REX to transition to ATRs, start domestic jet ops
Rex pulling out of Sydney to Canberra citing competition on this route.
SACL fired back. So essentially, Rex has no passengers, no revenue and cannot pay the bills. Gold Coast should be next then.
“Sydney Airport made a number of attempts to support Rex’s operations on the Sydney-Canberra route, and we were making good progress on coming to an agreement," says a Sydney Airport spokesperson. "Rex’s suggestion that Sydney Airport is partially responsible for them exiting the route is disappointing and inaccurate.”
Dying around with less than 10 pax on a 73 everyday has to hurt the bottom line eventually. Will JS ever admit defeat and cut away the 73 operation? I did see an advertisement for 73 skippers (DEC) min 3000hrs on NB jet.
JS would have been hoping for another Scomo miracle. This change of government means fewer federal public servants travelling back and forward between Canberra and Sydney for busy-work.
After all, these ‘privileged assets’ - I mean airports - and the public service exists to make mates rich.
I anticipate Snowy will cry poor, too, eventually, if not enough public servants are circulating through YSCB on busy-work.
After all, these ‘privileged assets’ - I mean airports - and the public service exists to make mates rich.
I anticipate Snowy will cry poor, too, eventually, if not enough public servants are circulating through YSCB on busy-work.
Brisbane–Roma–Charleville is a regulated route (Central 1). The maximum fare is set by the Queensland state government. You could fly Brisbane - Roma tomorrow for $160. Beyond that it will usually cost you up to the regulated price of around $345 one way.
State governments can regulate intra-state flights for commercial viability and other non-safety regulatory reasons. The Commonwealth’s ‘patch’ is safety regulation.
Same reason for the ‘patchwork’ air carriers’ liability insurance legislation.
The State-based air operator route licensing regimes have survived legal challenge.
Same reason for the ‘patchwork’ air carriers’ liability insurance legislation.
The State-based air operator route licensing regimes have survived legal challenge.
Having been written pre-aeroplane, the Australian Constitution makes no mention of aviation, so there is no explicit Commonwealth power to regulate aviation per S.51. The 1937 referendum that sought to provide the Commonwealth with powers to legislate on air navigation and aircraft failed; it was carried in only two states.
Both prior and subsequent to that referendum, the powers exercised by the Commonwealth regarding aviation had typically been conferred upon it by the states. For instance, for the Commonwealth to form the Department of Civil Aviation in 1921 under the Air Navigation Act 1920 (Cth) the states typically enacted empowering legislation (eg The Commonwealth Powers (Air Navigation) Act 1921 (Qld), Commonwealth Powers (Air Navigation) Act 1920 (Vic) and similar state acts) to facilitate that.
Notably, New South Wales did not pass specific legislation regards the Air Navigation Act 1920 (Cth). So when the DCA suspended Mr Goya Henry for flying around, over and under the Sydney Harbour Bridge in 1934, the High Court upheld Henry's challenge that the suspension was unconstitutional. (R v Burgess; Ex parte Henry (1936) 55 Commonwealth Law Reports 608).
The 1937 referendum attempted to address the High Court's ruling and it failed. The war then saw the states generally fall into line over conferring additional powers to the Commonwealth (eg Commonwealth Powers Act 1942 (NSW), Commonwealth Powers Act 1943 (Qld) and similar)
Fast forward to 1965 and there was a shift in High Court opinion. In Airlines of NSW Pty Ltd v New South Wales the Court held that Commonwealth had power to license all air navigation on the basis of safety, regularity and efficiency of the operations, including purely intrastate operations. Part of their thinking was that with air travel, there is no real meaningful distinction between interstate and intrastate regards the capability of an aircraft or its operation. But the intrusion of the Commonwealth into intrastate aviation was limited, as determined by the High Court in 1976. In Attorney-General (WA); Ex rel Ansett Transport Industries (Operations) Pty Ltd v Australian National Airlines Commission (1976) the Court held that while the Commonwealth could regulate intrastate air operations in order to ensure physical safety, it could not do so for the purpose of ensuring the economic viability and commercial success of that operation.
Queensland's regulated routes are managed under the Transport Operations (Passenger Transport) Act 1994. The purpose of that Act is to achieve the provision of the best possible public passenger transport at reasonable cost to the community and government. Given the economic tilt of the Queensland legislation and the fact that it doesn't seek to intrude onto the Commonwealth's patch of safety regulations, it is doubtful that a challenge to its operation would be successful.
Last edited by MickG0105; 25th May 2022 at 01:42. Reason: Typo
It's no different to regulated bus routes. You can't compete with existing public transport services on the same routes in many states, which leads to some pretty stupid situations, especially in the bussing industry. It's the main reason Melbourne has effectively 2 bus operators that own everything. Aviation is probably the most competitive form of public transportation in Australia. Until UBER the taxi industry was the same, however not much is really changing in that space except taxi plates lost value, tariffs are pretty much the same. Freight is another thing altogether... Now that being said, the regulation of busses came about because unregulated bus operators crashed a lot and were constantly boom bust...
In anycase the point of regulated routes is to provide some stability of service at a consistent price. A subsidy will be offered if it needs that to keep price down.
In anycase the point of regulated routes is to provide some stability of service at a consistent price. A subsidy will be offered if it needs that to keep price down.
Hey Papa joe. I caught the end of boarding for last nights 1700 Melbourne to Sydney flight. Ie Wednesday 25 may 1700. Numbers looked pretty bare. Do you know what the load was.
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Loads are horrific. Never seen loads so bad on the 737 in my last 10 years. From people inside they mention weekend loads are acceptable...weekdays often the entire day the largest load is 50.
This needs to be a quick flash in the pan for guys that need to get current...then bail. This place is going to hurt and pilots families will pay the price. Disgusting that JS feeds the guys crap saying the 'forecast loads look positive'...utterly untrue.
This needs to be a quick flash in the pan for guys that need to get current...then bail. This place is going to hurt and pilots families will pay the price. Disgusting that JS feeds the guys crap saying the 'forecast loads look positive'...utterly untrue.
It would appear they have pulled back 737 capacity from next week significantly.
As the Roo told the market today, fuel has stabilized as such, however is on a up trend into the $120s which will be problematic for players running empty flights.
As the Roo told the market today, fuel has stabilized as such, however is on a up trend into the $120s which will be problematic for players running empty flights.
There was never any public deal for ATRs, just some agreement of understanding between companies. More than likely a push from ATR to be relevant in Australia after the VA saga with them. Considering ATR is the only western manufacturer of regional Turboprops left now, it would make sense to have some sort of working agreement with them. The Q400 program is all but dead, due to being overpriced and so on.
Even the ATR42 is a step up in capacity for Rex. Unless ATR are going to assist with the training costs, I can’t see Rex being in a position to introduce a new type in the short term. Even second hand ATR’s would be a cost Rex probably isn’t willing to bear right now.
If anything, they look to be contracting their network.
If anything, they look to be contracting their network.