Jetstar strike threat ‘We will sell the 787s’
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To the best of my knowledge, Jetstar has never “owned” an aircraft, and they do not have any to “sell”. All their aircraft are owned or leased by Qantas Airways Ltd, or their wholly-owned companies in off-shore tax shelters.
Qantas can move these assets around the group as they wish, Always have, always will. QF currently “allocate” 11 B787 assets to Jetstar. They can reallocate any time.
If 3 B787’s move to QF mainline ops next year, then they were always going to.
A good CEO “never wastes a crisis”. If it was planned to move 3 B787’s anyway, they would have noticed that impending PIA was on the cards, and put that announcement in their back pocket and announced it at a time that it would appear to be the pilots’ fault - or at least a threat that some may fall for.
That they did it so early is quite surprising, it might indicate some desperation. A good CEO would have waited a bit longer. Announcing it now makes it so ridiculously obvious that only a child would fall for it.
They are obviously being advised by the same IR team who are making it the pilot’s fault if the sunrise A350’s don’t get ordered, with the accompanying media fanfare. Funny that!
The same Execs are on record just the other day telling QF pilots that JQ B787’s were earning higher ROI than QF, which is why they have to cut more costs in the current LH EBA. I wouldn’t have believed it if I hadn’t heard it myself. And suddenly this week the JQ 787’s ain’t doing so good.
So there you go. The insults to intelligence alone are staggering. You can’t believe a word they say.
So don’t. Use your common sense.
Qantas can move these assets around the group as they wish, Always have, always will. QF currently “allocate” 11 B787 assets to Jetstar. They can reallocate any time.
If 3 B787’s move to QF mainline ops next year, then they were always going to.
A good CEO “never wastes a crisis”. If it was planned to move 3 B787’s anyway, they would have noticed that impending PIA was on the cards, and put that announcement in their back pocket and announced it at a time that it would appear to be the pilots’ fault - or at least a threat that some may fall for.
That they did it so early is quite surprising, it might indicate some desperation. A good CEO would have waited a bit longer. Announcing it now makes it so ridiculously obvious that only a child would fall for it.
They are obviously being advised by the same IR team who are making it the pilot’s fault if the sunrise A350’s don’t get ordered, with the accompanying media fanfare. Funny that!
The same Execs are on record just the other day telling QF pilots that JQ B787’s were earning higher ROI than QF, which is why they have to cut more costs in the current LH EBA. I wouldn’t have believed it if I hadn’t heard it myself. And suddenly this week the JQ 787’s ain’t doing so good.
So there you go. The insults to intelligence alone are staggering. You can’t believe a word they say.
So don’t. Use your common sense.
Last edited by Derfred; 17th Dec 2019 at 12:36.
Derfred said it!
If threatening to punish pilots for availing themselves of their right to PIA didn’t get the attention of the commission, following through with it will. It’s illegal and it’s a bluff, don’t fall for it.
If threatening to punish pilots for availing themselves of their right to PIA didn’t get the attention of the commission, following through with it will. It’s illegal and it’s a bluff, don’t fall for it.
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When an organisation has deeply embedded in its DNA to lie manipulate and spin, it is self evident that after a while even it forgets the part of the script...
Just wind the memory back to 29 October 2011, Qantas was in terminal decline. Yet with not a solitary aircraft order, the same contracts and a well timed write-down it is somehow transformed.
As Mr Ferguson of S&P rightly stated they have a lot of gall..
Just wind the memory back to 29 October 2011, Qantas was in terminal decline. Yet with not a solitary aircraft order, the same contracts and a well timed write-down it is somehow transformed.
As Mr Ferguson of S&P rightly stated they have a lot of gall..
I’m not sure whether the QF A332’s are classed as early or later builds, I’d assume later but QF has the option to look at ESG (extended service goals) which gives operators the opportunity to extended the operational life of an aircraft in terms of flight hours/cycles.
I believe the standard LOV for an A330 is 100,000hrs.
Personally I find it hard to believe that the QF ones are getting close to this figure.
I believe the standard LOV for an A330 is 100,000hrs.
Personally I find it hard to believe that the QF ones are getting close to this figure.
I’m not sure whether the QF A332’s are classed as early or later builds, I’d assume later but QF has the option to look at ESG (extended service goals) which gives operators the opportunity to extended the operational life of an aircraft in terms of flight hours/cycles.
I believe the standard LOV for an A330 is 100,000hrs.
Personally I find it hard to believe that the QF ones are getting close to this figure.
I believe the standard LOV for an A330 is 100,000hrs.
Personally I find it hard to believe that the QF ones are getting close to this figure.
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The cost of acquisition of a comparative Boeing product substantively higher than an Airbus product.
The difference was, that the projected maintenance costs of the Boeing product over the life of the aircraft were more linear.
Airbus in stark contrast, was cheaper to acquire but progressively more difficult to keep as maintenance went exponential!
Given that much of the analysis is spreadsheet driven and the purchasing decision increasingly a finance only consideration, bottom line short term impact became the focus. This worked fine provided a Full Service Airline kept the fleet renewal program rolling.
Good point Rated De, it reminds me o the early marketing of Airbus. When it came to countries like Australia, they played up the German provenance, “you are buying a Mercedes Benz”. Anyone ever encountered the cost of keeping a Benz running?
The first four QF A332’s are very close to 60,000 hours and I have been advised that the parts that comprise the “Extended Service Goals” package have been ordered for them. I don’t know how many extra hours this buys but it should be sufficient to keep them going until the 18 A321 LR’s & 36 A321 XLR’s are introduced into JQ thus freeing up the B787-8’s to transfer to QF mainline as A330 replacements.
GB, Australia’s weird depreciation tax rules make it economical to keep refurbishing old aircraft. Buying new is a capital expenditure, buying parts just gets expensed. The ATO has no idea.
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Buying an aircraft and bringing it on balance sheet also changes gearing ratios.
When "incentivised" insiders have self interest at stake, short term incentives (bonus) often can distort the decision making framework.
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It appears Jetstar staff have been told that they will cease operations to Honolulu in the coming months with the 3 787’s to be transferred to QF to start servicing the route.
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My theory, 3 787s to go to QF in the short term, then the remaining 8 from 2024 when the A321XLRs begin to be delivered.
Having read some articles the A321 XLR appears to be a very capable aircraft, with a rear centre tank holding 12,900 litres of fuel, giving an overall capacity of around 29 tonnes (with 8 baggage hold positions). That should give enough range to fly east coast Australia to SGN/HKT/BKK, allowing JQ to return to a single fleet and for QF to start retiring their older A330s.
https://www.flightglobal.com/program...133136.article
The problem with Jetstar though is they will get the A321 XLR with 240 seats on it which will severely restrict the range and also make passenger comfort unbearable for medium/long range operations. I note from the article above to achieve the maximum range airbus is saying a two or three class config with no more than 200 seats.