Austline I agree but am not sure the 789 has the legs for SYD/ORD hence BRIS/ORD which is much the same as Perth LHR and may happen this year (JV approved?) with the current tranche of Four.
With all the talk about etops restrictions holding back the twin jets on the SCL/JNB route.
I wonder if the recently announced permanent runway being built at the Antarctic base. They're going to make it a year round usable facility I thought?
Could it be used as an emergency diversion spot if needed??
I know it would have complications, but in an emergency situation it could be likely I assume??
I think C17s are gravel runway capable, but I suspect a 789 is not. It would be a long shot for ETOPS certification. There may in fact have enough load for 4-5 A380s per week anyway if there is 300+ year round loads
I think C17s are gravel runway capable, but I suspect a 789 is not. It would be a long shot for ETOPS certification. There may in fact have enough load for 4-5 A380s per week anyway if there is 300+ year round loads
ok, good to know. Just a thought, but I don't know as much detail as others on here and accept that.
I'm puzzled that CDG is discussed much more than a return to FRA. QF served FRA much more recently and with very strong loads - having flown that flight many times, it was often 100% full in J and there were several times when I couldn't get a last minute seat in any class. Surely FRA must be pretty high on the agenda for the next batch of 787s.
Since there getting rid of their 747s early, there is going a reduction in capacity. There's only going to be a limited window for new routes unless more planes are ordered.
Since they let one of the cheap 787s expire, I'd imagine that no more 787s will be purchased for a number of years. I'll predict that they will order the a350 as the 777-8 is probably a bit too heavy for what they want (Plus the only airlines to order have been the ME3, which would make resale very hard).
SQ A350ULRs are only kitted out for 162pax, the 777-8 is marketed to carry 370 in a 2 class config.QF has requested a 300 seater with a potential 4 class arrangement, suggesting that a red-tailed 778 will have a range significantly higher than what Boeing has published giving it a far greater edge than the current Airbus offerings.
QF has options for 8 more 789s if my math is right, with purchase rights for 30 more. Qantas is in quite an enviable position to keep their cards close to their chest until they decide to continue the expansion into Europe and North America. As an aside, only one of those options has lapsed - with the rumour mill suggesting that Boeing will gladly offer it back to them if required (though I imagine QF will prefer to maintain an even number of aircraft).
I'm puzzled that CDG is discussed much more than a return to FRA. QF served FRA much more recently and with very strong loads - having flown that flight many times, it was often 100% full in J and there were several times when I couldn't get a last minute seat in any class. Surely FRA must be pretty high on the agenda for the next batch of 787s.
I'm puzzled why ANZ don't do AKL-PER-FRA. They used to fly there as well. Many advantages including:
1) no terminal issues in perth
2) FRA is star hub
3) already have 787-9
4) codeshare with LH
5) gives Perth residents One stop service to every back block airport in Europe
The reason that CDG has come back on the radar is the 789 has a low number of seats and so can go daily (due to French capacity limits). It couldn’t it do it before as it would have been restricted to 3 (747) flights per week.
Pcoder I expect the next round of 787s will most likely be 787-10s in a regional configuration (~320 seats) to replace the 10 A333s from about 2022. That may be another 100th anniversary (2020) announcement, together with the 777-8 from 2024-25.
The recent AF partnership update makes it seem like PER-CDG should be around the corner. Boeing anticipates the 778 will enter service in 2022, which is conveniently the same year QF want to start the sunrise flights!
The reason that CDG has come back on the radar is the 789 has a low number of seats and so can go daily (due to French capacity limits). It couldn’t it do it before as it would have been restricted to 3 (747) flights per week.
Not daily under the current agreement. 236 seats allows for 6 weekly. The agreement allows for 3.0 "units" per week. 400+ seats = 1 unit 360-399 = 0.9 320-359 = 0.8 280-319 = 0.7 240-279 = 0.6 200-239 = 0.5 150-199 = 0.4 under 150 = 0.25
There is a permitted overflow of 0.25, so the max possible allowed under the current agreement is 3.25 unions a week. The QF 787-9 config is 0.5 units. Daily flights would be 3.5 units.
I can't see QF downgrading SYD/HND it will go to a 789 same timing and they will supplement this with 7 x A330 SYD/NRT, morning departure ex SYD.
If they drop the HND 747 for a 787 and add a SYD-NRT to keep the 747 seat count, then they'd be better off having a NRT night flight from SYD/day return and getting a codeshare on the JL AU flights.
The QF TYO flights are often sold out with Japanese school groups. It's rare that I don't get an op up on a QF TYO flight when I'm not already booked in J.
I'm puzzled that CDG is discussed much more than a return to FRA. QF served FRA much more recently and with very strong loads - having flown that flight many times, it was often 100% full in J and there were several times when I couldn't get a last minute seat in any class. Surely FRA must be pretty high on the agenda for the next batch of 787s.
