Qantas mainline:Where to from here ?
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Is there anyone that can explain (with a straight face) why QF pilots are taking flexi-lines whilst MOU spots sit vacant and JQ recruits?
You are either ignorant, stupid or troll.
Last edited by breakfastburrito; 23rd Nov 2009 at 20:07.
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Answer
Because its a demotion not a promotion.
Also the company has clearly indicated it does not want the JQ culture polluted by QF transferees
Also the company has clearly indicated it does not want the JQ culture polluted by QF transferees
Hi blow.n.gasket and breakfastburrito,
I am sorry to have offended you. It was not intended. My future also lies with QF so we are on the same side. As I tried to point out before, second officers have had the threat of retrenchment and/or taking flexi-lines whilst JQ continues to employ off the street. I am sure there are many SOs that would jump at the chance to spend some time with JQ under the MOU. I do not understand why management and the union don't push this, rather than have pilots excess to requirements. It will create some movement, engagement, opportunity as well as mixing the two cultures so there is less of a gulf. The lack of opportunity is demotivating and disengaging.
I am sorry to have offended you. It was not intended. My future also lies with QF so we are on the same side. As I tried to point out before, second officers have had the threat of retrenchment and/or taking flexi-lines whilst JQ continues to employ off the street. I am sure there are many SOs that would jump at the chance to spend some time with JQ under the MOU. I do not understand why management and the union don't push this, rather than have pilots excess to requirements. It will create some movement, engagement, opportunity as well as mixing the two cultures so there is less of a gulf. The lack of opportunity is demotivating and disengaging.
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No offence taken Kelly. But the problem goes beyond pilot's, unions and management.
The problem with this issue as explained to me , is if a qantas pilot takes a position in JetStar under the MOU now,there is clause under the new Fair Work Australia Act that would force the company to honour their pay and conditions from Qantas if certain actions are taken by the pilot.
Management therefore will not allow any transfers.
The problem with this issue as explained to me , is if a qantas pilot takes a position in JetStar under the MOU now,there is clause under the new Fair Work Australia Act that would force the company to honour their pay and conditions from Qantas if certain actions are taken by the pilot.
Management therefore will not allow any transfers.
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My future also lies with QF so we are on the same side
It will create some movement, engagement, opportunity as well as mixing the two cultures so there is less of a gulf.
It will create some movement, engagement, opportunity as well as mixing the two cultures so there is less of a gulf.
One big happy family where crew from both sides get to fly the others aircraft.
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Kelly,
There is some legal implications to QF pilots taking this MOU thats why MANAGEMENT are not letting it happen. Some QF pilots would love to go Jetstar just like lots of others are leaving going to overseas airlines, it's about government legislation, not their choice. Try and read FFS.
The problem with this issue as explained to me , is if a qantas pilot takes a position in JetStar under the MOU now,there is clause under the new Fair Work Australia Act that would force the company to honour their pay and conditions from Qantas if certain actions are taken by the pilot.
Management therefore will not allow any transfers.
Management therefore will not allow any transfers.
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BA/QF Merge??
Looks like this topic may be back off the table . . . ???
Qantas denies BA talks, remains optimistic about independent future
Airline Transport World
Wednesday November 25, 2009
Qantas dismissed rumors out of London that it is interested in restarting merger talks with British Airways, stating yesterday that "consolidation is not on the carrier's agenda."
The denial from QF CFO Colin Storrie came at an investor conference in Sydney, where the airline recommitted to its 2010 and 2011 capital expenditure program for 42 aircraft worth A$4.4 billion ($4.05 million). Late last year Qantas and BA discussed a merger at length, but the talks were abandoned in December (ATWOnline, Dec. 19, 2008).
Over the next two years the airline group will take delivery of eight 450-seat A380s, three A330s, nine 737-800s and six Q400 regional aircraft, while its Jetstar Airways subsidiary will get 17 more 180-seat A320s. In the longer term, QF has firm commitments for a further 92 aircraft, including 50 787s. The Dreamliner is due to make its first flight on Dec. 22.
