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It's not a difference of opinion. It's the misunderstanding of the peculiarnes of the Haneda arrangement that people have and the general misunderstanding of how slots actually work.

Where did I say it was going to happen? All I said is that it's not zero risk, because it's not guaranteed by the bilateral and is based on reciprocity. The only way to guarantee it is through generating a historic reclaim to the slot which they're now not able to do. So yes, on the slim chance...

There are precedents for overlapping partnerships and some near JVs. Technically, VA hold seperate authorities with QR and SQ that are partially overlapping, but it's certainly NOT the same scope. Similarly, VA have some overlap between QR and UA. Trying to bundle them together would likely be...

Tokyo is immovable due to the countervailing slots. Only North American flights in that scope are YVR and SFO, but problem with shifting later SYD departure is later arrival and fewer onwards connections at YVR and SFO. They're probably as late as they want to go. If they wanted to go later they...

On which side? UK CMA and EC will definitely allow it. In some respects they can't block it since they've allowed the IAG merger and near controlling QR position in IAG. They would have to target the ownership structure first. That said, they may require some minor remedy actions. It might be...

The rumour going around Mascot is that Qantas asked for an extension. The usual informal back and forth and IASC told them they wouldn't grant an extension. Furthermore, when requesting the last extension they provided assurances to IASC which they've been unable to fulfil. As such, IASC were...

It's always been a bugbear of mine how the narrative had evolved around slots and the curfew. Neither are a critical constraint for long haul flights. They're far more of a constraint for short haul flights. Since WSI is really attempting to affect the slot and curfew constraint, it's natural...

I agree that the extra hour wouldn't be make or break, but the airlines will tell you they will. BA supposedly threatened to drop the route (which they probably won't). Unlike QF, they have sufficient slot fungibility to shirt their LHR departure later to 10:15pm to time arrival at 6am. But it...

Which JQ flight then? Their current earliest arrival during NS is ICN at 9am. JQ run on tight turnarounds, so return arrival to SYD is dictated by keeping turnaround at destination short, thus ultimately dictating original SYD departure times. Currently, SYD departure to ICN is 10:45am. So...

Yes, QF2 during the NS summer season, but not during the NW season. That's the only one for QF and it's been doing that for years. It's a somewhat moot point for PS since that would mean leaving LHR several hours later and getting blocked by LHR's curfew. I interpreted your point as that QF...

Which QF international/long haul flights are currently constrained by the curfew? Like what isn't being flown now that would be flown if the curfew wasn't there? FWIW, QF have already signed a lease on cargo at WSI (this was already concluded several years ago) and they've already been...

Nope. That's not how it works. They don't have any pre 6am arrivals slots. In fact there are no slots before 6am. These are called curfew shoulder movements and have a quota rather than slots. Since they're not slots they don't have historical reclaim. Numbers and are de facto approved through...

Yes, LHR slots can be leased or sold. Currently Qantas have 4 daily slot pairs, 2 of which are leased to BA. LHR slot lease agreements include penalty clauses to ensure that the lessee utilises them such that the slots are maintained. This is unique to the UK. In almost all countries slots...

Of course its payload restricted, the question is how much and weather their configuration is fully accounting for this. It likely is within their mission envelop, just like the B787-9's config was optimised for the payload restriction on westbound PER-LHR. MEL-LHR is a touch shorter than...

They have kept the additional 2 daily LHR slot pairs, which is indicative that they intend to have 4x daily LHR. Given the rush over the past few years to dispose of non-core assets (or should we say push by financial markets to do this), it seems like they're holding for a reason. But I also...

No reason why it wouldn't be considered. Qantas did a fair bit of work on the B777X during the Project Sunrise evaluation, so they have a good understanding. Ultimately, what's running against it is Qantas coalescing around two widebody types. Would the benefit of marginally larger aircraft...

I think that's been misreported. The 2nd tranche of A350-1000s won't be replacing the A380s, rather they're part of the A330 replacement order. 12x B787s and 12x A350s (non-ULR) to replace most of the A330s with a few of the younger A330-200s getting a refurb. These start arriving in 2027, well...

Qantas doesn't have a particularly high density of premium O&D demand to/from Singapore. With the exception of QF1/2, their capacity is dominated by the least premium dense widebodies in their fleet (A330-300). What Singapore has is volume though. Tokyo on the other hand, where they flew the...

Indeed, I'm saying the same thing: ‘charging’ and ‘pricing’ a 20% premium and ‘20-30% higher prices’ is not the same as airline earning a premium or a higher yield. But the articles you linked incorrectly implies that they'll charge 20% more for tickets or price tickets 20% more (despite the...

The article doesn't say they'll charge higher fares though. It says that they'll generate a premium and that people are willing to pay more. They're not the same thing. But that's the nuance: they even speak to PER-LHR as the example, but there isn't a single (economy class) fare basis where QF...