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allrite
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RE: Australian Aviation Thread Part 127

Mon Aug 17, 2015 6:08 am

Quoting tullamarine (Reply 49):
Ideally VA would operate more significantly into Asia in its own right but with SQ as a foundation shareholder, this is unlikely to happen to any great extent but you are correct in saying the HKG is a prime candidate.

Competing against both CX and QF to HK, presumably with no feed at the end (at least QF has onwards CX and KA flights amongst others)? I shouldn't think the numbers would be fantastic unless they do a deal with CX.

The Japan market is now getting crowded and China has the local carriers and networks. QF is already working with China Southern and China Eastern as well.

It would be nice to see Virgin do something out of the box, but it's hard to see what.
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RE: Australian Aviation Thread Part 127

Mon Aug 17, 2015 6:10 am

Quoting tullamarine (Reply 41):
Both QF and VA now have very profitable domestic operations.

I'd like to see them stay that way.

Quoting qfvhoqa (Reply 45):

LA's entertainment industry brings steady premium traffic, I believe SAG requires J travel (or F if no J present) on JFK-LAX for its members.

To some of it's members but not necessarily all. Upgraded travel is a bargaining chip for many Hollywood actors - "status" is hugely important - although mostly it is "front of the aircraft." Virgin America makes a bundle from those actors - and the studios love it - because there is no F, but travelling J is allowed because there is no better available service on the airline with which the studio has a deal.

Same-same other areas, such as Directors of Photography, who negotiate to establish J status (or F in the case of "star" DP's).

My (Writer's) Guild has mandated F travel in the studio agreement. I have to be flown F (unless I choose not ) and I can only be downgraded to J if there is no F service. Same with members of the DGA - Directors. On one mini-series that involved trans-Atlantic travel, only the writer and director (and one star actor) flew F, with British, the rest of the cast (all names) travelled J on Virgin Atlantic.

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RE: Australian Aviation Thread Part 127

Mon Aug 17, 2015 8:41 am

During the launch of the new VA J class today, JB announced that Perth Airport has advised the VA will be able to consolidate its operations in its new terminal by the end of November....17 months late!!
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RE: Australian Aviation Thread Part 127

Mon Aug 17, 2015 8:59 am

Quoting tullamarine (Reply 52):
During the launch of the new VA J class today, JB announced that Perth Airport has advised the VA will be able to consolidate its operations in its new terminal by the end of November....17 months late!!

Correct, here's a link

http://australianaviation.com.au/201...-terminal-to-be-ready-by-november/

I haven't seen this anywhere but on Friday it was reported that the ACCC has approved 5 more years of the VA/DL joint venture

http://australianaviation.com.au/201...rgin-alliance-for-five-more-years/

ADL reports slower growth in 2014/2015

http://australianaviation.com.au/201...slower-passenger-growth-in-201415/
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RE: Australian Aviation Thread Part 127

Mon Aug 17, 2015 9:04 am

Quoting tullamarine (Reply 39):
I assume both QF and VA have done their sums and believe they can make this model work.

Im sure they did but can 100% guarantee you that the actuals will not match the budget. QF did the figures on the 20x A380s that they ordered and convinced themselves that it would work. What an abysmal mess that would have made if another 6 were flying around at the moment? I guess my point is that business can do as many figures as they like but they are only as good as the inputs and assumptions and the degree of reality that they embody.
 
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RE: Australian Aviation Thread Part 127

Mon Aug 17, 2015 9:21 am

Quoting mariner (Reply 40):
I think it's lovely that Aussies get the pampering they some seem to need, but for an unprofitable airline it doesn't make sense to me.

If I do recall VA's domestic operations is profitable (before tax) this financial year. It is VA's international division that is dragging them down according to their books in the recent media release. Not sure if TT's books was included in VA's financial reports.
 
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RE: Australian Aviation Thread Part 127

Mon Aug 17, 2015 9:44 am

Quoting sq256 (Reply 55):
f I do recall VA's domestic operations is profitable (before tax) this financial year. It is VA's international division that is dragging them down according to their books in the recent media release. Not sure if TT's books was included in VA's financial reports.

