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Australian Aviation Thread Part 136

Mon Feb 08, 2016 3:10 pm

With over 200 replies in Australian Aviation Thread Part 135 (by qf789 Jan 9 2016 in Civil Aviation) Australia Aviation Thread Part 136 is now open

In Australian Aviation Part 135 we discussed

AirAsia X announces they will start an AKL tag on KUL-OOL
Report from CAPA to Jetstar submitting an offer for Skymark
CX eyes more 77W flights to Australia
CZ reduces CAN-SYD from 17 weekly to 2 daily for NS16
CZ to offer SZX-SYD year round
SQ announces SIN-CBR-WLG
SQ eyes more flights to SYD & MEL
SQ increases SIN-BNE to a fourth flight initially 3 weekly with plans for it to go daily
Airbus testing pitot tubes on A343 in DRW
QF BNE-LAX diverts to HNL
EK to go all A388 to PER from August
QF had a 5.8% growth in international passengers compared to 2014
Solomon Airlines to lease a QF 737-800 from late Feb to early Apr
NZ to upgrade NZ177/178 AKL-PER from 763 to 789
Air rage incident on PER-SYD flight
In flight experience on UA
Jetstar Japan announces MNL to NGO, NRT & KIX
CASA announces rule change for airlines landing in bad weather
QF1 delayed by 15 hrs on 21st January
EK does another quick turnaround of EK414/EK413 in SYD
Silkair to operate nonstop to both DRW & CNS
Both QF & NZ suspend flights to Port Vila over runway concerns, followed by VA
TT’s first 737-800 painted
Gold Coast ILS approved for runway 14
Article reporting QF to possibly offer 235 seats on 789
QF to increase CGK & HNL
QF’s new safety video
April rumoured for release of QF’s configuration for 789’s
Plane crashes at Barwon Heads on Victoria’s Bellarine Peninsula
4 more P-8A’s ordered for the RAAF
TG to introduce A350-900 BKK-MEL from 1st July 2016
VA has system wide outage
VA posts 2nd quarter profit
HX to offer HKG-OOL-CNS-HKG year round
Avalon’s 747
KE to fly 77W to BNE for one week in March
VH-OQJ goes tech at LHR, has engine changed
As a result of above VH-OQA operates MEL-DXB-SYD, DFW-SYD is cancelled on 5th Feb
QF operated 737’s on SYD-CBR
VH-OQA’s extra 94kg after Singapore incident
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DeltaB717
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RE: Australian Aviation Thread Part 136

Mon Feb 08, 2016 11:00 pm

Quoting qf789 (Thread starter):
VH-OQA’s extra 94kg after Singapore incident

I'd like to thank QF2220 and bbbb for the interesting Q&A on this... something which inevitably flies under the radar but is interesting to read about. So is it a coincidence that OQA seems not to fly DFW as often as other A380s, or is it because of the SIN-weight?
 
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RE: Australian Aviation Thread Part 136

Mon Feb 08, 2016 11:38 pm

Quoting DeltaB717 (Reply 1):
So is it a coincidence that OQA seems not to fly DFW as often as other A380s, or is it because of the SIN-weight?

Coincidence - but at least over the last month, OQA has gone to DFW Just as much as any other A380 in the fleet. There are no special requirements, considerations or otherwise for the aircraft to operate it. Over the last month, OQA visited twice (as did OQK and OQH). The others all paid one visit, with several not operating QF7/8 at all (OQE, OQD and OQJ for example). So on that basis, it’s currently tracking above average for DFW visits  
 
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RE: Australian Aviation Thread Part 136

Tue Feb 09, 2016 4:32 am

Quoting DeltaB717 (Reply 1):
So is it a coincidence that OQA seems not to fly DFW as often as other A380s
Quoting bbbb (Reply 2):
So on that basis, it’s currently tracking above average for DFW visits

94 kg is roughly speaking the average weight of an Australian male plus his carry on luggage.  

