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allrite
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Australian Aviation Thread Part 121

Sat May 16, 2015 12:17 pm

Do you remember the Mazda 121? I don't, maybe because it was often a Ford Fiesta in disguise. What does this have to do with Australian Aviation? Absolutely nothing, except that we are up to thread 121.

In the last thread we discussed:

* The inaugural Emirates A380 to Perth finally touched down May 1.
* Qantas doesn't see a need for A380s beyond the existing 12 in the fleet, still deferring.
* QF 787 order inches closer
* Speculation on future expansion for Jetstar internationally
* AI to delink SYD and MEL: 4 pw and 3 pw respectively
* What would have happened if QF went with MH?
* JQ announces 2pw flights from OOL to Wuhan
* Should JQ fly to more destinations in NZ from BNE?
* MH cutback to BNE rumours
* QF, 777, need I say more?
* Future QF fleet
* QF aircraft lease owners
* Tiger talking landing slots with Auckland

Time to zoom-zoom away!
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RE: Australian Aviation Thread Part 121

Sat May 16, 2015 12:29 pm

Thanks for starting the new thread -- for whatever reason I could no longer post in the last part, so apologies for the late responses:

Quoting Qf2220 (Reply 186):
And there is the rumour of lower than desired loads up to LHR on the A380s....

QF's average load factor to/from the UK in 2014 was 80.3%. Load factors peaked in January at 99.0% on inbound flights.

That 80% average is 387 seats per flight, which is already 10% more than the 350-360 passengers that a QF 748 would probably seat. While the 748 would probably make sense for the 50% of the year when there are fewer than 387 passengers on each flight, it's clear that it just wouldn't be large enough for the other 50% of the year (which is when QF makes their profit).

Quoting mariner (Reply 201):
And given the situation that Qantas is in now, I think there are more than a few people who owe AJ an apology.

LOL, good luck with that.

Quoting Zkpilot (Reply 204):
I know that Qantas lost a considerable amount of it's most valuable frequent fliers and large corporate accounts to VA when AJ threw his toys out of the cot and still hasn't got them back.

QF currently controls 80% of corporate account revenue. I doubt that QF cares too much about anybody who left and still hasn't returned almost four years later.
 
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RE: Australian Aviation Thread Part 121

Sat May 16, 2015 7:38 pm

Quoting qf002 (Reply 1):
That 80% average is 387 seats per flight, which is already 10% more than the 350-360 passengers that a QF 748 would probably seat. While the 748 would probably make sense for the 50% of the year when there are fewer than 387 passengers on each flight, it's clear that it just wouldn't be large enough for the other 50% of the year (which is when QF makes their profit).

Generally, people don't want the truth, they want the legend, even quite sensible people sometimes, and the legend of the 747 is extraordinary.

So I think it's a pity that Boeing went ahead with the 748, because the poor sales tarnish that legend a bit. It broke no new ground, as the 747 did, and a lot of people believe it was only ever built to kick the A380 in the nuts.

I know I'll prefer to remember the 744 as one of the most magnificent flying machines ever built, and had it ended there it would have gone out in a blaze of affectionate glory.

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RE: Australian Aviation Thread Part 121

Sat May 16, 2015 11:11 pm

Quoting qf002 (Reply 1):
That 80% average is 387 seats per flight, which is already 10% more than the 350-360 passengers that a QF 748 would probably seat. While the 748 would probably make sense for the 50% of the year when there are fewer than 387 passengers on each flight, it's clear that it just wouldn't be large enough for the other 50% of the year (which is when QF makes their profit).

A really good point. I'm convinced that the A380 is the right aircraft for the LHR/LAX/DFW routes but just wish Qantas had the size and reach to require the 747-8 for some other routes, any routes! That's the heart speaking and the brain cringing...

As much as I love the 747-8, with the changes in EDTO making Dreamliner flights to South Amrica/Africa more viable, there is absolutely no need now for the -8 to ever enter the QF fleet...

On a completely different subject, I've been reading the 'Westjet Tartan' thread here on a.net. A thought crossed my mind: could Qantas do a similar thing and incorporate a pattern in the red background behind the white roo on the tail as a 'one off' special livery? I'm thinking some kind of indigenous design... Or even a pink tail for breast cancer awareness...

And on another completely different subject, there is an open day at RAAF Richmond on Saturday May 30, 10am to 2pm. It's a limited, ticketed event so if you are interested, get tickets through the 'Kids in Need' charity website. Only 5000 tickets available. Not sure what planes will be there besides the resident Hercules. Sorry if this info was published in the previous Australian Aviation thread... I didn't have time to read the last 30 or so posts before it was locked!

