QF DFW in - SFO out
Certain 'selected flights' are being cancelled in April and May, and possibly beyond, at the moment. I.e. one and sometimes two per week. [Public knowledge - check the schedule] That seems to indicate that:
a) the service is not about to be chopped but
b) numbers are down and flights are being consolidated to ease the bleeding.
That's what The Smartest Guys In The Room do with a premium business service. Alienate those business class connectors who depend on a daily frequency, heavily advertised, but then give them less.
Or maybe someone has at last woken up that 9 hulls aren't going to be enough for the 747 to cover all the ports.
Anyway, it can't be cancelled. It was AJ's idea, and AJ is never wrong. And if AJ is wrong, then the previous sentence applies.
a) the service is not about to be chopped but
b) numbers are down and flights are being consolidated to ease the bleeding.
That's what The Smartest Guys In The Room do with a premium business service. Alienate those business class connectors who depend on a daily frequency, heavily advertised, but then give them less.
Or maybe someone has at last woken up that 9 hulls aren't going to be enough for the 747 to cover all the ports.
Anyway, it can't be cancelled. It was AJ's idea, and AJ is never wrong. And if AJ is wrong, then the previous sentence applies.
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Also heard that initial investigations are underway to determine the legality of EK operating these services codeshared with QF in a 200LR.
EK already have a presence in DFW, have had for a while, and this will potentially become their inaugural around the world service. The only questions are whether the regulatory approvals allow.
The 200LR will easily carry 300 pax and freight on this sector is the word.
Also hearing BKK gone from mainline, as well as SIN - BNE, SIN - MEL, MNL - SYD, CGK - SYD, and possibly a few others. All to be operated by EK.
Get out the vaseline the day after the final regulatory approval.
EK already have a presence in DFW, have had for a while, and this will potentially become their inaugural around the world service. The only questions are whether the regulatory approvals allow.
The 200LR will easily carry 300 pax and freight on this sector is the word.
Also hearing BKK gone from mainline, as well as SIN - BNE, SIN - MEL, MNL - SYD, CGK - SYD, and possibly a few others. All to be operated by EK.
Get out the vaseline the day after the final regulatory approval.
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Qantas would not dream of code sharing on one of those OLD TECHNOLOGY 777's would they? And a 200 at that? 
What I do not understand is both flights I had via DFW were pretty full. Not chockers but I assumed they were load limited out at least.
Now try using your QF FFP on one of those sectors, in premium or business. You cant do it. They will charge you Business points value but you get BN-SY in business class but the SYD-DFW is in economy.
So clearly they have the demand for premium and business so what is the go?
I have to be back in Ada Oklahoma in March, cant go on points either via DFW or LAX, and believe me if I am paying, which I am, I would way prefer via SFO. Be even better BNE-SFO. Maybe I am not typical pax, but they seem to be missing something. If they can get revenue via the AA hub, what is the point?
As it is I am connecting with AA, and it is only practical via LAX? not DFW so go figure?
Where is my Falcon 7X?
Ohh and do not start me on the QF FFP SCAM that I discovered while booking this last trip
Last night I joined Velocity, Today I changed my AMEX and Visa to Velocity, all my company travel is now not fair go either way (was QF first) it is now QF at a last resort.
I am only but one.........but so many others feel the same way. We still remember 29/11/2011 Alan....You reap what you sow.
What I do not understand is both flights I had via DFW were pretty full. Not chockers but I assumed they were load limited out at least.
Now try using your QF FFP on one of those sectors, in premium or business. You cant do it. They will charge you Business points value but you get BN-SY in business class but the SYD-DFW is in economy.
So clearly they have the demand for premium and business so what is the go?
I have to be back in Ada Oklahoma in March, cant go on points either via DFW or LAX, and believe me if I am paying, which I am, I would way prefer via SFO. Be even better BNE-SFO. Maybe I am not typical pax, but they seem to be missing something. If they can get revenue via the AA hub, what is the point?
