Qantas Shame
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.....great post 'lobe.
Liam Bartlett has hit the nail right on the proverbial.
He is an experienced Journo. Living in PER..... I use to listen to him on ABC radio -720 where he was much loved and rated #1 in mornings .......why ?,.....'cause he did exactly as he did in this article. Spoke the truth and stood up for what he believed and not bendover for his next upgrade.
Wake up......... we had one Fairfax ( SMH) journo who had the guts to tip the bucket on Dixon and his marauders during the APA bid / sham.
Name one other journo of late ( other than in Crikey.com) who are prepared to write anything other than "pap" about QF for fear of losing their freebies /upgrades during their family hol's.
Just a further thought.
Could it be the reason why people like Wod thought the article lame-be something to do with this being a "cabin crew-centric" type article and wo-forbid not paying due respect to the people who sit beyond THE DOOR.
Liam Bartlett has hit the nail right on the proverbial.
He is an experienced Journo. Living in PER..... I use to listen to him on ABC radio -720 where he was much loved and rated #1 in mornings .......why ?,.....'cause he did exactly as he did in this article. Spoke the truth and stood up for what he believed and not bendover for his next upgrade.
Wake up......... we had one Fairfax ( SMH) journo who had the guts to tip the bucket on Dixon and his marauders during the APA bid / sham.
Name one other journo of late ( other than in Crikey.com) who are prepared to write anything other than "pap" about QF for fear of losing their freebies /upgrades during their family hol's.
Just a further thought.
Could it be the reason why people like Wod thought the article lame-be something to do with this being a "cabin crew-centric" type article and wo-forbid not paying due respect to the people who sit beyond THE DOOR.
Last edited by stubby jumbo; 18th Aug 2009 at 06:03.
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But wait, there`s more........
Hate to disapoint you folkes, but Joyce has been squirrelling Managers from JQ over to QF for some months now, one at a time, slowly slowly,building his base.
So for those of you who dream about the good old days with the Roo where service and safety came first, sorry, its 'JQ Mk 2' !!!!!
So for those of you who dream about the good old days with the Roo where service and safety came first, sorry, its 'JQ Mk 2' !!!!!
The challenge for QANTAS is to provide a better product than the low costs (not hard), but at an acceptable difference in price to make it justifiable for those who are prepared to pay a bit more.
If a QF return MEL - SYD is $300 vs $240 on Tiger, I would rather go QF and enjoy food, drinks, increased baggage allowance and better resources to recover in the event of a disruption.
However if QF want $500 vs $240 then I start making allowances for the lack of service, and make sure I comply with the terms and conditions of the competition.
The fare difference, particularly with two travelling, gives a lot of extra spending money on a weekend break. Better hotel, nicer meals, even more frequent holidays.
The low costs know their target market and cater to it. QANTAS needs to find its position in a changed market, and decide what standard of service they can provide to their type of passenger, at what cost and still make a profit on it.
Finding the bottom and making money on it is a lot easier than finding profitable middle ground, just look at McDonalds.
If a QF return MEL - SYD is $300 vs $240 on Tiger, I would rather go QF and enjoy food, drinks, increased baggage allowance and better resources to recover in the event of a disruption.
However if QF want $500 vs $240 then I start making allowances for the lack of service, and make sure I comply with the terms and conditions of the competition.
The fare difference, particularly with two travelling, gives a lot of extra spending money on a weekend break. Better hotel, nicer meals, even more frequent holidays.
The low costs know their target market and cater to it. QANTAS needs to find its position in a changed market, and decide what standard of service they can provide to their type of passenger, at what cost and still make a profit on it.
Finding the bottom and making money on it is a lot easier than finding profitable middle ground, just look at McDonalds.
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Joyce has been squirrelling Managers from JQ over to QF for some months now, one at a time, slowly slowly,building his base.
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Jet* Is like The Borg
Jet* will incorporate Qantas just like the Borg.
Resistance is futile.We are heading towards the lowest common denominator.
If an order for tripplers is announced you can bet mainline wont be getting them
Resistance is futile.We are heading towards the lowest common denominator.
If an order for tripplers is announced you can bet mainline wont be getting them
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Mstr. Cautios
Why would J* managers come to the roo???????????The Honeypot!! Lots more money to be made in a much shorter time then in J* and no responsinbility.No one is ever responsible for anything at the Rat
Word is 777 purchase will be announced today.
No doubt about it,the announcement about the 777 is going to be made today.
I got an email about it and they can't be wrong,just ask the Libs
I got an email about it and they can't be wrong,just ask the Libs
Qantas: No 777s, more A330s, 87% less profits and group flew into negative earnings in second half
August 19, 2009 – 9:02 am, by Ben Sandilands
The Qantas full year financial briefing to 30 June is underway.