Cheers,
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RE: Australian Aviation Thread Part 121

Sun May 17, 2015 12:54 am

Quoting qf002 (Reply 1):
QF's average load factor to/from the UK in 2014 was 80.3%. Load factors peaked in January at 99.0% on inbound flights.

That 80% average is 387 seats per flight, which is already 10% more than the 350-360 passengers that a QF 748 would probably seat. While the 748 would probably make sense for the 50% of the year when there are fewer than 387 passengers on each flight, it's clear that it just wouldn't be large enough for the other 50% of the year (which is when QF makes their profit).

Thanks for those figures. The numbers make discussions much more realistic!

To those numbers, would a full 748 for more of the year make more sense than a part full A380 for all of the year? Ie, would the 748 constrain seats and lift prices to make for better yields? In those times where additional service is needed, I wonder if the fleet could be structured to cater for that demand and do additional seasonal flying to LHR (even ex ports that don't receive year round service). Don't ask me what that could look like at the moment, ill need to think more about it.

Quoting mariner (Reply 2):
Generally, people don't want the truth, they want the legend, even quite sensible people sometimes, and the legend of the 747 is extraordinary.

Don't get me wrong mariner, im not pro 748 or anti 380, just throwing a thought out there on the fly!
 
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RE: Australian Aviation Thread Part 121

Sun May 17, 2015 12:59 am

Quoting Qf2220 (Reply 4):
Don't get me wrong mariner, im not pro 748 or anti 380, just throwing a thought out there on the fly!

I didn't assume that.

I was just expressing my regret that the rivalry between the two aircraft manufacturers led one to make what - I think - was a very unfortunate (and ultimately very sad) decision.

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RE: Australian Aviation Thread Part 121

Sun May 17, 2015 9:53 am

The Mazda 121 was known as "the jelly bean" car as it looked like, and had a colour range of, jelly beans, probably the first of the micro light cars. There was the 121, 323, 808 (a mini station wagon) and the 929. A bit of history for what its worth!!
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RE: Australian Aviation Thread Part 121

Sun May 17, 2015 11:32 am

Quoting TN486 (Reply 6):
The Mazda 121 was known as "the jelly bean" car as it looked like, and had a colour range of, jelly beans, probably the first of the micro light cars.

Oh dear, how could I forget!?!? The 121 jelly beans were the most memorable Mazdas (despite 4 out of 5 of our cars have been Mazdas, just not 121s).

Quoting mariner (Reply 2):
I know I'll prefer to remember the 744 as one of the most magnificent flying machines ever built, and had it ended there it would have gone out in a blaze of affectionate glory.

The 747 feels like a link to another age, one I barely knew. I wonder if we ever might see a 748 passenger service to Australia, even if only seasonally, say from Korean Air or Air China.
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RE: Australian Aviation Thread Part 121

Mon May 18, 2015 1:53 am

Quoting bunumuring (Reply 3):
That's the heart speaking and the brain cringing...

Just imagine a QF 748 in the Wunula scheme   

Quoting Qf2220 (Reply 4):
In those times where additional service is needed, I wonder if the fleet could be structured to cater for that demand and do additional seasonal flying to LHR (even ex ports that don't receive year round service).

LHR is tricky because of the slot situation. They would have to fly the extra seasonal service for at least 80% of each six-month season to retain the slots used, which defeats the purpose IMO.

Quoting allrite (Reply 7):
The 747 feels like a link to another age, one I barely knew. I wonder if we ever might see a 748 passenger service to Australia, even if only seasonally, say from Korean Air or Air China.

I hope so. KE or CA both seem possible, and IIRC both have gone for fairly Y-heavy configurations which bodes well for a potential seasonal upgauges.
 
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RE: Australian Aviation Thread Part 121

Mon May 18, 2015 2:14 am

China Airlines is to resume seasonal flights from Sydney to Christchurch. Service to run on Tuesdays, Fridays and Sundays from 3 November 2015 to 26 March 2016,

CI55 SYD-CHC 1240-1745 333
CI56 CHC-SYD 1915-2030 333

http://www.ausbt.com.au/china-airlin...asonal-sydney-christchurch-flights
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RE: Australian Aviation Thread Part 121

Mon May 18, 2015 2:19 am

Quoting allrite (Thread starter):
QF 787 order inches closer

It sure does!  
Quoting allrite (Thread starter):
QF, 777, need I say more?

No, but since you brought it up  
Quoting allrite (Thread starter):
Future QF fleet

From the previous thread... I can see a wide-body fleet of just A380s and the 787 family. That's all that's needed at QF IMHO.

I was thinking, with the 787s... They allow options - many different possibilities.

For instance, with SYD-LAX.