I wouldn't be surprised if it's around or less than the weight of the extra decals that Qantas puts on some of its aircraft.
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RE: Australian Aviation Thread Part 136

Tue Feb 09, 2016 4:47 am

Quoting DeltaB717 (Reply 1):
So is it a coincidence that OQA seems not to fly DFW as often as other A380s, or is it because of the SIN-weight?

She seems to get to DFW as much as any other aircraft if you look back over the last year. With 11 frames in service and a 6wk service, each frame theoretically only does DFW a couple of times each month.
 
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RE: Australian Aviation Thread Part 136

Tue Feb 09, 2016 10:14 am

Airservices to trial new flight path at Perth Airport

http://australianaviation.com.au/201...-new-flight-path-at-perth-airport/
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RE: Australian Aviation Thread Part 136

Tue Feb 09, 2016 12:55 pm

Looking forward to the 23:45 SA281 A343 departure, not only will it be low, 2000ft directly above my house but heavy as well so as it swings westward will happily wake a whole swathe of suburbs in comparison to the usual Swan River aligned departure.
I am one not to complain about aircraft for where I live is at the intersection of the PER rwy03 approach and JAD rw06R/24L circuit.
For along time the late night SA281 A343 has been a problem in terms of noise and spreading this noise will hopefully achieve the desired result in that the current departure profile via the Swan River is the prefered option.

Razza74

[Edited 2016-02-09 05:23:46]

[Edited 2016-02-09 05:24:49]
Ahh the joy of living under a flightpath
 
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RE: Australian Aviation Thread Part 136

Wed Feb 10, 2016 5:58 am

With VARA retiring the F50, and ceasing flying to Albany and Esperance, it looks like very few, if any flights will depart from terminal 2 at Perth, with all remaining intrastate flights from terminal 1? anybody know about this?

Im guessing all scheduled flights will now be out of T1 with FIFO flights out of T2?
 
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RE: Australian Aviation Thread Part 136

Wed Feb 10, 2016 7:19 am

Quoting qf789 (Thread starter):

Thanks for kicking off the new thread  

Just to clear the air & already mentioned above "Nancy Bird" VHOQA isn't route restricted & if anything appears to be most reliable A380 in the QF fleet. Call it a coincidence even VH-OJH was reliable when she returned to revenue service with QF.

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RE: Australian Aviation Thread Part 136

Wed Feb 10, 2016 7:35 am

Quoting EK413 (Reply 8):
Call it a coincidence even VH-OJH was reliable when she returned to revenue service with QF.

Rumour has it that OJH actually had a slightly better average fuel burn than the rest of the fleet post-repair too!
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RE: Australian Aviation Thread Part 136

Wed Feb 10, 2016 2:37 pm

Philippine Airlines will increase its Brisbane-Darwin-Manila services from 3 to 4x weekly from 02APR16. The additional weekly service will operate ex-Manila on Fridays and ex-Brisbane on Saturdays and will be operated by A320 aircraft. The additional weekly flight has been loaded in the PR booking engine.
 
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RE: Australian Aviation Thread Part 136

Thu Feb 11, 2016 1:55 am

Quoting jrfspa320 (Reply 7):
With VARA retiring the F50, and ceasing flying to Albany and Esperance, it looks like very few, if any flights will depart from terminal 2 at Perth, with all remaining intrastate flights from terminal 1? anybody know about this?

Im guessing all scheduled flights will now be out of T1 with FIFO flights out of T2?

T2 still has RPT VARA flights to GET, ONS, DCN, and KNX. There is still Tiger flying from T2, and I don't kow if Alliance flies any RPT flights.

However, I have been told that the plans are to move all VA RPT flights to T1, maybe even this year, and then eventually Tiger will be moving to T1. They even built two check-in counters for Tiger (look like the old international check-in counters) at T1.

When both of these moves are made, the airport is going to get rid of security screening at T2, as the only remaining charter flights do not need security screening.

