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They don't need more aircraft for the HND ops. It's a simple switch of the existing MEL-NRT and BNE-NRT flights to HND (they're even using the same flight numbers). Unless they add back a SYD-NRT flight it needs even fewer aircraft.

Correct. The original tweet from yesterday was showing the loadings for NS26 from 30 March 2026, hence the times (daylight savings as you note). Qantas haven't actually loaded the NW25/26 schedules yet. While a 6:45pm arrival into JNB doesn't give you many onward connecting options given QF's...

They currently have 4x daily flights to Tokyo that ran an 85% load factor over the last 12 months. Also helps that outbound demand to Japan has exploded in the last few years. In 2024 Japan surpassed the US as the 3rd largest destination for Australians...

The big difference is that when they first considered it they only had one slot pair compared to the three they have now. That said, Sydney is expected to run overnight in both directions which allows the scope for the A380 within Haneda's slots. The challenge will be the daytime parking which...

The underlying article clearly states it's speculation so there's no revelation here. The point that the article makes is that there isn't any good reason to delay the switch other than an aircraft change. What alternative hypothesis is there to delay the switch any further?

That seems to be an old wive's tale. There's only one A380 capable gate, so it'll have to clear the gate to a remote stand. There are some A380 capable remote stands but they're not noted on the AIP so it requires prior approval. Secondly, there are no other A380 operators at HND.

The arrival & departures can't be negotiated since it's in the linked to the slots and slot spacing (due to wake turbulence limits). Parking can be. LAX is only very partially about the QF maintenance facilities. With the smaller A380 fleet and several not in action they're only doing about one...

Why not? They sit it at LHR for 14 hours, at LAX for 9 hours. It can only arrive/depart between 11pm and 6am. There are several code F remote stands but not noted on AIP so it requires a special arrangement with the airport.

QF FDC. Suggestion is that the current wet leases will continue to March 2026, and two different aircraft will come as dry lease in September/October this year. Thus having an overlap for NW25/26 to help cover for some of the refurbs and A333 wifi installations. But this isn't confirmed.

Not specifically. There are a lot of moving parts. A380 returns plus AY conversions to dry leases plus possibility of 2x more AY A330 wetleases from Sep 25 to Mar 26. A380 going on SYD-SIN terminator 2x weekly (remaining 5x weekly), SYD-HNL partly going to AY A330 once they become dry leases...

Unless they're going to overnight the A350 at SYD that's not going to work. Problem is if LHR gets into around 5 or 6pm, anything departing for JFK from 7:30pm gets in at midnight. And then they're into curfew. SYD-JFK will need to be a morning departure.

It depends if they can swap some LHR slots for earlier, and that'll be incredibly difficult to do.

Think it was meant as a joke :p

WSI-STN! Nobody saw it coming :p

Slots and curfews on both ends. It's certainly possible to do daily SYD-LHR-SYD with two aircraft but not when you only have two of the type and still working on EIS, hence why they'll wait until the third. On the slots and curfews, it'll require a fairly significant reshaping of their London...

This is categorically not the case. It depends what the mechanical issue is. Ultimately, they don't want EU261 to generate perverse incentives for airlines to cut corners on safety. The key element is whether it was delay was due to typical line maintenance or things that came up during line...

Not quite like that. The case law has informed the EC's Interpretative Guidelines which national authorities must implement: https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX:52024XC05687

What you or I think are extraordinary is irrelevant. There is case law that helps define it and up to country authorities to implement it. Ultimately, carriers make an initial determination and must keep appropriate records to justify decisions. Having been the responsible officer for EU261 at a...

More complex than that. The actual directive is quite vague and interpretation by court rulings doesn't make it any easier. Maintenance is the most challenging since it's all about the interpretation of "extraordinary circumstances". If the delay was caused by a technical issue emanating from an...