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That seems to be an old wive's tale. There's only one A380 capable gate, so it'll have to clear the gate to a remote stand. There are some A380 capable remote stands but they're not noted on the AIP so it requires prior approval. Secondly, there are no other A380 operators at HND.

The arrival & departures can't be negotiated since it's in the linked to the slots and slot spacing (due to wake turbulence limits). Parking can be. LAX is only very partially about the QF maintenance facilities. With the smaller A380 fleet and several not in action they're only doing about one...

Why not? They sit it at LHR for 14 hours, at LAX for 9 hours. It can only arrive/depart between 11pm and 6am. There are several code F remote stands but not noted on AIP so it requires a special arrangement with the airport.

QF FDC. Suggestion is that the current wet leases will continue to March 2026, and two different aircraft will come as dry lease in September/October this year. Thus having an overlap for NW25/26 to help cover for some of the refurbs and A333 wifi installations. But this isn't confirmed.

Not specifically. There are a lot of moving parts. A380 returns plus AY conversions to dry leases plus possibility of 2x more AY A330 wetleases from Sep 25 to Mar 26. A380 going on SYD-SIN terminator 2x weekly (remaining 5x weekly), SYD-HNL partly going to AY A330 once they become dry leases...

Unless they're going to overnight the A350 at SYD that's not going to work. Problem is if LHR gets into around 5 or 6pm, anything departing for JFK from 7:30pm gets in at midnight. And then they're into curfew. SYD-JFK will need to be a morning departure.

It depends if they can swap some LHR slots for earlier, and that'll be incredibly difficult to do.

Think it was meant as a joke :p

WSI-STN! Nobody saw it coming :p

Slots and curfews on both ends. It's certainly possible to do daily SYD-LHR-SYD with two aircraft but not when you only have two of the type and still working on EIS, hence why they'll wait until the third. On the slots and curfews, it'll require a fairly significant reshaping of their London...

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...