QF could go 2 x daily A380 service after the 747s are gone, or, wait for it... increase the frequency to 3 x daily ( 1 x A380 + 2 x 787) - then the 787 could do the JFK rotation  

I also wonder if HKG would be better served by 2 x 787 services from SYD each day instead of the 1 x daily jumbo?

All I'm suggesting is that the mix of A380 / 787 wide-body fleet allows for some interesting possibilities / combinations.
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RE: Australian Aviation Thread Part 121

Mon May 18, 2015 7:54 am

Quoting qf789 (Reply 9):

China Airlines is to resume seasonal flights from Sydney to Christchurch. Service to run on Tuesdays, Fridays and Sundays from 3 November 2015 to 26 March 2016,

CI55 SYD-CHC 1240-1745 333
CI56 CHC-SYD 1915-2030 333

http://www.ausbt.com.au/china-airlin...asonal-sydney-christchurch-flights

From the linked article:

“The Taipei-Sydney-Christchurch service last summer was our most successful sector on our global network at that time, so it was an easy decision to expand the service next summer,” said Shirley Yang, China Airlines’ New Zealand Branch General Manager.

That's pretty impressive ... I would imagine that a statement such as that would at least cause the likes of QF, JQ and NZ to get a junior in their yield/planning department to put together an excel model to see how the TPE route might pan out (even seasonally) for them. (This of course assumes that CI is mostly O&D and there aren't loads of PAX connecting through TPE).
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RE: Australian Aviation Thread Part 121

Mon May 18, 2015 11:58 am

Quoting allrite (Thread starter):
Do you remember the Mazda 121?

Did you say 121  
Quoting qf002 (Reply 1):
QF's average load factor to/from the UK in 2014 was 80.3%. Load factors peaked in January at 99.0% on inbound flights.

That 80% average is 387 seats per flight, which is already 10% more than the 350-360 passengers that a QF 748 would probably seat. While the 748 would probably make sense for the 50% of the year when there are fewer than 387 passengers on each flight, it's clear that it just wouldn't be large enough for the other 50% of the year (which is when QF makes their profit).

Very strong figures and shows the A380 reconfigure program paid off. The additional seating also provides QF the additional capacity per an aircraft with minimal expense.

Quoting qf002 (Reply 8):
LHR is tricky because of the slot situation. They would have to fly the extra seasonal service for at least 80% of each six-month season to retain the slots used, which defeats the purpose IMO.

Speaking of slots what has QF done with the remaining slots which was allocated to BKK-LHR, HKG-LHR services?

Quoting 777Jet (Reply 10):
From the previous thread... I can see a wide-body fleet of just A380s and the 787 family. That's all that's needed at QF IMHO.

I was thinking, with the 787s... They allow options - many different possibilities.

The 787's will definitely provide the flexibility & more I think about it I'd say a mixed order of B789's & B78J's. The original plan was for JQs B788's to head over to mainline whilst JQ receive the larger variant B789. Personally, I have a feeling these plans have changed?

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RE: Australian Aviation Thread Part 121

Mon May 18, 2015 1:51 pm

Quoting EK413 (Reply 12):
Speaking of slots what has QF done with the remaining slots which was allocated to BKK-LHR, HKG-LHR services?

Currently the 2 slot pairs are leased by BA.
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RE: Australian Aviation Thread Part 121

Tue May 19, 2015 2:29 am

Quoting EK413 (Reply 12):
The original plan was for JQs B788's to head over to mainline whilst JQ receive the larger variant B789.

Between QF and JQ I can see -8s, -9s and 10s all being a possibility. Who really knows what will happen, but nothing in terms of a mixed 787 order would surprise me.
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RE: Australian Aviation Thread Part 121

Tue May 19, 2015 2:46 am

Quoting EK413 (Reply 12):
The original plan was for JQs B788's to head over to mainline whilst JQ receive the larger variant B789.

I think the intention was for JQ's 788s (the 2008 deliveries   ) to replace the domestic 763s. QF international was always going to get brand new 789s.

Quoting qf789 (Reply 13):
Currently the 2 slot pairs are leased by BA.

I imagine that EK might be interested in them depending on what the timings look like. Are slots leased out on fixed terms?
 
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RE: Australian Aviation Thread Part 121

Tue May 19, 2015 3:58 am

Tigerair is hands down the worst airline, says ombudsman:

Quote:
The ombudsman Julia Lines, whose position is funded by the airlines, revealed she received 47.1 complaints about refund requests against Tiger for every million customers it carried in 2014, compared with 11.1 complaints for Jetstar, 7.5 for Virgin, 4.4 for Qantas, and 2.8 for Regional Express.

