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

tullamarine wrote:

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 ?

Yes, they go to DPS. JQ has a 788 cycle of MEL-DPS-BNE-DPS-MEL due to JQ 787 maintenance being MEL based.

smi0006 wrote:

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

Are we up to number three now? How many are due this year? Any plans for the 321-CEOs to be retired or is this just expansion.

Wonder when the 788 go for their wing repaint if they will receive the new livery?

SCFlyer wrote:

Potential ETOPS issue? Routing looks like it was required to be within 60 mins of an airport if diversions were needed.

qf789 wrote:

smi0006 wrote:

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

Are we up to number three now? How many are due this year? Any plans for the 321-CEOs to be retired or is this just expansion.

Wonder when the 788 go for their wing repaint if they will receive the new livery?

In QF's half year results they indicated will have 8 A321LR's for FY23, then 6 in FY24, refer to page 28 in the following link

https://www.asx.com.au/asxpdf/20230223/ ... b5nzj5.pdf

OFU would make A321LR #6 with OFV #7 which rolled out of final assembly a month ago at XFW but has not undergoing flight testing yet, so there should be one more after that

YSSYplanespoter wrote:

SCFlyer wrote:

Potential ETOPS issue? Routing looks like it was required to be within 60 mins of an airport if diversions were needed.

Yea, I was thinking that as well.

RyanairGuru wrote:

YSSYplanespoter wrote:

SCFlyer wrote:

Potential ETOPS issue? Routing looks like it was required to be within 60 mins of an airport if diversions were needed.

Yea, I was thinking that as well.

It looks like that’s why they flew much further west to remain near Okinawa and Philippines, but I would have thought they would then turn south-east towards West Papua/PNG.

Flying down to Arnhem Land and then approaching Cairns from the south-west (not even over the Gulf of Carpentaria) makes it look as though they didn’t want to be over water at all for the last half of the flight.

TG788 wrote:

The WA Premier plans to discuss flights between PER and CAN resuming during his upcoming trip to China.

kriskim wrote:

TG788 wrote:

The WA Premier plans to discuss flights between PER and CAN resuming during his upcoming trip to China.

Fingers crossed, hopefully we will see CZ restore it’s full Australian network in the near future, including bringing back SYD/MEL-SZX services.

The Chinese carriers had no problem flocking back to SYD and MEL, but it seems like the other ports need to fight really hard to get the attention of the Chinese carriers.

SCFlyer wrote:

kriskim wrote:

TG788 wrote:

The WA Premier plans to discuss flights between PER and CAN resuming during his upcoming trip to China.

Fingers crossed, hopefully we will see CZ restore it’s full Australian network in the near future, including bringing back SYD/MEL-SZX services.

The Chinese carriers had no problem flocking back to SYD and MEL, but it seems like the other ports need to fight really hard to get the attention of the Chinese carriers.

Most of the other states are more heavily reliant on their aviation funds than NSW or VIC, which uses their aviation funds sparingly. I think it may be a struggle for the State of Western Australia and the State of Queensland to attract Chinese carriers, with the later known for their (pre-COVID) AAIF agreement on Air China's short lived BNE flights which spectacularly failed with CA's early pull-out.

SCFlyer wrote:

kriskim wrote:

TG788 wrote:

The WA Premier plans to discuss flights between PER and CAN resuming during his upcoming trip to China.

Fingers crossed, hopefully we will see CZ restore it’s full Australian network in the near future, including bringing back SYD/MEL-SZX services.

The Chinese carriers had no problem flocking back to SYD and MEL, but it seems like the other ports need to fight really hard to get the attention of the Chinese carriers.

Most of the other states are more heavily reliant on their aviation funds than NSW or VIC, which uses their aviation funds sparingly. I think it may be a struggle for the State of Western Australia and the State of Queensland to attract Chinese carriers, with the later known for their (pre-COVID) AAIF agreement on Air China's short lived BNE flights which spectacularly failed with CA's early pull-out.

EK413 wrote:

I’ve read BA15/16 Is reverting to B789 for the NS schedule. Is this a norm as I’d personally expect the capacity of the B77W required factoring the lack of capacity to Europe.


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EK413 wrote:

I’ve read BA15/16 Is reverting to B789 for the NS schedule. Is this a norm as I’d personally expect the capacity of the B77W required factoring the lack of capacity to Europe.


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EK413 wrote:

I’ve read BA15/16 Is reverting to B789 for the NS schedule. Is this a norm as I’d personally expect the capacity of the B77W required factoring the lack of capacity to Europe.

JJWess wrote:

EK413 wrote:

I’ve read BA15/16 Is reverting to B789 for the NS schedule. Is this a norm as I’d personally expect the capacity of the B77W required factoring the lack of capacity to Europe.


