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Entire 747 fleet? It was 5 aircraft remaining in March 2020 and their retirement was accelerated a whole 6 months. Point is that fleet has evolved - that was always the plan. You're somewhat missing the point - that market level capacity is down a lot and Qantas (airline and group) have...

This is somewhat didactic. The pandemic created a cargo boom and airlines are earning a lot more from cargo now than pre-pandemic. Similarly the now orphan B767F was likely suffering from a high fixed cost base. Converting the A330s was a good option rather than waiting for or competing for slim...

Why does it infer that Qantas should do it because they do? They're operating different cabin densities with different operational constraints. Then add in different regulatory requirements, EDTO, etc. I should have been a little more specific - it's not a payload restriction in a typical sense...

Missed the discussion earlier in the week. Our article didn't cover some of the background at the time but it's certainly part of the context now. Following up on some of the discussion: The oldest B738s are nearly 23 years old. They'll be due their next D-check around 24 years old...

Exactly! The underlying article that it quote (from ET) shows Hudson being pretty clear the XLR is a B737-800 replacement for trunk domestic routes. The interview got into speculation about what the XLR could be with lie flats but I though Hudson and Wallace were pretty clear that they wouldn't...

I think everyone is over interpreting this along with some broken telephone. The original interview by ET with Hudson is good and they're clearly distinguishing between Qantas's plans for the XLR and some speculation regarding potential routes they'd consider if they went with a lie flat...

As to what's up with the civility? Well, you have this knack of misquoting and quoting out of context. When this is raised, you ignore it and move on to another track. You're a smart guy, so one can only assume that it's somewhat international, either to misrepresent, or to ignore. You want to...

Your attempt to twist things around are so bad that they're comical. Yes, the restrictions of not including the Americas and South Africa are self-imposed since they did not include it in their application!!! Since they didn't include it, the ACCC couldn't consider it. The secondary part was...

This is hilarious. You seem to misunderstand the process entirely. Businesses are applying to ACCC for exemptions from the law. In order to be assessed, they have to outline the specific conduct in the application. The ACCC can only make a decision on what is asked of them.! The application...

You just keep making things up. Your exact words in your initial statement that I challenged was that it isn’t a JV “under the normal definition of a JV”. But as you have since acknowledged, there is no normal definition, but yet you‘re still trying to argue that since it isn’t like a revenue...

Have worked on the design and implementation of multiple joint ventures, and countless codeshare agreements, I can honestly say that you're talking the biggest load of rubbish. And that is the kindest way to say it. You've provided no evidence that they're anything alike. What you did try to...

All JVs work like this, even revenue neutral JVs. But I'm not debating this. You're shifting the goalposts. Your original argument was that QF-EK was functionally the same thing as VA-QR. We've established it's not. I'm not trying to debate that the the QF-EK is the same as QF-AA. All JVs are...

You're literally describing the use of a JV fare here. Specifically how they have non-JV and JV fares and how if they want to combine EK metal onto a QF fare they must ... use the JV fare. Not quite. VA get a cut, but they don't get any say in the pricing. QF and EK agree on the pricing, how...

You explicitly stated that the QF-EK JV "is not much different to VA/QR, while they can coordinate on pricing and scheduling I don’t see much of that going on." That statement is categorically rubbish, your follow-up while trying to somehow highlight my example as false de facto acknowledges...

I disagree with your premise. Consumers may prefer non-stop services, but we simply can't have high frequency non-stop services between every two points in the world. Hubs are incredibly important in that they create efficiencies and lower the costs for consumers. In this context the idea that...

The ACCC seem to have made multiple errors and the wrongs don't cancel each other out. They've approved JVs which have had a detrimental impact on competition (e.g. QF-EK's JV on trans-Tasman routes, VA's codeshare with NZ that reduces incentives to VA to enter route) but have then rejected JVs...

This is a fundamental misunderstanding of how codeshares and JVs operate. VA and QR (same as VA with UA and SQ) have a freesale codeshare with some caveats. Firstly, it doesn't involve any joint pricing! VA has no engagement with QR, UA & SQ on pricing. When selling a ticket that may involve a...

This is far from the case. It's correct that the QF-EK JV is not a revenue sharing JV like QF-AA is, but that is because QF and EK don't fly sufficient overlapping routes to warrant it. It's also the reason why many QF FF benefits don't accrue on EK tickets. However, that's somewhat besides the...

The link in the original thread has changed due to a migration of the website to a new platform. The new link is: Should the ACCC have rejected the Qantas-Emirates Joint Venture? That being said, the thesis in the original article was that the ACCC decisions lack a solid analytical basis. In...

Well they have not issued any marketable debt since.