-CXfirst
 
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RE: Australian Aviation Thread Part 136

Thu Feb 11, 2016 2:00 am

VA Half year results

Net profit $62.5 million for 6 months up to end of December 2015
Up from a loss $47.8 million in the same period a year before
To reduce E90 fleets from 18 to 13 by September 2016
To sell the 6 E70's currently leased to DL
Increase utilization of 737-800's as a result of the 6 E90's leaving the fleet
ATR maintenance to stay in house while they have signed an engine maintenance contract for the 737's with DL
Underlying profit before tax $81.5 million compared to $10.2 million in the same period the year before
Both TT and velocity programs made a positive contribution
VA international remains at a loss
VA domestic posted $130 million EBIT compared to $69.7 million the prior corresponding period
RASK up 7.1%
Yields up 9.1%
TT posted $13.9 million EBIT compared to $24.8 million the corresponding period
TT RASK up 9.2%, yields up 12%
VA international suffered a $30.8 million underlying EBIT loss compared to $39.5 million in the corresponding period
$19.2 million was loss due to events of Bali ashclouds
Velocity base has risen to $5.7 million
Revenue from Velocity rose by $32.2 million to $154.8 million, while underlying EBIT improved to $70.8 million, from $45.2 million.

http://australianaviation.com.au/201...ove-five-embraer-e190s-from-fleet/
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RE: Australian Aviation Thread Part 136

Thu Feb 11, 2016 2:12 am

Quoting qf789 (Reply 12):
To reduce E90 fleets from 18 to 13 by September 2016

Wow, I did not expect that! the E190s seem well utilized, and I personally thought there would be a business case for actually getting a few more.

-CXfirst
 
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RE: Australian Aviation Thread Part 136

Thu Feb 11, 2016 3:09 am

Quoting qf789 (Reply 12):
$19.2 million was loss due to events of Bali ashclouds

Were these events not to happen, VAi would have halved its losses. With TT soon to take over DPS-PER/ADL/MEL this loss should narrow further. But to remain unprofitable with such low fuel costs, VAi has systemic issues they are yet to resolve.

Quoting CXfirst (Reply 13):
Wow, I did not expect that! the E190s seem well utilized, and I personally thought there would be a business case for actually getting a few more.

When VA are using E90s on SYD-MEL/BNE/OOL then they seem a bit surplus to requirements. These high volume routes shouldn't need a lower capacity plane than a 737.
 
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RE: Australian Aviation Thread Part 136

Thu Feb 11, 2016 5:04 am

I was following the media stories about the near-miss incident at MEL and got me thinking, how congested is the airport in terms of slot capacity?
 
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RE: Australian Aviation Thread Part 136

Thu Feb 11, 2016 6:33 am

Quoting qfvhoqa (Reply 14):
When VA are using E90s on SYD-MEL/BNE/OOL then they seem a bit surplus to requirements. These high volume routes shouldn't need a lower capacity plane than a 737.

I've seen full loads on both the E190 and 738's on flights I've taken on VA between BNE and SYD. I'm personally tempte to say there is a business case for not only the E190, but an increased number of 737-700's and for the 737-900ER to be added to the fleet. On the routes like the golden triangle the -900ER would be the perfect aircraft to help bump up the capacity without a huge increase in costs. I can also see both the -700 and -900ER in the QF domestic fleet, but it's highly unlikely happen with either airline.

The E190's would come into their on increasing capacity or frequency on thinner routes, but let's wait to see what happens.
 
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RE: Australian Aviation Thread Part 136

Thu Feb 11, 2016 8:52 am

Quoting Bluebird191 (Reply 16):
The E190's would come into their on increasing capacity or frequency on thinner routes, but let's wait to see what happens.

On thinner routes where the airline can command a premium, perhaps.

