just 737s.

LA are back 3x weekly AKL-SYD increasing to 6. EK due to return in December to SYD-CHC, will CI return to BNE-AKL?

I think CI is currently doing AKL-TPE non stop with the a350?

The service via BNE used to be an great option, if you need an evening flight post work for to BNE. There J/PE fares used to be an steal on that route.

Yes AKL is Non stop on an A359 from TPE, operates most days and has done for the whole of the last 2 years, must be decent freight movement at that frequency.

Uniform reveal from Bonza

https://www.news.com.au/travel/travel-a ... 21aec42bc1

Apologies, would have preferred to link to the article in The Australian, but I do not have paid subscription.

Honestly, not sure what to make of it. It's clearly an eye grabbing gimmick and it does differ from any of the competition. But the problem from my point of view is that "uniforms" such as these are linked to fashion trends and will date quickly. Are staff expected to update annually?

Cheers.

Qantas has moved forward planned daily A380 on SYD-LAX to 1 Dec 22, previously planned for 23 Mar 23, overall frequency will be reduced from 9 weekly

https://aeroroutes.com/eng/220611-qfdec22sydlax

From 1 Jul 22, Philippine Airlines will see both MEL and SYD with 5 weekly A333 instead of a mix a A333/A321neo

https://aeroroutes.com/eng/220610-prjul22au

Chipmunk1973 wrote:

Uniform reveal from Bonza

https://www.news.com.au/travel/travel-a ... 21aec42bc1

Apologies, would have preferred to link to the article in The Australian, but I do not have paid subscription.

Honestly, not sure what to make of it. It's clearly an eye grabbing gimmick and it does differ from any of the competition. But the problem from my point of view is that "uniforms" such as these are linked to fashion trends and will date quickly. Are staff expected to update annually?

Cheers.

The white shoes for pilots may have to be one of the silliest things I've ever seen, and also impractical.

Pilots need solid leather shoes (to effectively control rudder pedals), plus part of the job involves external inspections possibly in rain and those white shoes will get filthy quickly. You could also say at times pilots need to exert a bit of gravitas and authority and those white sneakers will have people laughing at them instead. Lots of pilots in their 40s, 50s and even 60s, who generally aren't selected for good looks, they'll look like utter clowns dressed like 19 year old Instagram "influencers" like the model used in that photo shoot.

sierrakilo44 wrote:

Chipmunk1973 wrote:

Uniform reveal from Bonza

https://www.news.com.au/travel/travel-a ... 21aec42bc1

Apologies, would have preferred to link to the article in The Australian, but I do not have paid subscription.

Honestly, not sure what to make of it. It's clearly an eye grabbing gimmick and it does differ from any of the competition. But the problem from my point of view is that "uniforms" such as these are linked to fashion trends and will date quickly. Are staff expected to update annually?

Cheers.

The white shoes for pilots may have to be one of the silliest things I've ever seen, and also impractical.

Pilots need solid leather shoes (to effectively control rudder pedals), plus part of the job involves external inspections possibly in rain and those white shoes will get filthy quickly. You could also say at times pilots need to exert a bit of gravitas and authority and those white sneakers will have people laughing at them instead. Lots of pilots in their 40s, 50s and even 60s, who generally aren't selected for good looks, they'll look like utter clowns dressed like 19 year old Instagram "influencers" like the model used in that photo shoot.

Yeah I must be getting old - but at 33, I think those ‘uniforms’ look cheap and impractical- going to be freezing in any galley.

Why can’t uniforms be uniform? You are there to represent the brand, not express your own style? Don’t like grooming standards, don’t work in customer facing roles? I’m open to non-gendered uniforms, and no heals or skirts for ladies. But yeah if you choose to wear make up it has to be company colours, and hair must be up away from food…. I think it’s a shame companies are giving into this level of individuality, as it will naturally flow through to service styles and standards.

ZK-NBT wrote:

Obzerva wrote:

ZK-NBT wrote:

Yep staff shortage is the biggest issue, looking ahead to the NW schedules both plan to have 5 daily SYD-AKL, both have less wide bodies than before due to smaller fleets. Both look to have 2 SYD-AKL widebodies while NZ have 1 to BNE and MEL and QF just 737s.