Last spring, Qantas cut capacity and staff, grounded aircraft and cancelled orders for 15 787s (ATWOnline, June 29), measures that CEO Alan Joyce said no longer are necessary. It also launched a A$1.5 billion cost-cutting program over the next three years, along with its "Airport of the Future" designed to handle more passengers without major terminal expansion (ATWOnline, Nov. 12).
Next month it will reveal a reconfiguration of its A380s and 747s to eliminate first class on more routes, decrease the number of business class seats and increase capacity in premium economy and economy cabins. QF's A380s and some of its 747s have the lowest seat count--450 and 305 respectively--in the industry because of the heavy focus by previous management on premium travel.
Despite the reductions, Joyce told ATWOnline this month that he is confident "premium travel will return" and is "upbeat on the recovery" witnessed on domestic routes.
by Geoffrey Thomas
Airline Transport World
Wednesday November 25, 2009
Qantas dismissed rumors out of London that it is interested in restarting merger talks with British Airways, stating yesterday that "consolidation is not on the carrier's agenda."
The denial from QF CFO Colin Storrie came at an investor conference in Sydney, where the airline recommitted to its 2010 and 2011 capital expenditure program for 42 aircraft worth A$4.4 billion ($4.05 million). Late last year Qantas and BA discussed a merger at length, but the talks were abandoned in December (ATWOnline, Dec. 19, 2008).
Over the next two years the airline group will take delivery of eight 450-seat A380s, three A330s, nine 737-800s and six Q400 regional aircraft, while its Jetstar Airways subsidiary will get 17 more 180-seat A320s. In the longer term, QF has firm commitments for a further 92 aircraft, including 50 787s. The Dreamliner is due to make its first flight on Dec. 22.
Last spring, Qantas cut capacity and staff, grounded aircraft and cancelled orders for 15 787s (ATWOnline, June 29), measures that CEO Alan Joyce said no longer are necessary. It also launched a A$1.5 billion cost-cutting program over the next three years, along with its "Airport of the Future" designed to handle more passengers without major terminal expansion (ATWOnline, Nov. 12).
Next month it will reveal a reconfiguration of its A380s and 747s to eliminate first class on more routes, decrease the number of business class seats and increase capacity in premium economy and economy cabins. QF's A380s and some of its 747s have the lowest seat count--450 and 305 respectively--in the industry because of the heavy focus by previous management on premium travel.
Despite the reductions, Joyce told ATWOnline this month that he is confident "premium travel will return" and is "upbeat on the recovery" witnessed on domestic routes.
by Geoffrey Thomas
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Any truth to the rumour presently doing the rounds regarding no more than 8 A380's will be coming. The rest of the options have been canx.
Add that to Joyce boasting at the last retirement dinner that the B744 fleet would be down to 9 aircraft within 5yrs makes one wonder as to what's managements plans are. It certainly doesn't appear to be growth of the company?
Add that to Joyce boasting at the last retirement dinner that the B744 fleet would be down to 9 aircraft within 5yrs makes one wonder as to what's managements plans are. It certainly doesn't appear to be growth of the company?
blow.n.gasket
I'm still trying to get my head around the Qantas Investor Day announcement to the Stock Exchange, available here.
Under the Qantas Fleet renewal section, it has:
A380 - 20 orders, 12 purchase rights, with 4 delivered already.
B787 - 25 orders, 25 purchase rights 0 deliveries
It also shows one more A330 to come, which is early next year I think.
It also shows another 28 B738s to come, but who knows how many of those Jetconnect will get.
I think what may be confusing people is the Capital Expenditure section, which just shows 8 A380s, however these are only for FY10 and FY11, which is in line with the delivery schedule.
I'm still trying to get my head around the Qantas Investor Day announcement to the Stock Exchange, available here.
Under the Qantas Fleet renewal section, it has:
A380 - 20 orders, 12 purchase rights, with 4 delivered already.
B787 - 25 orders, 25 purchase rights 0 deliveries
It also shows one more A330 to come, which is early next year I think.
It also shows another 28 B738s to come, but who knows how many of those Jetconnect will get.
I think what may be confusing people is the Capital Expenditure section, which just shows 8 A380s, however these are only for FY10 and FY11, which is in line with the delivery schedule.
