Moderators: richierich, ua900, PanAm_DC10, hOMSaR
ZK-NBT wrote:The 789 can’t do SYD-ORD hence the talk of BNE -ORD, I could see an A350 SYD-ORD
tullamarine wrote:a320fan wrote:redroo wrote:Anyone’s behaviour changing due to the continuing high domestic fares?
I looked to go to Melbourne from Perth this weekend and the data are in the $1000-$1250 region. So cancelled the trip. A few people I’ve spoken to here have started changing their behaviour - weekends in Sydney and Melbourne are for special occasions not on a whim.
If you’ve only just looked to go this weekend that’s pretty late notice, so not surprised it’s high. There’s still plenty of reasonable and affordable fares to be had however. I flew MEL-SYD on VA for $89 last month.
This weekend is a bit of a bad case given it is a long weekend in Melbourne. Looking out a week or so, you can pretty comfortably do a return MEL-SYD-MEL most weekends for under $400 on ZL, JQ or VA. QF are probably about $50-$100 dearer for the return trip but can be competitive if you are prepared to fly earlier etc.
You are correct though that fares have increased generally from where they were pre-pandemic. The days when the dearest part of the trip was the airport parking have gone away, for now at least.
a7ala wrote:I must say the QF B738 product across the Tasman is looking pretty dated now. Has anything been said publically about what and when is likely to replace it? I doubt they would waste the A321XLR on such a short sector?
RyanairGuru wrote:a7ala wrote:I must say the QF B738 product across the Tasman is looking pretty dated now. Has anything been said publically about what and when is likely to replace it? I doubt they would waste the A321XLR on such a short sector?
It looks like Qantas will be ‘wasting’ the XLR on routes much shorter than Trans-Tasman as they haven’t ordered any non-XLR A321s. Assuming the 180Y/20J is accurate then they would definitely have a similar seat to the 737s and nothing fancy in Business, in which case I have no idea why they would pay more for XLRs which are unlikely to ever fly further than PER or DPS.
qf2220 wrote:ZK-NBT wrote:The 789 can’t do SYD-ORD hence the talk of BNE -ORD, I could see an A350 SYD-ORD
I cant see though (from a revenue perspective), why ORD could sustain an A350 with F but DFW could not? Does ORD have more premium connection potential?
The Sunrise A350s has net 2 more seats than the 789s. +6F/+10J/+12W/-26Y.
RyanairGuru wrote:a7ala wrote:I must say the QF B738 product across the Tasman is looking pretty dated now. Has anything been said publically about what and when is likely to replace it? I doubt they would waste the A321XLR on such a short sector?
It looks like Qantas will be ‘wasting’ the XLR on routes much shorter than Trans-Tasman as they haven’t ordered any non-XLR A321s. Assuming the 180Y/20J is accurate then they would definitely have a similar seat to the 737s and nothing fancy in Business, in which case I have no idea why they would pay more for XLRs which are unlikely to ever fly further than PER or DPS.
qf2220 wrote:ZK-NBT wrote:The 789 can’t do SYD-ORD hence the talk of BNE -ORD, I could see an A350 SYD-ORD
I cant see though (from a revenue perspective), why ORD could sustain an A350 with F but DFW could not? Does ORD have more premium connection potential?
The Sunrise A350s has net 2 more seats than the 789s. +6F/+10J/+12W/-26Y.
Chipmunk1973 wrote:qf2220 wrote:ZK-NBT wrote:The 789 can’t do SYD-ORD hence the talk of BNE -ORD, I could see an A350 SYD-ORD
I cant see though (from a revenue perspective), why ORD could sustain an A350 with F but DFW could not? Does ORD have more premium connection potential?
The Sunrise A350s has net 2 more seats than the 789s. +6F/+10J/+12W/-26Y.
I still find it interesting that with all that extra cabin floor space, the net seat increase is only 2. Yes, I know they've announced a "Well Being" zone, I'd imagine the space for it is roughly the same as the -26 Y seats.
Given that the QF variant of the A35K will have the additional 20,000L fuel tank in the cargo hold, there still seems a lot of useable volume for freight (bulk versus weight). Maybe that's QF's "winning lottery ticket", by offering some freight capacity on these direct routes which they no doubt will charge a hefty premium.
Cheers.
RyanairGuru wrote:a7ala wrote:I must say the QF B738 product across the Tasman is looking pretty dated now. Has anything been said publically about what and when is likely to replace it? I doubt they would waste the A321XLR on such a short sector?
