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A great example of why airlines typically don't make short term fleet planning decisions like this, favouring sticking with their long term plans. Heavy maintenance schedules are mapped out well in advance, limiting ad hoc work to more pressing AOG issues. A lot of heavy maintenance is...

Yes, subject to sunsetting the wetleasing. Finnair crew wanted supplements for longer multiday slips that weren't originally contemplated in their prior bargaining agreement.

Apologies, didn't mean it from that perspective. Manila is one of the earlier A330s to arrive (6:40am STA) and thus typically turns for one of the earlier northbound Asian departures (e.g. HKG at 10:20am or HND at 11:05am). It very rarely turns to SIN with the exception of the 1x/week A330-200...

Somewhat of a surprise, but they've got to go somewhere! Still nothing in the published schedule though.

I can actually give you an answer for why it wasn't showing correctly. The flight number was previously used for a DFAT arranged COVID evacuation flight from Timor Leste. All these flights had an override on milage earning. When the flight number was recycled the overide wasn't removed. QFF...

Not sure that the offer is available given Finnair's labor relations challenges.

Not sure if corporate communications got the right info, but OGA and OGB now showing on internal scheduling as training flights through 7 October!

Correct, two Finnair aircraft will be operated by Qantas from NW25/26, however two will also remain on wetlease until at least start of NS26, so four aircraft until at least NS26. Finnair will still operate SYD-BKK (daily) and SYD-SIN (6x/week) for NW25/26, while Qantas operated Finnair...

The XLR is an incremental improvement on the LR. To carry the extra fuel, the LR gives up a huge amount of the volumetric space in the forward cargo hold. But it also doesn't increase the MTOW a huge amount, meaning that lifting the extra fuel doesn't generate a big net payload improvement. The...

Not only that. It would create a regulatory nightmare when the QF-AA joint venture comes up for renewal.

Doubtful. Contemporary aircraft have quite different maintenance planning/scheduling that's much better at allowing many more heavy maintenance tasks to be subsumed into base maintenance (hence why D-checks are every 12 rather than 6 years), but also allowing base maintenance to be more...

And require more fleet time and valuable LHR slots? Utilisation optimisation is ultimately solved by getting fleet to decent enough size to generate redundancy through scale. That said, having to overnight at SYD is not a problem considering that the aircraft won't be spending 14 hours sitting...

Pretty much. The challenge is more with synchronising utilisation to/from LHR. The likelihood is that SYD-LHR will depart 7pm to 8pm during NS and 8pm to 10pm in NW, returning at 4pm in NS and 6pm in NW. Those return times are problematic, being too late since LHR-SYD can't turn as SYD-JFK...

At this stage, first revenue A321 flight now not before October as training flights scheduled through 30 September.

Indeed. They have 28 on order with this domestic configuration. They have options for 94 more without a defined configuration. Assuming one-for-one replacement of the 75 B737s, that gives them significant scope for growth. Not to belabour the point again I've made before, this is a hypothetical...

I think this is the presumption of where you misunderstand the B737 fleet and what it does. The triangle is hardly it's only work. As surprising as it might be, the triangle is not even the majority of its flying. 40% of its flying is sectors 3 hours and greater (lower on the non-overwater...

But they don't now, which is the point :p BNE for its EIS check-in. They'll all go to BNE. The first only went to SYD for (what was supposed to be) the fanfare, went straight to BNE after.

From what I understand, the relatively large number of A350 options (not orders) allow specification for any sub-type. Same for additional B787 options.

I tend to agree that the split fleet is as much about redundancy as it is with them having varying operational advantages. But ultimately, having 26x B787s (plus 11x at JQ) and 24-36x A350s means having large enough fleets of both to maximise operational and technical efficiencies. Not much to...

No, and you're being obtuse. Nowhere on the page does it say they'll fly any of these routes and the page explicitly states it'll replace the B737. In terms of its extended range, it says "The A321XLR could open a world of opportunity with more direct Australian domestic and international routes...