Jetstar 787's
Don't know how many journo's and hangerons there are onboard, but you think the new plastic fantastic would be able to make Everett to Melbourne direct, or at very least brissie.
But I suppose Hono is a better overnight port...
But I suppose Hono is a better overnight port...
No crew rest facility fitted...hence HNL o'night.
Will make lots of money if the pax can stand the squash. Apparently will burn 5 tons less on HNL-OZ and go faster saving around 20 mins over A330
Will make lots of money if the pax can stand the squash. Apparently will burn 5 tons less on HNL-OZ and go faster saving around 20 mins over A330
Last edited by Roller Merlin; 5th Oct 2013 at 03:14.
I'm sure jetstar have adequate engineering support all over the place for the introduction of a new type.
After all its just like picking up a new set of wheels from holden and driving off isn't it?
http://www.aspectfinancial.com.au/do...VsYXllZC5qc3A=
• Younger fleet requires less maintenance spend per ASK:
— Improved technology results in reduced maintenance requirements (maintenance on demand)
— New aircraft require less frequent heavy maintenance checks than older aircraft
• Engineering cost savings
— Lower inventory levels per aircraft
— Less spare engines per aircraft
— Less total support staff per aircraft
And no mention anywhere about the actual profit numbers.
An amazing business.
After all its just like picking up a new set of wheels from holden and driving off isn't it?
http://www.aspectfinancial.com.au/do...VsYXllZC5qc3A=
• Younger fleet requires less maintenance spend per ASK:
— Improved technology results in reduced maintenance requirements (maintenance on demand)
— New aircraft require less frequent heavy maintenance checks than older aircraft
• Engineering cost savings
— Lower inventory levels per aircraft
— Less spare engines per aircraft
— Less total support staff per aircraft
And no mention anywhere about the actual profit numbers.
An amazing business.
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Diverging slightly off Jetstars 787, I am starting to hear that the fuel burn figures are pretty damn impressive..... Around 18% less than a 330 Ive heard from a mate flying them...(who flew 330's before transfering)
Last edited by Angle of Attack; 8th Oct 2013 at 06:37.
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I still struggle with the fact that QF provides absolutely no profit/loss figures for JQ long haul... We are continually told of the amaaaaaazing business.. But it is bundled into JQDomestic.
Seems odd that a part of the group with questionable load factors according to anecdotal evidence would get all the new toys when the parent won't even contemplate a purchase for at least 3 years!
Seems odd that a part of the group with questionable load factors according to anecdotal evidence would get all the new toys when the parent won't even contemplate a purchase for at least 3 years!
Joyce has admitted Jetstar Longhaul Asia loses money. Jetstar Australia Longhaul? Who knows?
Qantas chief Alan Joyce sets Asian expansion hopes on Jetstar HK joint venture
BY: MICHAEL SAINSBURY AND STEVE CREEDY From: The Australian June 12, 2012 12:00AM
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QANTAS chief Alan Joyce says the China market is a huge opportunity for the company as it builds up its Jetstar Hong Kong joint venture with China Eastern as part of a plan to become the dominant low-cost carrier in Asia.
Mr Joyce said Jetstar had more planes after seven years than European low-cost pioneer Ryanair did at the same stage in its development, and aimed to be as big as his old employer in coming years.
He admitted the Singapore-based Jetstar Asia venture would lose money this year on long-haul routes but said revenue was coming more quickly than expected into its low-cost Japanese start-up.
Jetstar has committed $64 million to the Japanese operation it owns with Oneworld partner Japan Airlines and Mitsubishi.
"We have a smaller shareholding (33 per cent) because of the law," Mr Joyce said. "Revenue is coming in sooner than expected."
But the huge opportunities in Asia lay in China, already the world's second-biggest airline market and set to rival the US in the next decade.