Its filings are available on Australian Securities Exchange - Stock Market
Information, Stock Quotes - ASX under the code QAN.
The highlights are:
August 19, 2009 – 9:02 am, by Ben Sandilands
The Qantas full year financial briefing to 30 June is underway.
Its filings are available on Australian Securities Exchange - Stock Market
Information, Stock Quotes - ASX under the code QAN.
The highlights are:
- Profit before tax down 87% compared to the previous financial year to $181 million
- This is less than the half year to 31 December PBT of $288 million, indicating a second half overall loss.
- The group will lease 4 more Airbus A330s to make up for delays to the 787 program on which it remains ‘committed’ but ‘vigilant.’
- The additional A330s will allow Jetstar to pursue its international expansion.
- No final dividend to be declared with 6 cents per share paid on half yearly results accounting for a full return of profits to stock holders.
- Record earnings for the Frequent Flyer program of $310 million EBIT, or an underlying $226 million under complex accounting procedures outlined in a supplementary ASX filing.
- Qantas brands lost $77 million for the full year after non-recurring items and had an underlying profit of $4 million.
- Jetstar made a record $137 million EBIT, a rise of 18%
- As reported in on Plane Talking two months ago, Jetstar will cut Avalon-Sydney services and begin direct Melbourne-Sydney flights in October to deal with Tiger at 5 flights a day.
- Qantas will reconfigure its A380s and Boeing 744s for more premium economy seats and less business class seating, details to be announced later.
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If an order for tripplers is announced you can bet mainline wont be getting them
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For goodness sake, why all this fascination with the old 777? It's getting long in the tooth now. Soon we'll be asking for 707's!
Far better to stick with either later-gen 787's (tested to ensure they don't actually melt in the sun) or A350's (a real 777-beater).
Far better to stick with either later-gen 787's (tested to ensure they don't actually melt in the sun) or A350's (a real 777-beater).
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No doubt about it,the announcement about the 777 is going to be made today.
I got an email about it and they can't be wrong,just ask the Libs
Apparently not. If Ben Sandilands' summation is correct.
I got an email about it and they can't be wrong,just ask the Libs
Apparently not. If Ben Sandilands' summation is correct.
the Libs,fake email,utegate etc...
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777
V Australia reminds Qantas how wrong it was about the 777
by Ben Sandilands
Virgin Blue has really shown how it can punish Qantas for its absurd resistance to acquiring Boeing 777s.
The announced ‘phase two’ expansion of its V Australia fleet which rises to only four of these jets by December is going to be an enormous headache for Qantas.
And especially considering it holds orders or options for up to 13 Boeing 777-300ERs.
Qantas made two incredibly inept decisions concerning its fleet needs in recent years, in choosing to buy a large fleet of Boeing 787 Dreamliners, and not buying Boeing 777s.
In its defence, it was as easy a sell for the ‘plastic fantastic’ 787 sales pitch from Boeing as many other carriers, just more so considering the order peaked at 65 units and was recently trimmed to 50.
But when Geoff Dixon, then CEO, and Peter Gregg, then CFO, gloated over the wisdom of that deal in December 2005, their major competitors, Singapore Airlines, Cathay Pacific and Emirates, saw clearly the merits of the latest versions of the 777 and swooped.
The 777 is a product of a Boeing that knew how to design airliners and deliver on its promises, not the latter day Boeing that spread a truly promising concept in the 787 far and wide among sub contractors and risk sharing partners, some of them unequal to a task that the new management of Boeing wasn’t effectively supervising anyhow.
Hobbled with an aging fleet that Qantas for a period neglected to even maintain in a clean and reliable manner, it p*ssed more than a billion dollars in excess fuel consumption into the wind by not having 777s in its fleet. Money it will never get back. The 777-300ER is the most fuel efficient 300-400 seat sized longer range airliner available until at least 2014 and perhaps well beyond.
Qantas lost. Singapore Airlines, Cathay Pacific and Emirates gained. And now V Australia is gaining too, even by using the 777s on routes that are really too short in some cases, such as to Phuket or Nadi, to deliver the best economics of the jet.
These short routes give V Australia the chance to play havoc against the likes of Jetstar or Air Pacific at times when the 777s would otherwise be idle between long haul flights, racking up parking fees at the major Australian airports.
Much the same way that Emirates punts its A380s and 777s across the Tasman daily to take advantage of the big cargo container market that Qantas and Air NZ neglect with their smaller single aisle jets, plus passengers as a bit more cream on top, rather than do nothing while waiting for the right time to fly back to Dubai.
Being optimised for long haul, the 777s also have much better economy class amenity than shorter haul jets (despite Emirates going for 10 across seating).