Yes, domestic made money, but it is still - as of the last reports I've seen - an unprofitable airline, whether you prefer statuary or underlying:

http://www.virginaustralia.com/nz/en...15/VA-FINANCIAL-RESULTS-FY30JUN15/

Virgin Australia Holdings Limited (ASX: VAH) reports Financial Results for Full Year Ended 30 June 2015

"Underlying Loss Before Tax of $49.0 million, an improvement of $162.7 million on FY14

Statutory Loss After Tax of $93.8 million, an improvement of $260.0 million on FY14"


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RE: Australian Aviation Thread Part 127

Mon Aug 17, 2015 10:07 am

Quoting allrite (Reply 50):
Competing against both CX and QF to HK, presumably with no feed at the end (at least QF has onwards CX and KA flights amongst others)? I shouldn't think the numbers would be fantastic unless they do a deal with CX.

And you can bet that as long as SQ is a shareholder, there will be no deal with CX. So unless VA want to slug it on their own, HKG is also highly unlikely. Asia traffic will be met by an SQ codeshare for the foreseeable future I would've thought.

Quoting allrite (Reply 44):
With the decline in the mining boom I'm not sure the transcontinental runs will be so lucrative.

Yup agree. The transcontinental runs will still make money, but I doubt they will be delivering the return/margins that VA/QF would've been banking on when they went about the rollout of the new J class. Regardless, if VA or QF didn't respond to each other, they would've lost out significantly. So I think the rollout is now more about "keeping up with the Joneses" rather than delivering any great yield benefit to QF/VA (I'm pretty certain J fares are lower on MEL/BNE/SYD-PER now compared with say 2-3 years ago at the height of the boom).
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RE: Australian Aviation Thread Part 127

Mon Aug 17, 2015 10:14 am

Quoting allrite (Reply 50):
It would be nice to see Virgin do something out of the box, but it's hard to see what.

Could VA create a South Pacific network, IE like Tahiti, Vanuatu, I know they fly Apia, and Nandi but what about maybe Honolulu all the sun destinations in the South Pacific. I recon Honolulu could work for them, it would give QF and HA some competition from SYD and BNE, QF only fly to there from SYD, and would give JQ some competition from MEL. Just a thought.
 
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RE: Australian Aviation Thread Part 127

Mon Aug 17, 2015 10:16 am

Quoting allrite (Reply 44):
With the decline in the mining boom I'm not sure the transcontinental runs will be so lucrative. Qantas probably has more options to shift their A330s to international routes where the J product makes more sense. Hemmed in by their partners and a lack of aircraft, can Virgin do the same? It's hard to think of any low hanging fruit that Qantas or an established competitor isn't already flying.

Interesting and good observation.

Are VA even able to shift their 330s to Intl operations?

IIRC, at this stage, they are only able to use the 330s on domestic hops - I could be wrong.

If the VA 330s are still only able to be used for domestic, what does VA need to do to be able to use them for Intl ops, or can they already?

QF can really do whatever they, or the market, wants with their A330s  
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RE: Australian Aviation Thread Part 127

Mon Aug 17, 2015 11:47 am

Quoting 777Jet (Reply 59):
If the VA 330s are still only able to be used for domestic, what does VA need to do to be able to use them for Intl ops, or can they already?

Yes, they use them to Fiji.

Quoting Flyingsottsman (Reply 58):
Could VA create a South Pacific network, IE like Tahiti, Vanuatu, I know they fly Apia, and Nandi but what about maybe Honolulu all the sun destinations in the South Pacific.

Again there is competition to HNL. Considering that Qantas have been using JQ on the route and didn't seem in too much of a hurry to upgrade it from the 767 you wouldn't think it was too high yielding. Similarly I'm not sure how high yielding the rest of the South Pacific is. You'd think NZ might know a thing or two about that.  