It looks like Qantas will be ‘wasting’ the XLR on routes much shorter than Trans-Tasman as they haven’t ordered any non-XLR A321s. Assuming the 180Y/20J is accurate then they would definitely have a similar seat to the 737s and nothing fancy in Business, in which case I have no idea why they would pay more for XLRs which are unlikely to ever fly further than PER or DPS.
Sylus wrote:ben175 wrote:From what I understand, loads have been strong MCY-TSV and MCY-AVV, with the other routes also doing quite well.
elegiac wrote:RyanairGuru wrote:a7ala wrote:I must say the QF B738 product across the Tasman is looking pretty dated now. Has anything been said publically about what and when is likely to replace it? I doubt they would waste the A321XLR on such a short sector?
It looks like Qantas will be ‘wasting’ the XLR on routes much shorter than Trans-Tasman as they haven’t ordered any non-XLR A321s. Assuming the 180Y/20J is accurate then they would definitely have a similar seat to the 737s and nothing fancy in Business, in which case I have no idea why they would pay more for XLRs which are unlikely to ever fly further than PER or DPS.
They're going to have a pretty small A321 fleet for a while and I bet it saves a lot of operational headaches when a plane goes out of service if all of them can be subbed in to operate the 8-10 hour routes the XLR is going to open up.
They also might find some thin international routes with enough yield to profitably operate a "domestic" XLR but not enough to sell out the lie flats in an "international" XLR.
getluv wrote:I think being premium heavy is a point of difference for QF and they probably realised this when the 787s were launched. Hence, Sunrise.
They’ll never be able to compete on price not do they really try to especially when they have a QFF base that are addicted to points and status.
One thing QF has got going for them is that they never have trouble filling their premium cabins, even with their markups. And it’s no wonder their A380 cabin refit was solely focussed on increasing the real estate for their premium cabins in J and W.
I would argue the A333s only having 28J seats is leaving money on the table, when they could have easily pushed it up to 45J and had no issues. Premium cabins are also resistant to macroeconomic downturns.
While their competitors may have a better hard and soft product and at much cheaper prices, there is a perceived exclusivity people feel when flying QF. It sounds outrageous but it’s there. And it’s why I think all their dual aisle aircraft going forward will have at least 30% of real estate dedicated to premium cabins.
aerokiwi wrote:getluv wrote:I
I feel like the price gouging from QF is going to backfire eventually. They have a lock on people via corporate travel accounts and credit card arrangements. That's how they get away with a mediocre service and product offering.
James1980 wrote:So, with the many leased E190s in QLink flying regular domestic sectors within the country, im guessing that there's a pool of 738's sitting around?
Sent from my SM-A526B using Tapatalk
AirbusA322 wrote:Sylus wrote:ben175 wrote:From what I understand, loads have been strong MCY-TSV and MCY-AVV, with the other routes also doing quite well.
The ‘other’ routes are doing terrible. The Rockhampton flight is long dead, I’d be skeptical around any success re the other Rocky routes also, Melbourne might work.
Mackay and Whitsunday not that flash either.
ben175 wrote:Media reporting QF12 in LAX had a slide deployed during departure a few days ago. Didn’t see it posted here.
tristans wrote:
aerokiwi wrote:getluv wrote:I think being premium heavy is a point of difference for QF and they probably realised this when the 787s were launched. Hence, Sunrise.
They’ll never be able to compete on price not do they really try to especially when they have a QFF base that are addicted to points and status.
One thing QF has got going for them is that they never have trouble filling their premium cabins, even with their markups. And it’s no wonder their A380 cabin refit was solely focussed on increasing the real estate for their premium cabins in J and W.
I would argue the A333s only having 28J seats is leaving money on the table, when they could have easily pushed it up to 45J and had no issues. Premium cabins are also resistant to macroeconomic downturns.
While their competitors may have a better hard and soft product and at much cheaper prices, there is a perceived exclusivity people feel when flying QF. It sounds outrageous but it’s there. And it’s why I think all their dual aisle aircraft going forward will have at least 30% of real estate dedicated to premium cabins.
Anecdote alert... the CEO of my rather large travel happy employer just got back from a work trip to the US. He was so disgusted at the prices Qantas charged for business class (he only checke don his return) that he's changed the travel policy - all execs fly premium economy only for long haul. And if there's no Y+ it's economy. This is after ditching QF as our domestic preferred airline, opening up REX and Virgin to all staff.
