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Those 787’s after a refit won’t be tired and time will tell if the new composites have the durability to warrant the criticism of being old. It is reflective that JQI can’t turn a decent ROIC and be competitive when Maint costs rise and rival carriers get more efficient jets...but somehow QFI can. And this has been my point. Perhaps if QF were given the new jets they would earn a higher ROIC than JQI. When it comes to allocation AJ might be gone. |
Originally Posted by crosscutter
(Post 10498285)
Those 787’s after a refit won’t be tired and time will tell if the new composites have the durability to warrant the criticism of being old. It is reflective that JQI can’t turn a decent ROIC and be competitive when Maint costs rise and rival carriers get more efficient jets...but somehow QFI can. And this has been my point. Perhaps if QF were given the new jets they would earn a higher ROIC than JQI and that doesn’t feel fair. When it comes to allocation AJ might be gone. To match the capacity of our 11 787s we should only need 18 or so A321XLRs (maybe less considering the A321LRs can cover the Bali flying) so that would leave plenty of airframes for QF to take delivery of too. It would suit QF well on the golden triangle as well as thinner routes into Asia. The biggest variable of the fleet plans will be how much range the dense JQ cabin config will actually get as far as whether or not the A321XLR will be able to replace all JQ 787 flying. I doubt it will be anywhere near the 4,700nm stated by Airbus. MEL and SYD to SGN, BKK and HKT are all around 3800nm and the soon to be launched OOL ICN is further again (4200nm). The HNL flying could be taken over by QF. I suppose they have 5 years to figure that out! |
Originally Posted by ECAMACTIONSCOMPLETE
(Post 10498307)
I’m sure a major part of the business case of having JQ take delivery of the A321XLR to replace the 787 will be the huge savings of essentially having a single fleet type (as far as tech, cabin crewing and maintenance costs are concerned). Mou is at 330 FO per, for now..... |
Originally Posted by maggot
(Post 10498368)
How much will it hurt coming back from the wide body variation?
Mou is at 330 FO per, for now..... |
Originally Posted by Blueskymine
(Post 10497544)
Unfortunately the network guys will be getting a bit brazen soon. So the company will need a another growth vehicle to leverage Network. Skippers anyone? |
You’d want to find a chair if you’re a QF pilot. it might only be a PER A330 FO slot, but it’s more pay than a JQ 320 captain. Id say most QF pilot are now sh....tting themselves as I bet no QF guys have factored in the MOU slots... and once in, these MOU pilots won’t return to JQ. Slow progression if you’re not 1800 and below! |
How many MOU pilots are still there (pre Nov 2004 hires)? My guess would be less than 50, but I don’t really know. And the slots are 7 in 20 max? But we know that can be manipulated to less, as we’ve seen for the last 15 years. I wouldn’t be that worried. |
Originally Posted by SandyPalms
(Post 10500604)
How many MOU pilots are still there (pre Nov 2004 hires)? My guess would be less than 50, but I don’t really know. And the slots are 7 in 20 max? But we know that can be manipulated to less, as we’ve seen for the last 15 years. I wouldn’t be that worried. they MOU slots are only available in initial vacancies, not residuals, and don’t have to be made available every time there is an allocation. Also QF can stipulate where and w hich fleet. The recent MOU numbers in PER would also have been able to get 787 PER, 330MEL. Once checked out, normal freeze applies. Plus JQ have to agree to release the pilot on LWOP. Aren’t JQ short as well? I’d expect a few to trickle across before the brakes are put on for a while. |
Originally Posted by goodonyamate
(Post 10500740)
116. |
Why on earth are there still MOU numbers being printed on the seniority list, beyond these 116? Delete them!
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If the pilots who have got the A330 slots are not endorsed any idea who does the training and who foots the bill? |
Originally Posted by ConfigFull
(Post 10500814)
Why on earth are there still MOU numbers being printed on the seniority list, beyond these 116? Delete them!