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Word on the street has it that 8 jumbos will be parked in the next 12 months starting with the ugly sisters. Given there are only 2 dugongs coming that is another loss of another 7 aircraft. Anyone feeling engaged or do we need Boston Consulting Group back to conduct a survey? 
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Update
November 26, 2009
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QANTAS has provided its biggest signal yet that its Jetstar operations could service the bulk of its international routes in the next decade, after confirming half its order for Boeing 787 Dreamliners would be diverted to the low-cost offshoot.
The airline yesterday clarified a presentation by its head of operations, Lyell Strambi, to analysts and fund managers this week, which outlined that Qantas expected to have 25 of the $US205 million ($A222.9 million) 787s in its fleet.
Some trade journals reported this as meaning Qantas would cut orders for the jets from 50 to 25.
In rejecting the reports, Qantas for the first time confirmed that 25 of the aircraft would be in its livery and the other 25 would be serviced by Jetstar.
The confirmation is five months after Qantas cut its order for 65 787s to 50, and pushed back the delivery of the first of them from next year to mid-2013.
While Qantas is expected to deploy its future fleet of 20 Airbus A380 superjumbos on its high-yielding business passenger-dominated Los Angeles and London routes, the first batch of shorter-haul 787-800s (instead of going into the Jetstar fleet as originally intended) are now due to replace Qantas' domestic fleet of 767s from 2014.
The longer-range 787-900s that will be delivered to Jetstar from 2013 are expected to help the airline's expansion into Europe, North America and several Asian destinations. But Jetstar is believed to be looking to fly to Europe as soon as late next year, when it takes delivery of the first of its five Airbus A330s, which will boost its wide-bodied fleet to 12.
Source: The Age
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Boeing 777 Seating
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QANTAS has provided its biggest signal yet that its Jetstar operations could service the bulk of its international routes in the next decade, after confirming half its order for Boeing 787 Dreamliners would be diverted to the low-cost offshoot.
The airline yesterday clarified a presentation by its head of operations, Lyell Strambi, to analysts and fund managers this week, which outlined that Qantas expected to have 25 of the $US205 million ($A222.9 million) 787s in its fleet.
Some trade journals reported this as meaning Qantas would cut orders for the jets from 50 to 25.
In rejecting the reports, Qantas for the first time confirmed that 25 of the aircraft would be in its livery and the other 25 would be serviced by Jetstar.
The confirmation is five months after Qantas cut its order for 65 787s to 50, and pushed back the delivery of the first of them from next year to mid-2013.
While Qantas is expected to deploy its future fleet of 20 Airbus A380 superjumbos on its high-yielding business passenger-dominated Los Angeles and London routes, the first batch of shorter-haul 787-800s (instead of going into the Jetstar fleet as originally intended) are now due to replace Qantas' domestic fleet of 767s from 2014.
The longer-range 787-900s that will be delivered to Jetstar from 2013 are expected to help the airline's expansion into Europe, North America and several Asian destinations. But Jetstar is believed to be looking to fly to Europe as soon as late next year, when it takes delivery of the first of its five Airbus A330s, which will boost its wide-bodied fleet to 12.
Source: The Age
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Qantas revs up Jetstar expansion
SCOTT ROCHFORT
November 26, 2009
QANTAS has provided its biggest signal yet its Jetstar operations could service the bulk of its international routes within the next decade, after confirming half of its $9 billion order of Boeing 787 Dreamliners would be diverted to the low-cost offshoot.
The airline yesterday was forced to clarify a presentation given by its head of operations Lyell Strambi to analysts and fund managers this week, which outlined that Qantas expected to have 25 of the fuel efficient jets - with a list price of up to $US205 million each - in its fleet.
Some aviation trade journals interpreted it as meaning Qantas would slash its orders for the jets from 50 to 25. But in rejecting the reports, Qantas confirmed for the first time that 25 of the jets would be in Qantas livery, while the other 25 would be operated by Jetstar.
This means Jetstar will become the biggest user of the jet internationally within the group, given Qantas wants to fly most of its 787s domestically.
Jetstar already handles one-third of the group's domestic services and has already replaced Qantas as the main carrier on some international routes, such as Japan.