Anyone who is familiar with the crammed condition of economy class on a Qantas 747 to Johannesburg is going to be pleasantly surprised by a V Australia 777. The difference will be very noticeable over the 12-13 hour long flights.
Using 777s, V Australia will be able to offer very attractive alternatives over a range of shorter as well as longer haul flights, cutting across the territory of both Jetstar and the Qantas full service offerings.
This takes the Virgin Blue subsidiary out of its until now total exposure to the cut throat environment of the trans Pacific routes where the A380 does give Qantas a cost per seat per kilometre advantage, as well as an even nicer airliner. And it allows V Australia to diversify into markets where the giant Airbus is some years away from being a force, which it won’t become until sustained growth returns to international aviation.
And the Qantas answer to the 777, the slightly smaller 787, isn’t coming any day soon, maybe never. Qantas can use A330s very effectively over medium distances where that Airbus is the efficiency leader, but as it turns out, those who use the 777 against it in Asia, Singapore Airlines, Cathay Pacific and Emirates, also have large A330 fleets for just that reason. They have the long and medium haul routes covered with A330/777 strategies that eluded Qantas, to its costly disadvantage.
In fact out of its better equipped major competitors, Emirates is the largest A380, 777 and A330 operator in the world, with Singapore Airlines also flying large numbers of all three types.
On Wednesday Qantas has allowed extra time for its always important financial year results announcement and briefings.
There are whispers. Some say it has cancelled the 787. Others that it has come to an agreement with Boeing to replace some or all 787s with 777s.
If it is a case of the latter, better late than never, but rather sad considering the squandered opportunities.
*************************************************
Another disaster Darth left behind
by Ben Sandilands
Virgin Blue has really shown how it can punish Qantas for its absurd resistance to acquiring Boeing 777s.
The announced ‘phase two’ expansion of its V Australia fleet which rises to only four of these jets by December is going to be an enormous headache for Qantas.
And especially considering it holds orders or options for up to 13 Boeing 777-300ERs.
Qantas made two incredibly inept decisions concerning its fleet needs in recent years, in choosing to buy a large fleet of Boeing 787 Dreamliners, and not buying Boeing 777s.
In its defence, it was as easy a sell for the ‘plastic fantastic’ 787 sales pitch from Boeing as many other carriers, just more so considering the order peaked at 65 units and was recently trimmed to 50.
But when Geoff Dixon, then CEO, and Peter Gregg, then CFO, gloated over the wisdom of that deal in December 2005, their major competitors, Singapore Airlines, Cathay Pacific and Emirates, saw clearly the merits of the latest versions of the 777 and swooped.
The 777 is a product of a Boeing that knew how to design airliners and deliver on its promises, not the latter day Boeing that spread a truly promising concept in the 787 far and wide among sub contractors and risk sharing partners, some of them unequal to a task that the new management of Boeing wasn’t effectively supervising anyhow.
Hobbled with an aging fleet that Qantas for a period neglected to even maintain in a clean and reliable manner, it p*ssed more than a billion dollars in excess fuel consumption into the wind by not having 777s in its fleet. Money it will never get back. The 777-300ER is the most fuel efficient 300-400 seat sized longer range airliner available until at least 2014 and perhaps well beyond.
Qantas lost. Singapore Airlines, Cathay Pacific and Emirates gained. And now V Australia is gaining too, even by using the 777s on routes that are really too short in some cases, such as to Phuket or Nadi, to deliver the best economics of the jet.
These short routes give V Australia the chance to play havoc against the likes of Jetstar or Air Pacific at times when the 777s would otherwise be idle between long haul flights, racking up parking fees at the major Australian airports.
Much the same way that Emirates punts its A380s and 777s across the Tasman daily to take advantage of the big cargo container market that Qantas and Air NZ neglect with their smaller single aisle jets, plus passengers as a bit more cream on top, rather than do nothing while waiting for the right time to fly back to Dubai.
Being optimised for long haul, the 777s also have much better economy class amenity than shorter haul jets (despite Emirates going for 10 across seating).
Anyone who is familiar with the crammed condition of economy class on a Qantas 747 to Johannesburg is going to be pleasantly surprised by a V Australia 777. The difference will be very noticeable over the 12-13 hour long flights.
Using 777s, V Australia will be able to offer very attractive alternatives over a range of shorter as well as longer haul flights, cutting across the territory of both Jetstar and the Qantas full service offerings.
This takes the Virgin Blue subsidiary out of its until now total exposure to the cut throat environment of the trans Pacific routes where the A380 does give Qantas a cost per seat per kilometre advantage, as well as an even nicer airliner. And it allows V Australia to diversify into markets where the giant Airbus is some years away from being a force, which it won’t become until sustained growth returns to international aviation.
