Qantas Recruitment
Join Date: Apr 2019
Location: Brisbane
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Melbourne probably…. You won’t get a choice (base or fleet) initially however it shouldn’t take too long to get your preference.
Qantas set to outline fleet renewal plan at profit update
Ayesha de KretserSenior reporterAug 6, 2023 – 4.15pmSave
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KEY POINTS
- Qantas is expected to update on plans to replace A330s
- The airline could replace the fleet with Dreamliners and A350s
- Analysts are split on how pending capex will impact returns
Incoming chief executive Vanessa Hudson said last month that the airline would start a process to replace its 24 ageing A330 aircraft in the second half of this year, acknowledging that slots to receive new planes were filling up quickly in the post-pandemic aviation rebound.
The Boeing Dreamliner is an option for Qantas to replace its A330s. James D. Morgan Airbus and Boeing have both said new aircraft will not be delivered until the end of the decade, given big delays and manufacturing constraints that started with COVID-19.Analysts said Qantas could evaluate ordering Boeing Dreamliners or the larger A350 from Airbus, rather than the A330 neo, depending on availability, as part of its flagged plans to streamline maintenance and promote interoperability between its long-haul domestic and international flights.
Ms Hudson will need to negotiate new terms in a white-hot market for new planes, after current chief executive Alan Joyce cancelled orders for 35 Dreamliners, which had a list price at the time of $8.5 billion, in 2012, and later cancelled options to buy 50 more.
Qantas will look to sell its A330s, or convert them to carry cargo, but one analyst said the potential to recoup much was less than it would have been six months ago, given the freight market is tipped to enter oversupply and lengthy conversion queues.
Analysts are divided on whether the upcoming spending will derail capital management plans, after Qantas returned $600 million to shareholders via buybacks in fiscal 2023.
Pent-up demand
Morningstar analyst Angus Hewitt said Qantas’ capital expenditure, including fleet renewal, maintenance and other costs, would more than double from $7 billion over the previous five years to $15 billion.“Over the long term, we expect fleet expansion, replacement and refurbishment to absorb meaningful cash flow and constrain returns to shareholders,” Mr Hewitt said.
He said the idea of “stronger for longer” travel spending, or the notion that an economic downturn would not prompt a decline in spending on travel, was yet to be tested given pent-up demand from the pandemic and excess savings.
“Anyone that sells a discretionary good or service wants to talk about how their discretionary good or service is the least discretionary of discretionary goods or services,” Mr Hewitt said.
“I’m not buying that argument [about air travel]. It is discretionary. There is a lot of pent-up demand at the moment and that’s really driving tremendous profitability. We think this is about as good as it gets for airlines.”
However, JPMorgan analyst Anthony Longo said Qantas was the broker’s preferred pick this year, and “structural advantages domestically” would underpin earnings resilience.
“We are of the view Qantas’ fundamentals are unquestionably strong and aided by a rational domestic market and supply side constraints which are likely to keep airline yields high,” he said. “Additionally, Qantas Loyalty remains resilient, generating earnings growth and strong cash flow.”
Mr Longo said Qantas’ balance sheet was robust enough to support capital expenditure and maintain returns to shareholders.
“Qantas is targeting net debt of $2.7 billion to $2.9 billion for June 2023. With adherence to its financial framework, we believe this is strong enough to not only fund fleet refresh capex but also regular capital management,” he said.
WORD IS 14 x 787s and 12 more A350s for what it is worth.
The following 2 users liked this post by RealSatoshi:
The problem is we widely accept the notion that pilots are expensive. Management create the fog that implies it and some of us breathe it in. It’s bull$hit, while airlines are price gouging and the post COVID works is going berserk, we are one of the cheaper parts of the operation. Besides, supply and demand 101 dictates the price, not some buzz word made up by some ****** earning twice what we are do. Strategic Imperatives…..if they were so damn “strategic” they wouldn’t be about to park new jets due to their mismanagement of supply and demand, but they will. Should have called it “tactical imperatives”, then it would sort of make sense, win the battle, lose the war.
The following 7 users liked this post by gordonfvckingramsay:
I can't recall ever hearing a radio advertisement for QANTAS but there is currently one airing on commercial radio calling for pilots, cabin crew and engineers.
75 B737s at the moment. The 321s will require from memory 3 per rank per frame more than the 737 so ideally need about 65ish to maintain the same pilot size in Short Haul.
Here’s a question for someone who might be able to dig up the info. What was the wide body fleet size in 2000, 2005 and 2010?
Someone recently posted on a work forum that 2005 was approx 75 Wbs. Down to 50 at the moment.
I would love to see how the international QF fleet has contracted over the last 25 years and which way passenger movements have gone.
Currently as it sits there is 14 B787s
10 A380s
and 26 or 28 A330s? Someone else can provide the exact figure.
We have lost 4 airbuses since Covid. The 330 retirements are due very soon as the domestic 330s are running out of cycles.
As I’ve stated and asked in previous posts, how many 747s did we retire in the last ten, fifteen and twenty years? What was the 767 fleet size?