"We believe there are three big markets in China: premium, low-cost, cargo," Mr Joyce said. "For premium we need to turn around Qantas International before we can grow it again. We made a commitment to shareholders we won't put more capital or aircraft into it until it gets to break even and is returning costs over the next three years."
Meanwhile, Qantas's operations to mainland China are limited to just one flight daily from Sydney to Shanghai and the more profitable three cargo flights from Australia to China and then the US and back to Australia.
"We're looking at enhancing (code-sharing) further and working a lot closer with China Eastern," Mr Joyce said.
In the interim, Jetstar is committing $99m in capital to its 50-50 Jetstar Hong Kong venture with China Eastern.
Qantas is optimistic that a new Hong Kong government, a reconfiguration of government departments and review of aviation regulation will work in its favour.
It hopes that will clear the way for approvals for the airline to progress more quickly and says it has been getting strong local support.
Mr Joyce said the biggest resistance was coming from the pilot union, which was paying a consultant to lobby against the move. He said the airline had gone through regulatory approval processes several times and had a team that was dedicated to the process.
It had teamed up with local partners because they knew the local market and Jetstar had taken a comprehensive view of getting as many stakeholders behind it as it could.
"We're optimistic, so we're still on plan for the middle of next year," he said.
Both China Eastern and Jetstar have started allocating people to the project and the airline is already looking at issues such as aircraft allocation, AOC requirements and recruitment.
There was also a commercial team looking at routes and Mr Joyce said the airline could also allocate its Jetstar Japan start-up team to the project after the airline launched next month.
BY: MICHAEL SAINSBURY AND STEVE CREEDY From: The Australian June 12, 2012 12:00AM
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PPRuNe this
QANTAS chief Alan Joyce says the China market is a huge opportunity for the company as it builds up its Jetstar Hong Kong joint venture with China Eastern as part of a plan to become the dominant low-cost carrier in Asia.
Mr Joyce said Jetstar had more planes after seven years than European low-cost pioneer Ryanair did at the same stage in its development, and aimed to be as big as his old employer in coming years.
He admitted the Singapore-based Jetstar Asia venture would lose money this year on long-haul routes but said revenue was coming more quickly than expected into its low-cost Japanese start-up.
Jetstar has committed $64 million to the Japanese operation it owns with Oneworld partner Japan Airlines and Mitsubishi.
"We have a smaller shareholding (33 per cent) because of the law," Mr Joyce said. "Revenue is coming in sooner than expected."
But the huge opportunities in Asia lay in China, already the world's second-biggest airline market and set to rival the US in the next decade.
"We believe there are three big markets in China: premium, low-cost, cargo," Mr Joyce said. "For premium we need to turn around Qantas International before we can grow it again. We made a commitment to shareholders we won't put more capital or aircraft into it until it gets to break even and is returning costs over the next three years."
Meanwhile, Qantas's operations to mainland China are limited to just one flight daily from Sydney to Shanghai and the more profitable three cargo flights from Australia to China and then the US and back to Australia.
"We're looking at enhancing (code-sharing) further and working a lot closer with China Eastern," Mr Joyce said.
In the interim, Jetstar is committing $99m in capital to its 50-50 Jetstar Hong Kong venture with China Eastern.
Qantas is optimistic that a new Hong Kong government, a reconfiguration of government departments and review of aviation regulation will work in its favour.
It hopes that will clear the way for approvals for the airline to progress more quickly and says it has been getting strong local support.
Mr Joyce said the biggest resistance was coming from the pilot union, which was paying a consultant to lobby against the move. He said the airline had gone through regulatory approval processes several times and had a team that was dedicated to the process.
It had teamed up with local partners because they knew the local market and Jetstar had taken a comprehensive view of getting as many stakeholders behind it as it could.
"We're optimistic, so we're still on plan for the middle of next year," he said.
Both China Eastern and Jetstar have started allocating people to the project and the airline is already looking at issues such as aircraft allocation, AOC requirements and recruitment.