So for arguments sake if 5 were deleted off the top because no one applied or were deemed unsuccessful. But then all 116 were taken after, 121st JQ number “printed” on the QF seniority list could be allocated. Thats why more than 116 numbers have been “printed”. |
Originally Posted by f1yhigh
(Post 10497535)
As the saying goes, past behavior is a good indicator for future behavior, so I'm calling it now, the future of the Qantas Group will most likely be as follows:
- JQ B787s to mainline (how they'll configure them will be interesting) - 321XLRs to JQ - A350-1000ULR for Sunrise and maybe (a strong maybe) some A359 sister aircraft - CASA to approve EDTO 330 for B787s before B747 retirement - More 787 orders by next year - B737s, A330s and A380s to stick around well into the 2030s barring maybe the oldest B737s - By then we'll know for sure what the B737, A330 and A380 replacements will be. My guess would be B737 MAX as B738 replacements once the dust settles down, either more A350s or the B777X for A380 replacement, more B787 for A330 replacement "In June 2019, following the launch of the A321XLR, Boeing was understood to be prioritizing the 275-seat variant, tentatively dubbed NMA-7X, ahead of the 225-seat NMA-6X which would compete more directly with the A321XLR." Boeing will start pitching the type in late 2019 and launch it in 2020. (Source: Wikipedia.) The A380 cabin refresh is described as a "mid-life upgrade". On average they're a bit over 10 years old now. Let's assume they want 10 years out of the A380 cabin reconfig (first one back in service Sep 2019 and last one by late-2020). The fleet will be on borrowed time from late-2030. TLS has also said it's cheaper to fly two 787's nose to tail than it is to fly one A380 on the same route. If the per seat economics of upcoming LR and XLR big twins - A350-900/1000, B777-8X/9X, or long range version of NMA - is even better than 787's, that would add to the bias toward getting rid of A380's sooner rather than later. A sustained hike in fuel prices in mid / late 2020's may kill the A380's earlier than 2030. The A380 is still a relatively young beast with lots of new tech materials in centre wing box, wings, empennage, stabilisers and fuselage skin, so the above assumes that there are no life-shortening surprises discovered in these materials in upcoming heavy checks. |
Originally Posted by Prolapsed Annulus
(Post 10504398)
For what it's worth, AJ has expressed interest in the NMA / 797 - as an A330 replacement on domestic & regional international sectors.
"In June 2019, following the launch of the A321XLR, Boeing was understood to be prioritizing the 275-seat variant, tentatively dubbed NMA-7X, ahead of the 225-seat NMA-6X which would compete more directly with the A321XLR." Boeing will start pitching the type in late 2019 and launch it in 2020. (Source: Wikipedia.) The A380 cabin refresh is described as a "mid-life upgrade". On average they're a bit over 10 years old now. Let's assume they want 10 years out of the A380 cabin reconfig (first one back in service Sep 2019 and last one by late-2020). The fleet will be on borrowed time from late-2030. TLS has also said it's cheaper to fly two 787's nose to tail than it is to fly one A380 on the same route. If the per seat economics of upcoming LR and XLR big twins - A350-900/1000, B777-8X/9X, or long range version of NMA - is even better than 787's, that would add to the bias toward getting rid of A380's sooner rather than later. A sustained hike in fuel prices in mid / late 2020's may kill the A380's earlier than 2030. The A380 is still a relatively young beast with lots of new tech materials in centre wing box, wings, empennage, stabilisers and fuselage skin, so the above assumes that there are no life-shortening surprises discovered in these materials in upcoming heavy checks. |
Willie Walsh might take all 12 QF A380s for BA????
https://www.aerotelegraph.com/interv...en-sinn-machen In our last interview about two years ago Airbus A380 were still a topic - second-hand. In the meantime, some will become available. Are you still interested? Yes. At British Airways, we would definitely think about it. If you get them for free? If we get them for the right price. The biggest problem is the cost of the renovation, which is quite high. We have to be sure that we can do it in ways that make it worthwhile, and then it will be an issue. We currently have twelve A380s in the British Airways fleet and could imagine 18. Six more Airbus A380s would make sense. |
Originally Posted by havick
(Post 10504410)
All good in theory, until you take into account how long 747’s are in the fleet for as a guide of phasing out a fleet within QF. |
Originally Posted by Don Diego
(Post 10497416)
you mean that a#@e wipe that kicked the bucket the other day???
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