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Yes they'll generate a premium. They even explicitly indicate the premium they earn on PER-LHR, but the point is the manner in which they'll generate that premium. It isn't done through higher fares, but how they manage yields, just like they do on PER-LHR. It's about selling more of those...

This is an astute observation. People keep assuming they'll charge more (i.e. higher cost or price). They won't, instead they'll earn more though higher yields, but higher yields doesn't imply higher prices. There's some nuance to it, but yields here are driven by premiumisation, i.e. more...

Which South Asian carriers are outstripping and outserving Qantas? South Asia is pretty low yield and very seasonal. Nepal and Pakistan are pretty small markets with very high operational challenges which mean high cost. Nepal because it's nearly 5000ft AMSL so big payload restrictions, while...

Not surprised. Flight is designed to connect to/from their LAX and SFO flights so they're going to want high prices for local traffic. That said, over time expect them to discount heavily for short duration tickets or seasonal fluctuations. Margins cost is low, so they'll be happy to flog off...

Reminds me of this:

SYD-JNB? It's at 83% over last 12 months which is quite remarkable given the implicit seasonality in the route.

It was never B787 before COVID. It was B747 all the way through to the COVID shutdown.

It was B787 after B747 since they barely had any A380s. You may recall the slow A380 RTS. The plan was always A380 once they had sufficient aircraft. This is because the B787 is massively payload restricted from JNB due to its altitude (5700ft). B787 isn't a great hot and high performer and they...

It's more expensive to run the A380 on any route compared to the B787-9. But it can also generate a lot more revenue. But yes, quite a few blocked seats, but they don't mind blocking many economy seats if it means selling more in first, business and/or premium economy. FWIW, B787-9 also has to...

OQC will return in time for SYD-DFW increasing to daily in early January. But the way things have gone with the A380s? Who knows!

Still have no idea what that means. There's been plenty of spare B787 time between the end of European peak summer (when seasonal SYD-PER-FCO) ended and when seasonal SYD-SCL and SYD-YVR increases start. They didn't send it back to JNB, rather using is ad hoc to SIN and HNL. And the A380 was...

Not sure what you mean? It's scheduled as such through the NS season and performing pretty well. It's probably one of the most consistent performers for Qantas.

But it doesn't have slack for some time, that's the point. The length of time taken in heavy maintenance has typically meant one aircraft coming back and being replaced with another the next day. And the heavy maintenance schedule isn't ending anytime soon because they're taking so long. When...

Unlikely A380 will go back to SYD-HKG next year since it'll be going to SYD-SIN 2x/week from NS26. SYD-JNB will remain 4x/week with PER-JNB 3x/week on the alternate days. Together with daily SYD-DFW, SYD-LAX, SYD-SIN-LHR and 2x/week MEL-LAX (with the base maintenance transit at LAX), that...

Per Qantas's statements to the media, they've indicated that Melbourne and Brisbane will both shift from Narita to Haneda and Sydney's two Haneda flights will be switched to one each to Haneda and Narita. So it's just a reconfiguration of their existing four daily Tokyo flights. This has seen...

Why would it make it easier for Qantas? If they wanted to take on more wet-lease capacity they could and utilise it on a route where it's possible and shift that capacity to Haneda. Aircraft are fairly fungible across the fleet. The Haneda delay has nothing to do with fleet shortage as they were...

Yes, no, maybe! Jokes aside, on the presumption that Qantas will seek another extension, we'll know relatively soon. Last time they wrote to the IASC on 17 February when their deadline was 30 April. They have likely already written to the IASC but will only be published if/when finalised. This...

Sydney-Singapore

Yep, HKG is a huge cargo hub, particularly to/from China, but for Australia specifically to/from Europe. Cathay carry a lot to/from Australia (50,000t). Tasman are also significant (16,000t), mostly for DHL. That said, HKG is still smaller than SIN for QF (19,000t) and US (21,000t). These are...

Last time they buried it deep in the website and didn't send it out via email as it wasn't inviting public comment or an outcome of public comment. Plenty of people check it regularly for other reasons, so we'll know pretty quickly if/when they do receive an extension.