As it is I am connecting with AA, and it is only practical via LAX? not DFW so go figure?
Where is my Falcon 7X?
Ohh and do not start me on the QF FFP SCAM that I discovered while booking this last trip
Last night I joined Velocity, Today I changed my AMEX and Visa to Velocity, all my company travel is now not fair go either way (was QF first) it is now QF at a last resort.
I am only but one.........but so many others feel the same way. We still remember 29/11/2011 Alan....You reap what you sow.
QF DFW in - SFO out
Spies in the Sandpit report that plans are afoot to paint some of the LR's with Qantas livery on RHS with Emirates livery to remain LHS. We do live in interesting times!
266 seats in an EK 772lr and EK crams em in. Just sayin.
Shared livery on a EK jet? Who makes this stuff up?
The Don
Shared livery on a EK jet? Who makes this stuff up?
The Don
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Not sure of the exact config pax wise, but including first class even if it was 266 that is more than what QF plans to carry on a weight limited 400ER most days Westbound.
And the 200LR burns around 105 Tonnes on this sector as opposed to the 400's 170.
Just figures that were being mentioned around the office.
And the 200LR burns around 105 Tonnes on this sector as opposed to the 400's 170.
Just figures that were being mentioned around the office.
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Interesting rumour. I seriously doubt the veracity, especially the dual livery, but I've been wrong before. Anyway, my interest was piqued so.... A certain flight plan I have on my ipad tells me:
200LR flying an air distance of 7100nm at max ZFW will fly for about 15 hours and burn about 115 tonnes of fuel. TOW of about 330t (max is 343t) That was on an August day from DXB so summer departures from DFW wouldn't be a problem.
The Don is correct about seating numbers so that would allow for a significant amount of freight. I think DFW-SYD is a bit further than 7100nm but shouldn't pose too much of a problem.
Of course the 777 is a heap of sh*t. Just ask Geoff (and The Don
)
200LR flying an air distance of 7100nm at max ZFW will fly for about 15 hours and burn about 115 tonnes of fuel. TOW of about 330t (max is 343t) That was on an August day from DXB so summer departures from DFW wouldn't be a problem.
The Don is correct about seating numbers so that would allow for a significant amount of freight. I think DFW-SYD is a bit further than 7100nm but shouldn't pose too much of a problem.
Of course the 777 is a heap of sh*t. Just ask Geoff (and The Don
)
Fringey ,
I don't think the 777 is ****e. I have fond memories of all the old generation aircraft I was lucky enough to fly. At least it is still in production, which is better than some of the others. It still makes a great freighter.
The don
I don't think the 777 is ****e. I have fond memories of all the old generation aircraft I was lucky enough to fly. At least it is still in production, which is better than some of the others. It still makes a great freighter.
The don
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From great circle mapper..
DXB - LAX 7246 nm
DFW - BNE 7215 nm
DFW - SYD 7454 nm
So is dxb-lax is longer than dfw-bne? I guess the problem is the headwinds.. 30kt average adding say 460nm to the total distance.. Can anyone grab a average wind off a dfw-bne flight plan?
Actual route today DXB-LAX 7443, wind component P009.. Average in August P001..
DXB - LAX 7246 nm
DFW - BNE 7215 nm
DFW - SYD 7454 nm
So is dxb-lax is longer than dfw-bne? I guess the problem is the headwinds.. 30kt average adding say 460nm to the total distance.. Can anyone grab a average wind off a dfw-bne flight plan?
Actual route today DXB-LAX 7443, wind component P009.. Average in August P001..
http://www.theage.com.au/business/em...108-2cee7.html
Emirates wants to extend its alliance with Qantas Airways across the Pacific Ocean, allowing passengers to fly around the world on Airbus SAS A380s.
The carriers have scope to link Qantas’s A380 flights into Los Angeles with routes the Gulf carrier seeks to operate from its Dubai hub, Emirates President Tim Clark said in a phone interview. The partnership won provisional approval from Australia’s antitrust regulator last month.
