Qantas Sells 767s
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Qantas Sells 767s
ATSG buys 3 B767s from Qantas
The Enquirer • June 21, 2010
Air Transport Service Group Inc. said Monday it has committed to buy three Boeing 767-300 extended range jets from Qantas Airways Ltd, executing on a letter of intent announced in May.
The Wilmington, Ohio-based air transport services company said it expects to take delivery on the three GE-power jets, with a payload of 120,000 pounds, by this fall. ATSG didn't disclose the purchase price, but said similar 767-300 extended range freighters are valued from $28.5 to $31.5 million.
Joe Hete, ATSG president and CEO, said, "The purchase of these 767-300ERs extends our leading position in the medium wide-body freighter market, and gives us the means to transport greater cargo volumes over longer non-stop routes than our 767-200s can today."
The company said it will finance the purchase from its existing credit agreements.
The Enquirer • June 21, 2010
Air Transport Service Group Inc. said Monday it has committed to buy three Boeing 767-300 extended range jets from Qantas Airways Ltd, executing on a letter of intent announced in May.
The Wilmington, Ohio-based air transport services company said it expects to take delivery on the three GE-power jets, with a payload of 120,000 pounds, by this fall. ATSG didn't disclose the purchase price, but said similar 767-300 extended range freighters are valued from $28.5 to $31.5 million.
Joe Hete, ATSG president and CEO, said, "The purchase of these 767-300ERs extends our leading position in the medium wide-body freighter market, and gives us the means to transport greater cargo volumes over longer non-stop routes than our 767-200s can today."
The company said it will finance the purchase from its existing credit agreements.
Check out airline pilot central for Atlas wages - top rate 744 Captain is on $176 an hour - 62 hours guarantee a month - down to $75 an hour for a JNR F/O. On guarantee thats about $130k CPT and $55k FO + $55 a day DTA PA USD.
ATI (the 767 contract) doesn't list 767 wages - but DC8 wages on airline pilot central list the DC8 wages as about $115k for SNR CPT, and $37 for Jnr F/o + $2 an hour DTA. Money in freight on those kinda wages !
Compares to a SNR captain at Fedex on guarantee on $218K plus between $1.95-$2.75 DTA USD for a snr capt.
http://www.airlinepilotcentral.com/airlines/cargo.html
ATI (the 767 contract) doesn't list 767 wages - but DC8 wages on airline pilot central list the DC8 wages as about $115k for SNR CPT, and $37 for Jnr F/o + $2 an hour DTA. Money in freight on those kinda wages !
Compares to a SNR captain at Fedex on guarantee on $218K plus between $1.95-$2.75 DTA USD for a snr capt.
http://www.airlinepilotcentral.com/airlines/cargo.html
ATSG didn't disclose the purchase price, but said similar 767-300 extended range freighters are valued from $28.5 to $31.5 million.
Right on Professor.
Jetstar Freight on the other hand.... Think about it, no pesky overheads, like the people who organise the fuel, the people who organise the aircraft purchasing, the sim purchasing, the engineering support when it goes pear shaped. The staff that are required to handle the pax when jetstar goes tech and are "bumped" back to the qantas aircraft down the other end of the terminal.
Damn overheads alright.
Jetstar Freight on the other hand.... Think about it, no pesky overheads, like the people who organise the fuel, the people who organise the aircraft purchasing, the sim purchasing, the engineering support when it goes pear shaped. The staff that are required to handle the pax when jetstar goes tech and are "bumped" back to the qantas aircraft down the other end of the terminal.
Damn overheads alright.
If the success or failure of an organisation is dependant on what its pilots are paid, then it is doomed to fail regardless.
So QF has a stack of pilots sitting around on minimum hours and at gross inefficiency and then saves a few bucks with cheaper rates for the freighters. Yep, sure makes sense to me.
So QF has a stack of pilots sitting around on minimum hours and at gross inefficiency and then saves a few bucks with cheaper rates for the freighters. Yep, sure makes sense to me.
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"No money in freight."
Not with the overheads of a highly unionised legacy carrier.
Not with the overheads of a highly unionised legacy carrier.
Now what was that about the ex CEO of David Jones being paid out over a million dollars and doing a runner because of inappropriate behaviour....
Professor..who said you can't make money out of freight with a legacy airline...
They've done it with J* so why not use the aircraft they have.Even if they use J* pilots it would mean not having to pay freighter airlines...
They have just sold assets that they could have used for services they pay other carriers for...
Yeah makes a lot of sense....
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Perhaps it's all in the timing?
Ben Sandilands writes:
BOEING 767S, QANTAS
The discovery of unexpected fatigue cracks in at least four American Airlines Boeing 767s in the last month has cast a shadow over the widely used twin aisle jet.
Qantas is understood to be ‘alert but not yet alarmed’ by the US reports, and is seeking clarification from Boeing. It operates 26 of the jets in configurations of around 250 seats, mainly on east coast CityFlyer services
The Qantas 767s were due to be replaced by Boeing 787 Dreamliners from late 2008, but it may not receive that much-delayed plastic jet until 2015, and only after its low cost brand Jetstar receives its first 787s about a year earlier
US sources claim the Federal Aviation Administration is drawing up a mandatory set of inspections for all 767s to be announced in the near future in relation to engine pylon cracks found in two of 54 American Airlines 767s.
One of the pylon cracks had grown to a stage where it could have broken apart, dropping the engine off the wing.