To my mind VA has to go the virtual airline route when it comes to international destinations as the competition is too well entrenched on most routes and they don't have the historical recognition and experience of Qantas. So I don't think they can look forward to high yields flying long haul on their own aircraft, except perhaps Trans-Pacific.

The other option is to gradually build up a select few routes that are currently under served and wear potential losses for a while. Canada might have been an option, considering that the ski market is well defined (but that could hurt NZ). South America? Vietnam (not high yielding)? Fly from cities other than Sydney and Melbourne (eg to Japan)? Would have worked better with cashed up miners.

I think part of the problem is that Borghetti dreams of luxury while the market may not be willing to pay for it. With the boom declining competency and competitiveness may be enough.
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RE: Australian Aviation Thread Part 127

Mon Aug 17, 2015 11:25 pm

MEL commenced services from its new Terminal 4 with Tiger operating its first flights from the new building this morning. Jetstar and REx will also move into the new terminal over the next few months.
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RE: Australian Aviation Thread Part 127

Mon Aug 17, 2015 11:33 pm

http://www.smh.com.au/business/aviat...ease-for-535m-20150817-gj0qz0.html

Sydney Airport has bought back the lease on T3 from Qantas for $535 million.

This should finalise the asset sale portion of QF's re-structure plan and allows QF to take another significant chuck out of its debt.

We're definitely closer to the 787 order now!
 
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RE: Australian Aviation Thread Part 127

Mon Aug 17, 2015 11:50 pm

Quoting Sydscott (Reply 62):
Sydney Airport has bought back the lease on T3 from Qantas for $535 million.

Interesting part of the announcement is that from mid-2019 T3 will no longer be a QF exclusive facility and will become a common user facility like T2. I wonder if the common ownership will also mean the long anticipated airside link between T2 and T3 will be built.
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RE: Australian Aviation Thread Part 127

Tue Aug 18, 2015 12:10 am

Quoting Sydscott (Reply 62):
Sydney Airport has bought back the lease on T3 from Qantas for $535 million.

Well that was a big surprise! I guess we can "look forward" to the T3 experience becoming more like T2. Longer lines at security and more shopping kiosks on the concourse.

Quoting tullamarine (Reply 63):
Interesting part of the announcement is that from mid-2019 T3 will no longer be a QF exclusive facility and will become a common user facility like T2.

I doubt it will end up as a common user facility - according to the QF release, QF will retain the majority of gates until 2025. JQ & VA probably won't want to run operations over T2/T3, and each are too large to co-locate with QF at T3. I guess ZL could move to T3.
 
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RE: Australian Aviation Thread Part 127

Tue Aug 18, 2015 12:26 am

Quoting tullamarine (Reply 61):

MEL commenced services from its new Terminal 4 with Tiger operating its first flights from the new building this morning. Jetstar and REx will also move into the new terminal over the next few months.


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I had no idea it was this close. Anyone got any pictures on what this terminal looks like? I did research a few months back to no avail.
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RE: Australian Aviation Thread Part 127

Tue Aug 18, 2015 12:37 am

Quoting qfvhoqa (Reply 64):
I doubt it will end up as a common user facility - according to the QF release, QF will retain the majority of gates until 2025. JQ & VA probably won't want to run operations over T2/T3, and each are too large to co-locate with QF at T3. I guess ZL could move to T3.

Common use of T3 will be for QF like what VA has in T2. It will maintain a set number of gates for exclusive use like VA has on T2's southern concourse but it will also have a few swing gates that it can use but may also be used for other airlines. As you rightly point out, the main initial change will be retail franchises which will probably grow. That is not all bad as the current food-court in T3 is a pretty dowdy affair and hasn't had the money spent on it that its counterpart in T2 has.