Yesterday's confirmation comes five months after Qantas cut its order from 65 787s to 50, and pushed back the delivery of its first of the jets from 2010 to mid-2013.
While Qantas is expected to deploy its future fleet of 20 Airbus A380 superjumbos on its high-yielding business passenger-dominated Los Angeles and London routes, the first batch of shorter-haul 787-800s (instead of going into the Jetstar fleet as originally intended) are now due to replace Qantas's domestic fleet of 767s from 2014.
The longer-range 787-900s to be delivered to Jetstar from 2013 are expected to help the airline's expansion into Europe, North America and several new Asian destinations.
However, Jetstar is believed to be looking to fly to Europe as early as next year, when it takes delivery of the first of its longer-range batch of five Airbus A330s, which will boost its wide-body fleet to 12.
Aside from looking to fly into unprofitable routes long abandoned by Qantas, such as Athens and Rome, Jetstar has been considering destinations such as Munich and Milan.
With the Jetstar's seventh A330 expected to be used to bolster its Bali and Honolulu services next month, Jetstar has declined to say where it plans to fly the additional aircraft.
''We're making no decisions beyond aircraft number seven,'' said Jetstar spokesman Simon Westaway. The airline has not ruled out the prospect of its part-owned Singapore- and Ho Chi Minh City-based subsidiaries using the jets.
The key attraction Jetstar has towards the lightweight 787 is its fuel efficiency, which is touted as having 25 per cent lower fuel costs than existing jets of a similar size.
Boeing hopes the 787 will finally be ready for its first test-flight by the end of this year.
SCOTT ROCHFORT
November 26, 2009
QANTAS has provided its biggest signal yet its Jetstar operations could service the bulk of its international routes within the next decade, after confirming half of its $9 billion order of Boeing 787 Dreamliners would be diverted to the low-cost offshoot.
The airline yesterday was forced to clarify a presentation given by its head of operations Lyell Strambi to analysts and fund managers this week, which outlined that Qantas expected to have 25 of the fuel efficient jets - with a list price of up to $US205 million each - in its fleet.
Some aviation trade journals interpreted it as meaning Qantas would slash its orders for the jets from 50 to 25. But in rejecting the reports, Qantas confirmed for the first time that 25 of the jets would be in Qantas livery, while the other 25 would be operated by Jetstar.
This means Jetstar will become the biggest user of the jet internationally within the group, given Qantas wants to fly most of its 787s domestically.
Jetstar already handles one-third of the group's domestic services and has already replaced Qantas as the main carrier on some international routes, such as Japan.
Yesterday's confirmation comes five months after Qantas cut its order from 65 787s to 50, and pushed back the delivery of its first of the jets from 2010 to mid-2013.
While Qantas is expected to deploy its future fleet of 20 Airbus A380 superjumbos on its high-yielding business passenger-dominated Los Angeles and London routes, the first batch of shorter-haul 787-800s (instead of going into the Jetstar fleet as originally intended) are now due to replace Qantas's domestic fleet of 767s from 2014.
The longer-range 787-900s to be delivered to Jetstar from 2013 are expected to help the airline's expansion into Europe, North America and several new Asian destinations.
However, Jetstar is believed to be looking to fly to Europe as early as next year, when it takes delivery of the first of its longer-range batch of five Airbus A330s, which will boost its wide-body fleet to 12.
Aside from looking to fly into unprofitable routes long abandoned by Qantas, such as Athens and Rome, Jetstar has been considering destinations such as Munich and Milan.
With the Jetstar's seventh A330 expected to be used to bolster its Bali and Honolulu services next month, Jetstar has declined to say where it plans to fly the additional aircraft.
''We're making no decisions beyond aircraft number seven,'' said Jetstar spokesman Simon Westaway. The airline has not ruled out the prospect of its part-owned Singapore- and Ho Chi Minh City-based subsidiaries using the jets.
The key attraction Jetstar has towards the lightweight 787 is its fuel efficiency, which is touted as having 25 per cent lower fuel costs than existing jets of a similar size.
Boeing hopes the 787 will finally be ready for its first test-flight by the end of this year.