Qantas non-stop PER to LHR?
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On Thursday, Qantas revealed its revenue had risen 5.1 per cent in the first quarter compared to the same period last year, but warned fuel costs and international competition would crimp earnings growth in the second half.
wow, talk about an article all over the place.
There must be a few EA up for negotiation? (hence the rhetoric and doom talking..same wash, rinse and repeat) Expect EBA negotiation to open up 2HFY.....
The problem is he personally benefits from those amazingly cheap options he was granted for turning around a 'terminal business'..these mean more dollars for him talking it up...After all Qantas International has one new aircraft...Same contracts, same fleet but somehow transformed!
Last edited by Rated De; 28th Oct 2017 at 05:50. Reason: typo!!!
So whilst they throw the words "game changer" around like confetti Japan Airlines looks to take a route that naturally sits well with QF.
Perth to Japan direct flights on the cards to boost WA tourism
Air NZ takes a playful stab at Qantas' Dreamliner extravaganza - KarryOn
Perth to Japan direct flights on the cards to boost WA tourism
Air NZ takes a playful stab at Qantas' Dreamliner extravaganza - KarryOn
Nunc est bibendum
The WA government used to subsidise the route- I think in part to export to get crayfish to Japan? When they withdrew the subsidies, QF withdrew from the route. Or so the story goes anyway. I operated it a few times on the 767. Loads were never great when I operated it. Fair bit of cargo both ways if I recall though.
Always only about half. For the cc on duty too 
Ah yes. The 'Beyond 2000' trips. For us it was usually, SYD - pax NRT 36hrs - PER 48hrs - NRT 72hrs - PER 24 hrs - NRT 36 hrs - pax SYD.
I first started doing them in the 762's but it was good to graduate to the 763 later.
For those with some 787-9 knowledge, what sort of underfloor cargo capacity does it have if you were to load it up with high-value perishable freight to supplement the pax on a thin sector like PER-NRT?
I first started doing them in the 762's but it was good to graduate to the 763 later.
For those with some 787-9 knowledge, what sort of underfloor cargo capacity does it have if you were to load it up with high-value perishable freight to supplement the pax on a thin sector like PER-NRT?
Last edited by C441; 29th Oct 2017 at 16:18.
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787-9
Maximum no. of Containers
CONTAINER／PALLET
LOWER
DECK FWD 20 (LD-3)/ 6PAG (LD7)/ 6PMC
AFT 16 (LD-3)/ 5PAG (LD7)/ 5PMC
TOTAL 36 (LD-3)/ 11PAG (LD7)/ 11PMC
Weight Limitation
Compartment Maximum Volume of Loading Maximum Weight of Loading Floor Limitation
FWD 73.0m3
(2,578ft3) 32,005kg
(70,560Lbs) 977kg/m2
(200Lbs/ft2)
AFT 56.8m3
(2,008ft3) 25,655kg
(56,560Lbs) 977kg/m2
(200Lbs/ft2)
BULK 11.3m3
(402ft3) 2,735kg
(6,030Lbs) 732kg/m2
(150Lbs/ft2)
TOTAL 141.1m3
(4,988ft3)
Maximum no. of Containers
CONTAINER／PALLET
LOWER
DECK FWD 20 (LD-3)/ 6PAG (LD7)/ 6PMC
AFT 16 (LD-3)/ 5PAG (LD7)/ 5PMC
TOTAL 36 (LD-3)/ 11PAG (LD7)/ 11PMC
Weight Limitation
Compartment Maximum Volume of Loading Maximum Weight of Loading Floor Limitation
FWD 73.0m3
(2,578ft3) 32,005kg
(70,560Lbs) 977kg/m2
(200Lbs/ft2)
AFT 56.8m3
(2,008ft3) 25,655kg
(56,560Lbs) 977kg/m2
(200Lbs/ft2)
BULK 11.3m3
(402ft3) 2,735kg
(6,030Lbs) 732kg/m2
(150Lbs/ft2)
TOTAL 141.1m3
(4,988ft3)
Maybe if there's a 30/7 problem
Nunc est bibendum
There is a PER base for S/Os. Not sure of the numbers but suspect up to 40 based on the numbers of Captains and F/Os required in PER.
They have S/Os operating on some of these domestic services so that they can do their 'check to line' flight. Many of them have been on training wage awaiting the first aeroplane so that they can actually check out.
Once normal line ops start I don't reckon you'll see S/Os on the MEL- PER- MEL sectors. Simply no need for them.
They have S/Os operating on some of these domestic services so that they can do their 'check to line' flight. Many of them have been on training wage awaiting the first aeroplane so that they can actually check out.
Once normal line ops start I don't reckon you'll see S/Os on the MEL- PER- MEL sectors. Simply no need for them.
It'll be 4 crew with checkers checking checkers etc
Is there a minimum sector time before SO's are required for a long haul flight?
S/O's are also used when the Captain and/or F/O are approaching 30 hours in 7 days - for example on the LHR-DXB leg of an Aust-DXB-LHR return trip, primarily during the 'Northern winter'.
For those with some 787-9 knowledge, what sort of underfloor cargo capacity does it have if you were to load it up with high-value perishable freight to supplement the pax on a thin sector like PER-NRT?
Qantas PR in trumpeting 'game changing', self flagellation rarely mention Air New Zealand.
Rob Fyfe had the ear of the staff and delivered things Qantas could only dream of, hence their failure to ever compare to Air New Zealand.