It is hard to predict which airlines may end up using the swing gates in T3 but if an airside link is developed between T2 and T3, it is likely that JQ would be the candidate. Interestingly, it was Geoff Dixon who first discussed the possibility of this airside link after JQ got gate access in T2's northern concourse. It never came to anything probably because no one could work out who should pay.
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RE: Australian Aviation Thread Part 127

Tue Aug 18, 2015 12:56 am

Quoting qfvhoqa (Reply 64):
Well that was a big surprise! I guess we can "look forward" to the T3 experience becoming more like T2. Longer lines at security and more shopping kiosks on the concourse.

I think QF has done a pretty good job of cramming the place full of retail as it is so don't really see how SYD can put more in.

Quoting qfvhoqa (Reply 64):
I doubt it will end up as a common user facility - according to the QF release, QF will retain the majority of gates until 2025. JQ & VA probably won't want to run operations over T2/T3, and each are too large to co-locate with QF at T3. I guess ZL could move to T3.

I doubt it will too. I'd say that QF does a pretty good job of using all of the gates in the terminal as it is so can't really see where another airline could fit in there.

I also doubt any other airline would be willing to pay the cost to use QF's automated bag drops.

Quoting tullamarine (Reply 66):
As you rightly point out, the main initial change will be retail franchises which will probably grow. That is not all bad as the current food-court in T3 is a pretty dowdy affair and hasn't had the money spent on it that its counterpart in T2 has.

I don't mind the food court but agree with its appearance. The T2 one, to me, reminds me of a zoo at peak times. LOL Having said that I think if you look at the space where gates 16 to 19 are in T3 and that general area, there is plenty of scope for re-modelling and expanding that part of the terminal, including building a connector, that SYD could do to put more food options in and more shopping.

The only change I hope SYD doesn't make to the terminal is to take away the single lane security checkpoint on the left side of the terminal.entrance hall!
 
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RE: Australian Aviation Thread Part 127

Tue Aug 18, 2015 1:52 am

Quoting tullamarine (Reply 66):
Common use of T3 will be for QF like what VA has in T2.

That doesn't resolve the issue of an airline have operations split between T2 & T3. QF consumes so much of T3 (especially in the morning peak) that another airline moving its whole operations to T3 would need to be smaller than VA/JQ. I guess TT could fit as they only have 6 departures before 10am, but there aren't any hard stands at T3.

Quoting tullamarine (Reply 66):
if an airside link is developed between T2 and T3

That would make sense for SACL as it's going to be somewhere they can add more commercial space. If it were to come to fruition then I can see JQ using some of T3.

Quoting Sydscott (Reply 67):
I think QF has done a pretty good job of cramming the place full of retail as it is so don't really see how SYD can put more in.

The long area of concourse from gates 1-7 is quite broad, but only has a few kiosks (Krispy Kreme, Napoleon & Travelex). This space could be used for more kiosks as seen in T2. The rabbit-warren like area for gates 16-19 could also possibly host a retail space.

Quoting Sydscott (Reply 67):
The T2 one, to me, reminds me of a zoo at peak times.

The two food courts are worlds apart - T3's is sparsely used, the T2 food court is always overflowing. But that is also a consequence of the resident airlines - T3 pax are often heading straight to the lounge or the gate. T2 pax (especially JQ/TT) tend to arrive early for their flight and have plenty of time to kill.

Quoting Sydscott (Reply 67):
The only change I hope SYD doesn't make to the terminal is to take away the single lane security checkpoint on the left side of the terminal.entrance hall!

According to AusBT, "In the short term Sydney Airport will take over the running of T3 retail stores.". Hopefully this means operational changes like security won't change for some time.
 
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RE: Australian Aviation Thread Part 127

Tue Aug 18, 2015 2:55 am

T4 at Tulla begun a phased opening today - Tiger flights are departing / arriving from the new building as of this morning whilst the existing Tiger facilities are now to be refurbed where Tiger will move back into that space (existing Tiger facilities will evenutally merge with new T4 building). Jetstar will move in a couple of months.