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Probably has a better use elsewhere on the BA network.
That or maybe they know something we don’t… like maybe QF have a Euro announcement coming soon?
PER-CDG or MEL-SIN-LHR returning..?
(Wishful thinking of course lol)

An767 wrote:

EK413 wrote:

I’ve read BA15/16 Is reverting to B789 for the NS schedule. Is this a norm as I’d personally expect the capacity of the B77W required factoring the lack of capacity to Europe.


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Maybe be the fact the UK economy is not the best and AUS is to far and to pricey, and reports today that aussies are cutting back on overseas travel due to cost of living pressure.

AN767

EK770 wrote:

EK413 wrote:

I’ve read BA15/16 Is reverting to B789 for the NS schedule. Is this a norm as I’d personally expect the capacity of the B77W required factoring the lack of capacity to Europe.

That 77W can make a whole lot more money on TATL during the NS. I think SYD takes up 2.5 frames to maintain a daily service?

EK413 wrote:

Seems to coincide with the introduction of the Emirates 3rd daily DXB-SYD which commences 26MAR on the B77W.

aschachter wrote:

El Al looking to fly to Non Stop Tel Aviv to Melbourne again by June 2024

https://www.nationaltribune.com.au/dire ... -and-jobs/

a320fan wrote:

aschachter wrote:

El Al looking to fly to Non Stop Tel Aviv to Melbourne again by June 2024

https://www.nationaltribune.com.au/dire ... -and-jobs/

The proposed trial in 2020 that never operated was just two one-off flights. This MOU has state government backing probably through the Vic aviation fund, and is proposed at 3x weekly. Let’s hope it happens, the more reach and variety in flights/airlines the better.

Pcoder wrote:

a320fan wrote:

aschachter wrote:

El Al looking to fly to Non Stop Tel Aviv to Melbourne again by June 2024

https://www.nationaltribune.com.au/dire ... -and-jobs/

The proposed trial in 2020 that never operated was just two one-off flights. This MOU has state government backing probably through the Vic aviation fund, and is proposed at 3x weekly. Let’s hope it happens, the more reach and variety in flights/airlines the better.

The big thing now is that EL Al can use Saudi Arabian and Omani airspace, which will make this flight more viable as the flight now can be very direct, and not having to add another +1000km on a flight that is already 13,000+ km long.

This is also shows how Perth airport could be more of a hub for flights like these and to Europe as most carriers now have planes that can reach Perth easily, but I'd imagine not having one centralised terminal, makes it harder. With Perth having flight to heaps more destinations within Australia, I could see a maybe state government initiative to make PER more of hub, getting more airlines to operate to PER.

Pcoder wrote:

a320fan wrote:

aschachter wrote:

El Al looking to fly to Non Stop Tel Aviv to Melbourne again by June 2024

https://www.nationaltribune.com.au/dire ... -and-jobs/

The proposed trial in 2020 that never operated was just two one-off flights. This MOU has state government backing probably through the Vic aviation fund, and is proposed at 3x weekly. Let’s hope it happens, the more reach and variety in flights/airlines the better.

The big thing now is that EL Al can use Saudi Arabian and Omani airspace, which will make this flight more viable as the flight now can be very direct, and not having to add another +1000km on a flight that is already 13,000+ km long.

This is also shows how Perth airport could be more of a hub for flights like these and to Europe as most carriers now have planes that can reach Perth easily, but I'd imagine not having one centralised terminal, makes it harder. With Perth having flight to heaps more destinations within Australia, I could see a maybe state government initiative to make PER more of hub, getting more airlines to operate to PER.

Kent350787 wrote:

Pcoder wrote:

a320fan wrote:

The proposed trial in 2020 that never operated was just two one-off flights. This MOU has state government backing probably through the Vic aviation fund, and is proposed at 3x weekly. Let’s hope it happens, the more reach and variety in flights/airlines the better.

The big thing now is that EL Al can use Saudi Arabian and Omani airspace, which will make this flight more viable as the flight now can be very direct, and not having to add another +1000km on a flight that is already 13,000+ km long.

This is also shows how Perth airport could be more of a hub for flights like these and to Europe as most carriers now have planes that can reach Perth easily, but I'd imagine not having one centralised terminal, makes it harder. With Perth having flight to heaps more destinations within Australia, I could see a maybe state government initiative to make PER more of hub, getting more airlines to operate to PER.

I'm still to be convinced that PER has any ongoing usefulness as an international hub above any other port. For the 20 million or so in the east PER offers no obvious advantage over any other stopover port - if a stopover port is necessary. Adelaide residents may look to PER, but only where they don't have direct service to another port.

