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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.

The hint from Qantas is that the first three will be coming with 200 seats and the remaining with 197. They're removing one row in economy on one side only, hint hint ... Suspect that they've had a change of plan and installing an extra lav. The first 3 will likely be retrofitted later.

Not quite sure what point you're making? The Safron Unity and Vue have the same seat but applied in different units and patterns. This is the same Thompson Vantage. Thompson Vantage could be applied in front facing and reverse herringbone. Single aisle can do both but if need reserve herringbone...

It's kinda a moot point. One of the few things Qantas have done well in recent years is ensure consistency of the premium seat across the fleet. While there are some aircraft specific idiosyncrasies and some slight variation based on the exact timing of the installations, they use the Thompson...

Sure, plans can change, but the B738s are being replaced. There are 75 of them and the timing of their retirements is dictated by their 4th D-check. The first of these is going to become due late 2025. There are 33 in this tranche with the last due for it's 4th D-check in 2029. There is simply...

Not sure why it's interesting as they're not likely utilising a longhaul configuration on the XLR for close to a decade. It's a B738 replacement for them. It will have 23 to 26 more seats than the B738 so the big question is whether that necessitates a 4th lavatory. I suspect it does, but we...

I think you're massively over interpreting that article. Scale-wise, it'll enable them to be self-sufficient but whether they eventually develop that capacity and utilise it remains to be seen. It takes a lot more than just building flashy facilities. One of the challenges for the A380 ha been...

That text wasn't quote from the article. In the analyis we sperate storage from maintenance, so the analysis focus first on RTS which is up to 9/10. And then separately on maintenance. The analysis highlights that there are 3 aircraft in D-check, but that availability is only 60% as a 4th has...

Most EK A380 heavy maintenance is outsourced. Their fleet is so big they use multiple providers for C/Ds including LTP in MNL, and GAMECO at CAN.

There are no assumptions! That's a generalisation for background. We estimated availability by actual C/D check by utilising ADS-B data knowing where they send aircraft for the C/D checks. A330s in MNL or BNE, B787s in HKG or at base, A380s at AUH, etc. The point about the background is that...