The new terminal is a first in asia-pac for entirely self-serve check-in kiosks and automated bag drop according to MEL.

https://urban.melbourne/transport/2015/08/18/new-t4-tullamarine-opens
 
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RE: Australian Aviation Thread Part 127

Tue Aug 18, 2015 4:01 am

MH will fly the A380 to SYD on 18th of September

MH141 KUL0900 – 1915SYD 380
MH140 SYD2140 – 0430+1KUL 380

http://airlineroute.net/2015/08/17/mh-syd-sep15/
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RE: Australian Aviation Thread Part 127

Tue Aug 18, 2015 4:17 am

So Jetstar HK is now a dead duck. It appears plan B might be Jetstar China with China Eastern.
 
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RE: Australian Aviation Thread Part 127

Tue Aug 18, 2015 6:39 am

Get your cameras ready Sydney Spotters.

NH has announced today the routes that the 787-9 in the R2D2 livery will operate and SYD will be one of them

http://airlineroute.net/2015/08/18/nh-starwars-w15/
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RE: Australian Aviation Thread Part 127

Tue Aug 18, 2015 11:32 am

Quoting Sydscott (Reply 62):
Sydney Airport has bought back the lease on T3 from Qantas for $535 million.

This should finalise the asset sale portion of QF's re-structure plan and allows QF to take another significant chuck out of its debt.

We're definitely closer to the 787 order now!

And potentially a reconfiguration of SYD whereby there would be integrated Domestic/International terminals - Qantas and OW partners would use T1 or T2/T3 and vice versa for VA and partners. Although the last I heard of this mooted plan, John Borghetti was refusing to shift VA's operations to T1 as it is geographically further away from the CBD vs T2/T3.
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RE: Australian Aviation Thread Part 127

Tue Aug 18, 2015 11:41 am

Geographical location clearly wasn't an issue in PER, and the incremental distance is much, much smaller at SYD than PER. I'm sure that either one or the other will move if enough cash is put on the table, they will just be sure to drive a very hard bargain with SAC.
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RE: Australian Aviation Thread Part 127

Tue Aug 18, 2015 12:03 pm

Quoting SYDSpotter (Reply 73):
Quoting RyanairGuru (Reply 74):

Aside from passenger convenience, what are the benefits of doing such a co-location? Its going to cost a bit of $$ to reconfigure both terminals for int and dom ops.
 
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RE: Australian Aviation Thread Part 127

Tue Aug 18, 2015 2:01 pm

Quoting QF2220 (Reply 75):

Saves on towing 'common' aircraft across 16R/34L between domestic & intl, ie the 737s of both carriers (and JQ A320s), some of QF's A330s. I might be wrong but I'm pretty sure each towing movement takes up a slot? In any case they often take quite a long time while waiting for streams of arrivals & departures and aren't a particularly efficient use of resources.
 
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RE: Australian Aviation Thread Part 127

Tue Aug 18, 2015 11:29 pm

Quoting SYDSpotter (Reply 73):
John Borghetti was refusing to shift VA's operations to T1 as it is geographically further away from the CBD vs T2/T3.

Perhaps NZ/SQ pushed VA into this choice as QF's international flights would also be closer to the city.

Quoting RyanairGuru (Reply 74):
Geographical location clearly wasn't an issue in PER, and the incremental distance is much, much smaller at SYD than PER.

Distance may be smaller at SYD but travel time difference (according to google maps) is almost the same. At SYD, T1 is about 3 minutes drive longer than T2/3 from the city. At PER, T2 is about 4 minutes longer drive from the city than T3/4.

I would say that VA having domestic operations separated between T2 & T3 at PER gave them enough incentive to move. At SYD they already have one terminal for domestic ops.

Quoting QF2220 (Reply 75):
Aside from passenger convenience, what are the benefits of doing such a co-location?

Benefits for who - the airport or the airlines?
SACL can more efficiently allocate gates when international or domestic is busier. 6-7am is extremely busy for international arrivals, not so for domestic arrivals. Similarly 4-5pm is very quiet for international departures, but domestic is far busier.
For the airlines, they can consolidate ground services and have staff work both international and domestic. At the moment, QF for example needs to have ground staff available at the gate for QF41 at 1350 and QF1 at 1600. What do these staff do in between these departures? With a combined terminal these staff can work domestic departures in the meantime.

