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Originally Posted by mrdeux
(Post 10135707)
Be interesting to see how the RIN from this pans out. Obviously some will go to the 787, but a high percentage would have the numbers to displace from the 380.
It could get expensive! Of course many would retire if there is a package. ;) |
Hi Tankengine, what do you mean by; How about: EVERY 747 Captain has that seniority to displace if they wish |
Originally Posted by Street garbage
(Post 10134626)
Cabin Crew Management have already been advised that the Perth B737 base will be closing, to be replaced by Network A320's.
There’s no “Perth 737” cabin base. Network barely has enough crew to keep their F100’s operating let alone add more for dozens of A320’s. The 737 is doing more transcontinental flying than the 330. They are still recruiting into Perth base for pilots and cabin crew as we speak. Sometimes the purveyors of doom really need to have a reality check. |
Some where in QCC or D or B or which ever building the wheels work in they are smoking some strong s##t. Take Santiago, Joburg and Haneda just for starters. These 3 ports would average on every flight 320 plus Paxs. Unless they go to 2 services a day they will not have the same number of seats available . Haneda they can’t get more slots except between 2200 and 0600. As for the 787s doing more hours than the 747s daily , yes you can when they are new however as time goes on without massive engineering and spares support it falls apart, Qantas have neither. 17 hours a day long term is unsustainable. Secondly to do this you end up with schedules that suites your utilisation not the paxs commercial want. They have pilots training on the 747 at the moment I wonder what will happen to them, more money wasted probably. |
Originally Posted by Beer Baron
(Post 10136062)
Hi Tankengine, what do you mean by; Do you mean they can displace 380 Captains? How so? I thought it was a 1 for 1 equation so once the most junior 380 captains have been displaced the process would stop. Some will be able to but certainly not all. I’m not sure on it though. Look at the relative seniorities, I have more junior to me on 380 than 747 for example. it could be a ****fight. Plus the most junior 380 Captains are checkies which they do not want to rin. |
Originally Posted by dragon man
(Post 10136233)
Some where in QCC or D or B or which ever building the wheels work in they are smoking some strong s##t. Take Santiago, Joburg and Haneda just for starters. These 3 ports would average on every flight 320 plus Paxs. Unless they go to 2 services a day they will not have the same number of seats available . Haneda they can’t get more slots except between 2200 and 0600. As for the 787s doing more hours than the 747s daily , yes you can when they are new however as time goes on without massive engineering and spares support it falls apart, Qantas have neither. 17 hours a day long term is unsustainable. Secondly to do this you end up with schedules that suites your utilisation not the paxs commercial want. They have pilots training on the 747 at the moment I wonder what will happen to them, more money wasted probably. You are right about utilisation, the Sydney curfew act stops some artistic scheduling for more hours, along with daily services. |
Given the current JQ fleet of A320 are older and may in most jurisdictional contexts have a close to zero book valu,e perhaps the only place they can go realistically is into yet another subsidiary? Announcing the latest group airline, Jetstar-Star!! It will start out as a “limited” operation which AIPA will accept on “good faith” whatever the f that means. The pilots will do the same job as regular Jetstar pilots, but for 30% less. They’ll employ only scabs who are prepared to pay for their endorsement to jump their mates in the queue. Pilots will be lining up to prostitute themselves. And in two years time, they’ll grow bigger than the parent Jetstar and AIPA will be left scratching their heads, wondering how it all went so wrong. And arriving in 2025.... Jetstar-Star-Star!! Meanwhile, less than 10 pilots will be employed on the QF LH EBA, or what’s left of it. Gamechanging! |
Originally Posted by dragon man
(Post 10136233)
Some where in QCC or D or B or which ever building the wheels work in they are smoking some strong s##t. Take Santiago, Joburg and Haneda just for starters. These 3 ports would average on every flight 320 plus Paxs. Unless they go to 2 services a day they will not have the same number of seats available . Haneda they can’t get more slots except between 2200 and 0600. As for the 787s doing more hours than the 747s daily , yes you can when they are new however as time goes on without massive engineering and spares support it falls apart, Qantas have neither. 17 hours a day long term is unsustainable. Secondly to do this you end up with schedules that suites your utilisation not the paxs commercial want. They have pilots training on the 747 at the moment I wonder what will happen to them, more money wasted probably. Bugger reality. |
Originally Posted by Tankengine
(Post 10136549)
Plus the most junior 380 Captains are checkies which they do not want to rin.
