Taking on Emirates in their own background
I don't understand why qantas does not get in bed with cathay. I good code share and pricing would mean both carriers could fly all the capitals to Hk with Q, then onwards with cathey to europe. Q could increase their capacity on the hk route while cathey could do the same to europe, and the savings would roll in. But i guess there is no foresight or inspiration in Q, its all about the A380 which soon everyone else will fly also.
I've flown a few airlines and Q wasn't great. I flew the clapped out 747-3 for one of the legs and that will be the last time i fly Q. It was embarrassing.
Qantas offers nothing better or worse than any other carrier, so why pay more for qantas. I find it hard to believe that some people seem to believe flying Q is better value for money.
The simple fact is Q pulled a big 1 billion profit, spent nothing on the service or product for a period of time, and now they are behind all the other carriers.
Qantas is not going anywhere. They are unheard of in europe and more expensive than most. The range of destination in Asia is minimal and limited. They don't even fly direct to Beijing even with the huge chinese population in most cities.
The only way i see any future with Q is they really need to revamp their product so it is worth the money they are asking people to pay. Maybe if they increase seat pitch or aspect of comfort in economy and started to charge at a price people are willing to pay, and actually served more destination with more code share connections that are affordable, they will start to grow.
I've flown a few airlines and Q wasn't great. I flew the clapped out 747-3 for one of the legs and that will be the last time i fly Q. It was embarrassing.
Qantas offers nothing better or worse than any other carrier, so why pay more for qantas. I find it hard to believe that some people seem to believe flying Q is better value for money.
The simple fact is Q pulled a big 1 billion profit, spent nothing on the service or product for a period of time, and now they are behind all the other carriers.
Qantas is not going anywhere. They are unheard of in europe and more expensive than most. The range of destination in Asia is minimal and limited. They don't even fly direct to Beijing even with the huge chinese population in most cities.
The only way i see any future with Q is they really need to revamp their product so it is worth the money they are asking people to pay. Maybe if they increase seat pitch or aspect of comfort in economy and started to charge at a price people are willing to pay, and actually served more destination with more code share connections that are affordable, they will start to grow.
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404
Ok, so that sort of defeats your argument that only PER flights should operate via DXB (because of distance). Especially when QF31 etc. is overflying DXB. Can't really say that isn't the 'beneficial' way to go, then overfly it, can you?
Agreed mikk, QF has been operating the 'cash cow' method for years, and now it's time to reap what was sown. Lots of QF pilots wonder where the 777s are (see these forums).
Even some sort of strategy to maintain market share might have been forthcoming, but alas, Dixon's true legacy will take a year or two to unfold.
It would make sense for these flights to have flight planned further west to avoid this
Agreed mikk, QF has been operating the 'cash cow' method for years, and now it's time to reap what was sown. Lots of QF pilots wonder where the 777s are (see these forums).
Even some sort of strategy to maintain market share might have been forthcoming, but alas, Dixon's true legacy will take a year or two to unfold.
mikk_13
It takes two to get in bed and CX aren’t interest in getting into bed anymore than they currently are with QF. They certainly aren’t interested in relinquishing their Australian slots in a code share arrangement with QF.
ferris
As I have said in a previous post, in a westerly direction we will generally avoid the prevailing jet streams. In an easterly direction we will generally seek them out. In the end it tends to almost balance itself out.
These are the shortest schedule block times with the relevant stop over times for CX, QF, BA & EK, SYD → LHR off the relevant airlines web sites. As can be seen CX has the shortest time to LHR even with a 2:10 stopover in HKG.
I don't understand why qantas does not get in bed with cathay.
ferris
As I have said in a previous post, in a westerly direction we will generally avoid the prevailing jet streams. In an easterly direction we will generally seek them out. In the end it tends to almost balance itself out.
These are the shortest schedule block times with the relevant stop over times for CX, QF, BA & EK, SYD → LHR off the relevant airlines web sites. As can be seen CX has the shortest time to LHR even with a 2:10 stopover in HKG.
CX = 22:15 (20:05 hours flying with a 2:10 stop over and aircraft change)
QF/BA = 22:35 via SIN (21:25 hours flying with a 1:10 stop over)
EK = 23:15 (22 hours flying with a 1:15 stop over and aircraft change)
QF/BA = 22:35 via SIN (21:25 hours flying with a 1:10 stop over)
EK = 23:15 (22 hours flying with a 1:15 stop over and aircraft change)
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I have flown First class in 744s with both Airlines in the last 12 months, the product was pretty equal. [the Cathay first class lounge in HKG is excellent!]
I hear that the QF A380 First is MUCH better.