Tiger also received the most complaints linked to flight delay or cancellation, unfair terms and conditions, unexpected fees and charges, and poor airport customer service.
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RE: Australian Aviation Thread Part 121

Tue May 19, 2015 7:46 am

Quoting allrite (Reply 16):

Wonder how many complaints JQ or DJ got in their first couple of years of operations?
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RE: Australian Aviation Thread Part 121

Tue May 19, 2015 8:43 am

Quoting 777ER (Reply 17):

"First couple of years"? TT are coming up on 8 years old! They're only about 2 years younger than Jetstar.

They have been the bench warmer for complaints, delays etc from day dot, and nothing has changed.



Regarding LHR slots, on paper EK would definitely be interested once the lease comes up for renegotiation, but in reality the times probably wouldn't suit them. Cast your minds back to the distant past, and recall the times of BKK-LHR. It was an AM arrival and lunch time departure ... after the shuffle last year IMHO that slot pair is now being used for QF1 and QF10. QF1/2 and QF9/10 were both early AM and late PM departures. I know that HKG-MEL was a lunchtime arrival, but was it an early afternoon or evening departure? I want to say lunchtime. If so, QF9 and QF2 are using the arrival slot of the HKG flight, and QF2 or QF10s legacy departure slot.

If so, then that leaves the following:

6am arrival
6am arrival
1pm departure
10pm departure

I don't think that these times would be too appealing to EK.
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RE: Australian Aviation Thread Part 121

Tue May 19, 2015 8:48 am

Quoting 777ER (Reply 17):

Quoting allrite (Reply 16):

Wonder how many complaints JQ or DJ got in their first couple of years of operations?


Except Tiger have been flying here since 2007, so can you really say first few years?

On a slightly related note, I heard recently from an inside source that Tiger are making money finally.
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RE: Australian Aviation Thread Part 121

Tue May 19, 2015 9:01 am

Quoting RyanairGuru (Reply 18):
If so, then that leaves the following:

6am arrival
6am arrival
1pm departure
10pm departure

I agree with your analysis.

That being the case I think that (aside from BA) there is a fairly limited market for the slots. None of the European airlines would be interested - a 6am LHR arrival is too early for the first flight from their respective home bases.

Absent a 3 or 4 way arrangement (with various airlines agreeing to shuffle their slots amongst themselves) the only other logical users which spring to mind are the Chinese carriers (CA, MU, CZ etc).

The Guardian reported that QF paid flyBE 20million pounds in 2004 for the slots - I wonder what they are worth today... from memory to keep them warm they initially paid someone to run BAe146s LHR-MAN-LHR with QF codes - or is my memory playing tricks on me again.
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RE: Australian Aviation Thread Part 121

Tue May 19, 2015 9:26 am

Quoting a320fan (Reply 19):
On a slightly related note, I heard recently from an inside source that Tiger are making money finally.

In their HY results announcement, VA said Tiger made a profit of $0.5m for the 6 months to 31 December 2014.

Quoting luftaom (Reply 11):
That's pretty impressive ... I would imagine that a statement such as that would at least cause the likes of QF, JQ and NZ to get a junior in their yield/planning department to put together an excel model to see how the TPE route might pan out (even seasonally) for them. (This of course assumes that CI is mostly O&D and there aren't loads of PAX connecting through TPE).

Does successful mean high load factors or high profits? High load factors doesn't necessarily equate to high profits. CI are generally have one of the lower fares on SYD-CHC (which they need to be with only a 3x weekly service) and they have no competition on SYD-TPE. It is questionable whether SYD-TPE could support 2 carriers operating non-stops (particularly given the ever present 1 stop options through HKG/SIN/KUL etc). CI only have 1x daily, I would imagine if the demand was there, they would've increased it by now.
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RE: Australian Aviation Thread Part 121

Tue May 19, 2015 11:12 am

Quoting RyanairGuru (Reply 18):
6am arrival
6am arrival
1pm departure
10pm departure

As of 2011 they had:

QF9 from SIN arriving at 0540
QF31 from SIN arriving at 0635
QF1 from BKK arriving at 0700
QF29 from HKG arriving at 1330

QF32 to SIN departing at 1205
QF10 to SIN departing at 2130
QF2 to BKK departing at 2215
QF30 to HKG departing at 2230

So they are sitting on two early arrivals (one of which was a pre-6am slot, or are these not specifically pre-6am?) and then two late departures. EK might be interested in a very early arrival slot, but I agree that actually none of the timings would suit them particularly well.

Of course, this is assuming that the flight times are actually indicative of where QF's slots fall during the day. It's not impossible to imagine that BA could have absorbed a couple of peak arrival/departure slots into their broader operation and made replacement slots (at times that better suited the JV operation) available instead.

