Qantas non-stop PER to LHR?
yes hope it succeeds. But the cynic in me says that if QF had an aircraft that would do SYD/MEL direct to LHR then PER wouldn't have been an option. Hope they keep it going after they get 777X and they can do direct LHR from East Coast.
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Is Don
My own personal feeling is that some East Coast based pilots in QF are hoping that if this fails, the aircraft will be transferred back east, bringing with that more opportunities in their base of choice. I think you’d be hard pressed to find a West Coast based pilot with the same defeatist thoughts. Only an opinion.
My own personal feeling is that some East Coast based pilots in QF are hoping that if this fails, the aircraft will be transferred back east, bringing with that more opportunities in their base of choice. I think you’d be hard pressed to find a West Coast based pilot with the same defeatist thoughts. Only an opinion.
I’m East coast based but have decided to commute to PER. I would love all 53 aircraft crewed from the East coast but it ain’t gonna happen.
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Can someone please explain to me why it is in anyone’s best interest for the PER-LHR route to fail?
There is precedent, Jetstar Pacific, Jetstar Asia(s) "400 aircraft by 2020", Air Asia X joint venture (forgetting to tell Tony Fernandes), RedQ, Jetstar HKG, Jetstar Japan. None of those ships have really come in. There have been so many announcements & ventures that are going to be the "next greatest thing" anydaynow.
I for one wish it to succeed, but it appears to be a highly complex plan that involves just more than one challenging sector. Everything has to go just right every day to get this right, from LAX to LHR. When it comes to aviation, that increases my anxiety level about the sustainability of the plan and ultimately commercial success.
Sources indicate a recent lightning strike for one of the new 787's, grounding it for 3 days with 50 exit points found. What is plan B here?
He is a legendary storyteller, management by narrative & announcement. Operational success requires more than just good PR skills. The execution has left a trail of wreckage behind, understandably, this history makes people nervous.
I certainly don’t want to see it fail, would love to see Aussie airlines in former glory.
The skygod comment directly related to the don’t you know who I am comment, well the way I read it smelt of arrogance.....
The ole how do you know a pilot at a party? Don’t worry he will tell you!
And yes thread drift I know skygods are in the minority I just happen to know a few of them.
Great for QF any expansion and will be great to see internal movement!
The skygod comment directly related to the don’t you know who I am comment, well the way I read it smelt of arrogance.....
The ole how do you know a pilot at a party? Don’t worry he will tell you!
And yes thread drift I know skygods are in the minority I just happen to know a few of them.
Great for QF any expansion and will be great to see internal movement!
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I don't think anyone wants to see it fail. I suspect, what is is going on is more nuanced, an anxiety about the potential TOO fail, and what if it does go wrong. A lot has been staked on this working.
There is precedent, Jetstar Pacific, Jetstar Asia(s) "400 aircraft by 2020", Air Asia X joint venture (forgetting to tell Tony Fernandes), RedQ, Jetstar HKG, Jetstar Japan. None of those ships have really come in. There have been so many announcements & ventures that are going to be the "next greatest thing" anydaynow.
I for one wish it to succeed, but it appears to be a highly complex plan that involves just more than one challenging sector. Everything has to go just right every day to get this right, from LAX to LHR. When it comes to aviation, that increases my anxiety level about the sustainability of the plan and ultimately commercial success.
Sources indicate a recent lightning strike for one of the new 787's, grounding it for 3 days with 50 exit points found. What is plan B here?
He is a legendary storyteller, management by narrative & announcement. Operational success requires more than just good PR skills. The execution has left a trail of wreckage behind, understandably, this history makes people nervous.
There is precedent, Jetstar Pacific, Jetstar Asia(s) "400 aircraft by 2020", Air Asia X joint venture (forgetting to tell Tony Fernandes), RedQ, Jetstar HKG, Jetstar Japan. None of those ships have really come in. There have been so many announcements & ventures that are going to be the "next greatest thing" anydaynow.
I for one wish it to succeed, but it appears to be a highly complex plan that involves just more than one challenging sector. Everything has to go just right every day to get this right, from LAX to LHR. When it comes to aviation, that increases my anxiety level about the sustainability of the plan and ultimately commercial success.
Sources indicate a recent lightning strike for one of the new 787's, grounding it for 3 days with 50 exit points found. What is plan B here?
He is a legendary storyteller, management by narrative & announcement. Operational success requires more than just good PR skills. The execution has left a trail of wreckage behind, understandably, this history makes people nervous.
Don't worry don no one could mistake you, your 787 cheerleading is actually refreshing. I was just having a chuckle... Glad your getting a window seat back, in the best airbus Boeing's ever made
Last edited by maggot; 18th Dec 2017 at 07:09.
