Yeah I've found the QF flight attendants: welcoming, engaged, young and attractive.

Doesn't mention the word growth? Wtf? It has been made VERY clear that there will be NO growth in QI until 2016 and beyond.

There has been no growth in QF International since about 1978.

I mentioned this a few months back, but didn't get much traction.

My recent experience continues to show very low loads on the MEL-DXB-MEL, legs (last one was 35%). However, the DXB-LHR-DXB legs are chockers. That would indicate Qf ARE picking up quite a lot of pax from EK. Whether this is economically viable.....?

On what basis?
Number of segments flown
Number of aircraft
Number of routes/ destinations
Number of pax carried
Available pax kilometres.

I suspect some of those have gone down, but others have increased.

Assume it must be connecting traffic.
I certainly wouldn't otherwise be flying a route that departs at 0100 DXB and arrives before 0500 LHR

MOA....
From qantas data book.
Qantas International pax

2003 Pax 9111000 Load factor 77.5
2009 7243000 81.3
2013 5765000 81.6

Qantas Domestic

2003 17700000 LF 79.8
2009 16379000 79.2
2013 16813000 77.6

Reference the qantas annual report, the short and long term incentive plans for senior executive doesn't require increasing passenger numbers.

2003 is very different to 1978....
given the growth of Jetstar

I believe 2003 also include the then NZ Domestic ops as part of International

Not specifically on topic but closely aligned.

Had breakfast with a friend who is Ops Manager for a major travel booking company (primarily corporate focussed).

Apparently the QF reps are going berserk trying to drive sales. For this particular outfit who are a top tier QF reseller the share of international work that goes to QF is down to sub 20% of their total. Threats to remove the top tier status have been issued if they don't boost QF sales in both absolute terms and in terms of share of their overall sales made. The company boss doesn't particularly care, QF have cut their terms already and the long term utilisation of fuel surcharges to avoid paying commissions on full ticket charges has eroded any loyalty to QF from the sales force.

Plus customers have choice. Corporates are looking for better cost and value returns from their travel providers just as their customers are looking for better outcomes from them.

Cost is the nominated prime reason, variability of aircraft interior quality another. The A380 delay (and presumably also 787) is hurting here.

The line "Why pay a premium for Qantas when you can fly Emirates or Singapore for significantly less" encapsulates the position of many customers.

Following on from comments above on the decline in QF Intl in terms of loads etc
...Here's a graph showing the rise of Jetstar and the decline of QF Intl in terms of numbers of passengers carried by operating segment within the Qantas 'group' (but excluding QantasLink) back to 2004/05. [Numbers from Qantas databook, financial reports etc.]

You can see the decline in QF Intl. QF Domestic is relatively static (despite a growing domestic market) and all Jetstar units show growth albeit from a zero base - helped along by the parent's balance sheet.

Depends where you sit in the Qantas Group as to how you feel about it!.:ugh::)

This is purely a pax number snapshot and doesn't show yield, profitability etc. The incentive plans for managers are probably not interested in pax numbers alone because airlines are a yield play - it's as much about the price that is paid for the ticket as the number of tickets sold - but in simple terms the more passengers you carry the better chance you have of turning a profit.

http://s22.postimg.org/v0eh0l18x/Pax...ng_Segment.png

http://s22.postimg.org/v0eh0l18x/Pax...ng_Segment.png

Qantas Slumps as Yields Drop to Decade Low Amid Virgin Fight - Bloomberg
Yep, there on a winner

Qantas is its own worst enemy.

As of 01 November they are not paying us leeches on the butt of the industry commissions for bookings made for travel originating outside Australia.

In virtually all cases there are alternate carriers that are. Hence, they can go pound sand up their backside and we will book the alternate.

Romulus - I know the tactics that are used as your Corporate travel friend has experienced. All he has to say is if you pull back overide commission you can get rooted. They are all piss and wind.

We are not major at all but sell a good deal of rat and have sold many millions over the years but I was told as I have closed the shopfront and gone home based (due to Jetset taking nearly a thousand bucks a month in franchise fees and refusing to provide any advertising as in the contract) he made the statement that he doesn't make home calls. Hello?

Maybe I should adopt a new international carrier.

The QF reps are going zerko for good reason. The hierarchy are trying to cover for botched decisions. the via DXB model is fine for those who want to go point into Europe. Be amazed, but not everyone wants to do a break in journey in DXB. They want one stop and Asia as the break point as that is what they are used to. Hence MH TG and CX just for a start are getting a great deal of crossover traffic with full QF frantic flapper points and status credits on MH and CX.

Malaysia Airlines cut commission from other countries several years ago and guess what? They are paying again.

They realised they were being overlooked and reinstated to stem the loss of revenue. SQ is yet to learn, but are losing potentially billions worldwide as they are just not offered.

My 2 bobs worth -we are now Knight Flight and the emails and phones are the same with thanks to the PPRuNers who have been kind enough to book with me.

Best all

EWL

Hats off and good luck to you EWL!! :ok:

b.

Thanks boocs

We had to do something or simply shut down. If I did that the Devonport RSL would put on more staff and Mrs Loco would divorce me.

Best regards

EWL

All the best EWL with the rebranded business.
As far as loads go on qf9 it probably is only fair if we compare it with emirates 405 loads. Maybe they are having same issues as the qf9

Latest BITRE market share figures:

Share of passengers carried:
Qantas: 16.6%,-0.5 ppt;
Emirates: 9.1%, +1.0 ppts;
Singapore Airlines: 8.7%, +0.1 ppt;
Virgin Australia: 8.5%, -0.2 ppt;
Air New Zealand: 7.7%, -0.5 ppt;
Jetstar: 7.4%, -1.3 ppt;
Cathay Pacific: 4.6%, -0.3 ppt;
Malaysia Airlines: 4.2%, +0.7 ppt;
AirAsia X: 3.4%, +0.6 ppt;
Thai Airways: 3.3%, -0.2 ppt

So I make that a 1.8% loss for the QF group...

Eastwest Loco check your PMs

EWL: Hence MH TG and CX just for a start are getting a great deal of crossover traffic with full QF frantic flapper points and status credits on MH and CX.

MH: Status Credits, yes, but only in earning classes - and those classes only earn 25-75% of the standard rate where the route competes with the Roo (like QF9), and no cabin bonus in the premium seats. From the outside (SLF) it looks like the Roo is being vindictive over the whole RedQ fiasco, didn't the Roo sponsor MH into OW?

Regards,

BD

QF code sharing with EK is on the cards. Give it 5 years & I can see it being all EK

5 years Tomcat?
I see it being 105 weeks.....