The E190 is a problematic aircraft because it;s costs are slightly higher than the A320 and yet it carries far fewer passengers. For JetBlue, one of the biggest operators of the type (as a stand-alone), the mx costs have been an ongoing issue.

http://www.flightglobal.com/news/art...-cut-into-jetblues-profits-385172/

"Embraer maintenance costs cut into JetBlue's profits"

The aircraft can work on high yield routes or as a feeder to mainline where mainline sets the fare, especially in these days of low fuel, but it is not the aircraft that a lot of airlines hoped it would be.

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RE: Australian Aviation Thread Part 136

Thu Feb 11, 2016 10:58 pm

Anyone know if QF is happy with their BNE-WLG seasonal service?
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RE: Australian Aviation Thread Part 136

Thu Feb 11, 2016 11:18 pm

Quoting Bluebird191 (Reply 16):
I've seen full loads on both the E190 and 738's on flights I've taken on VA between BNE and SYD.

That's exactly my point - why do they use a full E90 on SYD-BNE. As mariner says, E90 costs are rather high for a plane its size, so if you can fill it why not operate a 737?

Quoting Bluebird191 (Reply 16):
The E190's would come into their on increasing capacity or frequency on thinner routes, but let's wait to see what happens.

They are scheduled on BNE-TSV which makes more sense, but it appears VA don't have enough routes like this to utilise their E90 fleet.
 
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RE: Australian Aviation Thread Part 136

Fri Feb 12, 2016 3:34 am

https://www.facebook.com/TasmaniaFireService

Quote:
Residents in North West Tasmania should not be alarmed to see a DC10-Bomber and two C130-Bombers flying a bit low over the coast very soon. They are Large Air Tankers (LAT’s) being flown in from Avalon airport in Melbourne to undertake strategic fire suppression along the north east edge of the Mawbanna Road fire.
LAT’s have a payload of between 15,000-43000 litres depending on the type of LAT. They are led in to the drop zone by a lead plane called a “Bird Dog” a smaller Rockwell Turbo Commander 690B which guides the bigger planes in.
 
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RE: Australian Aviation Thread Part 136

Fri Feb 12, 2016 5:16 am

Quoting qfvhoqa (Reply 19):
They are scheduled on BNE-TSV which makes more sense, but it appears VA don't have enough routes like this to utilise their E90 fleet.

They operate the E90 on PER-ADL too.
 
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RE: Australian Aviation Thread Part 136

Fri Feb 12, 2016 6:17 am

A bit of chaos at MEL this morning with the the EK A380 bursting a tyre on arrival and causing damage to the wing. The onwards flight to AKL was cancelled
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RE: Australian Aviation Thread Part 136

Fri Feb 12, 2016 6:53 am

Quoting qfvhoqa (Reply 19):
That's exactly my point - why do they use a full E90 on SYD-BNE. As mariner says, E90 costs are rather high for a plane its size, so if you can fill it why not operate a 737?

But why put a 737 on the route when you may not be able to fill it? It's a catch-22 situation for any airline when it comes to fleet utilisation and sending capacity when and where it's needed - it's a fine balancing act a good portion of the time. There would be times when VA can't fill a 737 on any given route but can fill an E90 and charge a similar or slightly higher fare. Potentially run a 737 at a loss vs potentially running an E90 at a profit? Yes, the fares need to be adjusted accordingly, but having the roughly 65-70 seat difference in capacity can be a lot in the domestic market at times.

In saying that, I've been on a VA domestic flight on the BNE-CNS route for a holiday and I was one of just 25 pax - 24 in economy with myself being the sole business class pax. Was the 738 on the day justified? Not for that particular flight. Not even an E90 would have been profitable - a 30/36 seater regional turboprop would have been much better if VA had any in their fleet with the range, but none exist. The 737 was needed to handle the pax load on onward flight to BNE, SYD or MEL - it's the utilisation and having the capacity when needed. Those BNE-SYD-BNE flights with the E90's not only help the aircraft utilisation, increase the revenue potential and allow an otherwise unprofitable plane on the ground to be in the air, and able to position it elsewhere for another flight to another destination. The bigger picture needs to be considered, no just "another full E90 flight on a golden triangle route" without looking at it in the grand scheme of things.