PER can regrow its O&D, but it's very hard to see much past that.

Fuling wrote:

Kent350787 wrote:

I'm still to be convinced that PER has any ongoing usefulness as an international hub above any other port. For the 20 million or so in the east PER offers no obvious advantage over any other stopover port - if a stopover port is necessary. Adelaide residents may look to PER, but only where they don't have direct service to another port.

PER can regrow its O&D, but it's very hard to see much past that.

For the unseasoned traveller, it's one less country to worry about. "Singapore? The UAE? Malaysia? I don't know anything about those countries. What languages do they speak? Do I need visas? Are there any customs restrictions? What if I get lost/stuck there?"

tullamarine wrote:

Fuling wrote:

Kent350787 wrote:

I'm still to be convinced that PER has any ongoing usefulness as an international hub above any other port. For the 20 million or so in the east PER offers no obvious advantage over any other stopover port - if a stopover port is necessary. Adelaide residents may look to PER, but only where they don't have direct service to another port.

PER can regrow its O&D, but it's very hard to see much past that.

For the unseasoned traveller, it's one less country to worry about. "Singapore? The UAE? Malaysia? I don't know anything about those countries. What languages do they speak? Do I need visas? Are there any customs restrictions? What if I get lost/stuck there?"

PER to Europe is still ULH which, by definition, is expensive to operate hence fares are high and planes have a premium heavy configuration. Unseasoned travellers are price driven and usually travel down the back of the bus. They will work out issues with transit (which their travel agent will explain aren't particularly hard in hubs like DXB or SIN) and take the cheaper fare through Asian or Middle Eastern hubs.

Fuling wrote:

tullamarine wrote:

Fuling wrote:

For the unseasoned traveller, it's one less country to worry about. "Singapore? The UAE? Malaysia? I don't know anything about those countries. What languages do they speak? Do I need visas? Are there any customs restrictions? What if I get lost/stuck there?"

PER to Europe is still ULH which, by definition, is expensive to operate hence fares are high and planes have a premium heavy configuration. Unseasoned travellers are price driven and usually travel down the back of the bus. They will work out issues with transit (which their travel agent will explain aren't particularly hard in hubs like DXB or SIN) and take the cheaper fare through Asian or Middle Eastern hubs.

Indeed. But eliminating another country for the stopover is one advantage for PER over the other stops, which was the point I was responding too. Since you brought it up though, not all unseasoned travellers are price driven. Many just want to get there as easily as possible and don't really mind about paying a bit more for the convenience of skipping a transit country, and often travel in premium economy or business because it's their 'trip of a lifetime' anyway. Having competition between hubs is good for all travellers too, so PER would work well to offer something different to the travelling public. The biggest issue though is of course the distance and cost of such operations.

tullamarine wrote:

Pcoder wrote:

a320fan wrote:

The proposed trial in 2020 that never operated was just two one-off flights. This MOU has state government backing probably through the Vic aviation fund, and is proposed at 3x weekly. Let’s hope it happens, the more reach and variety in flights/airlines the better.

The big thing now is that EL Al can use Saudi Arabian and Omani airspace, which will make this flight more viable as the flight now can be very direct, and not having to add another +1000km on a flight that is already 13,000+ km long.

This is also shows how Perth airport could be more of a hub for flights like these and to Europe as most carriers now have planes that can reach Perth easily, but I'd imagine not having one centralised terminal, makes it harder. With Perth having flight to heaps more destinations within Australia, I could see a maybe state government initiative to make PER more of hub, getting more airlines to operate to PER.

El Al have no interest in PER. The Jewish diaspora in Australia is concentrated in MEL and SYD The whole point of the plan is to offer a non-stop link between one of these cities and Israel. One-stop is not of any interest to them as that was already possible with a connection from TG or QF in BKK.

I'd say the main advantage is domestic frequencies, because say flying into Melbourne from Paris via Perth, when you get to Perth you have at least 7 flights a day to Melbourne and that is just Qantas and that is not including Jetstar. Plus you have connections to other places international airlines tend to skirt like Port Hedland, Adelaide, Hobart, Canberra and many others, turning these destinations into 1 stops, whereas other airlines can't with at least with adding a stop.

Fuling wrote:

tullamarine wrote:

Fuling wrote:

For the unseasoned traveller, it's one less country to worry about. "Singapore? The UAE? Malaysia? I don't know anything about those countries. What languages do they speak? Do I need visas? Are there any customs restrictions? What if I get lost/stuck there?"

PER to Europe is still ULH which, by definition, is expensive to operate hence fares are high and planes have a premium heavy configuration. Unseasoned travellers are price driven and usually travel down the back of the bus. They will work out issues with transit (which their travel agent will explain aren't particularly hard in hubs like DXB or SIN) and take the cheaper fare through Asian or Middle Eastern hubs.