There was also a commercial team looking at routes and Mr Joyce said the airline could also allocate its Jetstar Japan start-up team to the project after the airline launched next month.
Watching the news tonight, it was a pleasant surprise to see Jeremy (aka Stretch) as part of the flight crew departing the Boeing factory in Jetstars 787.
I often wonder where all the guys from the Ron Robertson CPL course of 1984 ended up.
Regards R W (aka Blades)
I often wonder where all the guys from the Ron Robertson CPL course of 1984 ended up.
Regards R W (aka Blades)
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These guys running Qantas aren't even original!
The more things change, the more they stay the same.
From an article back in the late '90's in Business World by Teddy Casino.
"Is it possible to lose money and yet make a profit, lots of it?
Yes especially if you're Lucio Tan.
Not only that, you can even run your company into the ground, make millions and then position yourself for more.
The scheme is very simple.
First ,buy an ailing Government asset like Phillipine Airlines for a song.
Then embark on a US$4 billion refleeting program involving the purchase of 36 new jets.
But don't use your own money.
Or if you do, just put in enough to make people think you've put out a lot.
The trick is to borrow US$850 million from European creditors,
US$230 million from local banks including one you own, and billions more from other local and international sources.
After pocketing the commissions from the planes, you can even form some dummy corporations to lease the planes to your newly acquired airline at 40% more than normal rates"
Next spin off the company’s money-making operations like training and in-flight catering, to your other companies.
Buy spare parts and equipment ,not from the manufacturers themselves which sell them cheap, but through your own distributorship which allows bigger commissions.
In other words, milk all you can from the company. That’s right, suck it to the marrow.
If you do everthing correctly, your company will have lost P451 million in the first year and P8.08 billion in the fifth, the biggest loss in the airline’s 57 year history.
With your company now severly in the red, you will have a convenient excuse to lay off thousands and, in the process, bust the unions.Tell your workers you have no choice. Blame the Asian currency crisis, the liberalisation of the Aviation industry, the down-grading of the Phillipines to a category 2 destination by the US Federal Aviation Administration, the high cost of plane maintenance and the grossly unprofitable missionary domestic routes.
But never, never blame yourself or your mismanagement of the company.
When your airline finally crashes, file for insolvency at the Securities and Exchange Commission and save your-self the trouble of paying P85 billion worth of debts, including billions worth of separation pay and retirement benefits due thousands of workers you have laid off with impunity.
In the end you will be left with a bankrupt company but with millions more in your pocket.
By this time you will have succeeded in turning your workforce into a horde of servile commercial labourers without a union to protect them.
Now you can reorganise the company the way you want it with the minimum of opposition. Now you can really make money.
That is how the picture looks to the workers of PAL, many of whom are still smarting from their recent standoff with the management of Lucio Tan.
For clearly their woes are far from over.
Things are worse for the pilots, the original strikers whose 550 or so members remain jobless.
Ironically , the PAL management refuses to give them their termination papers, proof that the company still needs them and in fact, wants them to re-apply, of course as second-class probationary or contractual workers. As far as ALPA is concerned, Mr Tan’s plans are to break the union, prevent the pilots from getting in other airlines and starve them into submission.
It should be made clear that the issue here is not merely job security.
Even the unions admit that these lay-offs are actually part of managements plan to restructure the corporation and were here long before the strike and long before the massive losses.
In fact it seems that the severe losses were actually stage-managed to justify lay-offs and will be further used to justify whatever sweeping changes may be made at PAL.
What we see here is a kind of corporation restructure that preys on its own workers. What we see here is plain simple greed taking precedence over the livelihoods and rights of thousands of workers. And what we see here is Government that condones such actions.
In the meantime ,Mr Tan gets away scot-free. Capitalism does work doesn’t it?´´
The more things change, the more they stay the same.
From an article back in the late '90's in Business World by Teddy Casino.
"Is it possible to lose money and yet make a profit, lots of it?
Yes especially if you're Lucio Tan.
