OZJET
NLK or OZD?
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As stated not too reliable as one belongs to ozjet and one to our airline. Also one is a 200 and the other is a 300 Should make an interesting mix with one JTD and one CFM
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Ozjet
VLH is sitting at old ITB at BNE , still wonder where it is going? bit sad to think that it use to be a great A/C for Ansett in its hey day . I remember when it arrived brand new straight from Boeing
So, what's the latest with OzJet - I've had a message that cash flow is a bit of a concern?
I won't mention, for fear of moderator censorship, that many creditors are beginning to get nervous .......................
I won't mention, for fear of moderator censorship, that many creditors are beginning to get nervous .......................
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OBN belongs to OzJet and NKL to Our Airline, no big revelations there.
OBN is the OzJet aircraft painted in Norfolk Air colors and is in Perth for an engine change (coming off another OzJet B732) before going back onto the Norfolk run until Our Airline takes the route over, in which case OzJet will run in opposition.
OBN is the OzJet aircraft painted in Norfolk Air colors and is in Perth for an engine change (coming off another OzJet B732) before going back onto the Norfolk run until Our Airline takes the route over, in which case OzJet will run in opposition.
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I think you will find its NLK not NKL.I'd be willing to bet that OJ won't survive on Norfolk if they are competing with other carriers.I guess they would need to put it in the paint shop as well as they will no longer be Norfolk Air and not codesharing with Qantas either. New staff required as well .
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Actually it is VH-OZD that is painted in the Norfolk Air paint scheme.
Ozjet operates for Norfolk Air by way of ACMI lease with that contract transferring shortly to Our Airline.
The present Ozjet contract calls for an aircraft to be based on the island and I suspect the contract with Our Airline would be the same.
Apparently at present there is some 35 hours of revenue flying, with two and half days where the aircraft sits on the ground.
Significantly Norfolk Air has not had the loads to fill the present Ozjet 732 for quite some time, with some loads being ridiculously low. (The present state of the economy probably doesn’t help)
Begs the following questions:
If you cannot fill a 110 odd seat aircraft where is the advantage to Norfolk Air of getting a larger and more expensive 130 odd seat aircraft? (Yeah I know, more fuel efficient but the financial part of the argument really only works if you fill the aircraft).
How long can Norfolk Air continue with low loads? It has already cancelled its Gold Coast service (bet they still hurt from the money spent on that venture), one Melbourne return service and one Sydney return service.
No matter what the loads are they still have to pay the ACMI lease to whoever does their flying. Maybe there is a route restructure in place which would then allow ON to use NLK for other operations.
Someone wont last there, that is for sure, and feenix you are probably on a good bet, but keep in mind that Norfolk Island has not got a good history running its own airline (Norfolk Jet comes to mind), and the Norfolk Island economy is not so exceptional that they could afford to back a money black hole operation if Norfolk Air makes a loss.
Our Airline (Air Nauru) has also past experience with the repossession agents when they lost VH-RON back to the financier.
Also Ozjet don’t have lease costs and I’d imagine that parking for their 733-200’s would be cheaper than Our Airlines leasing costs for its two aircraft.
As a side issue, how is the “C” check going on VH-INU. Seems that is has been out of the air for quite some time now.
Ozjet operates for Norfolk Air by way of ACMI lease with that contract transferring shortly to Our Airline.
The present Ozjet contract calls for an aircraft to be based on the island and I suspect the contract with Our Airline would be the same.
Apparently at present there is some 35 hours of revenue flying, with two and half days where the aircraft sits on the ground.
Significantly Norfolk Air has not had the loads to fill the present Ozjet 732 for quite some time, with some loads being ridiculously low. (The present state of the economy probably doesn’t help)
Begs the following questions:
If you cannot fill a 110 odd seat aircraft where is the advantage to Norfolk Air of getting a larger and more expensive 130 odd seat aircraft? (Yeah I know, more fuel efficient but the financial part of the argument really only works if you fill the aircraft).
How long can Norfolk Air continue with low loads? It has already cancelled its Gold Coast service (bet they still hurt from the money spent on that venture), one Melbourne return service and one Sydney return service.
No matter what the loads are they still have to pay the ACMI lease to whoever does their flying. Maybe there is a route restructure in place which would then allow ON to use NLK for other operations.
Someone wont last there, that is for sure, and feenix you are probably on a good bet, but keep in mind that Norfolk Island has not got a good history running its own airline (Norfolk Jet comes to mind), and the Norfolk Island economy is not so exceptional that they could afford to back a money black hole operation if Norfolk Air makes a loss.
