Jetstar 787 Plans?
Nunc est bibendum
So what speeds do a a 767 taxy at around corners?
Why is there a longer turn around time?
It all adds up. The A330 is a bit more difficult to wrangle around the domestic network... apparently. I have no first hand experience, just observations.
Last edited by Keg; 27th Nov 2012 at 04:55.
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Singapore Airlines is doing the same with Scoot, all of their 787s are going to Scoot.
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Scoot are getting 787-900's and they will stick the knife in very efficiently to compete with jetstar in their -800's, ironically they are getting the ones QF deferred, lol, a deer with no eyes comes to mind with jetstar, NO IDEA!
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Scoot are getting 787-900's and they will stick the knife in very efficiently to compete with jetstar in their -800's, ironically they are getting the ones QF deferred, lol, a deer with no eyes comes to mind with jetstar, NO IDEA!
Pushed poeple up from about 2.5yrs late to 2.3yrs late (totally estimated numbers)
Ex A380-800 driver, the A330's were ordered late 2000 and the first four delivered (2002-2003) were -200's configured for domestic use. They were initially used on the SYD-MEL route (which gave a lot of sectors for training purposes) and it was from this experience, they realised the increased transit time & taxy times caused it to operate one less sector per day than the B767's & B737's. Consequently, they were shifted to trans-continental flights to Perth where the number of transits were minimised and the low seat/mile costs made it very effective. John Borghetti knew all this which is why Virgin Blue (Australia) ordered A330's for the same routes. The lack of suitable bays at domestic terminals is a real problem which will have to be solved prior to the return of the JQ A332's next year.
I hope that completes the A330 domestic discussion & we can get the thread back to "JQ B787 Plans".
I hope that completes the A330 domestic discussion & we can get the thread back to "JQ B787 Plans".
As the A330 wingspan is about the same as a B747 classic, there are very few bays at domestic terminals that can accomodate them. The airbridges at the SYD domestic terminal can be relocated to allow aircraft with greater wingspan than the B767 but that will result in the loss of at least one bay (and every bay is needed). At other terminals such as BNE & MEL, where there are physical obstructions such as satellites etc making room for larger wingspans will be a serious problem
QF MEL currently has 3 dedicated A330 gates (7/21/23) with dual airbridges. Gate 11 can also accept A330s but only has a single airbridge. The airport master plan shows QF being able to add additional A330/787 capable gates by extending its eastern concourse.
VA is severely limited with A330 capacity in MEL with only Gate 12 being ideal, though I assume the redesign of T3 will overcome this. VA are about to open 4 A330 gates in SYD.
Regardless of whether QF domestic were to replace the 767s with A330s or 787s, they would have to confront the gate limitations due to the increased wingspans of the new planes. This is not news so it is strange that a decade after the A330 arrived, there has been little or no expansion to QF's terminals to cope with this issue.
Yes, but don't forget SACL's plans to rebuild the whole place with Qantas And Friends on the East side and Velocity And Friends over on the West. This involves Qantas giving up its lease to T3 early. So there is no incentive to spend money rejigging gates at present, or doing anything much really, if it's not going to be QF's for much longer.
Last edited by Captain Gidday; 28th Nov 2012 at 01:58.
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1A, please correct me if i am wrong, but the newly configured Gate 12/13 at Sydney Domestic can handle 330s using dual aerobridges. There is no net decrease in usable gates as 13 has been repositioned and 12 recreated. Such is my understanding of the notification we received.
Last edited by ditzyboy; 28th Nov 2012 at 05:27. Reason: Fix iPad auto correct.
If you have a read of this discussion (http://www.pprune.org/tech-log/50031...rformance.html) , the 787-8 sounds a bit of a dud. It is smaller than the A330 (in terms of pax). The range and fuel efficiency is only marginally better.
Qantas really needs the 787-9, that is similar size to the A330 (in terms of pax), and has better range compared to the 787-8 and A330.
I have to admit, i thought it was crazy that Qantas wasnt going to receive the 787-8 before jetstar, but when you think a bit logically about it, the 787-8 isnt the right tool for the job, it is a waste of money (for Qantas anyway).
Qantas really needs the 787-9, that is similar size to the A330 (in terms of pax), and has better range compared to the 787-8 and A330.
I have to admit, i thought it was crazy that Qantas wasnt going to receive the 787-8 before jetstar, but when you think a bit logically about it, the 787-8 isnt the right tool for the job, it is a waste of money (for Qantas anyway).
Captain Gidday, the redevelopment plans are off. SACL needed to get the agreement of everyone and VA smelt a rat and said no!!!!
What really needs to happen is that they need to demolish the hangar between the Virgin/Tiger terminal and the GA. Except that it is own by people who are rich enough to stand up to SACL. They went to court and SACL lost. Why the hell SACL doesn't just build them a new hangar somewhere else is beyond me.