Indeed. But eliminating another country for the stopover is one advantage for PER over the other stops, which was the point I was responding too. Since you brought it up though, not all unseasoned travellers are price driven. Many just want to get there as easily as possible and don't really mind about paying a bit more for the convenience of skipping a transit country, and often travel in premium economy or business because it's their 'trip of a lifetime' anyway. Having competition between hubs is good for all travellers too, so PER would work well to offer something different to the travelling public. The biggest issue though is of course the distance and cost of such operations.

tullamarine wrote:

I'd say the main advantage is domestic frequencies, because say flying into Melbourne from Paris via Perth, when you get to Perth you have at least 7 flights a day to Melbourne and that is just Qantas and that is not including Jetstar. Plus you have connections to other places international airlines tend to skirt like Port Hedland, Adelaide, Hobart, Canberra and many others, turning these destinations into 1 stops, whereas other airlines can't with at least with adding a stop.

Not sure why multiple frequencies are a great advantage. When connecting, only one or two of the frequencies would be relevant.

I agree PER remains a good connection for people travelling on QF coming from ADL but that is more because, up until now, QF has chosen not to offer a service between ADL and SIN. ADL-PER-LHR on QF is no quicker than ADL-SIN-LHR on SQ.

PER-LHR (QF9/10) is not currently an option for pax from HBA or CBR unless the pax want to go via MEL also as the HBA-PER flight has ceased for NW23 and the CBR-PER flight does not connect with the 787's flight times.

jrfspa320 wrote:

tullamarine wrote:

I'd say the main advantage is domestic frequencies, because say flying into Melbourne from Paris via Perth, when you get to Perth you have at least 7 flights a day to Melbourne and that is just Qantas and that is not including Jetstar. Plus you have connections to other places international airlines tend to skirt like Port Hedland, Adelaide, Hobart, Canberra and many others, turning these destinations into 1 stops, whereas other airlines can't with at least with adding a stop.

Not sure why multiple frequencies are a great advantage. When connecting, only one or two of the frequencies would be relevant.

I agree PER remains a good connection for people travelling on QF coming from ADL but that is more because, up until now, QF has chosen not to offer a service between ADL and SIN. ADL-PER-LHR on QF is no quicker than ADL-SIN-LHR on SQ.

PER-LHR (QF9/10) is not currently an option for pax from HBA or CBR unless the pax want to go via MEL also as the HBA-PER flight has ceased for NW23 and the CBR-PER flight does not connect with the 787's flight times.

Frequencies help when there are delays (which has become frequent for QFi), If QF2 is delayed into SIN means pax missing their connection get 24hours overnight in SIN as there only 1 departure bank.

BNE-PER-LHR is also quicker than via SIN and (obviously) MEL (until if/when QF37 returns)

The main advantage (Not for QF9/10) is the ability to use the transit time to clear customs / immigration and arrive in your final port as domestic, potentially saving up to an hour.

tullamarine wrote:

I'd say the main advantage is domestic frequencies, because say flying into Melbourne from Paris via Perth, when you get to Perth you have at least 7 flights a day to Melbourne and that is just Qantas and that is not including Jetstar. Plus you have connections to other places international airlines tend to skirt like Port Hedland, Adelaide, Hobart, Canberra and many others, turning these destinations into 1 stops, whereas other airlines can't with at least with adding a stop.

Not sure why multiple frequencies are a great advantage. When connecting, only one or two of the frequencies would be relevant.

I agree PER remains a good connection for people travelling on QF coming from ADL but that is more because, up until now, QF has chosen not to offer a service between ADL and SIN. ADL-PER-LHR on QF is no quicker than ADL-SIN-LHR on SQ.

PER-LHR (QF9/10) is not currently an option for pax from HBA or CBR unless the pax want to go via MEL also as the HBA-PER flight has ceased for NW23 and the CBR-PER flight does not connect with the 787's flight times.

EK413 wrote:

Shocking images of -ZND wings.

https://m.facebook.com/story.php?story_ ... tid=uc01c0


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EK413 wrote:

Shocking images of -ZND wings.

https://m.facebook.com/story.php?story_ ... tid=uc01c0


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NZ516 wrote:

Vietjet is about to announce service to Brisbane.
The link won't open but it seems to be twice a week starting June 16

https://www.vietjetair.com/news

EK413 wrote:

Shocking images of -ZND wings.

https://m.facebook.com/story.php?story_ ... tid=uc01c0


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EK413 wrote:

Shocking images of -ZND wings.

https://m.facebook.com/story.php?story_ ... tid=uc01c0