Quoting DeltaB717 (Reply 76):
Saves on towing 'common' aircraft across 16R/34L between domestic & intl, ie the 737s of both carriers (and JQ A320s), some of QF's A330s.
QF don't tow any 737s from international to domestic, the NZ flights are ZK aircraft and turn around to another NZ departure. JQ and VA do this occasionally but it seems to be only a couple each day.

[Edited 2015-08-18 17:18:11]
 
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RE: Australian Aviation Thread Part 127

Tue Aug 18, 2015 11:58 pm

Quoting qfvhoqa (Reply 77):

The NOU flights are operated by VH aircraft. Again, it's three flights a week, usually all on the same frame, but that's still two towing ops a week gone. It may not be a huge incentive but I'm sure it is one, and not only to the airlines.

Another benefit to the airlines is that, instead of each having to have lounges (QF Club, etc) in two different terminals, they only need one set of lounges each.
 
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RE: Australian Aviation Thread Part 127

Wed Aug 19, 2015 12:22 am

Quoting DeltaB717 (Reply 78):
Another benefit to the airlines is that, instead of each having to have lounges (QF Club, etc) in two different terminals, they only need one set of lounges each.

This would depend on how Immigration facilities are handled. For boarding efficiency, it is better to have the lounge post immigration but this is of no use to domestic pax. Given the size of the precincts, it is unlikely that one lounge would be sufficient in either anyway.

Quoting RyanairGuru (Reply 74):
I'm sure that either one or the other will move if enough cash is put on the table, they will just be sure to drive a very hard bargain with SAC.

It may eventually be solved by a financial incentive. I think apart from the distance, VA was also a bit peeved by the way it was presented to them as a fait accompli. It was fairly naive on SAC's behalf to announce a grand plan without getting the buy-in of a key stakeholder.
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RE: Australian Aviation Thread Part 127

Wed Aug 19, 2015 1:48 am

Quoting qfvhoqa (Reply 77):
Distance may be smaller at SYD but travel time difference (according to google maps) is almost the same. At SYD, T1 is about 3 minutes drive longer than T2/3 from the city. At PER, T2 is about 4 minutes longer drive from the city than T3/4.

I would say that VA having domestic operations separated between T2 & T3 at PER gave them enough incentive to move. At SYD they already have one terminal for domestic ops.

In regards to PER airport google maps is inaccurate as it doesn't take into the account the new roads around Perth airport. See link below

http://gatewaywa.com.au/assets/Uploads/GatewayWA-Overview-Map-V6-2.pdf

I would also note that accessing T1/T2 now the main access is Dunreath Dve now whereas previously it was Horrie Miller Dve. Currently Dunreath Dve ( this is the road you use to get from T1/T2 to T3/T4) is currently blocked between the Dunreath Dve/Tonkin Hwy intersection to just past the viewing area, therefore driving from say T3 to T2 you actually have to get on to Tonkin Hwy then take the T1/T2 exit about 2 kms down the road
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SYDSpotter
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RE: Australian Aviation Thread Part 127

Wed Aug 19, 2015 9:45 am

Quoting tullamarine (Reply 79):
This would depend on how Immigration facilities are handled. For boarding efficiency, it is better to have the lounge post immigration but this is of no use to domestic pax. Given the size of the precincts, it is unlikely that one lounge would be sufficient in either anyway.

Yes agree, the vast majority of lounges worldwide are located post-security/immigration. You wouldn't be able to have a joint domestic/international lounge given domestic/international need to be physically separate. In any case, the international lounges are generally have a better product vs domestic.
319_320_321_332_333_359_388 / 734_737_738_743_744_762_763_772_773_77W_788_789
 
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qf2220
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RE: Australian Aviation Thread Part 127

Wed Aug 19, 2015 10:58 pm

 
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RE: Australian Aviation Thread Part 127

Wed Aug 19, 2015 11:03 pm

Quoting QF2220 (Reply 82):

QF orders 8 798s (for now)

http://www.qantasnewsroom.com.au/med...rier/

It looks like these will replace the last two non-reconfigured 744s - OJM and OEB, as well as the three reconfigured RR birds - OJS, OJT and OJU.

