Does anyone know why A380 VH-OQC has been at AUH since June, 2021?

JJWess wrote:

I had doubts about QF going with the 787 to replace the A330’s due to delivery issues etc, but after just reading an article on Boeing and how they plan to hire thousands into their manufacturing plants… I have new hope.

But it’ll come down to who has the best deal I reckon. Isn’t the CFO heading the A330 replacement project anyway?

Airbus will have to pull together quite a compelling offer to out-do 2015 787 pricing QF has for 30 purchase rights outstanding.
I can see an exclusive B789 and A345K fleet as QF's long-haul fleet by the decade's end.

40x B787-9
20x A350-1000

I saw an article on the SMH that was behind a paywall that was talking about an emergency Sunday morning in the tower that caused a couple of early morning arrivals to be diverted. I haven't seen a similar story on other Sydney news, is there any other information on this?

When are the A380s due to be replaced now that they're back in the fleet? From the initial x12 A35K or are these purely growth aircraft?

Or will it take a top up order for A35K to replace the A380s in 5-10 years time?

mrkerr7474 wrote:

When are the A380s due to be replaced now that they're back in the fleet? From the initial x12 A35K or are these purely growth aircraft?

Or will it take a top up order for A35K to replace the A380s in 5-10 years time?

The A380’s will be hanging around until end of the decade.

Qantas have already indicated SYD-SIN-LHR service will operate along side SYD/MEL-LHR, however whether or not this warrants capacity of the A380 is debatable.


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csturdiv wrote:

I saw an article on the SMH that was behind a paywall that was talking about an emergency Sunday morning in the tower that caused a couple of early morning arrivals to be diverted. I haven't seen a similar story on other Sydney news, is there any other information on this?

Just saw this on 7 News:

https://7news.com.au/news/nsw/sydney-ai ... -c-9588173

Yeah we were scheduled on United 842 SYD-LAX today but it was cancelled because the incoming plane (IAH flight) was diverted to CBR.

travelin man wrote:

Yeah we were scheduled on United 842 SYD-LAX today but it was cancelled because the incoming plane (IAH flight) was diverted to CBR.

CBR with a United 787? Anyone get a pic of that?

Was Flybe the operator/ lessee for 2 of 4 QF’s owned LHR slots (i could be wrong) With them going bust yesterday what time frame do these slots have to be used and operated by . I don't see Qantas using these until the A350 arrives in a little over 2 years time.

BA leases the two LHR slots from QF. Usually on a five year basis. I’m unsure when the current lease is set to expire.

My understanding is they have another early afternoon and evening departure.

Considering how often QF9/10 is oversold it wouldn’t surprise me if QF assumed the slots if the lease ends before the A350s come along.

Combining a few recent questions
1. What will QF do with all the A380s it has?
2. When does QF's slot leases by BA at LHR come up for renewals?
3. QF9/10 is often oversold.

Any chance that QF would reinstate a second A380 to LHR ex SIN using the likely A380 from MEL-SIN once they all come online? Perhaps as some sort of same plane route sharpener for the prior to A350s taking over the directs?

Or too much capacity?

qf2220 wrote:

Combining a few recent questions
1. What will QF do with all the A380s it has?
2. When does QF's slot leases by BA at LHR come up for renewals?
3. QF9/10 is often oversold.

Any chance that QF would reinstate a second A380 to LHR ex SIN using the likely A380 from MEL-SIN once they all come online? Perhaps as some sort of same plane route sharpener for the prior to A350s taking over the directs?

Or too much capacity?

It’s possible.
I’d say PER-LHR would become it’s own route (which frankly, many days of the week it already is as the 787 doesn’t always continue across to MEL). The A380 would then take over QF9 via SIN.
Perhaps timed differently to QF1?

I’d want to know what they would do with them AFTER the A350’s come though - Perhaps more LAX flying? I don’t know if BNE-LAX would work but I can see some adhoc flights from MEL and SYD

getluv wrote:

BA leases the two LHR slots from QF. Usually on a five year basis. I’m unsure when the current lease is set to expire.