Not only that, you can even run your company into the ground, make millions and then position yourself for more.
The scheme is very simple.
First ,buy an ailing Government asset like Phillipine Airlines for a song.
Then embark on a US$4 billion refleeting program involving the purchase of 36 new jets.
But don't use your own money.
Or if you do, just put in enough to make people think you've put out a lot.
The trick is to borrow US$850 million from European creditors,
US$230 million from local banks including one you own, and billions more from other local and international sources.
After pocketing the commissions from the planes, you can even form some dummy corporations to lease the planes to your newly acquired airline at 40% more than normal rates"
Next spin off the company’s money-making operations like training and in-flight catering, to your other companies.
Buy spare parts and equipment ,not from the manufacturers themselves which sell them cheap, but through your own distributorship which allows bigger commissions.
In other words, milk all you can from the company. That’s right, suck it to the marrow.
If you do everthing correctly, your company will have lost P451 million in the first year and P8.08 billion in the fifth, the biggest loss in the airline’s 57 year history.
With your company now severly in the red, you will have a convenient excuse to lay off thousands and, in the process, bust the unions.Tell your workers you have no choice. Blame the Asian currency crisis, the liberalisation of the Aviation industry, the down-grading of the Phillipines to a category 2 destination by the US Federal Aviation Administration, the high cost of plane maintenance and the grossly unprofitable missionary domestic routes.
But never, never blame yourself or your mismanagement of the company.
When your airline finally crashes, file for insolvency at the Securities and Exchange Commission and save your-self the trouble of paying P85 billion worth of debts, including billions worth of separation pay and retirement benefits due thousands of workers you have laid off with impunity.
In the end you will be left with a bankrupt company but with millions more in your pocket.
By this time you will have succeeded in turning your workforce into a horde of servile commercial labourers without a union to protect them.
Now you can reorganise the company the way you want it with the minimum of opposition. Now you can really make money.
That is how the picture looks to the workers of PAL, many of whom are still smarting from their recent standoff with the management of Lucio Tan.
For clearly their woes are far from over.
Things are worse for the pilots, the original strikers whose 550 or so members remain jobless.
Ironically , the PAL management refuses to give them their termination papers, proof that the company still needs them and in fact, wants them to re-apply, of course as second-class probationary or contractual workers. As far as ALPA is concerned, Mr Tan’s plans are to break the union, prevent the pilots from getting in other airlines and starve them into submission.
It should be made clear that the issue here is not merely job security.
Even the unions admit that these lay-offs are actually part of managements plan to restructure the corporation and were here long before the strike and long before the massive losses.
In fact it seems that the severe losses were actually stage-managed to justify lay-offs and will be further used to justify whatever sweeping changes may be made at PAL.
What we see here is a kind of corporation restructure that preys on its own workers. What we see here is plain simple greed taking precedence over the livelihoods and rights of thousands of workers. And what we see here is Government that condones such actions.
In the meantime ,Mr Tan gets away scot-free. Capitalism does work doesn’t it?´´
Last edited by blow.n.gasket; 8th Oct 2013 at 10:41.
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Mr Joyce said the biggest resistance was coming from the pilot union, which was paying a consultant to lobby against the move.
!!!!??? The Pilot Union runs Cathay Pacific now?
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Crew rest not required on JQ long haul. Plenty of room on the cockpit floor for one of the guys to stretch out and have a kip.
Next step, make sure your pilot reps get you into the best YMCA's on the network. Good luck!
short flights long nights
In the West Australian the Jetstar 787 chief pilot was quoted as saying, the engines are so quiet they will reduce pilot fatigue. That's probably why there is no crew rest installed.
Also wonder boy GT said that it was a very smooth ride through clouds because 'wing flaps' are deployed to suppress gusts. What is all that about?
Also wonder boy GT said that it was a very smooth ride through clouds because 'wing flaps' are deployed to suppress gusts. What is all that about?
That can't be true