I feel like the price gouging from QF is going to backfire eventually. They have a lock on people via corporate travel accounts and credit card arrangements. That's how they get away with a mediocre service and product offering.
In other news, "fuel mule" is a brilliant term. Hadn't heard that before.
What is this ‘international’ XLR configuration? I was under the impression that they were all going to have the same configuration, which was basically the 737 interior with more seats and an upgraded screen. Happy to be corrected though.
AirbusA322 wrote:aerokiwi wrote:getluv wrote:I
I feel like the price gouging from QF is going to backfire eventually. They have a lock on people via corporate travel accounts and credit card arrangements. That's how they get away with a mediocre service and product offering.
That’s the duopoly at play right there. They don’t really have a major player to keep them honest. Woolworths and Coles have Aldi, who have actually forced those other two to lower prices, increase investment in home brands, it’s a very competitive field. The winner is the customer.
I don’t think any price gouging will backfire, yet. At the end if the day, QF is the monopoly player in so many markets, and unless we have someone else come in, or if Virgin becomes much bigger, little will change. Considering the lack of slots in many cities, it’s not really possible for someone else to walk in and take it to QF. Especially in regional areas, people have been screwed over for as long as those services have existed. Rex guilty also.
I assume executive bonus schemes are connected to margin growth. No doubt executives will be paid at stretch target as they have been fleecing the consumers. Shame on them.
RyanairGuru wrote:James1980 wrote:So, with the many leased E190s in QLink flying regular domestic sectors within the country, im guessing that there's a pool of 738's sitting around?
Sent from my SM-A526B using Tapatalk
Not really, there’s mostly a pool of 717s sitting around.
737 utilisation is fairly high. There are relatively fewer A330s (and therefore relatively more 737s) flying SYD-MEL, SYD-PER etc, plus some of the Covid thought-bubbles have stuck (BNE-MKY was all Q400 before Covid, now mostly 737). 737s have also started appearing a bit more frequently in CBR and HBA again (mostly replacing 717s).
smi0006 wrote:RyanairGuru wrote:James1980 wrote:So, with the many leased E190s in QLink flying regular domestic sectors within the country, im guessing that there's a pool of 738's sitting around?
Sent from my SM-A526B using Tapatalk
Not really, there’s mostly a pool of 717s sitting around.
737 utilisation is fairly high. There are relatively fewer A330s (and therefore relatively more 737s) flying SYD-MEL, SYD-PER etc, plus some of the Covid thought-bubbles have stuck (BNE-MKY was all Q400 before Covid, now mostly 737). 737s have also started appearing a bit more frequently in CBR and HBA again (mostly replacing 717s).
Interesting around the 717s are the E190 lease much cheaper? Or as rumoured NationalJet has a crew shortage? Equally when would the crew start conversion training for the A220? Training must be beginning in coming months to build up a pool?
It there a way to pull a list of E190 and 717 routes?
DeltaB717 wrote:smi0006 wrote:RyanairGuru wrote:
Not really, there’s mostly a pool of 717s sitting around.
737 utilisation is fairly high. There are relatively fewer A330s (and therefore relatively more 737s) flying SYD-MEL, SYD-PER etc, plus some of the Covid thought-bubbles have stuck (BNE-MKY was all Q400 before Covid, now mostly 737). 737s have also started appearing a bit more frequently in CBR and HBA again (mostly replacing 717s).
Interesting around the 717s are the E190 lease much cheaper? Or as rumoured NationalJet has a crew shortage? Equally when would the crew start conversion training for the A220? Training must be beginning in coming months to build up a pool?
It there a way to pull a list of E190 and 717 routes?
E190:
BNE: ADL, CNS, CBR, TSV, some NTL... MKY, ROK, GLT and ISA to come
ADL: ASP, CBR, DRW, HBA, NTL, OOL occasionally
DRW: ASP, CBR, DIL, BNE for the next couple of weeks
TSV: MEL, SYD
MEL: NTL and CBR both starting mid-year
B717:
BNE: CBR, CNS, TSV, ROK, GLT, ISA, NTL, HBA, LST (seasonal)
MEL: CBR, HBA, LST, NTL, SYD, CFS, OOL, MCY
SYD: CBR, OOL, MCY, HBA, LST
CBR: HBA, CNS, MCY (seasonal), OOL (not sure if this route is gone for good though actually since JQ started)
The B717s will be completely withdrawn from BNE from mid-2023. First A220 is due to arrive, according to the info I've been told, in October and enter service in November - I assume that's first half of October and second half of November, respectively.
qf789 wrote:Bonza 737MAX8 VH-UDV LN7471 is now ntu and going to Flair instead
https://boefamily.flights/737/43973
DeltaB717 wrote:smi0006 wrote:RyanairGuru wrote:
Not really, there’s mostly a pool of 717s sitting around.