My understanding is they have another early afternoon and evening departure.

Considering how often QF9/10 is oversold it wouldn’t surprise me if QF assumed the slots if the lease ends before the A350s come along.

Thanks for correcting me.

ZK-NBT wrote:

JJWess wrote:

qf2220 wrote:

Combining a few recent questions
1. What will QF do with all the A380s it has?
2. When does QF's slot leases by BA at LHR come up for renewals?
3. QF9/10 is often oversold.

Any chance that QF would reinstate a second A380 to LHR ex SIN using the likely A380 from MEL-SIN once they all come online? Perhaps as some sort of same plane route sharpener for the prior to A350s taking over the directs?

Or too much capacity?

It’s possible.
I’d say PER-LHR would become it’s own route (which frankly, many days of the week it already is as the 787 doesn’t always continue across to MEL). The A380 would then take over QF9 via SIN.
Perhaps timed differently to QF1?

I’d want to know what they would do with them AFTER the A350’s come though - Perhaps more LAX flying? I don’t know if BNE-LAX would work but I can see some adhoc flights from MEL and SYD

A second SIN-LHR doesn’t strike me as that likely but I don’t know, QF have made some interesting calls of late. Re the 787 in PER-LHR they do need to get the 787 back to MEL.

What will happen to the A380s when the A350s arrive, not a lot, the A380 will continue on SYD/MEL-LAX, SYD-SIN-LHR and where ever else QF end up sending them. I can’t personally see them on BNE-LAX but again QF have done some interesting things recently.

The A350s will be in new flights effectively.

That makes sense. The A380s will probably continue as you say plus MEL-SIN. And then to eventually replace them at the end of the decade, an eventual top up order of A35K imo

I don't think a 2nd SIN-LHR is likely. QF1/2 J and F are often full, Y is often pretty open in low season.

QF would probably be looking to upgrade QF81/82 to A380 and potentially add a second A332 BNE-SIN that betters time with QF1.

aerohottie wrote:

Airbus will have to pull together quite a compelling offer to out-do 2015 787 pricing QF has for 30 purchase rights outstanding.
I can see an exclusive B789 and A345K fleet as QF's long-haul fleet by the decade's end.

As previously indicated, there is no way to execute those B787-9 purchase rights since the aircraft cannot be delivered by 2025. Even then, why the assumption that those 2015 B787 prices or price structure would be cheaper than now?

Boeing have massively reduced production costs on the B787-9 over the last decade. The development costs that kept prices high/increasing have all been written off - there was quite some controversy in financial markets how rapidly Boeing amortised them (including the tooling). At the same time, the relative oversupply of long haul aircraft in the last few years has also driven priced down. There is no a priori reason to believe that priced offered by Boeing now (depending on order size and delivery time frame) may not be more competitive than those prices from 2015.

ZK-NBT wrote:

A second SIN-LHR doesn’t strike me as that likely but I don’t know, QF have made some interesting calls of late. Re the 787 in PER-LHR they do need to get the 787 back to MEL.

What will happen to the A380s when the A350s arrive, not a lot, the A380 will continue on SYD/MEL-LAX, SYD-SIN-LHR and where ever else QF end up sending them. I can’t personally see them on BNE-LAX but again QF have done some interesting things recently.

The A350s will be in new flights effectively.

Totally correct on QF and interesting calls. It's easy for the armchair CEOs to hypothecate, but we don't have access to the depths of the data and analytics that airlines have access to nowadays. So while their moves can be surprising, they shouldn't shock us. A third LHR isn't out of the question. The LHR slot values are relatively low at the moment, so if the lease is coming up for renewal anytime soon they may have a much lower opportunity cost. Furthermore, assuming they'll want the slot back from Project Sunrise they may have to take it back sooner than they want.

