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QF 777's here they come ... At last.

Australia, New Zealand & the Pacific Airline and RPT Rumours & News in Australia, enZed and the Pacific

QF 777's here they come ... At last.

Old 3rd Sep 2012, 23:31
  #61 (permalink)  
 
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Hand over of international out of ADL & PER for starters is the rumour.

Last edited by Mstr Caution; 3rd Sep 2012 at 23:31.
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Old 4th Sep 2012, 04:38
  #62 (permalink)  
 
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What, so no-one in Perth or Adelaide wants to travel to Asia? Or no-one in Asia wants to travel to those places (other than on their own home carriers)?

I would find it difficult to believe that everyone on the 2 x A330s daily between PER & SIN are all heading to / from Europe via SIN.

Last edited by Taildragger67; 4th Sep 2012 at 04:38.
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Old 4th Sep 2012, 04:55
  #63 (permalink)  
 
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Heard it from an engineer, who said it allows the A330's to return to Domestic.

The plan was to have the A330's a domestic fleet being replaced by the 787 internationally.

Only problem is AJ cancelled the 787's so he can afford the A320 neos on order for Jetstar.

Last edited by Mstr Caution; 4th Sep 2012 at 04:56.
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Old 4th Sep 2012, 14:39
  #64 (permalink)  
 
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Heard it from an engineer, who said it allows the A330's to return to Domestic.

The plan was to have the A330's a domestic fleet being replaced by the 787 internationally.

Only problem is AJ cancelled the 787's so he can afford the A320 neos on order for Jetstar.
787's only cancelled for QANTAS. J* still getting 15 787's next year, returning the flogged J* A330's back to QANTAS domestic.
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Old 4th Sep 2012, 19:51
  #65 (permalink)  
 
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QF94,

Yes the 787-800's are going to Jetstar from next year, the problem being that it is widely known around head office now that these 787's are not fit for the expansion plans. Due to 'performance' issues several of the planned 'expansion' routes are not possible on the 787 in the configuration needed for low cost long haul.

Last time I spoke to someone about this the plan was to retain some A330's until the 787-900's started arriving and then to swap out the remaining A330's and some 787-800's with some of the new 900's. Now of course the 900's are cancelled / delayed meaning all the expansion plans into southern europe and the west coast of the USA are stuffed again........ unless of course a few 777's come the way of Jetstar as part of a common fleet with the 787. Then Jetstar could give all those clapped out A330's back to Qantas.
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Old 4th Sep 2012, 20:46
  #66 (permalink)  
 
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"Then Jetstar could give all those clapped out A330's back to Qantas."

They are not old aircraft so why are they clapped out?

Last edited by Offchocks; 4th Sep 2012 at 21:52.
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Old 4th Sep 2012, 20:59
  #67 (permalink)  
 
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Reading the news this morning it seems to me that there is no big announcement yet.
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Old 4th Sep 2012, 21:35
  #68 (permalink)  
 
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Surely if nothing happens this time the Irishman and some of his senior Execs MUST fall on their swords?
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Old 4th Sep 2012, 21:56
  #69 (permalink)  
 
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Originally Posted by Ollie Onion View Post
it is widely known around head office now that these 787's are not fit for the expansion plans. Due to 'performance' issues several of the planned 'expansion' routes are not possible on the 787 in the configuration needed for low cost long haul.

Now of course the 900's are cancelled / delayed meaning all the expansion plans into southern europe and the west coast of the USA are stuffed again........ unless of course a few 777's come the way of Jetstar as part of a common fleet with the 787. Then Jetstar could give all those clapped out A330's back to Qantas.
So it's the 787s that are the problem with making money with the LCC model on longhaul routes? Yep so much money was going to be made by jetstar with the 787-9 that they delayed the delivery date.

It ain't the 787 that has stuffed the expansion plans of jetstar international into Europe and the USA. It's the fact they won't make as much money as a premium carrier.

the amount of money that is being wasted in fuel bills by the 744 and 380 is appalling. The 777 with a red tail would have given the group $300M more profit. That figure grows rapidly depending upon how many 777 replace 744. The group will get as many 777 as they can afford but it'll be to replace gas guzzlers not for expansion.

Last edited by golfjet744; 4th Sep 2012 at 21:57.
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Old 4th Sep 2012, 22:12
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As for the 788. They were purchased for Qf domestic but were going to be used by jetstar int as a stepping stone to the 789.

Given the battle that is unfolding on the domestic front, I wouldnt be surprised if a larger potion of 788 find their way straight to Qf Dom.