Our Airline (Air Nauru) has also past experience with the repossession agents when they lost VH-RON back to the financier.
Also Ozjet don’t have lease costs and I’d imagine that parking for their 733-200’s would be cheaper than Our Airlines leasing costs for its two aircraft.
As a side issue, how is the “C” check going on VH-INU. Seems that is has been out of the air for quite some time now.
The 200 series is not ideal for NLK due to range restrictions, and the NLK island government 'put up' with using it because at that stage they were desporate for an operator. They basically 'demanded' at the time that Ansett stop using the F28s due to the noise as there is a historic church which is under the flightpath.
Apparently the contract signed with Ozjet basically stated that they must provide a 'classic' series on the route by a certain date, and if they didn't the contract was over. They apparently did have plans for a 500 but sadly there was no money available to get one, hence Our Airline getting one.
NLK is a strange route in the fact that the loads aren't fantastic and due to it's location you basically need something with good range - 146s/F100s/F28s were always right on the limit of their range to do it 'safely', the 737-500 would probably be the ideal fit but even it's probably a bit on the large side. The weather is crap out there a lot of the time - and diversions and cancelled flights would ruin any profitability and throws the schedule into chaos. Ansett did it for years and I don't think made much on it, but their final straw was when a 737-300 took in a bird and was stuck out there for a week with a 146QT having to take out an engine - cost millions.
Sad it's a pretty enough place but not much to do and reasonably expensive doesn't make it a super popular destination. Sadly from the Oz side they have gone though a LOT of operators - from the NZ side ANZ has been 'old faithful' and has been serving the place for years with the 200 and 300 series 737
One thing is for sure - there is no way 2 operators can survive on the route!
Apparently the contract signed with Ozjet basically stated that they must provide a 'classic' series on the route by a certain date, and if they didn't the contract was over. They apparently did have plans for a 500 but sadly there was no money available to get one, hence Our Airline getting one.
NLK is a strange route in the fact that the loads aren't fantastic and due to it's location you basically need something with good range - 146s/F100s/F28s were always right on the limit of their range to do it 'safely', the 737-500 would probably be the ideal fit but even it's probably a bit on the large side. The weather is crap out there a lot of the time - and diversions and cancelled flights would ruin any profitability and throws the schedule into chaos. Ansett did it for years and I don't think made much on it, but their final straw was when a 737-300 took in a bird and was stuck out there for a week with a 146QT having to take out an engine - cost millions.
Sad it's a pretty enough place but not much to do and reasonably expensive doesn't make it a super popular destination. Sadly from the Oz side they have gone though a LOT of operators - from the NZ side ANZ has been 'old faithful' and has been serving the place for years with the 200 and 300 series 737
One thing is for sure - there is no way 2 operators can survive on the route!
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Puff
A heck of a lot of what you say is correct. But a couple of points;
A 737 – 500 would be a great fit for the route and no, it would not be too big as it is the same body as the -200 but with CFM’s and all the other classic improvements. Obviously better range and uplift to boot.
Unfortunately Ozjet did not get one, but neither did Our Airline who are providing a classic by way of the -300 (ala VH –NLK). Air Nauru (the previous name for OA) previously provided a – 400, which was well received by all accounts.
Norfolk has attracted a lot of inappropriate aircraft in the past, with many types needing to make the decision at TOPD whether to proceed to NLK or return to BNE or SYD.
To give the -200 its credit, it could always give a few shots before needing to divert to Noumea or Auckland. With some loads it was apparently possible to loiter for in excess of an hour before having to divert.
The -300 will do better. But for the times that would solve the problems due to the unique weather, it may very well prove to be an expensive fit in the present declining economy and the load factors the present route structure apparently provides.
A heck of a lot of what you say is correct. But a couple of points;
A 737 – 500 would be a great fit for the route and no, it would not be too big as it is the same body as the -200 but with CFM’s and all the other classic improvements. Obviously better range and uplift to boot.
Unfortunately Ozjet did not get one, but neither did Our Airline who are providing a classic by way of the -300 (ala VH –NLK). Air Nauru (the previous name for OA) previously provided a – 400, which was well received by all accounts.
Norfolk has attracted a lot of inappropriate aircraft in the past, with many types needing to make the decision at TOPD whether to proceed to NLK or return to BNE or SYD.
To give the -200 its credit, it could always give a few shots before needing to divert to Noumea or Auckland. With some loads it was apparently possible to loiter for in excess of an hour before having to divert.