Mikk-13, The 747 Classics are LONG gone, the 380 and 330s [plus the upgraded 744s] are a huge improvement.
I hear that the QF A380 First is MUCH better.
Mikk-13, The 747 Classics are LONG gone, the 380 and 330s [plus the upgraded 744s] are a huge improvement.
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Qantas spreads its wings again but CEO Alan Joyce cautious
QANTAS mainline international operations are growing again after hitting historic lows during the global financial crisis, but chief executive Alan Joyce has warned he cannot guarantee the airline will maintain its overall market share to and from Australia.
The Qantas share on international markets to and from Australia has dropped to about 20 per cent under the onslaught of overseas carriers such as Emirates and the low-cost carriers.
While it has been aggressively growing Jetstar International operations, Mr Joyce conceded last week that Qantas had been scaled back to "a minimum network" during the GFC.
But he said it was now growing again and he believed there were opportunities moving forward.
"We've grown Japan in the last year, we're growing London again, we're growing LA again and we are growing China again," he said. "So there are growth opportunities within (the network). But if someone in the Middle East wants to grow at 10 to 20 per cent, we're not going to match that because that's unprofitable growth into an area that we haven't got interest in."
Unlike the 65 per cent "line in the sand" market share the Qantas Group has set for domestic operations, Mr Joyce said there was no overall market share target for Qantas full-service overseas operations.
Mr Joyce said this was because each of the international markets was different and Qantas concentrated on core business markets.
"So in the UK market, for example, we've actually held up very well in market share over the last 10 years," he said.
Turning to Jetstar International, Mr Joyce said there was still "a lot of white space" where the low-cost carrier could operate as part of its rapid growth in and out of Australia.
Mr Joyce said Jetstar could easily be the second-biggest carrier within 10 years and it allowed the group to enter markets "that haven't been as critical for us".
On the domestic front, Mr Joyce said Qantas would "mix and match" the brands to maintain its 65 per cent market share dependent on their performance and which of the airline's competitors was adding capacity. He said the airline was looking at how much capacity it would put into the market after its previous announcements for both Qantas and Jetstar and would continue to do so on a season-by-season basis.
"But we have huge flexibility because we have Jetstar leases we can extend," he said.
"We have Qantas aircraft that we don't have to retire, that we can keep in the fleet a little bit longer, we have utilisation we've lowered so we can increase utilisation as well. So we have complete flexibility."
QANTAS mainline international operations are growing again after hitting historic lows during the global financial crisis, but chief executive Alan Joyce has warned he cannot guarantee the airline will maintain its overall market share to and from Australia.
The Qantas share on international markets to and from Australia has dropped to about 20 per cent under the onslaught of overseas carriers such as Emirates and the low-cost carriers.
While it has been aggressively growing Jetstar International operations, Mr Joyce conceded last week that Qantas had been scaled back to "a minimum network" during the GFC.
But he said it was now growing again and he believed there were opportunities moving forward.
"We've grown Japan in the last year, we're growing London again, we're growing LA again and we are growing China again," he said. "So there are growth opportunities within (the network). But if someone in the Middle East wants to grow at 10 to 20 per cent, we're not going to match that because that's unprofitable growth into an area that we haven't got interest in."
Unlike the 65 per cent "line in the sand" market share the Qantas Group has set for domestic operations, Mr Joyce said there was no overall market share target for Qantas full-service overseas operations.
Mr Joyce said this was because each of the international markets was different and Qantas concentrated on core business markets.
"So in the UK market, for example, we've actually held up very well in market share over the last 10 years," he said.
Turning to Jetstar International, Mr Joyce said there was still "a lot of white space" where the low-cost carrier could operate as part of its rapid growth in and out of Australia.
Mr Joyce said Jetstar could easily be the second-biggest carrier within 10 years and it allowed the group to enter markets "that haven't been as critical for us".
On the domestic front, Mr Joyce said Qantas would "mix and match" the brands to maintain its 65 per cent market share dependent on their performance and which of the airline's competitors was adding capacity. He said the airline was looking at how much capacity it would put into the market after its previous announcements for both Qantas and Jetstar and would continue to do so on a season-by-season basis.
"But we have huge flexibility because we have Jetstar leases we can extend," he said.
"We have Qantas aircraft that we don't have to retire, that we can keep in the fleet a little bit longer, we have utilisation we've lowered so we can increase utilisation as well. So we have complete flexibility."
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Take on Emirates? Na, the then management were too busy trying to take Qantas to the cleaners instead.
As for the current beholder, a neo-manager, albeit ex lost cost, what can you expect other than ryanair style expansion.
As for the current beholder, a neo-manager, albeit ex lost cost, what can you expect other than ryanair style expansion.