You never know, jetstar int may actually find themselves contracting until the arrival of the 789.
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Old 4th Sep 2012, 22:36
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That follows my logic of:

1. JQ an A320 operation only
2. No money in LCC longhaul
3. A330's returned from JQ to support the Domestic mainline front
4. 787 to mainline to allow retirement of inefficient fleet
5. FWA will provide 787 mainline at 767 rates which in their view protects mainline from pilot redundancies.
6. EK to provide international services code shared with QF on some routes allowing mainline A330's to return to Domestic.
7. A return of Qantas mainline B737's to leisure routes.

AJ has pledged to turn around QF mainline to profitability within three years.

If he fails to do so he's gone, so there has to be some sort of major shakeup & soon.

Last edited by Mstr Caution; 4th Sep 2012 at 22:38.
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Old 4th Sep 2012, 22:48
  #72 (permalink)  
 
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Originally Posted by Mstr Caution
AJ has pledged to turn around QF mainline to profitability within three years.
AJ has made a lot of pledges, yet he's still there.
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Old 4th Sep 2012, 22:54
  #73 (permalink)  
 
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Originally Posted by Mstr Caution View Post
That follows my logic of:

1. JQ an A320 operation only
2. No money in LCC longhaul
3. A330's returned from JQ to support the Domestic mainline front
4. 787 to mainline to allow retirement of inefficient fleet
5. FWA will provide 787 mainline at 767 rates which in their view protects mainline from pilot redundancies.
6. EK to provide international services code shared with QF on some routes allowing mainline A330's to return to Domestic.
7. A return of Qantas mainline B737's to leisure routes.

AJ has pledged to turn around QF mainline to profitability within three years.

If he fails to do so he's gone, so there has to be some sort of major shakeup & soon.
All pigs fueled up and ready to fly.
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Old 4th Sep 2012, 23:33
  #74 (permalink)  
 
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Originally Posted by Mstr Caution View Post
That follows my logic of:

1. JQ an A320 operation only
2. No money in LCC longhaul
3. A330's returned from JQ to support the Domestic mainline front
4. 787 to mainline to allow retirement of inefficient fleet
5. FWA will provide 787 mainline at 767 rates which in their view protects mainline from pilot redundancies.
6. EK to provide international services code shared with QF on some routes allowing mainline A330's to return to Domestic.
7. A return of Qantas mainline B737's to leisure routes.
1. Possible but they need a larger frame to link up the hubs. 788 would be a good fit. But they won't operate far from Asia.
2. Tick (airasiax)
3. Tick
4. 788 not for inefficient fleet but due to a significantly confused product in domestic.
5. Wouldn't pretend to know what they are thinking.
6. Ek to provide int services to stabilize the shrinking network on offer to freqflyers. It also allows accelerated retirement of 744 - not the 744er.
7. Not 738. Having 788 in Qf Dom allows high airframe utilization in between being used on leisure routes.

As for Joyce, he was the CEO to "steer" Qf through the industrial turmoil but he ain't the CEO to engage employees and drive yield growth.

Last edited by golfjet744; 4th Sep 2012 at 23:34.
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Old 5th Sep 2012, 00:30
  #75 (permalink)  
 
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"Then Jetstar could give all those clapped out A330's back to Qantas."

They are not old aircraft so why are they clapped out?
VH-EBA (First revenue service SYD-MEL 28 December 2002)
VH-EBB (First revenue service MEL-SYD 9 January 2003)
VH-EBC (First revenue service MEL-PER 18 March 2003)
VH-EBD (First revenue service MEL-SYD 26 April 2003)

These were initially received by QANTAS and then handed to Jetstar for their international routes, which have slowly eroded QANTAS International. I don't have the hours and cycles on hand, but can easily get them.

Going by AJ's statistics of the average age of the fleet being 8.3 years, these are old aircraft.

Then we have VH-EBJ June 2008, VH-EBK August 2008, VH-EBQ March 2011, VH-EBR October 2011 and VH-EBS November 2011. These ones not so old, but will need a lot of work to reconfigure them for QANTAS operations.

