So you need a new fleet Leigh?
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Mr Joyce in those days was a mid level wannabe at Ansett. He had ( credit where credit is due) impressed Mr Toomey with his numbers, something that also impressed the aviation lightweight Chair at Qantas Leigh Clifford.
It was from there, Mr Joyce got a start, Mr Dixon selected him to run JQ. Impulse had been acquired as Mr McGowan had run out of money. Mr Dixon acquired it for a rainy day...
Problematic for Mr Joyce is that the hero myth to which he clings has 'creation of JQ' as his centre piece.
Qantas need a new fleet
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You mean the Boston Consulting Business Matrix , Rated De ?
Apparently , the rumour is , it was old Scrotes that came up with the Jetstar name soon after seeing this matrix.
He was after all , a supposed marketing guru ?
However in the cold hard light of day , was the Jetstar name well picked ?
Me thinks , Dogstar , may end up being the remembered epitaph !
New accounting rules and all !
As to the Leprachaun , bumped into an ex-Ansett colleague of his , awhile back .
They were , then , a CFO of a large legal Corporation .
Lets say , their words were , Joyce ain’t even a CEO’s bootlace !
I maybe paraphrasing there (not) !
Must admit Joyce may not be the paragon of CEOness but he has done a fair facsimile of a carpet bagger , is that a simile for Industry Leader ?
Noticed he can also smile now , that he got the snaggle teeth fixed !
Amazing what circa $68 Grand a day can do !
His dentist must be able to afford to ski on Mars now , with the work he must have done , to get those nashers looking half normal !
The Labrador chewing a caramel look , every time he speaks , is still annoying, though !
Last edited by blow.n.gasket; 7th Jun 2018 at 11:59.
I checked last years annual report and fuel costs were $3.08 billion, I’m hearing this years is heading to over $4 billion at current prices. Chickens and roost spring to mind.
FFS they have just appointed a diversity manager to flight operations.
It appears that Qantas have just enough cash to keep buying shares until just after June 30. I wonder why? Nothing to do with Bonuses that are based on the June 30 share price. So what happens after that? Code Share all flying? What will happen to the share price when the fuel price goes up 30%? I suspect there will be no floor. As one Manager said "Can someone tell me what has been transformed?" he lost his job within a year! Can't wait for the Royal Commission but that will be after the event. Speaking of Consultants Alan doesn't go to the toilet without a Consultant!
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It appears that Qantas have just enough cash to keep buying shares until just after June 30. I wonder why? Nothing to do with Bonuses that are based on the June 30 share price. So what happens after that? Code Share all flying? What will happen to the share price when the fuel price goes up 30%? I suspect there will be no floor. As one Manager said "Can someone tell me what has been transformed?" he lost his job within a year! Can't wait for the Royal Commission but that will be after the event. Speaking of Consultants Alan doesn't go to the toilet without a Consultant!
In FY15 the 'transformation year' fuel price falls saved Qantas $597 million.
The other component of the 'transformation' was the long overdue fleet write off in FY14 (CGU -International fleet) reduced depreciation in FY15 by $326 million.
A few odds and ends is the balance of the 'transformation' profit. The writing and vesting dates of the millions of executive options was curious..A regulator would in fact be interested in this. The previous occupant of ASIC and indeed the incumbent more of the empty suit variety.
Only an extremely poor executive management would beleive that they engineered a transformation, when in actuality they got lucky. One day luck runs out.
Qantas need a new fleet.
They have a new fleet, all 6 is it of the game changing 787? Well that’s managements view anyway and what would you mere pilots know anyway. And yes you are correct Qantas needs a new fleet.
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I predict a staff share issue "bonus" (of "vested" shares that can't be onsold for X years...) to distract the media and the sheep from the mega $ cash bonus for the exec ranks. In the absence of artificial propping up, the share price will subsequently crumble, leaving the staff "bonus" practically worthless, and execs with cash in the bank.
I predict a staff share issue "bonus" (of "vested" shares that can't be onsold for X years...) to distract the media and the sheep from the mega $ cash bonus for the exec ranks. In the absence of artificial propping up, the share price will subsequently crumble, leaving the staff "bonus" practically worthless, and execs with cash in the bank.
So today I’ve been told and to me this is just the final nail in the dud deal that AIPA did for the 787 that the company has put them over the barrel again and said we won’t order the 777X until we have finalised the pay for it and that will be the same as the 787. You want present day 747 money on the 787/777 you will do about 30% more stick hours for it. Future Qantas pilots IMO will have a life style pay balance a shadow of what we had in the past 40 years.
... the company has put them over the barrel again and said we won’t order the 777X until we have finalised the pay for it and that will be the same as the 787.
Also, if the future long haul fleet is 787/777, can’t both aircraft can be flown by the same crews, under the same ticket? In that case, aligning the pay scales would make sense, no matter how unpalatable in comparison to the past.
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Well, we just need to vote no then. If they don't want to purchase them, then they can explain that to the Media as oil prices continue their upward trend, not the BS they hit us with at the SGM "you're angry, therefore...."
That should come as absolutely no surprise. Fleet pay and simplification of the award was always the aim, and once it got over the line, every future aircraft was going to be flown in line with those conditions.
Also, if the future long haul fleet is 787/777, can’t both aircraft can be flown by the same crews, under the same ticket? In that case, aligning the pay scales would make sense, no matter how unpalatable in comparison to the past.
Wow, that’s an incredibly defeatist attitude.
Firstly, LH negotiations haven’t even begun and it normally takes a while to get down to actual pay numbers.
Secondly, that could well be Qantas’ first offer but that’s where the negotiations start not finish.