It looks like they will hang on to the 6x 744ERs for the moment. I am guessing there are more Dreamliners to come...
 
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RE: Australian Aviation Thread Part 127

Wed Aug 19, 2015 11:13 pm

A large number of announcements today from Qantas:

http://www.asx.com.au/asxpdf/20150820/pdf/430myx7kw5b690.pdf

A $505 million return of capital proposed as a 23 cent per share cash distribution.

http://www.asx.com.au/asxpdf/20150820/pdf/430mz48490snx1.pdf

As stated by QF2220, an order for 8 787-9's to replace 5 Boeing 747-400's and grow the fleet.

Note that of the 8 789's ordered 5 are from the exercise of options and the other 3 are a conversion of the JQ 788 order into 789's. So no further 787's are going to Jetstar for now.

Four to arrive in 2018 and 4 in 2019.

This will leave QF with the 6 744ER's only.

QF retaining 15 options and 30 more purchase rights.

http://www.asx.com.au/asxpdf/20150820/pdf/430mz7qwnwyp30.pdf

QF Investor Update with financial highlights.

- Underlying PBT - $975 million
- Overall CASK down 5.1%
- Overall Yield up 1.1%
- Underlying EBIT of $480 million for QF domestic; (2014 $30 million)
- Underlying EBIT of $267 million for QF International (2014 $-497 million excluding the fleet writedown)
- Underlying EBIT of $230 million for Jetstar; (2014 -$116 million)
- Underlying EBIT of $315 million for Loyalty; (2014 $286 million)
- Underlying EBIT of $114 million for Freight: (2014 $24 million)

From Jetstar:
- Jetstar New Zealand op profitable for the first time:
- Jetstar Asia returned to profit:
- Jetstar Pacific profitable;
- Jetstar Japan huge improvement - (ie still unprofitable. LOL)
 
Sydscott
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RE: Australian Aviation Thread Part 127

Wed Aug 19, 2015 11:19 pm

If anyone is interested in the finer details, the supplementary slides are also here.

http://www.asx.com.au/asxpdf/20150820/pdf/430mz9hzsbddlq.pdf
 
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allrite
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RE: Australian Aviation Thread Part 127

Wed Aug 19, 2015 11:20 pm

Quoting Sydscott (Reply 84):
Jetstar Japan huge improvement - (ie still unprofitable. LOL)

But they are pumping another $55 million in (IIRC, on mobile) and aiming for more international routes.

Jetstar HK written off.
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Sydscott
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RE: Australian Aviation Thread Part 127

Wed Aug 19, 2015 11:30 pm

Quoting allrite (Reply 86):
But they are pumping another $55 million in (IIRC, on mobile) and aiming for more international routes.

That is the second part of the capital injection they announced earlier in the year. So it's not a new $55 million announced today, rather it's the actual payment of the second tranche.
 
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777Jet
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RE: Australian Aviation Thread Part 127

Thu Aug 20, 2015 12:25 am

Quoting QF2220 (Reply 82):
QF orders 8 798s (for now)

It's about time!

Can't wait to see the QF 789 in the flesh... I bet it will look stunning!
DC10-10/30,MD82/88/90, 717,727,732/3/4/5/7/8/9ER,742/4,752/3,763/ER,772/E/L/3/W,788/9, 306,320,321,332/3,346,359,388
 
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mariner
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RE: Australian Aviation Thread Part 127

Thu Aug 20, 2015 1:20 am

Quoting QF2220 (Reply 82):
Profit of $789m statutory ($975m underlying)

Good on ya', AJ.  