It ain't the 787 that has stuffed the expansion plans of jetstar international into Europe and the USA. It's the fact they won't make as much money as a premium carrier.
Emirates have done that, and the fact that people simply don't want to fly Jetstar. It looks like a cheap airline and is promoted as a cheap airline, but people want that little bit more. For example, the HNL sector from Sydney, Jetstar is now flying daily and QANTAS 3x weekly. QANTAS is very much full and yet there are plenty of seats on Jetstar. Mainland USA, Jetstar will fail based on its current model. Europe, why fly Jetstar when you can get a ticket for about the same price and fly Emirates, Virgin, SQ, TG, CX, etc?

the amount of money that is being wasted in fuel bills by the 744 and 380 is appalling. The 777 with a red tail would have given the group $300M more profit. That figure grows rapidly depending upon how many 777 replace 744. The group will get as many 777 as they can afford but it'll be to replace gas guzzlers not for expansion.
That just goes to show the incompetence and arrogance of both the previous and current management. All the smart airlines got 777's and are getting the 747-800's and even the 787's. If things go to plan, QANTAS International will have just a fleet of 12 A380's by 2020.

AJ has pledged to turn around QF mainline to profitability within three years.

If he fails to do so he's gone, so there has to be some sort of major shakeup & soon.
That's why he has Strambie as CEO of Domestic and Hickey as CEO of International. Should either of those two fail, they'll be gone, not Joyce, and the board will remain intact to hammer the final nail into QANTAS International.
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Old 5th Sep 2012, 00:45
  #76 (permalink)  
 
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Who's reading PPRuNe?

Emirates the 'missing piece in earnings bridge' for Qantas

From the article:

The code-share agreement is believed to include route swaps whereby Emirates would operate the majority of flights on some routes, such as those out of Perth to Europe.
Rumour has it Perth & Adelaide to go to EK

"We expect an agreement to be announced shortly, with the two carriers likely to code-share over Dubai into Europe, as well as on certain Tasman and Asian services," he said in note today.
Rumour was EK to operate code shares across the Tasman.

The code-share arrangement would also free up additional Boeing 737 aircraft for Qantas, as well as allowing it to accelerate the retirement of up to six older 747 jumbos.
Rumour was EK accross the Tasman freed up B737's from Jetconnect to return to Mainline.

Despite the prospects of a deal with Emirates, Mr Shaw said Qantas still faced challenges in the medium term in improving its network in Asia to help it to compete against Cathay Pacific and Singapore Airlines.
JQ LCC widebody operations to Asia can't compete with the established Asian Premium players.

"Changing the flight timings will be a positive move, but the existing array of partners represents a lack of consistency in product and quality across the Asian network," he said.
Qantas customers want to fly QF, not codeshared on Jetstar International services.

Qantas also faces a short-term hit to its earnings in the domestic market in the new financial year as it seeks to repel the advances of Virgin Australia. The latter is seeking to grab a bigger share of the lucrative corporate travel, which Qantas has dominated since Ansett's collapse in 2001.
Qantas needs to return it's A330's to the Domestic market with a consistent product offering. No good to a have passenger fly east coast to Perth on an A330 & return on the B767 with the crappy cabin. The 767 interior upgrade is a stop measure until it's retired.
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Old 5th Sep 2012, 00:49
  #77 (permalink)  
 
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Qf94.

I'm hoping AJ wont be able to weasel himself out of responsibility by deferring blame to Strambie or Hickey.

My monies on the fact that Leigh Clifford has a lot of time for Strambie. He knows Strambie can walk into one of two other major airlines in either the USA or Europe. Domestic is the cash cow for QF, if Strambie goes well running domestic, to keep Strambie, Joyce might be the fall guy.

Notice how Strambie took a back seat whilst Joyce grounded the airline last October & I dont recall Strambie appearing before the Senate Inquiries. I think it was an intentional act to distance himself from Joyce's actions.


Last edited by Mstr Caution; 5th Sep 2012 at 00:51.
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Old 5th Sep 2012, 01:17
  #78 (permalink)  
 
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Here's hoping Mstr Caution, here's hoping.

In all honesty, the whole board should be ejected as there are still a few of the old cronies in there from Dixon's days including Strong, Schubert, Hounsell, Cross and Ward. Jackson and Dixon went, but the rot is still there.
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Old 5th Sep 2012, 02:52
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Originally Posted by QF94
VH-EBA (First revenue service SYD-MEL 28 December 2002)
VH-EBB (First revenue service MEL-SYD 9 January 2003)
VH-EBC (First revenue service MEL-PER 18 March 2003)
VH-EBD (First revenue service MEL-SYD 26 April 2003)
I would have thought 9-10 year old aircraft would be in their mid life, unless they have been trashed!
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Old 5th Sep 2012, 02:56
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You would like to think that they would be half way through their life, but these aircraft don't have much down-time. Jetstar do their own maintenance on them.

As I have stated, I don't have the hours/landings figures on-hand, but I can get them.
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