Quoting qfvhoqa (Reply 19):
They are scheduled on BNE-TSV which makes more sense, but it appears VA don't have enough routes like this to utilise their E90 fleet.

I'll argue that there will be more routes than just that one but am holding off on it as I don't have any numbers, figures or hard facts to back up my argument - one thing I learnt while being a full time aviation student in the last number of months is that I need those numbers and hard facts and hard data to back up my side of the argument when lodging a complaint or having a discussion with my trainer.
 
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RE: Australian Aviation Thread Part 136

Fri Feb 12, 2016 7:09 am

Quoting qf29 (Reply 22):
A bit of chaos at MEL this morning with the the EK A380 bursting a tyre on arrival and causing damage to the wing. The onwards flight to AKL was cancelled

Looks like its replaced by a 77W as EK406 A6-EGF.

Arriving in Auckland now.
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RE: Australian Aviation Thread Part 136

Fri Feb 12, 2016 7:26 am

Quoting coolian2 (Reply 24):
Looks like its replaced by a 77W as EK406 A6-EGF.

EK407 AKL-MEL will be operated by this plane, and then it will operate EK405 via SIN (but delayed).

EK407 MEL-DXB is cancelled.

So, it seems delaying EK405 for 6+ hours is worth it to get AKL bound passengers to their final destinations, and any passengers flying AKL-MEL (just that leg). I guess some passengers that were meant to fly MEL-DXB would be accomodated on EK405.

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RE: Australian Aviation Thread Part 136

Fri Feb 12, 2016 7:51 am

EK405 will leave MEL now at 1am tonight. EK406 was full so it required more then a 77W to AKL. I presume pax were booked on QF.

The return 77W from AKL to MEL was loaded apparently only with pax who were making the trans Tasman hop not those who were continuing on to DXB.
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RE: Australian Aviation Thread Part 136

Fri Feb 12, 2016 9:00 am

Quoting Bluebird191 (Reply 23):
But why put a 737 on the route when you may not be able to fill it? It's a catch-22 situation for any airline when it comes to fleet utilisation and sending capacity when and where it's needed - it's a fine balancing act a good portion of the time. There would be times when VA can't fill a 737 on any given route but can fill an E90 and charge a similar or slightly higher fare. Potentially run a 737 at a loss vs potentially running an E90 at a profit? Yes, the fares need to be adjusted accordingly, but having the roughly 65-70 seat difference in capacity can be a lot in the domestic market at times.

VA may have put the E190 on that route as they had no ther place where they could utilise the aircraft.

I'd suggest the term "increase aircraft utilisation" is a nice way of not conceding they will be reducing capacity and flight frequencies. Currently VA are one of the most efficient users of aircraft. They have 30 minute turns. I am not sure how you could work your aircraft harder than that!
 
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RE: Australian Aviation Thread Part 136

Fri Feb 12, 2016 10:07 am

Quoting qf29 (Reply 26):
The return 77W from AKL to MEL was loaded apparently only with pax who were making the trans Tasman hop not those who were continuing on to DXB.

Wonder how many pax were scheduled to travel AKL-MEL-DXB, and of those how many could be accommodated via SYD or BNE. Of course moving those pax there and accommodating as many MEL-DXB passengers on the EK405 service would be the smart thing to do, but really depends on how busy other legs of those journeys are.

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RE: Australian Aviation Thread Part 136

Fri Feb 12, 2016 10:12 am

It's amazing you can have such operational flexibility so far from home - not just metal, but crewing as well.
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RE: Australian Aviation Thread Part 136

Fri Feb 12, 2016 10:16 am

Quoting Bluebird191 (Reply 23):
I'll argue that there will be more routes than just that one but am holding off on it as I don't have any number

If you google "The VA Source" and click on jet tracker and search each of the 190's you will be very surprised the routings these jets have used over the past month. Its a bit of an eye opener.
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RE: Australian Aviation Thread Part 136