737 utilisation is fairly high. There are relatively fewer A330s (and therefore relatively more 737s) flying SYD-MEL, SYD-PER etc, plus some of the Covid thought-bubbles have stuck (BNE-MKY was all Q400 before Covid, now mostly 737). 737s have also started appearing a bit more frequently in CBR and HBA again (mostly replacing 717s).
Interesting around the 717s are the E190 lease much cheaper? Or as rumoured NationalJet has a crew shortage? Equally when would the crew start conversion training for the A220? Training must be beginning in coming months to build up a pool?
It there a way to pull a list of E190 and 717 routes?
E190:
BNE: ADL, CNS, CBR, TSV, some NTL... MKY, ROK, GLT and ISA to come
ADL: ASP, CBR, DRW, HBA, NTL, OOL occasionally
DRW: ASP, CBR, DIL, BNE for the next couple of weeks
TSV: MEL, SYD
MEL: NTL and CBR both starting mid-year
B717:
BNE: CBR, CNS, TSV, ROK, GLT, ISA, NTL, HBA, LST (seasonal)
MEL: CBR, HBA, LST, NTL, SYD, CFS, OOL, MCY
SYD: CBR, OOL, MCY, HBA, LST
CBR: HBA, CNS, MCY (seasonal), OOL (not sure if this route is gone for good though actually since JQ started)
The B717s will be completely withdrawn from BNE from mid-2023. First A220 is due to arrive, according to the info I've been told, in October and enter service in November - I assume that's first half of October and second half of November, respectively.
zkncj wrote:DeltaB717 wrote:smi0006 wrote:
Interesting around the 717s are the E190 lease much cheaper? Or as rumoured NationalJet has a crew shortage? Equally when would the crew start conversion training for the A220? Training must be beginning in coming months to build up a pool?
It there a way to pull a list of E190 and 717 routes?
E190:
BNE: ADL, CNS, CBR, TSV, some NTL... MKY, ROK, GLT and ISA to come
ADL: ASP, CBR, DRW, HBA, NTL, OOL occasionally
DRW: ASP, CBR, DIL, BNE for the next couple of weeks
TSV: MEL, SYD
MEL: NTL and CBR both starting mid-year
B717:
BNE: CBR, CNS, TSV, ROK, GLT, ISA, NTL, HBA, LST (seasonal)
MEL: CBR, HBA, LST, NTL, SYD, CFS, OOL, MCY
SYD: CBR, OOL, MCY, HBA, LST
CBR: HBA, CNS, MCY (seasonal), OOL (not sure if this route is gone for good though actually since JQ started)
The B717s will be completely withdrawn from BNE from mid-2023. First A220 is due to arrive, according to the info I've been told, in October and enter service in November - I assume that's first half of October and second half of November, respectively.
With more e190s being wet-leased recently, that will cover off the start of the 717 retirements.
I wonder if ZQN/CHC/WLG could be some of the early ports that see the a220s, freeing up some 738s.
qf789 wrote:Bonza 737MAX8 VH-UDV LN7471 is now ntu and going to Flair instead
https://boefamily.flights/737/43973
smi0006 wrote:zkncj wrote:DeltaB717 wrote:
E190:
BNE: ADL, CNS, CBR, TSV, some NTL... MKY, ROK, GLT and ISA to come
ADL: ASP, CBR, DRW, HBA, NTL, OOL occasionally
DRW: ASP, CBR, DIL, BNE for the next couple of weeks
TSV: MEL, SYD
MEL: NTL and CBR both starting mid-year
B717:
BNE: CBR, CNS, TSV, ROK, GLT, ISA, NTL, HBA, LST (seasonal)
MEL: CBR, HBA, LST, NTL, SYD, CFS, OOL, MCY
SYD: CBR, OOL, MCY, HBA, LST
CBR: HBA, CNS, MCY (seasonal), OOL (not sure if this route is gone for good though actually since JQ started)
The B717s will be completely withdrawn from BNE from mid-2023. First A220 is due to arrive, according to the info I've been told, in October and enter service in November - I assume that's first half of October and second half of November, respectively.