We shouldn't discount any short term configurations for the use of a third LHR slot. MEL-SIN-LHR has historical significance, but there are plenty of other SE Asian 5th freedom options including BKK although yield may undermine that option since (e.g. MEL-BKK is already a JQ route). I would argue that HKG might be an interesting option though since it may be a likely A380 destination and the frequency limitations on the route may come into play and 5th freedoms to the UK are allowable.

Another option may be a second PER-LHR flight, however with the second frequency routing from BNE rather than MEL (or SYD as the case with FCO). It may be a particularly good marketing opportunity for QF with little operational risk given the ability to also carry local traffic on the domestic leg and connect significant domestic traffic in PER.

mrkerr7474 wrote:

That makes sense. The A380s will probably continue as you say plus MEL-SIN. And then to eventually replace them at the end of the decade, an eventual top up order of A35K imo

The A380s will carry on for a while. They are fully amortised and given what QF have spent on them recently with cabin refurbishments and heavy maintenance, we can expect them to fly on. The A35K is the obvious contender, but one might expect an alternative configuration. The density of the 12 initial A35Ks won't work across the network though.

Today’s QF2104 SYD-CFS has returned to SYD after the flight crew were alerted by a fault indicator over a potential landing gear issue, the flight arrived safely back in SYD

https://www.9news.com.au/national/qanta ... e6115c2169

ZK-NBT wrote:

evanb wrote:

mrkerr7474 wrote:

That makes sense. The A380s will probably continue as you say plus MEL-SIN. And then to eventually replace them at the end of the decade, an eventual top up order of A35K imo

The A380s will carry on for a while. They are fully amortised and given what QF have spent on them recently with cabin refurbishments and heavy maintenance, we can expect them to fly on. The A35K is the obvious contender, but one might expect an alternative configuration. The density of the 12 initial A35Ks won't work across the network though.

I have seen some say the 2nd SYD-SIN could go A380, sounds good to me except that doesn’t free any 789s up so maybe JNB at 4-5 weekly is more likely?

QF said they want an aircraft that can fly SYD-LHR one-day and SYD-HKG the next in terms of sunrise A350s, perhaps that is where the 359 fits with 280 seats in a J, W, Y configuration, otherwise they end up with more than 1 A351 configuration which is obviously also a possibility, while the 789s get a midlife refit in the late 2020s to a more regional A330 replacement with just J, Y seating?

I feel like the 787-10 (with the potential MTOW increase) would be a better fit to replace the A330’s, at least the 300’s. This way the 789’s would be for premium heavy routes, and the 7810 for the routes that warrant more economy seating.
I feel a 789 order top up is imminent, albeit without tapping into the “purchase right/option” debate.

NZ801 wrote:

a320fan wrote:

So Bonzas flights are on sale, and it wasn’t a misreading or miscommunication of their pre launch press releases, flights are only for sale through the app. Seems like such a shortsighted and stupid business decision. I’m 100% of the smart phone generation but I’m not going to be booking flights or holidays on an app, that’s something I’m going to be jumping on a computer for. Then there’s the older generation who on their regional to MCY routes wouldn’t be an insignificant portion, who are likely to either be not confident in using their smartphones capabilities or maybe even don’t own one at all. Seems silly to make it harder to buy your product.

Wow! Writing off an entire approach by a business simply because their approach doesn’t fit your preferences or ageist views.

Working in the tech sector... I completely agree with him, a lot of our older members of society STILL do not have a complete grasp of technology, especially going to the point of downloading an app to book a flight. This is also an issue regardless of age or demographic even... by locking your customers into using a smartphone app as their only avenue to purchase your product, you're locking out a lot of potential customers. This is especially perplexing when the backend tech infrastucture is mostly the same to offer a browser based booking interface.

ZK-NBT wrote:

JJWess wrote:

ZK-NBT wrote:

I have seen some say the 2nd SYD-SIN could go A380, sounds good to me except that doesn’t free any 789s up so maybe JNB at 4-5 weekly is more likely?

QF said they want an aircraft that can fly SYD-LHR one-day and SYD-HKG the next in terms of sunrise A350s, perhaps that is where the 359 fits with 280 seats in a J, W, Y configuration, otherwise they end up with more than 1 A351 configuration which is obviously also a possibility, while the 789s get a midlife refit in the late 2020s to a more regional A330 replacement with just J, Y seating?