I'm puzzled why ANZ don't do AKL-PER-FRA. They used to fly there as well. Many advantages including:
1) no terminal issues in perth
2) FRA is star hub
3) already have 787-9
4) codeshare with LH
5) gives Perth residents One stop service to every back block airport in Europe
6) give ANZ access to new market
May not want to step on the toes of LH? Also would NZ use QF for domestic feed at PER for any hypothetical PER-FRA flight or rely entirely on O&D out of PER?
patrickk
patrickk
Qantas
Member since 19 Apr 2012
Total posts 731
Austline I agree but am not sure the 789 has the legs for SYD/ORD hence BRIS/ORD which is much the same as Perth LHR and may happen this year (JV approved?) with the current tranche of Four.
Madhatter49
Madhatter49
Virgin Australia - Velocity Rewards
Member since 11 Dec 2016
Total posts 85
With all the talk about etops restrictions holding back the twin jets on the SCL/JNB route.
patrickk
patrickk
Qantas
Member since 19 Apr 2012
Total posts 731
I think C17s are gravel runway capable, but I suspect a 789 is not. It would be a long shot for ETOPS certification. There may in fact have enough load for 4-5 A380s per week anyway if there is 300+ year round loads
Madhatter49
Madhatter49
Virgin Australia - Velocity Rewards
Member since 11 Dec 2016
Total posts 85
ok, good to know. Just a thought, but I don't know as much detail as others on here and accept that.
Rufus1
Rufus1
Member since 04 Dec 2013
Total posts 70
I'm puzzled that CDG is discussed much more than a return to FRA. QF served FRA much more recently and with very strong loads - having flown that flight many times, it was often 100% full in J and there were several times when I couldn't get a last minute seat in any class. Surely FRA must be pretty high on the agenda for the next batch of 787s.
Pcoder
Pcoder
Member since 14 Oct 2016
Total posts 25
Since there getting rid of their 747s early, there is going a reduction in capacity. There's only going to be a limited window for new routes unless more planes are ordered.
mamunr
mamunr
Qantas - Qantas Frequent Flyer
Member since 18 Apr 2018
Total posts 2
CDG is definitely one of them. Otherwise it makes no sense to have a codeshare agreement with Air France when Emirates already flies there.
whoppersandwich
whoppersandwich
Qantas - Qantas Frequent Flyer
Member since 11 Dec 2017
Total posts 125
SQ A350ULRs are only kitted out for 162pax, the 777-8 is marketed to carry 370 in a 2 class config.QF has requested a 300 seater with a potential 4 class arrangement, suggesting that a red-tailed 778 will have a range significantly higher than what Boeing has published giving it a far greater edge than the current Airbus offerings.
Wiz
Wiz
Member since 25 Sep 2017
Total posts 3
I'm puzzled why ANZ don't do AKL-PER-FRA. They used to fly there as well. Many advantages including:
patrickk
patrickk
Qantas
Member since 19 Apr 2012
Total posts 731
The reason that CDG has come back on the radar is the 789 has a low number of seats and so can go daily (due to French capacity limits). It couldn’t it do it before as it would have been restricted to 3 (747) flights per week.
patrickk
patrickk
Qantas
Member since 19 Apr 2012
Total posts 731
Pcoder I expect the next round of 787s will most likely be 787-10s in a regional configuration (~320 seats) to replace the 10 A333s from about 2022. That may be another 100th anniversary (2020) announcement, together with the 777-8 from 2024-25.
whoppersandwich
whoppersandwich
Qantas - Qantas Frequent Flyer
Member since 11 Dec 2017
Total posts 125
The recent AF partnership update makes it seem like PER-CDG should be around the corner. Boeing anticipates the 778 will enter service in 2022, which is conveniently the same year QF want to start the sunrise flights!
Himeno
Himeno
Member since 12 Dec 2012
Total posts 295
Not daily under the current agreement. 236 seats allows for 6 weekly.
The agreement allows for 3.0 "units" per week.
400+ seats = 1 unit
360-399 = 0.9
320-359 = 0.8
280-319 = 0.7
240-279 = 0.6
200-239 = 0.5
150-199 = 0.4
under 150 = 0.25
There is a permitted overflow of 0.25, so the max possible allowed under the current agreement is 3.25 unions a week.
The QF 787-9 config is 0.5 units. Daily flights would be 3.5 units.
Himeno
Himeno
Member since 12 Dec 2012
Total posts 295
If they drop the HND 747 for a 787 and add a SYD-NRT to keep the 747 seat count, then they'd be better off having a NRT night flight from SYD/day return and getting a codeshare on the JL AU flights.
The QF TYO flights are often sold out with Japanese school groups. It's rare that I don't get an op up on a QF TYO flight when I'm not already booked in J.
DanV
DanV
Qantas - Qantas Frequent Flyer
Member since 04 Nov 2017
Total posts 96
I'm puzzled why ANZ don't do AKL-PER-FRA. They used to fly there as well. Many advantages including:
May not want to step on the toes of LH? Also would NZ use QF for domestic feed at PER for any hypothetical PER-FRA flight or rely entirely on O&D out of PER?