Is Impulse the new 'low-cost' carrier?
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Impulse... new low cost carrier?
Nuh, doesn't look like it:
Qantas to simplify fares, adopt single class on Tasman
Dateline: Wednesday September 17, 2003
Qantas said it will move to a single-class cabin product and introduce a "simpler, more flexible fare structure" on its transtasman flights beginning next month.
"In a highly competitive environment, and particularly on short-haul trips between Auckland, Wellington and Christchurch, there is not sufficient demand for business class," Executive GM-Sales and Marketing John Borghetti explained.
The carrier, which operates 111 weekly services between Australia and New Zealand, will reconfigure the 737-300s used on its transtasman routes in a move that will result in a 9% increase in capacity. The all-economy flights will launch Oct. 15.
On that same day, Qantas's new fare package will go into effect. It includes one-way fares that can be mixed and matched as well as the removal of minimum stays including Saturday-night restrictions, advance purchase conditions and seasonal surcharges. One-way fares will be priced from A$243 ($162), comprising a base fare of A$179 and A$64 in taxes. The Sydney-Auckland return fare will start at A$451, down from A$675 currently.--Loren Farrar
Nuh, doesn't look like it:
Qantas to simplify fares, adopt single class on Tasman
Dateline: Wednesday September 17, 2003
Qantas said it will move to a single-class cabin product and introduce a "simpler, more flexible fare structure" on its transtasman flights beginning next month.
"In a highly competitive environment, and particularly on short-haul trips between Auckland, Wellington and Christchurch, there is not sufficient demand for business class," Executive GM-Sales and Marketing John Borghetti explained.
The carrier, which operates 111 weekly services between Australia and New Zealand, will reconfigure the 737-300s used on its transtasman routes in a move that will result in a 9% increase in capacity. The all-economy flights will launch Oct. 15.
On that same day, Qantas's new fare package will go into effect. It includes one-way fares that can be mixed and matched as well as the removal of minimum stays including Saturday-night restrictions, advance purchase conditions and seasonal surcharges. One-way fares will be priced from A$243 ($162), comprising a base fare of A$179 and A$64 in taxes. The Sydney-Auckland return fare will start at A$451, down from A$675 currently.--Loren Farrar
Join Date: Jan 2003
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The thing i dont understand is if Impulse is the new LCC why did QF put a team of managers together and spend all this money to tell them that?
Also I watched the Business Sunday program shortly after the LCC idea was put out there by QF and Dixon said Impulse was not the model they were after. And if the LCC gets off the ground and its not Impulse wont it be competing head to head not only with shorthaul but Impulse on the leisure routes?
Also I watched the Business Sunday program shortly after the LCC idea was put out there by QF and Dixon said Impulse was not the model they were after. And if the LCC gets off the ground and its not Impulse wont it be competing head to head not only with shorthaul but Impulse on the leisure routes?
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Judging by the various media releases on the subject to date, expect the LCC to be a greenfields operation built from the ground up with minimal involvement from Qantas HQ. The operating philosophy would aim to have the carrier come into the market 'underneath' DJ, and gain DJ (or low yield mainline) market share from below, and turn it inter higher yield, higher volume market. All routes currently operated by DJ would be fair game - anywhere there's a discount Y-class market lurking, you could expect to see the LCC deployed.
DJ to date have been keen proponents of low fares and 'opening up' Australian air travel. I'd assume they'll have no problems with this venture, then, assuming it proceeds.
ED
DJ to date have been keen proponents of low fares and 'opening up' Australian air travel. I'd assume they'll have no problems with this venture, then, assuming it proceeds.
ED
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Getting the facts straight
The IPC (Impulse Pilots council) was formed due to the fact that the president of AIPA Capt CM (Now CP QF) advised the Impulse Pilots that they were not allowed to join AIPA. He intended to bring the IPC to the AIPA family at a later date.
The Pilots could have joined the AFAP but this move proved unpopular amongst certain senior members.
Most of the 717s available in the states are fitted with the center tank.
Considering any further purchases of the higher engine rating/ higher gross weight variant, this should give QF the aircraft required at least to replace the 146.
The Pilots could have joined the AFAP but this move proved unpopular amongst certain senior members.
Most of the 717s available in the states are fitted with the center tank.
Considering any further purchases of the higher engine rating/ higher gross weight variant, this should give QF the aircraft required at least to replace the 146.
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You only have to look at the 717 route structure to see that it has been replacing the 146 in TAS & SE QLD.
The 146 fleet was about 24 units, the 717 14 units. So, mix with 737, schedule changes and ... "volia"... the 146 is replaced.
IMHO I think that always was the plan right from the start, and a LCC is a completely separate deal.
The 146 fleet was about 24 units, the 717 14 units. So, mix with 737, schedule changes and ... "volia"... the 146 is replaced.
IMHO I think that always was the plan right from the start, and a LCC is a completely separate deal.
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Well there is the fact that they still have the Southern AOC - and here was me thinking Impulse ALONE was going to be the vehicle...
But SURELY...layman's logic here...it would be easier to create a shelf company for the LCC under the Impulse AOC and have Impulse management (with a couple of ring-ins from QF running the LCC as required) administer support functions such as payroll, accounting, HR, etc...rather than create the whole thing from scratch and cost you more money in initial costs?
Any additional staff you hire would be related strictly to the operation of the new aircraft type (eg. Flight operations, etc)...even the Impulse FA's could be double endorsed on a/c types (which again, would reduce time required for training as the endorsement would take approximately 2 days versus 4 weeks, as well as total start up time)...imagine the flexibility of having 300 FA's ready before start up at a fraction of the cost...
But I'm not thinking about tech crew in this realm - not my area!
But SURELY...layman's logic here...it would be easier to create a shelf company for the LCC under the Impulse AOC and have Impulse management (with a couple of ring-ins from QF running the LCC as required) administer support functions such as payroll, accounting, HR, etc...rather than create the whole thing from scratch and cost you more money in initial costs?
Any additional staff you hire would be related strictly to the operation of the new aircraft type (eg. Flight operations, etc)...even the Impulse FA's could be double endorsed on a/c types (which again, would reduce time required for training as the endorsement would take approximately 2 days versus 4 weeks, as well as total start up time)...imagine the flexibility of having 300 FA's ready before start up at a fraction of the cost...
But I'm not thinking about tech crew in this realm - not my area!
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It sounds too easy Mr Seatback. Le piolt all the 717s have a center tank. Total about 12 tonnes across all tanks.
Galley Hag, I think you will find that GD made refference to Impulse as the current low cost alternative. He did not state that it was not the model that they were after. As you stated.
Cheers DM
Galley Hag, I think you will find that GD made refference to Impulse as the current low cost alternative. He did not state that it was not the model that they were after. As you stated.
Cheers DM