I feel like the 787-10 (with the potential MTOW increase) would be a better fit to replace the A330’s, at least the 300’s. This way the 789’s would be for premium heavy routes, and the 7810 for the routes that warrant more economy seating.
I feel a 789 order top up is imminent, albeit without tapping into the “purchase right/option” debate.

The 781 would be great into Asia, however the thing I see is that it can’t do anything much else even with an MTOW increase, does it give QF the flexibility they need going forward?

UA have operated their B7810’s LAX-SYD which is another option should QF order the type.
However, I’d say a high density sub fleet of A351s is on the cards.


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The app-only booking strategy is designed to drive app downloads on launch, I think we will see them expand booking options pretty quickly (ie within weeks or months at the most).

There is a clear correlation between app download rate and customer return rate.

JJWess wrote:

I feel like the 787-10 (with the potential MTOW increase) would be a better fit to replace the A330’s, at least the 300’s. This way the 789’s would be for premium heavy routes, and the 7810 for the routes that warrant more economy seating.
I feel a 789 order top up is imminent, albeit without tapping into the “purchase right/option” debate.

The B781 is a significantly larger aircraft than the A333 - quite a bit bigger in fact. If QF wanted an economy people mover to replace A333s, it could just have a less dense B789. Consider the VA B789s (C28 Y283 - with a 32in Y pitch!) with a similar cabin density to the QF long haul A333 (C28 Y269). By comparison, QF's B789s are C42 W28 Y166 - so it's very much QF's choice rather than the B789 design. By comparison, VA's B781 are C24 Y343. So it's very dependent on whether QF wants similar size and density to the A333 or if they do want a larger aircraft. I suspect they don't want a larger A333 replacement since it reduces the flexibly of the aircraft. There are many A333 routes where they want to be able to offer higher frequency and lower capacity gives them more flexibility in that regard.

I'm also not sure why they would be interested in the higher MTOW B781, if anything what might give QF interest is its relatively low MTOW (it's not really low since it's that by design). It was design to carry a larger volume of pax than a B789 on a shorter route (e.g. trans Atlantic), so it would have great economics on routes to Asia if QF wanted the scale. QF will have the B789 and A35K for longer stages. Whatever the A332 and A333 replacement is, it won't need dramatic range.

EK413 wrote:

UA have operated their B7810’s LAX-SYD which is another option should QF order the type.
However, I’d say a high density sub fleet of A351s is on the cards.

They've operated it as a sub, but no doubt with some hefty penalties. Given that it has the same MTOW as the B789 (254t), yet 7t heavier, it'll carry less payload than the B789 while burning more fuel. Just because it can, certainly doesn't mean it's the right aircraft for the route.

freshwater wrote:

NZ801 wrote:

a320fan wrote:

So Bonzas flights are on sale, and it wasn’t a misreading or miscommunication of their pre launch press releases, flights are only for sale through the app. Seems like such a shortsighted and stupid business decision. I’m 100% of the smart phone generation but I’m not going to be booking flights or holidays on an app, that’s something I’m going to be jumping on a computer for. Then there’s the older generation who on their regional to MCY routes wouldn’t be an insignificant portion, who are likely to either be not confident in using their smartphones capabilities or maybe even don’t own one at all. Seems silly to make it harder to buy your product.

Wow! Writing off an entire approach by a business simply because their approach doesn’t fit your preferences or ageist views.

Working in the tech sector... I completely agree with him, a lot of our older members of society STILL do not have a complete grasp of technology, especially going to the point of downloading an app to book a flight. This is also an issue regardless of age or demographic even... by locking your customers into using a smartphone app as their only avenue to purchase your product, you're locking out a lot of potential customers. This is especially perplexing when the backend tech infrastucture is mostly the same to offer a browser based booking interface.