“If the timing is right and the two aircraft meet, with Qantas and Emirates you could go around the world with A380s,” he said yesterday. “I’m sure we could do trans-Pacific business on Qantas metal as part of this overall deal.”
Emirates would push for the alliance’s extension into trans-Pacific routes only if Qantas’s chief executive Alan Joyce and his management back the idea, Mr Clark said.
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Shares of Qantas have risen more than 40 per cent since the partnership was announced in September, as Mr Joyce restructures operations to end overseas losses.
“I would think Qantas would have mixed emotions about that,” Peter Harbison, executive chairman of consultants CAPA Centre for Aviation, said. “It’s a market where they are still dominant.” Routes across the Pacific are some of its most profitable, he said. “You just have to go online and check the pricing to see it.”
Qantas territory
Luke Enright, a spokesman for the airline, had no immediate comment on the proposal.
Mr Clark said a tie-up across the Pacific Ocean was left out of the discussions for the current Emirates-Qantas alliance because “the trans-Pacific is Qantas territory.” Still, the regulator’s initial approval doesn’t prevent the carriers from exploring the option, he said.
The companies could also link their routes into Dallas, the hub for American Airlines, Mr Clark said. Emirates has pursued a code-share agreement with American, which hasn’t made progress as the US company examines a merger proposal from US Airways and goes through Chapter 11 bankruptcy proceedings, he said.
Qantas could also fly the Boeing 787 into Dubai once it starts receiving the composite-bodied planes, he said.
Deal ‘energising’
With budget carrier Jetstar, Qantas has just under half of about 33,000 seats available each week on flights between Australia and the continental US, Canada and Hawaii, according to data from CAPA.
Its main domestic rival, Virgin Australia, has about 10,000 seats on its own aircraft and those operated by its partners, Delta Air Lines and Hawaiian Airlines, the data show.
Qantas is “by far the biggest airline in the trans-Pacific market”, and the only one to operate from Australia beyond the US west coast, Mr Joyce said in an August 8 speech in Sydney.
The deal between Qantas and Emirates was “energising” regional airlines to strike new alliances, Mr Clark said, citing a recent code-share agreement between Air New Zealand and Cathay Pacific, and Singapore Airlines’ decision to take a 10 per cent stake in Virgin Australia.
“A lot of things started to happen, and suddenly prices are keener, product meshing is getting better and all sorts of arrangements are taking place that you wouldn’t have even thought about,” he said.
Emirates is studying ways to increase the range of the aircraft to allow it to run services to Los Angeles, as well as Houston and San Francisco, Mr Clark said, and may need as many as 30 more of the double-decker jumbos.
Under the planned accord with Qantas due to start in April, the airlines intend to coordinate pricing, sales and scheduling, as well as aligning frequent-flier programs so passengers can earn points on both carriers’ flights. Emirates will gain access to Qantas’s Australia and New Zealand network under the deal.
Qantas, which lost $450 million on international operations in the year ended June, will shift its European hub to Dubai from Singapore. The carrier is also abandoning a 17-year partnership with British Airways alongside the agreement.
The carriers have scope to link Qantas’s A380 flights into Los Angeles with routes the Gulf carrier seeks to operate from its Dubai hub, Emirates President Tim Clark said in a phone interview. The partnership won provisional approval from Australia’s antitrust regulator last month.
“If the timing is right and the two aircraft meet, with Qantas and Emirates you could go around the world with A380s,” he said yesterday. “I’m sure we could do trans-Pacific business on Qantas metal as part of this overall deal.”
Emirates would push for the alliance’s extension into trans-Pacific routes only if Qantas’s chief executive Alan Joyce and his management back the idea, Mr Clark said.
Advertisement
Shares of Qantas have risen more than 40 per cent since the partnership was announced in September, as Mr Joyce restructures operations to end overseas losses.
“I would think Qantas would have mixed emotions about that,” Peter Harbison, executive chairman of consultants CAPA Centre for Aviation, said. “It’s a market where they are still dominant.” Routes across the Pacific are some of its most profitable, he said. “You just have to go online and check the pricing to see it.”