And the Qantas answer to the 777, the slightly smaller 787, isn’t coming any day soon, maybe never. Qantas can use A330s very effectively over medium distances where that Airbus is the efficiency leader, but as it turns out, those who use the 777 against it in Asia, Singapore Airlines, Cathay Pacific and Emirates, also have large A330 fleets for just that reason. They have the long and medium haul routes covered with A330/777 strategies that eluded Qantas, to its costly disadvantage.
In fact out of its better equipped major competitors, Emirates is the largest A380, 777 and A330 operator in the world, with Singapore Airlines also flying large numbers of all three types.
On Wednesday Qantas has allowed extra time for its always important financial year results announcement and briefings.
There are whispers. Some say it has cancelled the 787. Others that it has come to an agreement with Boeing to replace some or all 787s with 777s.
If it is a case of the latter, better late than never, but rather sad considering the squandered opportunities.
*************************************************
Another disaster Darth left behind
Last edited by Shlonghaul; 19th Aug 2009 at 04:34.
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A 330s
Qantas Group To Lease Additional A330 Capacity
Sydney, 19 August 2009
The Qantas Group announced today it would take four additional wide-body A330 aircraft, on six-year leases, to allow for Jetstar's long haul international growth.
Qantas Chief Executive Officer, Mr Alan Joyce, said the first A330-200 aircraft would be delivered in November 2010.
"A key component of the Group's growth strategy is its significant fleet renewal program," Mr Joyce said.
"We currently have more than 160 aircraft on order over the next 10 years, including 50 Boeing 787s for operation by both Jetstar and Qantas.
"B787 program delays mean we have had to consider medium term options to support new long haul market opportunities for Jetstar."
Jetstar currently operates a fleet of six A330-200s. This will increase to seven in December 2009 and grow to 11 with the delivery of these new two-class, 303-seat aircraft.
Mr Joyce said the Group was also considering a fifth leased A330-200, also for operation by Jetstar.
"Jetstar's growth is an important part of our two brand strategy and these new aircraft will support the airline's growth across its international network which covers Australia, South East Asia and the Asia Pacific ahead of the delivery of the Qantas Group's first B787-9," he said.
Issued by Qantas Corporate Communication
Sydney, 19 August 2009
The Qantas Group announced today it would take four additional wide-body A330 aircraft, on six-year leases, to allow for Jetstar's long haul international growth.
Qantas Chief Executive Officer, Mr Alan Joyce, said the first A330-200 aircraft would be delivered in November 2010.
"A key component of the Group's growth strategy is its significant fleet renewal program," Mr Joyce said.
"We currently have more than 160 aircraft on order over the next 10 years, including 50 Boeing 787s for operation by both Jetstar and Qantas.
"B787 program delays mean we have had to consider medium term options to support new long haul market opportunities for Jetstar."
Jetstar currently operates a fleet of six A330-200s. This will increase to seven in December 2009 and grow to 11 with the delivery of these new two-class, 303-seat aircraft.
Mr Joyce said the Group was also considering a fifth leased A330-200, also for operation by Jetstar.
"Jetstar's growth is an important part of our two brand strategy and these new aircraft will support the airline's growth across its international network which covers Australia, South East Asia and the Asia Pacific ahead of the delivery of the Qantas Group's first B787-9," he said.
Issued by Qantas Corporate Communication
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Qantas will not get the 777. It would not be sound to bring a whole new frame into the business currently.
Why JQ managers are moving to QF? Because they do a better job. They know all about efficiency and 'working harder for less'. They will sort all the fat out of Qantas and deliver efficiencies the legacy free-loaders would not do for so long...
Long-term sustainability.
Why JQ managers are moving to QF? Because they do a better job. They know all about efficiency and 'working harder for less'. They will sort all the fat out of Qantas and deliver efficiencies the legacy free-loaders would not do for so long...
Long-term sustainability.
Last edited by PPRuNeUser0198; 19th Aug 2009 at 05:54.
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Maybe my sarcastic tone didn't have the desired effect in my post!
So managers are permitted opportunities for career progression & promotion but tech crew remain quarantined.
So managers are permitted opportunities for career progression & promotion but tech crew remain quarantined.
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Why JQ managers are moving to QF? Because they do a better job. They know all about efficiency and 'working harder for less'. They will sort all the fat out of Qantas and deliver efficiencies the legacy free-loaders would not do for so long...
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Mstr Caution;
So managers are permitted opportunities for career progression & promotion but tech crew remain quarantined
So managers are permitted opportunities for career progression & promotion but tech crew remain quarantined
PS. It's a slow night.