Whilst I agree it will be somewhat of a handicap (also working in tech, the amount of hits we get from Internet Explorer is terrifying) as someone in the younger demographic who hates using apps, I still will be booking with them, and making the commute to Maroochydore from Brisbane, so long as the fares are less than half that of the competition. I expect they will scale out to browser and external websites sooner rather than later. Are flight centre selling Bonza flights? Thecolder people I know in Rocky/Yeppoon usually either use Flight Centre or get a younger relative (me) to book for them.

EK413 wrote:

ZK-NBT wrote:

JJWess wrote:

I feel like the 787-10 (with the potential MTOW increase) would be a better fit to replace the A330’s, at least the 300’s. This way the 789’s would be for premium heavy routes, and the 7810 for the routes that warrant more economy seating.
I feel a 789 order top up is imminent, albeit without tapping into the “purchase right/option” debate.

The 781 would be great into Asia, however the thing I see is that it can’t do anything much else even with an MTOW increase, does it give QF the flexibility they need going forward?

UA have operated their B7810’s LAX-SYD which is another option should QF order the type.
However, I’d say a high density sub fleet of A351s is on the cards.


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While I agree they will probably have a higher density A351 down the road, that surely wont allow for QFs strategy of SYD-LHR one day and then SYD-HKG the next with the same aircraft? Or is there slack in the Sunrise fleet that allows that to happen without being an aircraft short for Sunrise flights?

QF19/20 to Manila over the weekend was operated by EBK on Sat and EBL on Sunday - that's very unusual to see a 'domestic' A332 operate these routes.

QF must have a A330 grounded somewhere in the network.

Domestic configured A330s do pop up on CGK and MNL from time to time. Those are the two cities first to be hit with the domestic A330s one of the international A330s goes tech/maintenance. Both may even be A321XLR candidates in the future (with slightly increased frequencies) when the second batch of XLRs for QF start being delivered.

QF744ER wrote:

QF19/20 to Manila over the weekend was operated by EBK on Sat and EBL on Sunday - that's very unusual to see a 'domestic' A332 operate these routes.

QF must have a A330 grounded somewhere in the network.

For the second statement, EBQ just got home on Saturday after maintenance at Lufthansa Technik MNL.

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QF744ER wrote:

EK413 wrote:

QF744ER wrote:

I need to double check but VQW might be transferring across to NWK.

-VQW is an 18yr old frame & based on age I’d say you are most likely on the mark.

Confirmed there’s another 3-4 transferring across from JQ to NWK.

Yep - VQW, VQQ, VQR & VQP will go to NWK.

SCFlyer wrote:

Domestic configured A330s do pop up on CGK and MNL from time to time. Those are the two cities first to be hit with the domestic A330s one of the international A330s goes tech/maintenance. Both may even be A321XLR candidates in the future (with slightly increased frequencies) when the second batch of XLRs for QF start being delivered.

MNL will take time considering the airport has limited slots so still a daily 330 until at the earliest, the new airport opens

But I don't mind them flying the XLR seasonally during low passenger volume months.

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The B781 is a significantly larger aircraft than the A333 - quite a bit bigger in fact. If QF wanted an economy people mover to replace A333s, it could just have a less dense B789. Consider the VA B789s (C28 Y283 - with a 32in Y pitch!) with a similar cabin density to the QF long haul A333 (C28 Y269). By comparison, QF's B789s are C42 W28 Y166 - so it's very much QF's choice rather than the B789 design. By comparison, VA's B781 are C24 Y343. So it's very dependent on whether QF wants similar size and density to the A333 or if they do want a larger aircraft. I suspect they don't want a larger A333 replacement since it reduces the flexibly of the aircraft. There are many A333 routes where they want to be able to offer higher frequency and lower capacity gives them more flexibility in that regard.

I assume when you say VA, you mean VS. VS don't have any 78Xs though.

I do agree that the A333 will be replaced by a less premium heavy 789. The A332s are more likely to be replaced by A321XLRs; the 788s could do it but I think it unlikely that QF would go down this path unless they decided JQ no longer needed their existing 788 fleet.