I can’t be bothered looking up the exact numbers. Maybe some nerds on here know. But I’ll take a stab and make the claim that the 14 Dreamliners we have received since 2016, plus whatever the 380 and 330s have arrived in the last two decades haven’t really come close to replacing what we had back then. QF has contracted internationally, and 14 more 787s plus 24 total A350s doesnt seem like that much growth once we factor in the entire retirement of the 330 and eventually 380 fleets over the coming decade.
Hopefully these rumours are just the first batch and more orders will be made over the years. The overlap in fleets is where the progression will be made, plus the pulling of pilots into the training system and off the line while this all ramps up. If history repeats itself and this is all QF orders until 2035 then long term it won’t be any substantial growth.
Here’s a question for someone who might be able to dig up the info. What was the wide body fleet size in 2000, 2005 and 2010?
Someone recently posted on a work forum that 2005 was approx 75 Wbs. Down to 50 at the moment.
I would love to see how the international QF fleet has contracted over the last 25 years and which way passenger movements have gone.
Currently as it sits there is 14 B787s
10 A380s
and 26 or 28 A330s? Someone else can provide the exact figure.
We have lost 4 airbuses since Covid. The 330 retirements are due very soon as the domestic 330s are running out of cycles.
As I’ve stated and asked in previous posts, how many 747s did we retire in the last ten, fifteen and twenty years? What was the 767 fleet size?
I can’t be bothered looking up the exact numbers. Maybe some nerds on here know. But I’ll take a stab and make the claim that the 14 Dreamliners we have received since 2016, plus whatever the 380 and 330s have arrived in the last two decades haven’t really come close to replacing what we had back then. QF has contracted internationally, and 14 more 787s plus 24 total A350s doesnt seem like that much growth once we factor in the entire retirement of the 330 and eventually 380 fleets over the coming decade.
Hopefully these rumours are just the first batch and more orders will be made over the years. The overlap in fleets is where the progression will be made, plus the pulling of pilots into the training system and off the line while this all ramps up. If history repeats itself and this is all QF orders until 2035 then long term it won’t be any substantial growth.
Expect to hear soon how the Govt has pretty much put the brakes on the International recruitment drive.
It would not surprise me if they’re only planning on replacing half of the 330’s at the moment, after all the youngest -200’s are only 12 or so years old. This mob doesn’t exactly plan that far ahead fleet wise, they can’t even decide beyond 20 321’s 
The Cheif pilot told a meeting recently that all new orders will be in "tranches" as opposed to huge orders. This is for the benefit if the stock market which seems to be fine if JQ buys hundreds of aircraft, but goes into heart failure if Qantas buys more than 2. It does seem to be the new normal.
The training forcast for the 12 months after June 24 is for more than double this year. Numbers I've heard are in the 700's when talking about "training events". So that's promotions, type changes and initial endorsments for new second officers.
Endorsement training will happen all over the place, but as far as I understand, nobody will be forced to train offshore, but be prepared to be delayed through the process if you don't.
It's not all roses at the Q at the moment, but it's nothing like the doom and gloom that many (actual employees and pretenders) on here portray. If you're interested, apply. If you hate Qantas, don't. Good luck to all.
The training forcast for the 12 months after June 24 is for more than double this year. Numbers I've heard are in the 700's when talking about "training events". So that's promotions, type changes and initial endorsments for new second officers.
Endorsement training will happen all over the place, but as far as I understand, nobody will be forced to train offshore, but be prepared to be delayed through the process if you don't.
It's not all roses at the Q at the moment, but it's nothing like the doom and gloom that many (actual employees and pretenders) on here portray. If you're interested, apply. If you hate Qantas, don't. Good luck to all.
The following 10 users liked this post by Chad Gates:
There’s obviously going to be a backlog in training. Someone above quoted it can take around 6 months at the moment.
Mainline Pilots pay for their own endorsements by getting paid a training wage. Is anyone willing to publicly confirm what the fortnightly take home pay is during training?
Mainline Pilots pay for their own endorsements by getting paid a training wage. Is anyone willing to publicly confirm what the fortnightly take home pay is during training?
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There’s obviously going to be a backlog in training. Someone above quoted it can take around 6 months at the moment.
Mainline Pilots pay for their own endorsements by getting paid a training wage. Is anyone willing to publicly confirm what the fortnightly take home pay is during training?
Mainline Pilots pay for their own endorsements by getting paid a training wage. Is anyone willing to publicly confirm what the fortnightly take home pay is during training?
Is it not a reasonable question to ask on the Qantas Recruitment thread?
When there are a significant number of other opportunities both within the Qantas Group and externally it would be irresponsible not to factor in the initial reduced wage (and subsequent long term affect on your Super) and the length of time before upgrades are available at Mainline when comparing jobs.
When there are a significant number of other opportunities both within the Qantas Group and externally it would be irresponsible not to factor in the initial reduced wage (and subsequent long term affect on your Super) and the length of time before upgrades are available at Mainline when comparing jobs.
The following 2 users liked this post by aussieflyboy: