Project Sunrise
And what’s rated de’s level of expertise? Doesn’t appear to be much. If he thinks he knows it all why doesn’t he go and run Qantas?
I bet rated de wouldn’t dare call these guys those names to their faces. And I bet he’d even buy the beers on the round of drinks with Alan and Nathan. It’s the same crap over and over and is completely pointless debate. Seriously, if you think the dribble he writes is actually worth reading, I question your own intellect.
The A350 is a smart choice, as SQ do up to 20 hours in the current -900.
Will QF replicate the cabin seating? Surely it is a well proven product to learn off. As is the current flight crew compliment. It is not really that much longer than the current longest flight Project Bananarama yet certain pilots seems to be going on and on about every aspect.
As I’ve said ULH done the EK way is no doubt tougher than anything QF will do. In Aus even with new flight and duty times you will be protected to a degree.
Flight for what you want, vote for what you want and don’t settle.
https://www.businesstraveller.com/tr...usiness-class/
So why the negativity about the A350-1000 even as standard with an additional fuel tank?
Does anyone know what the actual SQ crew rest is like?
Will QF replicate the cabin seating? Surely it is a well proven product to learn off. As is the current flight crew compliment. It is not really that much longer than the current longest flight Project Bananarama yet certain pilots seems to be going on and on about every aspect.
As I’ve said ULH done the EK way is no doubt tougher than anything QF will do. In Aus even with new flight and duty times you will be protected to a degree.
Flight for what you want, vote for what you want and don’t settle.
https://www.businesstraveller.com/tr...usiness-class/
So why the negativity about the A350-1000 even as standard with an additional fuel tank?
Does anyone know what the actual SQ crew rest is like?
Global. The SQ A350-900ULR pilot rest area consists of 2 bunks. One on the main deck for a Captain and 1 above for a F/O. The pilot rest area is different on the other 2 versions in the SQ fleet.
Ps. The A350-900ULR is only 8 abreast in the economy cabin.
Ps. The A350-900ULR is only 8 abreast in the economy cabin.
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There is no economy class on the SQ A359ULR.
Interested to know if the A350-1000 can make the range with 300 pax, if PER-LHR is an indicator, we can assume those sunrise flights will be chocker blocks year round.
Interested to know if the A350-1000 can make the range with 300 pax, if PER-LHR is an indicator, we can assume those sunrise flights will be chocker blocks year round.
SIN to EWR most certainly does have an economy cabin. It's branded as Premium economy but it's still not that much roomier than regular economy.
Unless it has lie flat seats it's economy no matter what you call it.
Unless it has lie flat seats it's economy no matter what you call it.
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I'd hazard a guess the QF layout would be a premium heavy layout with maybe 12 F seats, 70 J seats, 42 W seats and whatever real estate they may have left for Y... i.e ballast
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Crewing For Sunrise
"Qantas has offered to crew non-stop flights to London and New York with one captain, two first officers and one second officer for the first 18 months so it can evaluate fatigue-related issues"
In an article, can anyone confirm this? And if it is true, what are your thoughts on it?
In an article, can anyone confirm this? And if it is true, what are your thoughts on it?
Need to add another control column I guess.................
and on the day bump the peasants onto a non-direct flight if the plane needs a bit more performance I guess
Well they better get realistic with their "offer" if they want it signed off any time soon. In its current form it's got Buckley's and none.
The difference being the crew compliment?
Point is SQ has been doing this now for over a year in the 350-900 and no issues (well that I’ve read), not to mention the years it was done in the 340. Yes I’m repeating myself but if one airline can do it why can QF not? What is stopping an agreement? Is it pay scale? Crew compliment? Etc, yes again I’m playing devils advocate. I’ve also said it before I don’t understand the QF divisors etc.
Can someone explain it in layman’s terms?
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No, it is not similar to Singapore - New York. That is an A350-900ULR with about 160 seats.
Sydney - New York is about 400NM longer (about an hour longer), and Sydney - London is about 1000NM longer (over 2 hours longer), and Qantas want 300 seats.
No-one has said QF cannot do it, QF are saying they can do it, but they need a modified A350-1000ULR to do it. The 900ULR Singapore uses won't cut it.
What is stopping an agreement? Well, so far Qantas have asked the pilots to make concessions and the pilot negotiators have not yet agreed to these concessions. The details of the negotiations are not public, but in layman's terms you could probably put it this way: Qantas want the pilots to do more for less or they have threatened not to buy the aircraft. They have also stated this numerous times in public press releases.
Now, this is the sticking point: Qantas have claimed that the business case won't stand up if the pilots don't agree to these concessions.
This is where Qantas have made themselves look very foolish, because anyone can see that if the project is built around such tight margins that a few dollars out of the pilots' pockets will make or break the business case, then it most certainly should not go ahead. Or, as is obviously the case, the business case presented to threaten the pilots is a complete fabrication and nobody believes a word they are talking about. The obvious truth is that Qantas are putting a lot of pressure on pilots to reduce costs in general and are using such threats as a negotiating tool. The pilots don't like being lied to, and this probably isn't helping the negotiation.
Qantas management is very excited about this project. However, most pilots actually aren't all that excited about working more fatiguing duties for less reward, not to mention the lack of cooperation from the Company about fatigue management. The pilots have already called their bluff once by not agreeing to the concessions by the Company's deadline of last week. So the Company have created a new deadline of sometime mid-February. We'll see what happens over the next 2 months.
Sydney - New York is about 400NM longer (about an hour longer), and Sydney - London is about 1000NM longer (over 2 hours longer), and Qantas want 300 seats.
No-one has said QF cannot do it, QF are saying they can do it, but they need a modified A350-1000ULR to do it. The 900ULR Singapore uses won't cut it.
What is stopping an agreement? Well, so far Qantas have asked the pilots to make concessions and the pilot negotiators have not yet agreed to these concessions. The details of the negotiations are not public, but in layman's terms you could probably put it this way: Qantas want the pilots to do more for less or they have threatened not to buy the aircraft. They have also stated this numerous times in public press releases.
Now, this is the sticking point: Qantas have claimed that the business case won't stand up if the pilots don't agree to these concessions.
This is where Qantas have made themselves look very foolish, because anyone can see that if the project is built around such tight margins that a few dollars out of the pilots' pockets will make or break the business case, then it most certainly should not go ahead. Or, as is obviously the case, the business case presented to threaten the pilots is a complete fabrication and nobody believes a word they are talking about. The obvious truth is that Qantas are putting a lot of pressure on pilots to reduce costs in general and are using such threats as a negotiating tool. The pilots don't like being lied to, and this probably isn't helping the negotiation.
Qantas management is very excited about this project. However, most pilots actually aren't all that excited about working more fatiguing duties for less reward, not to mention the lack of cooperation from the Company about fatigue management. The pilots have already called their bluff once by not agreeing to the concessions by the Company's deadline of last week. So the Company have created a new deadline of sometime mid-February. We'll see what happens over the next 2 months.
If you look at the profit vs revenue of any airline in the world, you will see that margins are indeed tight. Just saying.