SCFlyer wrote:

Domestic configured A330s do pop up on CGK and MNL from time to time. Those are the two cities first to be hit with the domestic A330s one of the international A330s goes tech/maintenance. Both may even be A321XLR candidates in the future (with slightly increased frequencies) when the second batch of XLRs for QF start being delivered.

On the current A332 domestic flying roster - they are only scheduled to operate out of the following: SYD, MEL, PER, CGK, DPS and SIN.

There was a A333 stuck in AKL with the airport flooding.

QF744ER wrote:

SCFlyer wrote:

Domestic configured A330s do pop up on CGK and MNL from time to time. Those are the two cities first to be hit with the domestic A330s one of the international A330s goes tech/maintenance. Both may even be A321XLR candidates in the future (with slightly increased frequencies) when the second batch of XLRs for QF start being delivered.

On the current A332 domestic flying roster - they are only scheduled to operate out of the following: SYD, MEL, PER, CGK, DPS and SIN.

There was a A333 stuck in AKL with the airport flooding.

As I regular customer from CGK, I can confirm the domestic configured A332s are regularly scheduled on QF41/42. This route probably works given it only has one meal service and a small snack before landing so the smaller galley is not such an issue. I have also seen them on QF35/36 but with no QF37/38, the former has often been an A333 post-COVID.

It is not uncommon to get some of the original Cityflyer A332s on QF41/42 which don't have IFE in Y just iPads. Probably not so common now though given EBD seems to have been unofficially retired and EBE is heading off for freighter conversion.

tullamarine wrote:

The B781 is a significantly larger aircraft than the A333 - quite a bit bigger in fact. If QF wanted an economy people mover to replace A333s, it could just have a less dense B789. Consider the VA B789s (C28 Y283 - with a 32in Y pitch!) with a similar cabin density to the QF long haul A333 (C28 Y269). By comparison, QF's B789s are C42 W28 Y166 - so it's very much QF's choice rather than the B789 design. By comparison, VA's B781 are C24 Y343. So it's very dependent on whether QF wants similar size and density to the A333 or if they do want a larger aircraft. I suspect they don't want a larger A333 replacement since it reduces the flexibly of the aircraft. There are many A333 routes where they want to be able to offer higher frequency and lower capacity gives them more flexibility in that regard.

I assume when you say VA, you mean VS. VS don't have any 78Xs though.

I do agree that the A333 will be replaced by a less premium heavy 789. The A332s are more likely to be replaced by A321XLRs; the 788s could do it but I think it unlikely that QF would go down this path unless they decided JQ no longer needed their existing 788 fleet.

He was referring to Vietnam Airlines

getluv wrote:

BA leases the two LHR slots from QF. Usually on a five year basis. I’m unsure when the current lease is set to expire.

My understanding is they have another early afternoon and evening departure.

Trying to satisfy curiosity but what were the BKK and HKG flight timings by QF into and out of LHR? Where is a good resource for historic timetables?

qf2220 wrote:

getluv wrote:

BA leases the two LHR slots from QF. Usually on a five year basis. I’m unsure when the current lease is set to expire.

My understanding is they have another early afternoon and evening departure.

Trying to satisfy curiosity but what were the BKK and HKG flight timings by QF into and out of LHR? Where is a good resource for historic timetables?

Both night flights, only SIN (1 of 2) had the lunchtime departure. Purely from my own logs, QF30 in 2011 had a dept of 22:30 while QF2 had a dept of 22:10.

ZK-NBT wrote:

jrfspa320 wrote:

qf2220 wrote:

Trying to satisfy curiosity but what were the BKK and HKG flight timings by QF into and out of LHR? Where is a good resource for historic timetables?

Both night flights, only SIN (1 of 2) had the lunchtime departure. Purely from my own logs, QF30 in 2011 had a dept of 22:30 while QF2 had a dept of 22:10.

