I am quite interested to see how QF will fill all those seats to SIN.
PER will continue to have 2 daily A330s which do not connect to Europe - except FRA, HEL and LHR with BA
ADL will continue to have 3 weekly A330s, connecting to FRA, HEL and LHR with BA (FRA will go after Oct 2013, so what feed will QF have ex SIN?)
SYD-SIN-FRA will continue to operate till Oct 2013 despite it being supposedly heavily loss making
New SYD-SIN A330 departing SYD mid morning arriving SIN after lunch. Perhaps it can connect to Jetstar Asia's services, or China Eastern to Shanghai or CX to HKG (but you could fly SYD-PVG/HKG direct can't you)
BNE-SIN 744 turnaround continues, connecting to FRA, HEL and LHR with BA if you want a 4 hour wait in SIN. Doesn't really connect to Asia
New MEL-SIN 744 turnaround, also connecting to FRA, HEL and LHR if you want a 4 hour wait in SIN. Doesn't really connect to Asia
That's a shocking amount of capacity for flights basically connecting to nowhere ex SIN. The MEL flight arrives a bit earlier, at 1900 or so, but still connects to no where - maybe MH to KUL and 3K to Phuket. Enough feed for a 744? I'm not sure.
Perhaps QF wants to demonstrate to the ACCC now that they're massively increasing capacity, and once the deal is approved they cut all flights to SIN to one daily A330 from Nov 2013?
SIA flies 4 daily SYD of which 2 are A380s, 4 daily PER, just about double daily ADL in the summer, 3 daily BNE, 3 daily MEL of which 2 are A380s.
If the Asian market is so important to QF, why are they sending their oldest planes to SIN, while SQ will have more than double the capacity to Australia, most with very new planes?