The -300 will do better. But for the times that would solve the problems due to the unique weather, it may very well prove to be an expensive fit in the present declining economy and the load factors the present route structure apparently provides.
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The 300 is by far the most economical of the classics and has a better payload/range ratio then both the 400 and 500 even if the 500 has a better overall range. When carrying a 200/500 load the fuel burns on a 300 are the same as the 500 with the option of carrying more when required,therefore Gnd Power the 300 should actually cost less than the 200 for Norfolk. It never ceases to amaze me how operators fight each other on routes that are obviously unviable for more than one operator with more times than not the imcumbent surviving after huge losses. I think if you do some research you will find that the repocession of VH-RON was more political then finacial which is backed by the fact they had the money to get another replacement aircraft.
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The Norfolk Island community depends on inbound freight and mail.
I don't believe that the cargo space on a E190 would manage the tonnne or two of freight together with passenger baggage.
Virgin use them as a regional jet, probably for a good reason.
I don't believe that the cargo space on a E190 would manage the tonnne or two of freight together with passenger baggage.
Virgin use them as a regional jet, probably for a good reason.
Just a small correction there, Gnd Power - the Virgin considers the E190s as downguaging options from the 737. The E170s are the regional jets. Godfrey has talked about the E190s possibly doing PER-MEL runs.
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feenix
I agree that the -300 should (your words) be cheaper than the - 200 and hopefully the loads will make it so. But you need the loads to make it cheaper, hence my thoughts of route restructure.
ebt, all I can say is that catching a Virgin 737 from PER to MEL would have to be one of lifes most painful experience. (I guess that is why Q seems to allways be full).
So 2X seating provided by the 190 may be good for the travelling pax, but I can't see how a 100 odd seat aircraft is viable on that route against something like a 767.
BTW I suspect you have not taken into consideration the alternate requirements for SYD - NLK, MEL - NLK or even the best case BNE - NLK.
I agree that the -300 should (your words) be cheaper than the - 200 and hopefully the loads will make it so. But you need the loads to make it cheaper, hence my thoughts of route restructure.
ebt, all I can say is that catching a Virgin 737 from PER to MEL would have to be one of lifes most painful experience. (I guess that is why Q seems to allways be full).
So 2X seating provided by the 190 may be good for the travelling pax, but I can't see how a 100 odd seat aircraft is viable on that route against something like a 767.
BTW I suspect you have not taken into consideration the alternate requirements for SYD - NLK, MEL - NLK or even the best case BNE - NLK.
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They have taken delievery of X AAE B727F VH-VLH.
Currently sitting at BNE.
Went and spoke to the pilot when it arrived.
It is heading to the US for C Check and painting in Feb.
They are then hoping to keep it, although he thinks the boss may end up selling it.
Still good to see,
Here is a link to photo seen here in all white, u can just see the old AAE titles under it:
JetPhotos.Net Photo » VH-VLH (CN: 22642) HeavyLift Cargo Airlines Boeing 727-277(Adv)(F) by Mike Bridge
Currently sitting at BNE.
Went and spoke to the pilot when it arrived.
It is heading to the US for C Check and painting in Feb.
They are then hoping to keep it, although he thinks the boss may end up selling it.
Still good to see,
Here is a link to photo seen here in all white, u can just see the old AAE titles under it:
JetPhotos.Net Photo » VH-VLH (CN: 22642) HeavyLift Cargo Airlines Boeing 727-277(Adv)(F) by Mike Bridge
Gnd Power :
How did you work out that sitting the back of a DJ 737-800 is any worse than sitting in the back of a QF 737-800...you have Live TV in the seat back for a start...
How did you work out that sitting the back of a DJ 737-800 is any worse than sitting in the back of a QF 737-800...you have Live TV in the seat back for a start...
Join Date: Aug 2008
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ozd and obn getting engines swapped in Perth, ozd needs a 'c' check and there is talk about wrecking one in Perth
can't remember which on it is but it is coming due for lap joints and the like
can't remember which on it is but it is coming due for lap joints and the like
VH-OZD engine change in PER
Anyone have any idea why the engine change is happening/did happen in PER?
Isn't OZD the aircraft painted in Norfolk Air livery?
PER seems like a long way from home for an aircraft which is based on Norfolk Island.
Isn't OZD the aircraft painted in Norfolk Air livery?
PER seems like a long way from home for an aircraft which is based on Norfolk Island.