Quoting a320fan (Reply 19):
On a slightly related note, I heard recently from an inside source that Tiger are making money finally.

Probably because VA pays for their fuel/maintenance      

Quoting luftaom (Reply 20):
Absent a 3 or 4 way arrangement (with various airlines agreeing to shuffle their slots amongst themselves) the only other logical users which spring to mind are the Chinese carriers (CA, MU, CZ etc).

Or possibly VS/DL? Though the departures are too late for a flight heading west.

Quoting luftaom (Reply 20):
from memory to keep them warm they initially paid someone to run BAe146s LHR-MAN-LHR with QF codes - or is my memory playing tricks on me again.

Yes, in 2004. The flights operated twice a day using Flightline 146s and IIRC they had their own flight numbers rather than just being extensions of the main LHR services.
 
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RE: Australian Aviation Thread Part 121

Tue May 19, 2015 11:31 am

Quoting RyanairGuru (Reply 18):
Regarding LHR slots, on paper EK would definitely be interested once the lease comes up for renegotiation, but in reality the times probably wouldn't suit them. Cast your minds back to the distant past, and recall the times of BKK-LHR. It was an AM arrival and lunch time departure ... after the shuffle last year IMHO that slot pair is now being used for QF1 and QF10. QF1/2 and QF9/10 were both early AM and late PM departures. I know that HKG-MEL was a lunchtime arrival, but was it an early afternoon or evening departure? I want to say lunchtime. If so, QF9 and QF2 are using the arrival slot of the HKG flight, and QF2 or QF10s legacy departure slot.

If so, then that leaves the following:

6am arrival
6am arrival
1pm departure
10pm departure

I don't think that these times would be too appealing to EK.

After doing some searching I have found QF's schedule from October 2011. The changes to the LHR ops were announced in August 2011 when QF announced their full year results.

The schedule operated is as follows:

QF1 SYD 1755 - 2315 BKK 45+1 - 700+1 LHR
QF2 LHR 2215 - 540+1 BKK 1710+1 - 615+2 SYD

QF9 MEL1630 - 2120 SIN 2305 - 540+1 LHR
QF10 LHR 2130 - 1730+1 SIN 1945+1 - 600+2 MEL

QF29 MEL 2350 - 550+1 HKG 735+1 - 1330+1 LHR
QF30 LHR 2230 - 1720+1 HKG 1855+1 - 655+1 MEL

QF31 SYD 1710 - 2330 SIN 2359 - 635+1 LHR
QF32 LHR 1205 - 755+1 SIN 940+1 - 2020+1 SYD

Going off these figures there are 3 arrivals before 7am and the 4th at 1330. There is one lunch time departure and 3 late night departures. On QF's current schedule the 2 available slots would be both early morning arrivals and late night departures assuming that when QF changed QF9/10 times last year they swapped from a early morning arrival landing slot and a late night departure slot.

The HKG/BKK flights were ended at the northern winter schedule in 2012. BA took over the slots at the start of the northern summer schedule (25/3/12).

http://1220hslgcwangyuxing1027.files...s.com/2011/10/qf_pdftimetable1.pdf
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RE: Australian Aviation Thread Part 121

Tue May 19, 2015 11:42 am

Quoting qf002 (Reply 22):
Yes, in 2004. The flights operated twice a day using Flightline 146s and IIRC they had their own flight numbers rather than just being extensions of the main LHR services

How did that work from a cabotage perspective?

(also thanks to everybody who explained the rationale behind QF aircraft lease arrangements to me in the last thread)
 
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RE: Australian Aviation Thread Part 121

Tue May 19, 2015 12:33 pm

Quoting XAM2175 (Reply 24):
How did that work from a cabotage perspective?

No cabotage, they only carried traffic from the QF long distance flights. These flights were only holding the slots, the rule is you use them 80% of the time or you loose them.

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RE: Australian Aviation Thread Part 121

Tue May 19, 2015 1:11 pm

Quoting RyanairGuru (Reply 18):
Quoting 777ER (Reply 17):
"First couple of years"? TT are coming up on 8 years old! They're only about 2 years younger than Jetstar.

They have been the bench warmer for complaints, delays etc from day dot, and nothing has changed.
Quoting a320fan (Reply 19):
Except Tiger have been flying here since 2007, so can you really say first few years?

I thought TT had only been flying for around 4 years.