LA are back 3x weekly AKL-SYD increasing to 6. EK due to return in December to SYD-CHC, will CI return to BNE-AKL?

From memory there was also an SQ MEL-WLG I think I 3x weekly
And I believe there was a PR CNS-MEL, unsure if frequency, but I think that one might be gone

SQ MEL-WLG was 4 went from 4 to 5 weekly in late 2019 and got a long haul A359, that one isn’t coming back anytime soon.

PR CNS-MEL? They had CNS-AKL on an A320 4x weekly, AKL went non stop MNL-AKL in 2017/18 with an A333.

Apologies. I meant CNS-AKL, my bad

qf789 wrote:

From 1 Jul 22, Philippine Airlines will see both MEL and SYD with 5 weekly A333 instead of a mix a A333/A321neo

https://aeroroutes.com/eng/220610-prjul22au

Interesting- PR have always struggled getting the right capacity in AU. I recall they used to have MNL-SYD-MEL-MNL that would switch around directions, they had 340s, they had 330s a few days here a few days there.

sierrakilo44 wrote:

Chipmunk1973 wrote:

Uniform reveal from Bonza

https://www.news.com.au/travel/travel-a ... 21aec42bc1

Apologies, would have preferred to link to the article in The Australian, but I do not have paid subscription.

Honestly, not sure what to make of it. It's clearly an eye grabbing gimmick and it does differ from any of the competition. But the problem from my point of view is that "uniforms" such as these are linked to fashion trends and will date quickly. Are staff expected to update annually?

Cheers.

The white shoes for pilots may have to be one of the silliest things I've ever seen, and also impractical.

Pilots need solid leather shoes (to effectively control rudder pedals), plus part of the job involves external inspections possibly in rain and those white shoes will get filthy quickly. You could also say at times pilots need to exert a bit of gravitas and authority and those white sneakers will have people laughing at them instead. Lots of pilots in their 40s, 50s and even 60s, who generally aren't selected for good looks, they'll look like utter clowns dressed like 19 year old Instagram "influencers" like the model used in that photo shoot.

Are there other images of the uniforms ? I ask as the only image I see of a pilot they have black shoes on.

Otherwise I don't have any issues with the uniforms, they're not great, but they definitely aren't shocking either. They are different and that's what Bonza are going to try and be, I wish them good luck.

LTEN11 wrote:

Are there other images of the uniforms ? I ask as the only image I see of a pilot they have black shoes on.

Otherwise I don't have any issues with the uniforms, they're not great, but they definitely aren't shocking either. They are different and that's what Bonza are going to try and be, I wish them good luck.

Not sure if there was more in the article published in The Australian, but I don't have paid access. Maybe someone who does can add to it.

I think Bonza is trying to recapture some of the Laissez-faire attitude that existed when DJ started. Or perhaps trying to add a bit of SouthWest (WN) vibe. And to their credit, for now, it does offer them some point of difference to the likes of QF, JQ, VA and ZL, which offer a more traditional approach.

That's why I suggested in a previous post, what ZL could potentially do, to differentiate themselves from the rest: Different cabin options, such as a Y+ but not W seat; engage with popular brands for food varieties and methods of purchase, etc. If your brand can offer something enticing that another doesn't, then try it.

It'd be a bit more refreshing than the daily dose of John Sharp calling QF c**ts* all the time.

Cheers

sierrakilo44 wrote:

The white shoes for pilots may have to be one of the silliest things I've ever seen, and also impractical.

Maybe the white shoes will only be worn on services to OOL

Cheers

DavidByrne wrote:

zkncj wrote:

Unless VA jumps back on the Tasman, I really can’t see NZ/QF competing. They are both friends, it’s both in there best interest not to dump excess capacity on the Tasman. They probably currently are making more money now, on AKL-SYD/BNE/MEL with the limit flights they have, then back in 2019.

Umm, NZ and QF are not “friends” on the Tasman. Their “friendship” is solely in regard to codesharing on domestic flights in both countries. Any informal “arrangement” on the Tasman would be absolutely stomped on by the regulators. You can be sure that NZ will do what it needs to to retain its market leadership.

As regards fares, there are still cheap ones to be found if you look around, though certainly not on all routes at all times. I was able to pick up an AKL-HBA flight on NZ for around $NZ220 (late July departure) and there are AKL-ADL flights on sale now for $NZ269.

