The other related question is 'what do QF charge J* for an aircraft dispatch out of SYD and what do they charge other 'customer' airlines?'. The answer is that J* is charged significantly less than any other customer airline @ SYD. In fact, the 'cost' to J* is the same 'cost' to QF of dispatching one of our own.
RAD ALT ALIVE, interesting post. You sum up the issue as it currently exists with QF with this statement:
Until an operator's equipment does lose it's high reliability, passengers couldn't care less how old it is (contrary to what so many say here) so long as it's clean on the inside, punctual, and provides the 'value-added' service that they crave.
QF's mainline domestic operation is nowhere near as punctual as it used to be and it's looking and feeling quite 'tired' on the inside. This is the crux of most QF drivers comments. Why persist hacking off the high yield customers with sub-standard, late, tired aircraft whilst the those who can't afford to travel anything but the LCC get the new equipment. If the LCC model is so marginal that a 787 makes a difference to the route compared to an A330 then we really aren't making much money on the route at all. I wonder how much money we lose every time a 767 breaks down on the premium service and we massively disrupt hundreds of premium punters who have the dollars to choose to fly with someone else.