Fri Feb 12, 2016 10:35 am

The EK A380 was HEAVILY damaged this morning. Multiple punctures in the wing from the burst tyre. Willl try and get photos.
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RE: Australian Aviation Thread Part 136

Fri Feb 12, 2016 10:47 am

Quoting Bluebird191 (Reply 23):
I'll argue that there will be more routes than just that one but am holding off on it as I don't have any numbers, figures or hard facts to back up my argument

Surely, there will be more routes than just one, and it is a fine balance. AirNorrth is able to make the E170 work - or so it seems - which is an even more difficult economic case. I assume FIFO - or flights to the mining communities - has played some role in this.

There have been a number of reports about the BELF (Break Even Load Factor) of the E190, some have suggested it can be low as 60% - but that's in a high fare situation on strong routes and with a premium cabin.

In 2011 - when oil/fuel was very high - I was shown some stats by a US LCC flying the E190 and the A319/A320. The BELF on the A320 was about 80%, the A319 was about 84% and the E190 was just over 90% - assuming the average LCC fares of the airline - with no premium cabin - in all cases.

So it was possible to break even on the E190 but there were only 9 seats left to sell at profit. Translated to the A320, they had to sell 128 seats to break even but still had 32 seats to sell at profit - always assuming they could sell them.

Those numbers have changed considerably with the fall in the price of fuel, the BELF will be lower and there are a number of other metrics to consider (mx, e.g.), but the basic rule still applies and it is the essential conundrum for airlines:

The BELF will be lower on the A321 than on the A320 so they can make more money with the additional seats to sell on the larger aircraft. But they have to sell more seats on the A321 to reach that BELF before they go into profit.

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RE: Australian Aviation Thread Part 136

Fri Feb 12, 2016 9:48 pm

Quoting mariner (Reply 32):
AirNorrth is able to make the E170 work - or so it seems

Not forgetting Air North is essentially a subsidiary of Bristow Helicopters with an 85% stake - it means it can write off any losses against another subsidiary, unless the flights using their Brasilia's and Metro's are able financially cover what losses the E70's may incurr. But in saying that, the charter and FIFO work they have should be able to cover those costs easily enough while I'm still doubting the financial viability of their DRW-DIL route with the E70, but without the hard data I'm remaining in doubt about it.
 
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RE: Australian Aviation Thread Part 136

Fri Feb 12, 2016 11:07 pm

Quoting Bluebird191 (Reply 33):
But in saying that, the charter and FIFO work they have should be able to cover those costs easily enough while I'm still doubting the financial viability of their DRW-DIL route with the E70, but without the hard data I'm remaining in doubt about it.

I agree, but I wonder quite why they fly it if it is a dog, and so I wonder if there are sufficient contracts - government, oil researchers, NGO's and aid workers - to make it viable. I'm told (but have no proof) that TAA used to do quite well on the route.

I just don't know.

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RE: Australian Aviation Thread Part 136

Fri Feb 12, 2016 11:36 pm

Quoting mariner (Reply 34):
I agree, but I wonder quite why they fly it if it is a dog, and so I wonder if there are sufficient contracts - government, oil researchers, NGO's and aid workers - to make it viable. I'm told (but have no proof) that TAA used to do quite well on the route.

I just don't know.

If, for some reason, it is a dog, it could be continued to be flown for prestige, to connect Australia with Dili and East Timor, or to allow the government officials, researchers and the like an air connection that would otherwise so much longer than by boat.

I've just had a look at the most recent month of BITRE statistics, and Air North is very much an unknown quantity - either Air North doesn't fly internationally (what the fudge???) or they're international statistics don't get reported. By all accounts and purposed, DRW-DIL is an international route, so it's confusing as why their pax numbers aren't on the BITRE statistics report for November 2015, which is the latest month that is released.
 
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RE: Australian Aviation Thread Part 136

Sat Feb 13, 2016 12:03 am

Quoting Bluebird191 (Reply 35):
If, for some reason, it is a dog, it could be continued to be flown for prestige, to connect Australia with Dili and East Timor, or to allow the government officials, researchers and the like an air connection that would otherwise so much longer than by boat.