Still doesn't answer the question about how many complaints JQ or DJ got in their first few years of ops. TT is a ULCC and people have never really managed to grasp the meaning of what a ULCC is. There is no excuse for poor customer service (unless of course the passenger is rude first, but then again as a Customer Rep you've got to mange your temper well), but every airline suffers delays and for an airline the size of TT with many short turn arounds, one small delay is going to cause a bad flow on effect for the rest of that days flying for the aircraft assigned.
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RE: Australian Aviation Thread Part 121

Tue May 19, 2015 8:16 pm

Quoting gemuser (Reply 25):
No cabotage, they only carried traffic from the QF long distance flights.

Ah, I see. Cheers.
 
luftaom
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RE: Australian Aviation Thread Part 121

Tue May 19, 2015 11:38 pm

Back in the day QF used to send their 744's up to MAN and back from LHR. I remember getting on QF2 circa 1992 at LHR and the inflight map showing that it came from MAN.
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ZuluAlpha
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RE: Australian Aviation Thread Part 121

Wed May 20, 2015 6:04 am

Quoting luftaom (Reply 28):
Back in the day QF used to send their 744's up to MAN and back from LHR. I remember getting on QF2 circa 1992 at LHR and the inflight map showing that it came from MAN.


Also on top of this, when QF were still flying in and out of Terminal 4 at LHR, in the early 2000's for a couple of years only, QF wetleased (going from memory a BAE146). The wetleased aircraft went up and back to MAN, twice a day for the connecting QF flights when there were the 4 flights per day I admit I am very hazy on the details but I am confident that this occurred.

[Edited 2015-05-19 23:06:15]

[Edited 2015-05-19 23:06:56]
Flown on:_CRJ, CR7 D10 DHT DH8, DH2, DH3, DH4, EMB, E45, E75, E90, F28 J32 M80 SH6 320, 32B, 332, 333, 380, 717, 732, 733, 734, 73H, 743, 744, 752 762, 763, 772, 77W
 
bwwt
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RE: Australian Aviation Thread Part 121

Wed May 20, 2015 6:08 am

Philippine will be launching MNL-CNS-AKL 4x weekly on an A320 from December.

http://www.ausbt.com.au/philippine-a...hes-manila-cairns-auckland-flights

Bit of an unusual route.. Be interesting if they can make it work.
 
sq256
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RE: Australian Aviation Thread Part 121

Wed May 20, 2015 6:25 am

^^

Would be interesting to see NZ's response to PR's entry on the CNS-AKL route. I wonder if NZ are going to restore CNS-AKL as a full-time route instead of it's current seasonal status as a response?

I also wonder if the unusual routing is due to PR maxing out on their rights to larger capital cities? (as CNS is considered a regional city and doesn't fall under the current Australian-Philippines bilateral).
 
ZK-NBT
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RE: Australian Aviation Thread Part 121

Wed May 20, 2015 6:45 am

Quoting sq256 (Reply 31):

I also wonder if the unusual routing is due to PR maxing out on their rights to larger capital cities? (as CNS is considered a regional city and doesn't fall under the current Australian-Philippines bilateral).

Not sure on the bilateral. But the A320 makes sense to me initially, the A320 wouldn't make MNL-BNE or anywhere else and an A330 seems to big atleast initially.
 
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qfvhoqa
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RE: Australian Aviation Thread Part 121

Wed May 20, 2015 7:53 am

Quoting bwwt (Reply 30):
Philippine will be launching MNL-CNS-AKL 4x weekly on an A320 from December.

Oh dear, will it last longer than MNL-DRW-PER?

Quoting sq256 (Reply 31):
I also wonder if the unusual routing is due to PR maxing out on their rights to larger capital cities? (as CNS is considered a regional city and doesn't fall under the current Australian-Philippines bilateral).

The Australia-Philippines bilateral was recently amended allowing increased service from Filipino carriers. Though you are right that CNS is excluded from capacity limits. I think this was more about serving AKL and the A320 is the right size plane for the market. It needs to stop somewhere, and DRW-AKL is too far.
 
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zkojq
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RE: Australian Aviation Thread Part 121

Wed May 20, 2015 1:44 pm

Quote:
Certainly late 2001 was a great time to be a buyer of new (or indeed second hand) commercial aircraft.


Lower output engines on certain QF 738s?

On the subject of the QF738s. In another thread on here someone mentioned that a few of them have a slightly lower output engine.

Does anyone have any more information on this?

From the top of my head, the MTOWs differ slightly:
VH-VXA to VH-VXU 79,015
VH-VYA to VH-VZZ 75,069
VH-XZA to VH-XZP 79,015

The normal MTOW variations have 26lbf engines, while the frames with lower MTOWs may have 24lbf engines. Hope this helps.

Quoting qf002 (Reply 8):
Just imagine a QF 748 in the Wunula scheme

Or an A380.   

Quoting 777Jet (Reply 10):
From the previous thread... I can see a wide-body fleet of just A380s and the 787 family. That's all that's needed at QF IMHO.