Qantas territory
Luke Enright, a spokesman for the airline, had no immediate comment on the proposal.
Mr Clark said a tie-up across the Pacific Ocean was left out of the discussions for the current Emirates-Qantas alliance because “the trans-Pacific is Qantas territory.” Still, the regulator’s initial approval doesn’t prevent the carriers from exploring the option, he said.
The companies could also link their routes into Dallas, the hub for American Airlines, Mr Clark said. Emirates has pursued a code-share agreement with American, which hasn’t made progress as the US company examines a merger proposal from US Airways and goes through Chapter 11 bankruptcy proceedings, he said.
Qantas could also fly the Boeing 787 into Dubai once it starts receiving the composite-bodied planes, he said.
Deal ‘energising’
With budget carrier Jetstar, Qantas has just under half of about 33,000 seats available each week on flights between Australia and the continental US, Canada and Hawaii, according to data from CAPA.
Its main domestic rival, Virgin Australia, has about 10,000 seats on its own aircraft and those operated by its partners, Delta Air Lines and Hawaiian Airlines, the data show.
Qantas is “by far the biggest airline in the trans-Pacific market”, and the only one to operate from Australia beyond the US west coast, Mr Joyce said in an August 8 speech in Sydney.
The deal between Qantas and Emirates was “energising” regional airlines to strike new alliances, Mr Clark said, citing a recent code-share agreement between Air New Zealand and Cathay Pacific, and Singapore Airlines’ decision to take a 10 per cent stake in Virgin Australia.
“A lot of things started to happen, and suddenly prices are keener, product meshing is getting better and all sorts of arrangements are taking place that you wouldn’t have even thought about,” he said.
Emirates is studying ways to increase the range of the aircraft to allow it to run services to Los Angeles, as well as Houston and San Francisco, Mr Clark said, and may need as many as 30 more of the double-decker jumbos.
Under the planned accord with Qantas due to start in April, the airlines intend to coordinate pricing, sales and scheduling, as well as aligning frequent-flier programs so passengers can earn points on both carriers’ flights. Emirates will gain access to Qantas’s Australia and New Zealand network under the deal.
Qantas, which lost $450 million on international operations in the year ended June, will shift its European hub to Dubai from Singapore. The carrier is also abandoning a 17-year partnership with British Airways alongside the agreement.
EK are re timing their SIN BNE service from June to be much better for Brissie based travellers coming home, should be interesting to see how it affects the 51/52 loads:
Emirates Singapore/Brisbane Schedule Changes from June 2013 | Airline Route – Worldwide Airline Route Updates
Emirates Singapore/Brisbane Schedule Changes from June 2013 | Airline Route – Worldwide Airline Route Updates
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QF008 DFW-BNE
I am looking at staff travel on QF008 DFW-BNE over the next week, the projected seat available figures indicate approximately 70 spare seats most days.
I suspect this flight is capped at around 280 pax,due to the fuel uplift required, can anyone from Longhaul confirm this please.
I suspect this flight is capped at around 280 pax,due to the fuel uplift required, can anyone from Longhaul confirm this please.
On the QF8 service DFW-BNE, you can't rely on the seat available figures shown on the staff travel website as it doesn't take into account that seats are blocked off to keep the Zero Fuel Weight down so that the range is sufficient to reach Brisbane - the aircraft always departs with full fuel tanks.
Personally, I'll never risk staff travel ex DFW (it's fine going SYD-DFW) and will always return to Oz via LAX.
Personally, I'll never risk staff travel ex DFW (it's fine going SYD-DFW) and will always return to Oz via LAX.
There is always big variances in seat utilization for Jan ex USA. Usually 15-30% lighter inbound from the States than outbound from here.
I just came back from LA on Virgin, went out 100% full but only 70% on the return leg.
I just came back from LA on Virgin, went out 100% full but only 70% on the return leg.