I'm not sure what prestige Airnorth gets out of it, or how valuable any such prestige would be. I'm a bit of a hardcore realist about these things and so I think the second part of that - government officials, oil researchers - may be closer to the truth. ASIO is, or has been, a bit busy there, too.

I've just read a trip report by a backpacker who flew DIL-DRW and he said it was less than half full. That's just one flight in 2014, but it isn't encouraging.

There is certainly some traffic but whether it can continue with the oil fields drying up - and the fall in the price of oil - is an open question. Then again, if the country does falter financially, presumably there would be an increase in aid workers?

Too hard basket for me, but fingers crossed.

mariner
aeternum nauta
 
Bluebird191
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RE: Australian Aviation Thread Part 136

Sat Feb 13, 2016 1:11 am

Quoting mariner (Reply 36):
just one flight in 2014, but it isn't encouraging.

Totally agreed. I've been on a number flights that have been well and truly less than half full - BNE-CNS on VA in April 2012 where I was one of just 25 in a 737-800, 25 and 35 respectively in March 2009 on VA on the BNE-POM-BNE route, and again in December 2007 with VA on an E70 flight from ADL-BNE where I was one of just 30. Do these indicate a poor performing route? Definitely not - loads are quite variable. A dummy booking for the DRW-DIL-DRW return flights on TL in June are showing up as $410.

One of these routes we'll definitely put in the too hard basket. Or just my student brain is still thinking about aerodynamics before the exam I have on Monday morning for the subject.
 
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RE: Australian Aviation Thread Part 136

Sat Feb 13, 2016 5:44 am

Quoting Bluebird191 (Reply 33):
Not forgetting Air North is essentially a subsidiary of Bristow Helicopters with an 85% stake - it means it can write off any losses against another subsidiary, unless the flights using their Brasilia's and Metro's are able financially cover what losses the E70's may incurr.

Airnorth has been operating the E170 since 2007 and Bristow took its stake in February 2015.

Quoting Bluebird191 (Reply 35):
If, for some reason, it is a dog, it could be continued to be flown for prestige, to connect Australia with Dili and East Timor, or to allow the government officials, researchers and the like an air connection that would otherwise so much longer than by boat.

Regional airlines don't do anything for prestige. Ask Rex, they've been predicting the end of regional aviation for the past several years. Regional operators in Australia have a high cost environment to work with over vast, unforgiving distances and the amount of failed operators in this country is testament to that. Airnorth have a good niche, they work it well and it delivers more than $100m in revenue for them each year.
 
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eta unknown
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RE: Australian Aviation Thread Part 136

Sat Feb 13, 2016 7:49 am

There is no air services agreement between Australia and East Timor so the Air North flights are actually charters- perhaps why the figures don't appear on BITRE stats.
 
DeltaB717
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RE: Australian Aviation Thread Part 136

Sat Feb 13, 2016 11:16 am

Quoting eta unknown (Reply 39):
There is no air services agreement between Australia and East Timor so the Air North flights are actually charters- perhaps why the figures don't appear on BITRE stats.

Can confirm this is why TL's DIL service doesn't count into the BITRE figures.
 
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cougar15
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RE: Australian Aviation Thread Part 136

Sat Feb 13, 2016 9:20 pm

Hi all, the current 'Airliner world' lists F100´s NHC and MHN as ´repainted into QLink colours´ . I am a bit surprised we haven´t seen a pic here yet, has anyone seen them in these colours yet? cheers
some you lose, others you can´t win!
 
CXfirst
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RE: Australian Aviation Thread Part 136

Sun Feb 14, 2016 1:19 am

Quoting cougar15 (Reply 41):
I am a bit surprised we haven´t seen a pic here yet, has anyone seen them in these colours yet? cheers

Yes, NHC is in these colours, and it looks quite good (although paint being so fresh might have swayed my opinion). MHN is not an F100, but if you meant NHM, then yes, that is repainted as well.