I can see the A330neo being attractive to QF for domestic use. Given QF's comparatively high cost base, the (small) Fuel burn penalty over a 787 probably isn't going to be a problem. Especially since the purchase price would be lower. A330/A350s would also be beneficial if it means QF get the deposits on the A380 order back (since some here think they are going to cancel it).

As far as 787-10s go, I think these are probably too much of a niche aircraft for QF. Similarly, I can't really see the airline operating the 787-8...maybe more for JQ, but not for QF. Despite that, I can see QF eventually having a very large 787-9 fleet.

Modifying EK413s table from the previous thread:

B744 - A380. I can see QF taking three more of the HGW (575t) variant so that the Dallas flights can operate without a payload penalty.
B744 - A350-1000.
A333 - B787-9
A332 - A330-8. An eventual replacement. I don't see a need to replace A332s. That can probably be pushed at least five years down the road. A350s and A330s can have a common pilot pool.
B738 - B738. As pointed out previously, might as well wait for the NSA. Maybe the existing fleet might gain Scimitars in the meantime, if fuel prices start to head North again.

Quoting allrite (Thread starter):
What does this have to do with Australian Aviation? Absolutely nothing, except that we are up to thread 121.

  

Quoting qf002 (Reply 22):
Probably because VA pays for their fuel/maintenance

Learning from JQ/QF are they?   
First to fly the 787-9
 
zkncj
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RE: Australian Aviation Thread Part 121

Wed May 20, 2015 8:19 pm

Quoting sq256 (Reply 31):
Would be interesting to see NZ's response to PR's entry on the CNS-AKL route. I wonder if NZ are going to restore CNS-AKL as a full-time route instead of it's current seasonal status as a response?

Or more likely AKL-MNL direct with an 763, they have x3 more 789s arriving this year. So that free's up so more 763 space, and with the 763 now staying in the fleet till there dead anything could happen.
 
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qf789
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RE: Australian Aviation Thread Part 121

Thu May 21, 2015 1:06 am

It is being reported this morning here in Perth that state MP's are considering a $2 noise tax for every passenger. It is suggested that the money raised will be used for insulation in houses surrounding the airport.

http://www.perthnow.com.au/news/west...dents/story-fnhocxo3-1227362034882
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luftaom
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RE: Australian Aviation Thread Part 121

Thu May 21, 2015 7:41 am

Quoting ZKOJQ (Reply 34):
From the top of my head, the MTOWs differ slightly:VH-VXA to VH-VXU 79,015VH-VYA to VH-VZZ 75,069VH-XZA to VH-XZP 79,015The normal MTOW variations have 26lbf engines, while the frames with lower MTOWs may have 24lbf engines. Hope this helps.

Thanks for that.

I've been doing DRW-SYD-DRW about 45 times a year for the last 3 and a bit years. The split of flights is about QF 55%, JQ 43% and VA 2% - interestingly of the 100+ QF 738 flights on the route I've been on very few VY# series and a number of the VX# and XZ# series aircraft multiple times. I know it's not necessarily conclusive but it's a reasonable sample size.
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Thai77w
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RE: Australian Aviation Thread Part 121

Thu May 21, 2015 11:10 am

Because of the huge amounts of freight and the heat, the higher MTOW op there... Man we miss the widebodies though... EX BNE we have to send so much of our DRW freight via SYD or CNS...
Aircraft types I've been on: PA31,Q300,AT75,AT76,717,733,738,739ER,763,772,77E,773,77W,788,789,744,319,320,332,333,346,359,380
 
luftaom
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RE: Australian Aviation Thread Part 121

Thu May 21, 2015 11:35 am

I don't know how much slack there is in the A332 fleet - but there are some days - particularly in the dry season where you simply can't get a seat on QF to the east coast ex DRW other than on a redeye (and even then). I had to go to SYD about this time last year on relatively short notice (day and a half out) and both the middle of the day SYD and BNE flights were sold out - and the MEL and ADL flights had one or two seats left. It's not an isolated incident - my colleagues often have trouble at the last minute. I wonder if the new flexibility will see them sub in the odd 332 on the morning Brisbane run on particularly peak days over July and August.
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RE: Australian Aviation Thread Part 121

Thu May 21, 2015 12:06 pm

QF12 LAX-SYD has diverted to HNL, operated by VH-OQL
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ZuluAlpha
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RE: Australian Aviation Thread Part 121

Thu May 21, 2015 12:34 pm

Quoting thai77w (Reply 38):
Quoting luftaom (Reply 39):

There is a huge gap in capacity between the QF 738's and the 332's. The QF738's have 12J and 156Y (total 168). The 332's (and I'm basing this on the closest in terms of capacity) is the reconfig 332's with 28J and 243Y (total 271). I understand there won't be a wave of a magic wand to fix this and even if QF decide on it's next order to purchase some 739's where as a guide, using AS 739's seat map of 16F and 165Y (total 181) that isn't a huge jump from the current 738's that QF have.

