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Qantas Regional Fleet Renewal
Long time reader, fist time poster. It won't even let me post the url... sorry.
ch-aviation.com/portal/news/70186-qantas-studying-a220e2s-for-regional-fleet-renewal Anyone with knowledge on these types wish to comment on their suitability (or lack thereof) to the Q regional role? How suitable would they be as a Dash-8 replacement? |
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Forget anything Embraer. The A220, according to JetBlue is a whopping 30% cheaper to operate over The Ejet. Even more so if your in bed with Airbus and negotiate sizeable orders. If anything I would expect 10-20 odd A320s converted into 20+ A220s. Q400 are still in production so a reorder will probably occur as it’s still an absolute weapon vs anything on a Jet cost wise. |
What ever these idiots order will be wrong.
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With the repaint and refurb of the Dash fleet, I imagine they'll be around for a few years yet.
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Must be contract season?
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Cobham already operates the E190 and have people with experience operating the type. |
EBA time so jet rumour inbound. |
Doubt it's to replace the 717 as they are at most around 15 years old which is basically brand new by Qantas standards. The F100s maybe, but I doubt the ulitisation would justify a newly manufactured aircraft.
The A220 would make sense.... but not until Qantas can pick up a fleet of them that are at least 20 years old of history is anything to go by, so we might be waiting a while 🙄 |
EBA time so jet rumour inbound. |
Originally Posted by Lapon
(Post 10233302)
Doubt it's to replace the 717 as they are at most around 15 years old which is basically brand new by Qantas standards. The F100s maybe, but I doubt the ulitisation would justify a newly manufactured aircraft.
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Originally Posted by neville_nobody
(Post 10233368)
The issue could be manufacturer support. How long will manufacturers keep supporting 30-40 year old designs of out of production aircraft? Who else in the world flies 717s and F100s and for how much longer? |
[QUOTE You’re discounting how lucrative the spare parts market is for older airframes.[/QUOTE]
Particularly if your a third world country selling parts and frames to the Qantas 'group'. I hear that at least for now the 717s are so sought after by the few remaining players that the lease rates have become absurd and the Cobham (Q-link) operated ones have all been purchased off lease as a result with more to follow? At least MD / Boeing are still in business so I assume support will continue, Fokker however who knows. Plenty of F27s still around I thought so I guess the F100s will outlast my career somewhere |
That's it havick. It's how Paul Stoddart (and many others) managed to keep afloat over time, by cross-subsidising from another engineering/maintenance arm.
The Jets are on the way sunnies and eastern! Do QF own the B717's or Cobham? |
Doubt it's to replace the 717 as they are at most around 15 years old which is basically brand new by Qantas standards. Year of manufacture.... VH- NXH 1999 VH-NXE 2000 VH-NXI 1999 VH-NXD 2000 VH-YQY 1999 VH-YQX 1999 Which makes them OVER 18 years old, nearly nineteen. Cobham already operates the E190 and have people with experience operating the type. Do QF own the B717's or Cobham? |
QF used to lease but now own the the 717s, if not all at least most of them.
Icarus, I dont know the build dates of all 20 Qlink 717s but with only 150ish built between 1999-2006(?) they are probably not overly antiquated by QF standards |
Originally Posted by Dunda
(Post 10233352)
The Jets are on the way sunnies and eastern! Get excited 😆
oh hahahahahahaha... |
I wouldn’t be getting too excited by any of it. This article and subsequent speculation here has come about thanks to a graphic in the annual results presentation. After negative words from S&P, Montgomery, and others, about Qantas’ need (upcoming requirements) for capital expenditures on fleet renewal, there needed to be some evidence that management has their finger on the pulse on this ‘sort-of-important-yet-inconvenient’ aspect of running an Airline. Some Graphic Design lackey in IT or Marketing was told to skip the table tennis/Basket Weaving session in the street, given some Airbus/Boeing/Embraer/Bombardier marketing pamphlets and a couple of copies of Australian Aviation, and had the task of designing something to point to when Management came under pressure from being questioned on spending money Share Buybacks and Enormous bonuses, instead of focusing on using present financial success to set the airline up for a modern, fuel efficient future. |
The 717’s are owned by Qantas , inherited from Impulse. The rumour I heard is Qantas wanted to hand the leases back to Boeing but couldn’t because Nopulse neglected to do some Advisory AD’s under their tenure giving Boeing an easy way out due to breach of lease requirements. What does Advisory mean again ? |
There is no such thing as an "Advisory AD".
AD's are, by definition, mandatory - failure to comply with an AD means the aircraft is no longer considered airworthy. An operator can petition to have the compliance time period extended (occasional granted if there are extenuating circumstances), but the AD must be complied with for the aircraft to be operated legally. Under rather specific circumstances, an operator can petition for an alternate means of compliance (AMOC) to the AD - AMOCs are granted (or denied) on a case by case basis - however if an AMOC is granted it means that the AD is complied with via the AMOC rather than the specifics of the AD. |
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