-CXfirst
 
edmountain
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RE: Australian Aviation Thread Part 136

Sun Feb 14, 2016 2:40 am

Does anyone have an idea about how QF and VA loads ex SYD/BNE/MEL to the USA are doing since the decline of the Australian dollar? I know theoretically it would balance out by making it cheaper for Americans but it's my understanding that these flights are filled primarily by Australians.
 
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cougar15
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RE: Australian Aviation Thread Part 136

Sun Feb 14, 2016 9:55 am

Quoting CXfirst (Reply 42):
Yes, NHC is in these colours, and it looks quite good (although paint being so fresh might have swayed my opinion). MHN is not an F100, but if you meant NHM, then yes, that is repainted as well.

many thanks mate, hopefully we´ll see some pics here soon! cant wait to see the old dutch Lady in these colours!
some you lose, others you can´t win!
 
jrfspa320
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RE: Australian Aviation Thread Part 136

Sun Feb 14, 2016 10:06 am

Quoting CXfirst (Reply 42):

I just wish they would put in new seats on the F100, so uncomfortable
 
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zkojq
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RE: Australian Aviation Thread Part 136

Sun Feb 14, 2016 11:46 am

Quoting cougar15 (Reply 41):
Hi all, the current 'Airliner world' lists F100´s NHC and MHN as ´repainted into QLink colours´ . I am a bit surprised we haven´t seen a pic here yet, has anyone seen them in these colours yet?
Quoting cougar15 (Reply 44):
many thanks mate, hopefully we´ll see some pics here soon! cant wait to see the old dutch Lady in these colours!

Here you go:

VH-NHC
http://www.flickr.com/photos/singapore269/21904200084
http://www.flickr.com/photos/bidgee/22483178426


and VH-NHM
http://www.aviationwa.org.au/wp-cont...11/20151121_VH-NHM_AllanTilley.jpg
First to fly the 787-9
 
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eta unknown
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RE: Australian Aviation Thread Part 136

Sun Feb 14, 2016 11:59 am

Quoting edmountain (Reply 43):
Does anyone have an idea about how QF and VA loads ex SYD/BNE/MEL to the USA are doing since the decline of the Australian dollar? I know theoretically it would balance out by making it cheaper for Americans but it's my understanding that these flights are filled primarily by Australians.

Can't comment on QF/VA, but UA is going out light on SYD-LAX... the SFO flight is doing better. Also their MEL-LAX flight is being rigorously yield managed- lower booking classes in all cabins can't be booked ex Australia due to lower dollar.
 
aerokiwi
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RE: Australian Aviation Thread Part 136

Mon Feb 15, 2016 12:00 am

Recently did a trip down the NSW coast to Jervis Bay and passed through Wollongong on the way. I had no idea it was so large and was trying to find out about scheduled commercial services to the airprt (Illawarra Regional Airport).

Has there ever been an attempt at a direct link to, say, Melbourne or Brisbane? I google it and find an image of a Qantas Link Dash8-100/200. Has this been tried in the past and could it be viable today (e.g. a JQ, Tiger or even REX service?).
 
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RE: Australian Aviation Thread Part 136

Mon Feb 15, 2016 12:47 am

Quoting aerokiwi (Reply 48):
Has there ever been an attempt at a direct link to, say, Melbourne or Brisbane? I google it and find an image of a Qantas Link Dash8-100/200. Has this been tried in the past and could it be viable today (e.g. a JQ, Tiger or even REX service?).

Yep, QantasLink operated a Melbourne-Wollongong service from 2005 to 2008. See:

Quote:
QantasLink commenced an RPT service to and from Melbourne using Dash-8 aircraft in June 2005. QantasLink withdrew this service in 2008 as they belived it was unviable due to the increase in fuel costs.
http://www.shellharbour.nsw.gov.au/P...ra-Regional-Airport/About-IRA.aspx

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