I don't see any solution on the domestic capacity gap for a very long time
Flown on:_CRJ, CR7 D10 DHT DH8, DH2, DH3, DH4, EMB, E45, E75, E90, F28 J32 M80 SH6 320, 32B, 332, 333, 380, 717, 732, 733, 734, 73H, 743, 744, 752 762, 763, 772, 77W
 
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Zkpilot
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RE: Australian Aviation Thread Part 121

Thu May 21, 2015 12:39 pm

Quoting ZuluAlpha (Reply 41):
Thats where the A321NEO would fit in nicely. However unlikely since it would be another type when they are trying to simplify the fleet (an argument could be made about JQs A320 fleet I guess)
64 types. 45 countries. 24 airlines.
 
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RyanairGuru
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RE: Australian Aviation Thread Part 121

Thu May 21, 2015 9:15 pm

I really can't believe that there won't be A330s on BNE-DRW this winter. In the past few winters this route has been upgauged from a 767 to 330, yet now we are supposed to believe that 737s with a second service two days a weeks is going to cut it?

The only winner in all this is JQ. The holds if their A320s must be overflowing.
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Thai77w
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RE: Australian Aviation Thread Part 121

Thu May 21, 2015 10:19 pm

Indeed Ryanairguru... Looking at some figures nearly 1200kg of freight has been delayed overnight this week due to lack of capacity to DRW. The biggest problem is ADF, so much travels AMB-DRW and vice versa.. It can be a nightmare!
Aircraft types I've been on: PA31,Q300,AT75,AT76,717,733,738,739ER,763,772,77E,773,77W,788,789,744,319,320,332,333,346,359,380
 
luftaom
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RE: Australian Aviation Thread Part 121

Thu May 21, 2015 11:40 pm

Quoting RyanairGuru (Reply 43):
The only winner in all this is JQ. The holds if their A320s must be overflowing.

Picking up on this - I've seen a smattering of A321s on the DRW run over the last year - mostly on the Melbourne overnight flight. Does anyone know if an A321 overnights in BNE?

If so it would have to be a pretty good candidate for a trip to DRW during the particularly peak weeks of the dry season. Unless something goes wrong, it should be back in circulation and able to operate a 6:20 or 6:30am (maybe even earlier) service ex BNE.
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ZuluAlpha
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RE: Australian Aviation Thread Part 121

Fri May 22, 2015 12:30 am

Quoting RyanairGuru (Reply 43):
I really can't believe that there won't be A330s on BNE-DRW this winter. In the past few winters this route has been upgauged from a 767 to 330, yet now we are supposed to believe that 737s with a second service two days a weeks is going to cut it?

Hopefully (and this is really looking deep into the crystal ball here), Next winter we might see the returns of the 330's on BNE DRW .. IMO they may have had to take them out this winter due to the reconfiguration of the 330's. Plus with previous talk of a couple of the 330's going back due to their lease being expired that has made the network a little tighter ?

Maybe MH might be selling some of their 330's with a part of their restructure
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luftaom
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RE: Australian Aviation Thread Part 121

Fri May 22, 2015 1:01 am

Quoting thai77w (Reply 44):
ndeed Ryanairguru... Looking at some figures nearly 1200kg of freight has been delayed overnight this week due to lack of capacity to DRW. The biggest problem is ADF, so much travels AMB-DRW and vice versa.. It can be a nightmare!

Time to run the Australian Air Express 733s during the day!

Sorry for all this DRW talk - there is little else to do up here other than indulge in backseat yield/fleet/route planning discussion.
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Thai77w
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RE: Australian Aviation Thread Part 121

Fri May 22, 2015 4:21 am

Unfortunately the 733s are too unreliable... This week at least one has been U/S every night... The only time to mx is during the day... Part of the reason why the CNS day freighter stopped. With AJ openly shopping QFE around I don't think there will be significant investment in the freighter fleet for a while. It's got bad enough that the JQ birds ferrying to SIN often carry freight to/from DRW.
Aircraft types I've been on: PA31,Q300,AT75,AT76,717,733,738,739ER,763,772,77E,773,77W,788,789,744,319,320,332,333,346,359,380
 
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qf2220
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RE: Australian Aviation Thread Part 121

Fri May 22, 2015 6:31 am

Quoting thai77w (Reply 48):
With AJ openly shopping QFE around

Huh? Whats this?

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