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Dear Leigh,
That fleet of 'six whole aircraft' you announced could easily have been covered by the Insider Self enrichment fund, or Share buy back campaign. Instead go and borrow more money. We told you so, it wasn't the QSA stopping the re-equipment now was it? Qantas still need a new fleet. |
Originally Posted by Tankengine
(Post 10135944)
How about: EVERY 747 Captain has that seniority to displace if they wish - watch for this during the next EA! It could get expensive! Of course many would retire if there is a package. ;) Merging the two lists of bidders, and remembering that quite a few senior people are on 330/787 and even 737, means that you'd probably need a number of under 150 to end the dance on the 380...so that's about half of the 747 Captains. |
Originally Posted by mrdeux
(Post 10136747)
That's not correct at all. They are all senior to the most junior 380 Captain, but that's only one slot. If the RINing process were to happen over time, and they all wanted 380, as it would be the most junior first, they'd end up displacing newly qualified ex 747 people continually.
Merging the two lists of bidders, and remembering that quite a few senior people are on 330/787 and even 737, means that you'd probably need a number of under 150 to end the dance on the 380...so that's about half of the 747 Captains. Junior checkies’ seniority numbers were used last time (or the previous classic rin) but the company elected to keep them on type. Don’t worry about senior people on 330, 787 or 737, they do not get a look-in during a Rin, otherwise I would have got to the 380 during either the classic rin or the 747/767 rin!! |
Would it be fair comment to say that perhaps the Flight Operations department were not c.c the memo?
It sounds from a distance a complicated process. Perhaps well designed to protect pilots from furlough? Previous Qantas market guidance suggested despite the obvious necessity to refleet the International business the B747 fleet was to hang around a year or two longer than announced yesterday? Reckon the training system's under pressure now? This announcement has just dropped AT LEAST 260 additional movements (minus a few inevitable retirements) in to the system in the next two and a half years. That's roughly 10 a month on average, more if the RIN results in displacements and further residuals. Not sure how the system will cope. Not well, would be my conclusion at this point. A quick check of the fleet age of the Qantas A330 fleet shows 11.3 years. It is plausible that the B787 fleet will replace the A330 fleet when mid next decade, the A380 approaches the zero book value! (replaced with what?) (Qantas still need a new fleet) |
The thing that is not getting public exposure in this is what happens on the routes where by replacing 747s with 787s and no additional services there is a reduction in seats on the route and QF start charging more for those fewer seats. That is what they are going to do starting with JFK and has been confirmed to me by management. So, taking Joburg as an example will we see either EK or SIA push for 5th/6th freedom rights? Unless QF provides the same or more seats I think you will. |
You all seem worried about pilots to fly them, how about engineers to fix them? Qantas hasn't had a decent sized apprentice engineering intake in over 10 years. And your average LAME is in their late 50s. Perfect storm coming.
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No problem , these new ones fix themselves. |
.So, taking Joburg as an example will we see either EK or SIA push for 5th/6th freedom rights? Unless QF provides the same or more seats I think you will. . 6 747s a week replaced by, lets say 6 787s from Sydney and 4 (as per the current info) A330s per week from Perth. It could actually work out better for QF and their customers to South Africa, as a large number of connecting pax no longer have to potentially backtrack to Sydney, and the day when there’s no service from Sydney, passengers could still go though Perth (if there would be a service that day, I think it’s Wednesday’s?). It also presents a net increase in capacity into Joburg from Australia. |
You all seem worried about pilots to fly them, how about engineers to fix them? Qantas hasn't had a decent sized apprentice engineering intake in over 10 years. And your average LAME is in their late 50s. Perfect storm coming. The more one looks, from aircraft to crewing to maintenance all of the support structures necessary to ensure the product delivery are fractured. From a strategic management perspective it is testament to failure to insulate the business. A failure of the current management and the board oversight. As we said before 'managing' rocks is something far easier than the dynamic of airlines. The inability of the training system to cope with an influx of a whole six aircraft is indicative of a systemic core issue of structure. That is a fiduciary responsibility of Executive management. Unfortunately with an ever compliant media this goes unnoticed. Qantas need a new fleet. With that new fleet additional required Cap ex, must also be expended into the structures that support fleet. All long ago deferred. |
If talking about gas gusslers why dont they get rid of the loss making A380, use too much fuel, fly way to slow and too expensive to maintain....a model QF Management Garth Evans recently stated wish he could trade them for something else like A350s |
There's been no news of what has happened to our deposits of the 8 cancelled A380s. I always thought those A380 options may be converted to A320s but perhaps a few A350ULR's may be on the cards instead? :eek:
Certainly the ability to 'common fleet flying' (or whatever the current term is) between the A350 and the A330 is getting some attention. |
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