QF had 3 morning arrivals at LHR 2x SIN and BKK, HKG was around midday, departures were 2x midday ish 1x HKG, 1x SIN and 2x night 1x SIN, 1x BKK

I think it depends on the year? QF fluctuated between 2 or 3 night departures from LHR.

ZK-NBT wrote:

mrkerr7474 wrote:

EK413 wrote:

UA have operated their B7810’s LAX-SYD which is another option should QF order the type.
However, I’d say a high density sub fleet of A351s is on the cards.


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While I agree they will probably have a higher density A351 down the road, that surely wont allow for QFs strategy of SYD-LHR one day and then SYD-HKG the next with the same aircraft? Or is there slack in the Sunrise fleet that allows that to happen without being an aircraft short for Sunrise flights?

A higher density A351 won’t allow that flexibility. However there may be routes like HKG/SIN/HND where the premium capacity can be filled in the sunrise aircraft. LAX needs capacity in all classes to replace the A380, not sure a more dense A351 will have F though? Which makes me wonder though 789s replaced 744s so how much density to QF need, it maybe moving aircraft around a bit more seasonally to increase capacity into some markets?

I’m curious as surely this will dove tail into a 380 replacement? Higher density 350 for 380 replacement for HND, HKG,SIN,LAX,LHR, and upgauge some current SYD 789 routes SYD-JNB, SFO, DFW. makes sense to me!

Eventually 20- 789 two configs, and 20 35K two configs? Interesting times ahead regardless

JJWess wrote:

travelin man wrote:

Yeah we were scheduled on United 842 SYD-LAX today but it was cancelled because the incoming plane (IAH flight) was diverted to CBR.

CBR with a United 787? Anyone get a pic of that?

I saw a few posted on an Australian Aircraft Photos spotters page on Facebook.

QF744ER wrote:

Confirmed there’s another 3-4 transferring across from JQ to NWK.

Where would they be deployed? WA resource market is fairly static at the moment. Extra capacity going in from some operators like Rex’s NJE.

Some of NWK’s F100s are now 30 years old. Very long in the tooth for passenger aircraft, and with all negative press Qantas have been getting having increasingly older aircraft isn’t too much of a good look. Perhaps more aircraft will be to maintain the current level of operations. It looks as if Virgin are solidifying their resource ops around bigger NB aircraft (737) only, so perhaps NWK are doing the same. Some of Virgin’s F100s are also 30 years old.

Plus with operational and staffing limitations makes it much easier to hire staff to fly 2 A320s to fly instead of 3 F100s.

sierrakilo44 wrote:

Some of NWK’s F100s are now 30 years old. Very long in the tooth for passenger aircraft, and with all negative press Qantas have been getting having increasingly older aircraft isn’t too much of a good look. Perhaps more aircraft will be to maintain the current level of operations. It looks as if Virgin are solidifying their resource ops around bigger NB aircraft (737) only, so perhaps NWK are doing the same. Some of Virgin’s F100s are also 30 years old.

I never hear of the Fokkers having issues though. It's not the age of the aircraft anyway, it's the maintenance - as long as they're maintained, they're perfectly safe.

Aren't the A220s for Qantas Group also supposed to replace the Fokkers?

ClassicLover wrote:

I never hear of the Fokkers having issues though. It's not the age of the aircraft anyway, it's the maintenance - as long as they're maintained, they're perfectly safe.

Nothing is ever “perfectly safe”, but even 30 years old is pushing it for passenger aircraft. VA can use the (comparatively) younger age of their FIFO fleet as a commercial incentive.

The ex JQ 320s are roughly around 20 years old, no spring chickens themselves but that’s probably the age when an ex pax aircraft “retires” to low density FIFO. Having said that the ex 320s form JQ seem to cause a few headaches for NWK, maybe the new aircraft are to better maintain operational integrity?

I also know NWK are having problems retaining staff, so if the existing 18 F100s were replaced by 10 A320s they’d have the same capacity but need less crew.

Aren't the A220s for Qantas Group also supposed to replace the Fokkers?

The 717s actually. None are based in PER, all of them on the East Coast (operated by subsidiary NJS).