Air NZ and Qantas are working closely with Air NZ offering QF BNE, SYD ,MEL flights from AKL, WLG, CHC on the booking system sometimes it's the only option available on some days.

Quick question. The A380s are not able to use the domestic terminals across Australia. With QF replacing them with A350s and 789s, are they able to use domestic gates, and is there going to be more fleet flexibility?

NZ516 wrote:

DavidByrne wrote:

zkncj wrote:

Unless VA jumps back on the Tasman, I really can’t see NZ/QF competing. They are both friends, it’s both in there best interest not to dump excess capacity on the Tasman. They probably currently are making more money now, on AKL-SYD/BNE/MEL with the limit flights they have, then back in 2019.

Umm, NZ and QF are not “friends” on the Tasman. Their “friendship” is solely in regard to codesharing on domestic flights in both countries. Any informal “arrangement” on the Tasman would be absolutely stomped on by the regulators. You can be sure that NZ will do what it needs to to retain its market leadership.

As regards fares, there are still cheap ones to be found if you look around, though certainly not on all routes at all times. I was able to pick up an AKL-HBA flight on NZ for around $NZ220 (late July departure) and there are AKL-ADL flights on sale now for $NZ269.

Air NZ and Qantas are working closely with Air NZ offering QF BNE, SYD ,MEL flights from AKL, WLG, CHC on the booking system sometimes it's the only option available on some days.

I’m not quite sure what you mean here? QF/NZ don’t have anything to do with each other on the Tasman, when 2 doesn’t have a flight on a specific route one day they will have a codeshare via another city.

qf2220 wrote:

Quick question. The A380s are not able to use the domestic terminals across Australia. With QF replacing them with A350s and 789s, are they able to use domestic gates, and is there going to be more fleet flexibility?

There were 747 capable gates, unless they have been reconfigured you would think A350s and 787s could use those although a 787 may fit in an A330 capable gate? Are the A330 gates the same ones the 747s used to use?

ZK-NBT wrote:

qf2220 wrote:

Quick question. The A380s are not able to use the domestic terminals across Australia. With QF replacing them with A350s and 789s, are they able to use domestic gates, and is there going to be more fleet flexibility?

There were 747 capable gates, unless they have been reconfigured you would think A350s and 787s could use those although a 787 may fit in an A330 capable gate? Are the A330 gates the same ones the 747s used to use?

Yeah in Brisbane I think from memory gate 24 at Qantas end is currently used for A330 and 787. 747 use to use it so A350 definitely could, dunno about A380. Sydney has Gate 10,11 and I think 13 can be used for A330,787,747 etc. Unsure about other ports sorry.

ZK-NBT wrote:

NZ516 wrote:

DavidByrne wrote:

Umm, NZ and QF are not “friends” on the Tasman. Their “friendship” is solely in regard to codesharing on domestic flights in both countries. Any informal “arrangement” on the Tasman would be absolutely stomped on by the regulators. You can be sure that NZ will do what it needs to to retain its market leadership.

As regards fares, there are still cheap ones to be found if you look around, though certainly not on all routes at all times. I was able to pick up an AKL-HBA flight on NZ for around $NZ220 (late July departure) and there are AKL-ADL flights on sale now for $NZ269.

Air NZ and Qantas are working closely with Air NZ offering QF BNE, SYD ,MEL flights from AKL, WLG, CHC on the booking system sometimes it's the only option available on some days.

I’m not quite sure what you mean here? QF/NZ don’t have anything to do with each other on the Tasman, when 2 doesn’t have a flight on a specific route one day they will have a codeshare via another city.

What I mean is if no NZ CHC-SYD there is next a NZ CHC-WLG-SYD and also offer CHC-MEL-SYD with the second sector on QF.

NZ516 wrote:

ZK-NBT wrote:

NZ516 wrote:

Air NZ and Qantas are working closely with Air NZ offering QF BNE, SYD ,MEL flights from AKL, WLG, CHC on the booking system sometimes it's the only option available on some days.

I’m not quite sure what you mean here? QF/NZ don’t have anything to do with each other on the Tasman, when 2 doesn’t have a flight on a specific route one day they will have a codeshare via another city.

What I mean is if no NZ CHC-SYD there is next a NZ CHC-WLG-SYD and also offer CHC-MEL-SYD with the second sector on QF.

Sure, they have codeshared on NZ and AU domestic flights since 2019 (or 2018?). They don’t, however, codeshare on the Trans-Tasman flights, and are competitors for the NZ-AU sector. There is literally zero chance of the competition regulators in either country approving a broader QF-NZ partnership. It would give them an effective monopoly between the two countries.

Rex has announced MEL-DPO, and still manages to take a swipe at Qantas in the process.

TL,DR: Qantas launched MEL-ABX so we had to withdraw from that route as we cannot compete against Qantas’ predatory pricing. We are therefore reallocating the resources to MEL-DPO to provide much needed competition against Qantas’ monopolistic pricing.

Surely I’m not the only one confused by this logical inconsistency!

https://www.smh.com.au/business/compani ... 5atdi.html

RyanairGuru wrote:

Rex has announced MEL-DPO, and still manages to take a swipe at Qantas in the process.

TL,DR: Qantas launched MEL-ABX so we had to withdraw from that route as we cannot compete against Qantas’ predatory pricing. We are therefore reallocating the resources to MEL-DPO to provide much needed competition against Qantas’ monopolistic pricing.

Surely I’m not the only one confused by this logical inconsistency!

https://www.smh.com.au/business/compani ... 5atdi.html

I suspect MEL - DPO has a larger potential passenger share than ABX - MEL. It's a pretty easy drive from Albury to Melbourne. Having said that methinks Rex complains too much.

NTLDaz wrote:

RyanairGuru wrote:

Rex has announced MEL-DPO, and still manages to take a swipe at Qantas in the process.

TL,DR: Qantas launched MEL-ABX so we had to withdraw from that route as we cannot compete against Qantas’ predatory pricing. We are therefore reallocating the resources to MEL-DPO to provide much needed competition against Qantas’ monopolistic pricing.

Surely I’m not the only one confused by this logical inconsistency!

https://www.smh.com.au/business/compani ... 5atdi.html

I suspect MEL - DPO has a larger potential passenger share than ABX - MEL. It's a pretty easy drive from Albury to Melbourne. Having said that methinks Rex complains too much.

It’s almost like ZL have the word “Qantas” saved in their media release template. Someone should get in to that.

NTLDaz wrote:

RyanairGuru wrote:

Rex has announced MEL-DPO, and still manages to take a swipe at Qantas in the process.

TL,DR: Qantas launched MEL-ABX so we had to withdraw from that route as we cannot compete against Qantas’ predatory pricing. We are therefore reallocating the resources to MEL-DPO to provide much needed competition against Qantas’ monopolistic pricing.

Surely I’m not the only one confused by this logical inconsistency!

https://www.smh.com.au/business/compani ... 5atdi.html

I suspect MEL - DPO has a larger potential passenger share than ABX - MEL. It's a pretty easy drive from Albury to Melbourne. Having said that methinks Rex complains too much.

Oh I agree. It makes absolute sense that a city in Tasmania would be a much larger air travel market than one that can be driven in 3 hours, but the whole blaming Qantas for everything (apart from exiting SYD-CBR when they tried a new line and blamed Virgin Australia instead) is getting a bit old. As Qantas rightly pointed out, they do not serve Lismore or Bathurst yet Rex still blamed them.

oskarclare wrote:

ZK-NBT wrote:

qf2220 wrote:

Quick question. The A380s are not able to use the domestic terminals across Australia. With QF replacing them with A350s and 789s, are they able to use domestic gates, and is there going to be more fleet flexibility?

There were 747 capable gates, unless they have been reconfigured you would think A350s and 787s could use those although a 787 may fit in an A330 capable gate? Are the A330 gates the same ones the 747s used to use?

Yeah in Brisbane I think from memory gate 24 at Qantas end is currently used for A330 and 787. 747 use to use it so A350 definitely could, dunno about A380. Sydney has Gate 10,11 and I think 13 can be used for A330,787,747 etc. Unsure about other ports sorry.

MEL can put widebodies on 11, 12, 21 and 23 - with the latter two being dual door gates.

ET has a review of the A220 at QF:

https://www.executivetraveller.com/qantas-a220

Cheers