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Ironically it was 1 April. Singapore replaced by a dubious partnership with Emirates.
IFF the aircraft rolled off the production line 1.5 tonnes lighter, that is not good management, that is luck.
Just as Mr Joyce claims credit for the 'turnaround' any cursory analysis of the profit and loss shows:
My sources tell me that the aircraft will likely suffer weather events upon arrival, of sufficient frequency that if not limited by reason of carriage of fuel, will necessitate a rather expeditious diversion to an alternate port as the crew hit hard limits.
Of course regulatory capture and a spent labour representative body may well do the bidding to CASA to extend it beyond a hard 20 hour TOD.
There is substantial execution risk, a year of consistent operation in all seasons, ought see whether those questioning this route and aircraft are right or wrong.
- End of a well established European gateway.
- Qantas lost over 350,000 passengers in the first year of operations.
- EK made three times as many passengers.
- No upside in Operating Revenue- did they actually make anything?
- TWO B787
- Return to Singapore, an advance to the rear if ever there was one.
There is precedent, Jetstar Pacific, Jetstar Asia(s) "400 aircraft by 2020", Air Asia X joint venture (forgetting to tell Tony Fernandes), RedQ, Jetstar HKG, Jetstar Japan. None of those ships have really come in. There have been so many announcements & ventures that are going to be the "next greatest thing" anydaynow.
Just as Mr Joyce claims credit for the 'turnaround' any cursory analysis of the profit and loss shows:
By writing off $2.56 billion in the value of the fleet last year, Qantas' bottom line this year looks much better, with a more modest depreciation charge of $1.1 billion. This accounting stroke of a pen has improved Qantas' fiscal performance by $326 million.
And, thanks to Saudi Arabia's King Salman, fuel prices have plunged – improving, with its fuel efficiency drive, Qantas' ledger sheet by $597 million.
With all other expenses largely unchanged, it seems this year's stunning "accelerated transformation" is little more than dumb luck and an accounting exercise.
And, thanks to Saudi Arabia's King Salman, fuel prices have plunged – improving, with its fuel efficiency drive, Qantas' ledger sheet by $597 million.
With all other expenses largely unchanged, it seems this year's stunning "accelerated transformation" is little more than dumb luck and an accounting exercise.
Of course regulatory capture and a spent labour representative body may well do the bidding to CASA to extend it beyond a hard 20 hour TOD.
I for one wish it to succeed, but it appears to be a highly complex plan that involves just more than one challenging sector. Everything has to go just right every day to get this right
Nunc est bibendum
Of course there will be days when the PER-LHR flight won’t make it due LHR wx requirements. Such was the case when the 744 first starting operating SIN- LHR. Of course the long tour of duty is what makes any diversion more complicated than what SIN- LHR ever was. I’m sure this is no surprise to the boffins beavering away on QCC2 to make a go of this route and as late as Friday last week I was discussing this very issue with some of the 787 team. Such issues have long been a feature of various Qantas routes over the years. I’m sure they’ll remain issues into the future with various other routes as well.
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Can someone please explain to me why it is in anyone’s best interest for the PER-LHR route to fail? If it fails it will undoubtedly mean less 787s which flows on to less recruiting and less progression/promotion within the group.
It won't fail, by decree if necessary...
IFF the aircraft rolled off the production line 1.5 tonnes lighter, that is not good management, that is luck.
Current production 747-8F are over 5 tons light than the early production, there has been a similar % improvement on the 787 (especially compared to the first ~20 aircraft which were badly overweight).
So lots of practice in building the first 600 or so
Same went for the dugong
Same went for the dugong
Timing is important, it's planned to arrive at 5am iirc, which is mostly traffic holding free. A free pass.
MAN or AMS was carried often when needed when I used to fly up there, or a DPA on the latter or FRA/maybe CDG.
The London basin has many more environment controls these days vastly reducing the airborne pollution that the industrial revolution made seem normal making the old pea souper less of a thing than back in the day.
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My last few diversions from LHR due to fog when returning from down under have been into Manchester, Paris and Frankfurt.
Initial aircraft are over initial spec weight - sometimes badly. Air framer launches a big weight loss program - with various incentives to encourage the engineers/designers to shave weight. Program is successful and later aircraft are significantly lighter - often below the spec weight.
Later on, the weight will start going up again as they discover various bits that fail because they made them a bit too light, along with a push to reduce recurring costs by using cheaper processes and/or materials which invariable weigh a bit more.
I've been on four major aircraft programs and they all followed that trend...