Given Qantas have already gone out and told everyone who will listen about Project Sunrise and their desire to order an aircraft in 2019 for delivery in 2022, that puts AIPA in a strong negotiating position. (That and the fact we are making billion dollar plus profits, very different from 4 years ago).
Firstly, LH negotiations haven’t even begun and it normally takes a while to get down to actual pay numbers.
Secondly, that could well be Qantas’ first offer but that’s where the negotiations start not finish.
Given Qantas have already gone out and told everyone who will listen about Project Sunrise and their desire to order an aircraft in 2019 for delivery in 2022, that puts AIPA in a strong negotiating position. (That and the fact we are making billion dollar plus profits, very different from 4 years ago).
Not defeatist just realistic from years in Qantas. Nothing would make me happier to be made to eat my words but I reckon I’m safe.
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Disingenuous at best, nefarious at worst.
The QSA adds precisely ZERO to the cost of capital.
What does impact the cost of capital is the borrowing capacity.
Leveraging Qantas' balance sheet has been a fruitful pastime for the incumbents.
Pick a metric and Qantas is well behind the pack, conveniently ignored by most is that the fact during the Laurel and Hardy tenure Qantas has gone backwards. Even doing nothing would have yielded 2.5% annual growth.
The fleet decision had nothing to do with the QSA, it is overdue.
They will position the pilots accordingly. It is no small feat of narrative management that against the ever more obvious backdrop of global pilot shortage, the union acquiescence to management narrative is disappointing. Almost by design.
They need a new fleet. They cannot unwind JQ and leveraging the balance sheet any further is a tricky proposition, hence the rubbish touted by aviation lightweight Mr Clifford.
Qantas need a new fleet.
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Well Said Beer Baron and others.
777/A350 is twice the size of a 787.
The deal done for the 787 was for a 767 replacement. It was sold as flying a mix of regional and smaller long haul routes.
At the time the company was also claiming nearly a two billion loss. Alan went begging to the government. Fast forward to now and it’s completely different.record profits, bonus, etc
Its not the same environment now. The Airline is making record profits and pilot shortages are increasing rapidly. Recruitment is at max.
AIPA itself has said in the media that even 737 pilots in Asia are making up to 700k.
Qantas will always attempt to start bargaining at the lowest point they can. If we were losing billions, pilots were getting demoted and it looked like QF was going broke then at worst 787 would be the start point.
The 380 replacement type is going to fly longer flights than any other airline globally. That will command a high premium. It will also be massively challenging fatigue and health wise for crews operating it.
Take a chill pill and let the negotiatiors do their job in good time.
If you believe that the whole board and exec decision on Types is all hinging on a pilot EBA then you have been played for a total fool.
777/A350 is twice the size of a 787.
The deal done for the 787 was for a 767 replacement. It was sold as flying a mix of regional and smaller long haul routes.
At the time the company was also claiming nearly a two billion loss. Alan went begging to the government. Fast forward to now and it’s completely different.record profits, bonus, etc
Its not the same environment now. The Airline is making record profits and pilot shortages are increasing rapidly. Recruitment is at max.
AIPA itself has said in the media that even 737 pilots in Asia are making up to 700k.
Qantas will always attempt to start bargaining at the lowest point they can. If we were losing billions, pilots were getting demoted and it looked like QF was going broke then at worst 787 would be the start point.
The 380 replacement type is going to fly longer flights than any other airline globally. That will command a high premium. It will also be massively challenging fatigue and health wise for crews operating it.
Take a chill pill and let the negotiatiors do their job in good time.
If you believe that the whole board and exec decision on Types is all hinging on a pilot EBA then you have been played for a total fool.
Nunc est bibendum
When negotiating for the 787 the company quite happily told the AIPA negotiators they were looking at a fixed cost per ASK to determine an appropriate 787 rate of pay. I also heard them state on multiple occasions that this cost would also be a factor in future aircraft replacements. It shouldn’t be too hard to extrapolate that cost from an aeroplane with 236 seats to one with 350+ and determine the pay rate.
If it ends up being a ‘common fleet flying’ concept between the 787 /777X or A330/ A350ULR then that also provides significant efficiencies to the company.
So the company may be starting at 787 rates. That’s not where they’ll finish though.
If it ends up being a ‘common fleet flying’ concept between the 787 /777X or A330/ A350ULR then that also provides significant efficiencies to the company.
So the company may be starting at 787 rates. That’s not where they’ll finish though.
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One thing is for certain this time round. They can no longer frighten us with story’s of impending doom if we vote NO. It’s gonna have to be pretty good.
If if you want evidence of the scale of the shortage. Have a look at 737 open time. It’s going to be impossible to Crew it all.
If if you want evidence of the scale of the shortage. Have a look at 737 open time. It’s going to be impossible to Crew it all.
When negotiating for the 787 the company quite happily told the AIPA negotiators they were looking at a fixed cost per ASK to determine an appropriate 787 rate of pay. I also heard them state on multiple occasions that this cost would also be a factor in future aircraft replacements. It shouldn’t be too hard to extrapolate that cost from an aeroplane with 236 seats to one with 350+ and determine the pay rate.
If it ends up being a ‘common fleet flying’ concept between the 787 /777X or A330/ A350ULR then that also provides significant efficiencies to the company.
So the company may be starting at 787 rates. That’s not where they’ll finish though.
If it ends up being a ‘common fleet flying’ concept between the 787 /777X or A330/ A350ULR then that also provides significant efficiencies to the company.
So the company may be starting at 787 rates. That’s not where they’ll finish though.