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tullamarine
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RE: Australian Aviation Thread Part 127

Thu Aug 20, 2015 6:01 am

Melbourne Airport has announced former QF (and AN and VS) executive Lyell Strambi has been appointed the new CEO of Australia Pacific Airports Corporation which owns MEL and LST. He sure has come a long way from when I knew him as the head of Accounts Receivable at AN back in the early 1990's.
717, 721/2, 732/3/4/5/7/8/9, 742/3/4, 752/3, 762/3, 772/E/W, 788/9, 300,310, 319,320/1, 332/3, 359, 388, DC9, DC10, F28, F100, 142,143, E75/90, CR2, D82/3/4, SF3, ATR
 
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zkokq
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RE: Australian Aviation Thread Part 127

Thu Aug 20, 2015 6:38 am

Thai to fly the 787 to BNE from 25th of Oct as per their reservation system.

TG473 Dep BKK 2359 Arr BNE1205+1
TG474 Dep BNE 1335 Arr BKK 1945
 
Thai77w
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RE: Australian Aviation Thread Part 127

Thu Aug 20, 2015 6:59 am

zkokq thanks for sharing  

Knew for a while but was told to keep it quiet by my contact until it was 100%. Beat me to it!
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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RE: Australian Aviation Thread Part 127

Thu Aug 20, 2015 7:29 am

Quoting QF2220 (Reply 75):
Aside from passenger convenience, what are the benefits of doing such a co-location? Its going to cost a bit of $$ to reconfigure both terminals for int and dom ops.

Doesn't have to cost to much, and changes would need to be made to Tasman flights (if they very go domestic).

Example in T1 you're got 3 main piers: you could
- Tasman
-Domestic
Intertional
 
Sydscott
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RE: Australian Aviation Thread Part 127

Thu Aug 20, 2015 7:56 am

Quoting qf002 (Reply 98):
I noticed that the big QF news this morning was very swiftly displaced on AusBT by a gushing review of VA's new A330 product as the top story on their front page. Coincidence?

They're going to go with a paid advertorial over news anytime and, lets face it, financially VA need a leg up!
 
TruemanQLD
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RE: Australian Aviation Thread Part 127

Thu Aug 20, 2015 10:11 am

Quoting zkokq (Reply 91):
Thai to fly the 787 to BNE from 25th of Oct as per their reservation system.

TG473 Dep BKK 2359 Arr BNE1205+1
TG474 Dep BNE 1335 Arr BKK 1945

Great news for BNE as it surely means TG will be staying around for some time yet (compared to rumours they would be leaving from earlier in the year)
 
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qf2220
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RE: Australian Aviation Thread Part 127

Thu Aug 20, 2015 10:55 am

Quoting tullamarine (Reply 90):

I wonder what happened behind the scenes at QF for him to leave...
 
Thai77w
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RE: Australian Aviation Thread Part 127

Thu Aug 20, 2015 11:06 am

The rumours that TG were leaving were just that. It's not going to happen.

The 787 sees a slight reduction in J capacity and 30 less Y seats compared to the current 77E, although there is the once weekly 77W currently. I expect closer to Christmas 777s will return in a limited capacity due to demand, but knowing TH could easily be a 744.  
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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RE: Australian Aviation Thread Part 127

Fri Aug 21, 2015 12:37 am

http://www.smh.com.au/business/aviat...tern-alliance-20150820-gj4ckr.html

Qantas - China Eastern has been given the green light by the ACCC.

Another piece falls into place for QF in Asia!
 
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mariner
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RE: Australian Aviation Thread Part 127

Fri Aug 21, 2015 12:44 am

Quoting Sydscott (Reply 98):
Qantas - China Eastern has been given the green light by the ACCC.

With some interesting provisos - as in your link:

"The ACCC has imposed conditions on the airlines that require them to boost capacity on routes between Australia and China by 21 per cent over the next five years, and report their monthly average fares."

I'm always surprised by the power that the ACCC has.

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aeternum nauta

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