My hunch is that a myriad of practical reality will plague the Perth -Heathrow sector. From weather to payload, DVT and lack leg room and other to less obvious things: Like how close to 20 hours will the TOD be? Practically speaking, do Qantas position a standby crew elsewhere in Europe to cover alternate requirements as the crews hit mandatory 'game stopping' crew limits, for reasons of weather en route or at destination.
Rather like abandoning DXB, returning to Singapore is promoted as some sort of victory, conveniently ignoring the reality that five years ago, Qantas operated through Singapore twice daily to London. It also then had a Bangkok service and a Hong Kong Service. Replacing the A388 with a B789 drops the CASK and offer yield improvement potential, but to achieve that the service must be reliable!
The magic eight balls suspects that the service will quietly be reduced to a few times a week in the warmer months, where the sector can be actually flown to destination. Then all of the QF flying to London will be switched back to Singapore. A random walk of stupidity, having surrendered capacity and opportunity to their peers.
Air New Zealand on the route is great, if even just to wind up Qantas!
Rob Fyfe had the ear of the staff and delivered things Qantas could only dream of, hence their failure to ever compare to Air New Zealand.
My hunch is that a myriad of practical reality will plague the Perth -Heathrow sector. From weather to payload, DVT and lack leg room and other to less obvious things: Like how close to 20 hours will the TOD be? Practically speaking, do Qantas position a standby crew elsewhere in Europe to cover alternate requirements as the crews hit mandatory 'game stopping' crew limits, for reasons of weather en route or at destination.
Rather like abandoning DXB, returning to Singapore is promoted as some sort of victory, conveniently ignoring the reality that five years ago, Qantas operated through Singapore twice daily to London. It also then had a Bangkok service and a Hong Kong Service. Replacing the A388 with a B789 drops the CASK and offer yield improvement potential, but to achieve that the service must be reliable!
The magic eight balls suspects that the service will quietly be reduced to a few times a week in the warmer months, where the sector can be actually flown to destination. Then all of the QF flying to London will be switched back to Singapore. A random walk of stupidity, having surrendered capacity and opportunity to their peers.
Air New Zealand on the route is great, if even just to wind up Qantas!
Not to detract from what Fyfe achieved but seriously, if it weren't for that capital injection and share buy from the NZ taxpayer, their performance wouldn't be looking to good over the last few years.
Need to put things in perspective.
Remember it well, NZ14 and NZ15... it used to originate AKL on some days... AKL-SYD-LAX... Boeing 747-412s and 747-475s. It was planned to hand it over to Ansett as part of the merger but of course, that never happened.
plus a trio built (but NTU) for Varig Canadian and PAL 747-400's with CF-6's
and a couple of ANZ new build -419's with CF-6
the original RR 747-219 quintet went en masse to Virgin Atlantic
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Yeh, it does help though if you are gifted $800m dollars by the NZ Government in order to stop you going bankrupt due to incredibly incompetent financial and strategic decisions... bit easier with the cushion of State ownership.
Not to detract from what Fyfe achieved but seriously, if it weren't for that capital injection and share buy from the NZ taxpayer, their performance wouldn't be looking to good over the last few years.
Need to put things in perspective.
Not to detract from what Fyfe achieved but seriously, if it weren't for that capital injection and share buy from the NZ taxpayer, their performance wouldn't be looking to good over the last few years.
Need to put things in perspective.
Qantas received AUD$1.35 billion balance sheet clean up prior to its listing in 1995. It had very little debt. How does its debt to equity ratio look these days when you bring on balance sheet the leases excluded, what is debt relative to equity then?
It also 'purchased' the domestic operation for AUD$400 million prior to its listing.
By December 2013 Qantas needed according to Mr Joyce AUD$3 billion to survive, only to recant it six weeks later. Now miraculously Qantas is transformed...
It also has a whole one aircraft to add to its international fleet that sources suggest will only make it to EGLL 50% of the time!
Perspective is very important
I thought I'd read previously that the 2nd route was BNE/LAX/JFK, perhaps not.
.
Qantas Melbourne to San Francisco non-stop flights announced for 787 Dreamliner
Qantas has announced a new route and the name for its second Boeing 787 Dreamliner as its first 787, "Great Southern Land", takes off on its first regular commercial flight.
Qantas will begin non-stop Dreamliner flights from Melbourne to San Francisco from late 2018.
"A significant number of our Melbourne passengers flying to Los Angeles already connect on to San Francisco. We also see strong demand from San Francisco, both from a tourism perspective and because of the business links between Melbourne and Silicon Valley," said Qantas International CEO Alison Webster.
The second Dreamliner has been named "Waltzing Matilda".
Qantas now has two Boeing 787-9s with eight ordered in total. The airline will take delivery of its third and fourth Dreamliners early next year, which will enable it to start its non-stop flights from Perth to London in March
Qantas will begin non-stop Dreamliner flights from Melbourne to San Francisco from late 2018.
"A significant number of our Melbourne passengers flying to Los Angeles already connect on to San Francisco. We also see strong demand from San Francisco, both from a tourism perspective and because of the business links between Melbourne and Silicon Valley," said Qantas International CEO Alison Webster.
The second Dreamliner has been named "Waltzing Matilda".
Qantas now has two Boeing 787-9s with eight ordered in total. The airline will take delivery of its third and fourth Dreamliners early next year, which will enable it to start its non-stop flights from Perth to London in March
Qantas Melbourne to San Francisco non-stop flights announced for 787 Dreamliner