Search results

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...

But it does matter what the actual cause of the delay was.

It was 51.8 million in 2024. Something you're missing is that classic rewards isn't just reward seats but also includes upgrades. A big chunk of those classic rewards are redeemed as upgrades many of which are only confirmed in the last 24 hours. Yes, capacity is an issue. If they simply make...

More than half would be a big over estimation, but the general argument is spot-on. Average cost per point is about 1.27 cents in FY24. We can estimate this from revenue divided by points earned ($2.573 billion divided by 202 billion). But cost per point varies significantly based on quantity...

Your experience may be such, yet 1.2 million more members signed up in the last year and earned 27 billion more miles. They've obviously found reasons to do that, which may include 16 billion more miles redeemed. This during a period when QF's reputation has been pretty cough. The reality is...

What difference does it make? You can earn points on non-QF activities, whether those be partner airlines or non-airline partners, so if we only look at a narrow range of redemptions should you then consider that against a narrow range of earnings? If points are fungible in earning they are...

But these anecdotes aren't supported by data. The number of points redeemed annually has increased by 10% in the last year and 27% since 2019. The number of members has increased similarly.

Literally the data in post 111 shows an increase in redemptions of 16 billion points in 2024 alone, 46 billion per year since 2019. Given the wide range in pricing of rewards, 5 million may be a significant understatement.

To add fuel to the fire, some analysis using data from Qantas on earning and membership. Is QFF just too successful? https://www.analyticflying.com/p/chart-of-the-week-18-whats-behind

To add fuel to the fire, some analysis using data from Qantas on earning and membership. Is QFF just too successful? https://www.analyticflying.com/p/chart-of-the-week-18-whats-behind

Just reflecting on this separately. Suppose this isn't a Qantas problem as much as it's an Australia problem. There are two parts to it though: skills and capability, and volume. Qantas certainly don't have a shortage of skills and capability. D-checks aren't inherently the highest skill and...

So here's the economics, since I don't think most of us appreciate what it involves or costs. A380 has a 12 year cycle. Line maintenance checks (A & B checks) occur continuously on the flight line. Most is actually done at LAX since this is where the aircraft has the most downtime given the...

Please explain the economics of A380 D-checks in Australia. For a 50,000 man hour 12 year D-check ...

FWIW, Qantas have returned 9 of 10 (or 12 if you include the retired birds). Lufthansa: 7 of 8 (or 14). EK have 22x A380s parked ... BA and Qatar got lucky as their fleet is younger and hasn't come through their 2nd D-checks yet, but they're coming. That's going to be be carnage, especially for...

Firstly, they aren't any just sitting in the desert. For some reason people have this idea that the aircraft that have been going to AUH for maintenance have been there the whole time. OQL, the aircraft in question returned to service from storage in March 2023 and operated on revenue services...

Easy to under appreciate how important scale is in contemporary MRO work, and sometimes fleet specific. A huge chunk of A380 heavy maintenance is being done at a handful of spots globally, AUH, MNL, DRS, XMN, etc. Even KE, who have a massive MRO business themselves, are sending their A380s to...

D-check, wing spar checks plus refurbishment. A380 D-check alone are taking 5 to 6 months.