In April 2001, dangerous pylon cracks were found within a fleet of five very old and improperly maintained Ansett 767s, setting the scene for their infamous Easter grounding after yet another of the jets was found to have made multiple inter city flights with defective emergency door slides.
It isn’t known if the American Airlines pylon issue is the same as the problem at Ansett, but like Ansett, American is a serial offender in terms of maintenance errors and has been repeatedly fined millions of dollars by the US safety regulator.
However, different surprise cracks were also detected in the main wing spar of several of American’s 767s which have been fitted with large heavy winglets or ‘horns’ to smooth the aerodynamic performance of the wing over medium to longer distances, causing a net saving in fuel burn
These optional winglets have long been widely used on Boeing 737s, but the larger version now being fitted to some 767s are of more recent design. They have not been adopted by Qantas, which now uses its 767s for primarily short routes but are being fitted to some Air New Zealand 767s that are flown for longer distances.
The FAA and Boeing are understood to be investigating these wing cracks to determine if they are related to the normal processes of airframe aging or are an unintended consequence of additional stresses caused by winglet installations.
It is a situation that is being studied with intense interest at Qantas, and just possibly at Virgin Blue, which is rumoured to be considering acquiring 767s to lift its domestic and regional international capacity above the 180-189 seat limit of its Boeing 737-800 fleet.
Ben Sandilands writes:
BOEING 767S, QANTAS
The discovery of unexpected fatigue cracks in at least four American Airlines Boeing 767s in the last month has cast a shadow over the widely used twin aisle jet.
Qantas is understood to be ‘alert but not yet alarmed’ by the US reports, and is seeking clarification from Boeing. It operates 26 of the jets in configurations of around 250 seats, mainly on east coast CityFlyer services
The Qantas 767s were due to be replaced by Boeing 787 Dreamliners from late 2008, but it may not receive that much-delayed plastic jet until 2015, and only after its low cost brand Jetstar receives its first 787s about a year earlier
US sources claim the Federal Aviation Administration is drawing up a mandatory set of inspections for all 767s to be announced in the near future in relation to engine pylon cracks found in two of 54 American Airlines 767s.
One of the pylon cracks had grown to a stage where it could have broken apart, dropping the engine off the wing.
In April 2001, dangerous pylon cracks were found within a fleet of five very old and improperly maintained Ansett 767s, setting the scene for their infamous Easter grounding after yet another of the jets was found to have made multiple inter city flights with defective emergency door slides.
It isn’t known if the American Airlines pylon issue is the same as the problem at Ansett, but like Ansett, American is a serial offender in terms of maintenance errors and has been repeatedly fined millions of dollars by the US safety regulator.
However, different surprise cracks were also detected in the main wing spar of several of American’s 767s which have been fitted with large heavy winglets or ‘horns’ to smooth the aerodynamic performance of the wing over medium to longer distances, causing a net saving in fuel burn
These optional winglets have long been widely used on Boeing 737s, but the larger version now being fitted to some 767s are of more recent design. They have not been adopted by Qantas, which now uses its 767s for primarily short routes but are being fitted to some Air New Zealand 767s that are flown for longer distances.
The FAA and Boeing are understood to be investigating these wing cracks to determine if they are related to the normal processes of airframe aging or are an unintended consequence of additional stresses caused by winglet installations.
It is a situation that is being studied with intense interest at Qantas, and just possibly at Virgin Blue, which is rumoured to be considering acquiring 767s to lift its domestic and regional international capacity above the 180-189 seat limit of its Boeing 737-800 fleet.
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EFA?
Isn't Express Freighters Australia a wholly owned susidiary of the Qantas group?
From what I understand, EFA is fully supported by Qantas re maintenance, flight planning etc. but is a stand alone operation. Crew are recruited / trained / sim checked to QF mainline standards (evidently some are on the Q "hold file"), but are remunerated as a "green fields" operation.
So why is it so, that if QF are selling a/c that could be converted to freighters and at the same time wet leasing a/c for freight operations, EFA are not getting the gig??
Role on....
From what I understand, EFA is fully supported by Qantas re maintenance, flight planning etc. but is a stand alone operation. Crew are recruited / trained / sim checked to QF mainline standards (evidently some are on the Q "hold file"), but are remunerated as a "green fields" operation.
So why is it so, that if QF are selling a/c that could be converted to freighters and at the same time wet leasing a/c for freight operations, EFA are not getting the gig??
Role on....
Let me guess the next bit.
They repaint them, and bring them to Australia to carry even more freight for Qantas. More 767 pilots go on assigned leave.
Genius!!
They repaint them, and bring them to Australia to carry even more freight for Qantas. More 767 pilots go on assigned leave.
Genius!!
And in the next breath you are whining about them keeping them as they are old and past their used by date.
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Have a look at the third subsidiary logo along at the bottom of this page: Air Transport Services Group, Inc.
Looks familiar as a Qantas Freight provider!
Looks familiar as a Qantas Freight provider!
So Qantas wet leased a 767 to fly freight from Aus to NZ and back while it parked aircraft and crew up, now it is going to sell 3 of its 767s to the same company so it can wet lease them back to fly freight? 
Dam I sound like one of them conspiracy nutters.
Dam I sound like one of them conspiracy nutters.
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Alien Role
Word is that EFA are getting a 4 year old ex ANA B767F, the exact timing of which I do not know.
Sure better than a converted 20 year old unit with a heap of hours, cycles and fatigue to boot.
Gee much like the 4 B737SF they operate now!
Sure better than a converted 20 year old unit with a heap of hours, cycles and fatigue to boot.
Gee much like the 4 B737SF they operate now!