With more e190s being wet-leased recently, that will cover off the start of the 717 retirements.
I wonder if ZQN/CHC/WLG could be some of the early ports that see the a220s, freeing up some 738s.
Very curious if they fit them with necessary ETOPs for Tasman? They seem a good fit for WLG for sure! ZQN is very seasonal, so maybe low season? Wonder if we’ll see them CBR-PER and a lot of flying out of WSI initially?
Goodbye wrote:qf789 wrote:Bonza 737MAX8 VH-UDV LN7471 is now ntu and going to Flair instead
https://boefamily.flights/737/43973
Perhaps the concept of flying to secondary cities from a secondary city isn't working out so great?
DeltaB717 wrote:smi0006 wrote:RyanairGuru wrote:
Not really, there’s mostly a pool of 717s sitting around.
737 utilisation is fairly high. There are relatively fewer A330s (and therefore relatively more 737s) flying SYD-MEL, SYD-PER etc, plus some of the Covid thought-bubbles have stuck (BNE-MKY was all Q400 before Covid, now mostly 737). 737s have also started appearing a bit more frequently in CBR and HBA again (mostly replacing 717s).
Interesting around the 717s are the E190 lease much cheaper? Or as rumoured NationalJet has a crew shortage? Equally when would the crew start conversion training for the A220? Training must be beginning in coming months to build up a pool?
It there a way to pull a list of E190 and 717 routes?
E190:
BNE: ADL, CNS, CBR, TSV, some NTL... MKY, ROK, GLT and ISA to come
ADL: ASP, CBR, DRW, HBA, NTL, OOL occasionally
DRW: ASP, CBR, DIL, BNE for the next couple of weeks
TSV: MEL, SYD
MEL: NTL and CBR both starting mid-year
B717:
BNE: CBR, CNS, TSV, ROK, GLT, ISA, NTL, HBA, LST (seasonal)
MEL: CBR, HBA, LST, NTL, SYD, CFS, OOL, MCY
SYD: CBR, OOL, MCY, HBA, LST
CBR: HBA, CNS, MCY (seasonal), OOL (not sure if this route is gone for good though actually since JQ started)
The B717s will be completely withdrawn from BNE from mid-2023. First A220 is due to arrive, according to the info I've been told, in October and enter service in November - I assume that's first half of October and second half of November, respectively.
qf789 wrote:
Thatcher wrote:qf789 wrote:
WSI won't have a cross-runway, will it? IIRC just the two parallel runways eventually if the airport, ahem, takes off.
Is the lack of a cross runway seen as a problem, or more of a modern airport / aircraft thing and no big deal? Or will its more NE/SW alignment simply cope more easily with westerlies, compared to SYD's main runways.
mrkerr7474 wrote:Looks like SQ222 SYD-SIN is currently returning to SYD after an hour and a bit in the air
EK413 wrote:mrkerr7474 wrote:Looks like SQ222 SYD-SIN is currently returning to SYD after an hour and a bit in the air
Doesn’t appear to be a pressurisation issue as the aircraft is at FL380.
Flight SQ222 from Sydney to Singapore
https://fr24.com/SIA222/2f7882c4
Sent from my iPhone using Tapatalk
NTLDaz wrote:Sitting in BNE now waiting for my F100 flight to NTL. Just saw a JQ787 go past. Where do they fly out of BNE ? DPS ?
LTEN11 wrote:Thatcher wrote:qf789 wrote:
WSI won't have a cross-runway, will it? IIRC just the two parallel runways eventually if the airport, ahem, takes off.
Is the lack of a cross runway seen as a problem, or more of a modern airport / aircraft thing and no big deal? Or will its more NE/SW alignment simply cope more easily with westerlies, compared to SYD's main runways.
The runways are aligned NE/SW, so westerlies shouldn't prove too much of a problem. The NW winds the area can get will occasionally make life interesting, but they aren't normally as strong as the straight westerlies.
Most modern airports are all parallel runways now, it makes the airport operation far more efficient.
qf789 wrote:Jetstar's next A321neoLR VH-OFU had its second test flight XFW-XFW on Tuesday (7 Mar) and third test flight XFW-XFW yesterday (10 Mar), would think delivery wouldnt be to far away
https://www.flightradar24.com/data/aircraft/d-azwx
