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I was simply trying to be complete in listing short routes that could easily be handled by smaller jets.
But if you insist. These routes to Sydney are flown with an A380.
Many of those routes are flown as flagship routes and many are run at a loss (MAS for one runs at a significant loss using the 388). The main issue is filling those seats for QF when there are already an abundance of seats on those routes. The O/D traffic or connecting traffic is really only SYD-SIN, SYD-HKG and MEL-SIN. The MEL-HKG route really doesn't support a 388 for QF outside of two or three months a year. They also have VA running that route on a 332 along with CX (which is a QF partner). Separately, there is competition on similar routings through HU and CZ.
And although they currently don't QF has been looking at running their LCC subsidiary JQ into HKG. Probably less of attractive now as they have shutdown JQ Asia out of HKG.
Many of those routes are flown as flagship routes and many are run at a loss (MAS for one runs at a significant loss using the 388).
You just have to look at the order book to see that the 388 has not been a commercial success with airlines. If it wasn't for EK, Airbus would have had a disaster on its hands with the 388. Almost half the delivered 388's have gone to EK. It's hard to see it lasting past the next decade.
MAS has always struggled to make the leap into the realm of the big Asian carriers (2014 didn't help), and KUL has always struggled to compete with HKG and SIN as a business traveller hub.
KUL has always struggled to compete with HKG and SIN as a business traveller hub.
That's because it isn't a business hub, as much as others have tried the main business hubs are still SIN and HKG. CZ is trying to make a hub out of CAN and MU is trying out of PVG but neither are competing with SIN and HKG.
Doha and Abu Dhabi aren't international commercial centres, but they've managed to nut out a decent transit business even with EK on their doorstep.
Yeah but if you're connecting from Europe are you really going to fly the 13 hours to KUL and then take a short hop to your final destination or just do it directly.
For the Oz trip it's more of a case that there are only so many bums that need to go to Oz. Plenty have tried and even they have pulled out of the Oz caper preferring to fly into an Asian hub and then let anybody who needs to connect from there. BA, KL, AL have all pulled out.
Yeah but if you're connecting from Europe are you really going to fly the 13 hours to KUL and then take a short hop to your final destination or just do it directly.
It depends where I'm going. Would I take a CX/SQ flight and then connect to CAN rather than a direct CZ flight? Absolutely.
What I don't understand is why anyone flying from Europe to Asia would opt to transit in the ME. You end up with two six hour flights and no sleep. Awful.
It depends where I'm going. Would I take a CX/SQ flight and then connect to CAN rather than a direct CZ flight? Absolutely.
What I don't understand is why anyone flying from Europe to Asia would opt to transit in the ME. You end up with two six hour flights and no sleep. Awful.
Yeah you would on CX/SQ but would you on MH (even pre 2014)?
I've never understood the hype around the ME3, yes they have new planes and hard product but it's never been cheap enough to be attractive.
Many of those routes are flown as flagship routes and many are run at a loss (MAS for one runs at a significant loss using the 388). The main issue is filling those seats for QF when there are already an abundance of seats on those routes.
Which kind of makes you wonder if Qantas should be operating the A380 at all.
The US flagged carriers ordered 70% of their B747s before airline deregulation in 1978. ETOPS-120 first flight was in 1985, and ETOPS-180 first flight was in 1989. The last 4 engine jet orders by US flagged airlines were placed in 1985 by United and Northwest. These B747s were just retired in 2017.
Qantas placed their biggest B747 order in 1987, which is still somewhat understandable as ETOPS-180 was not approved. But the airline never ordered a single B777. For nearly two decades between 02-Mar-1987 and 30-Mar-2006 Qantas only ordered 6 wide body jets from Boeing (B747s).
747-100 PW 03-Oct-1966 22
747-200 PW 07-Nov-1985 2
747-400 PW 07-Nov-1985 44
747 Total 68 United
777-200 PW 15-Oct-1990 22
777-200ER GE 12-May-1993 20
777-200ER PW 01-Apr-1993 38
777-300ER GE 23-Apr-2015 18
777 Total 98 United
Yeah you would on CX/SQ but would you on MH (even pre 2014)?
Truthfully, between MH and CZ, yes I would, unless I had time constraints. (All else being equal, I'd be on SQ or CX)
Quote:
Originally Posted by Nugget
I've never understood the hype around the ME3, yes they have new planes and hard product but it's never been cheap enough to be attractive.
I agree. I also don't like the flight segments between Oz and Europe. They've done a pretty good job of convincing the public that they're some sort of six star resort in the air.
Qantas placed their biggest B747 order in 1987, which is still somewhat understandable as ETOPS-180 was not approved. But the airline never ordered a single B777. For nearly two decades between 02-Mar-1987 and 30-Mar-2006 Qantas only ordered 6 wide body jets from Boeing (B747s).
777-200ER RR 22-Dec-1995 46
777-300 RR 22-Dec-1995 12
777-300ER GE 29-May-2001 27
777X GE 19-Jun-2017 20
777 Total 105 Singapore Airlines
One analyst calculated that Qantas pi$$ed away over a billion dollars in unnecessary fuel costs by rejecting the B777
Quote:
Originally Posted by BCC_1
What I don't understand is why anyone flying from Europe to Asia would opt to transit in the ME. You end up with two six hour flights and no sleep. Awful.
One segment is over twice the length of the other segment.
Still, perhaps your sentiment is widely shared and Qantas will keep adding connecting flights from other cities through Perth.
Last edited by PacoMartin; 04-03-2018 at 08:04 AM..
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