EK metal, QF Flight Number

[hb13]

Good evening All,

I know that if you fly Emirates, you can code your ticket to a Qantas number so that you earn status credits and Qantas points.

I understand a fair few of these would have to be done via the Qantas service centre, but my question is; would the price to fly an Emirates flight with Qantas flight number be the same as Emirates sells the ticket? Would the price be the same across all classes? I can't search for prices on the Qantas website, so at the moment all I have is the Emirates search engine.

 

[coyote25]

Good evening All,

I know that if you fly Emirates, you can code your ticket to a Qantas number so that you earn status credits and Qantas points.

I understand a fair few of these would have to be done via the Qantas service centre, but my question is; would the price to fly an Emirates flight with Qantas flight number be the same as Emirates sells the ticket? Would the price be the same across all classes? I can't search for prices on the Qantas website, so at the moment all I have is the Emirates search engine.

In my experience it is usually a bit more expense to book Emirates flight using QF code. Sometimes a lot more in fact but you never know you might find the same or similar price.

 

[NZflygirl]

Good evening All,

I know that if you fly Emirates, you can code your ticket to a Qantas number so that you earn status credits and Qantas points.

I understand a fair few of these would have to be done via the Qantas service centre, but my question is; would the price to fly an Emirates flight with Qantas flight number be the same as Emirates sells the ticket? Would the price be the same across all classes? I can't search for prices on the Qantas website, so at the moment all I have is the Emirates search engine.

Just book on the Qantas website. Sometimes they like to make the EK flights disappear on the multicity tool so I call and ask. No service fee.

I think Emirates is generally cheaper. So you get to choose, the money or the status credits!

 

[opusman]

Emirates usually cheaper. It's amusing to see how much QF actually think status credits are worth sometimes

 

[blackcat20]

Emirates usually cheaper. It's amusing to see how much QF actually think status credits are worth sometimes

Like $1k from Rome to Dubai. In economy.

 

[RichardMEL]

2 aspects to this:

QF has, I think, a $60(?) surcharge (or price diff) added on for the codeshare. No idea why but that seems a standard thing.

The second issue that peeps have to keep in mind is that a codeshare involves airline A(in this case EK) selling a set number of seats per service to airline B(QF).. QF sells those seats they have agreed to take from EK at a set price, so they can then sell them for whatever price they want (which possibly explains the $60 thing above, as a profit margin of sorts - though obviously they're not getting those seats at anything close to retain, but it's still going to be relative).

Now given that they do not have the entire plane to sell, only a certain block of seats in each class, QF revenue manages THOSE seats probably differently to the way EK manages theirs.

So for example QF has 100 seats on an EK aircraft holding 500 (this is deliberately not accurate as it's an example of the idea only).. Essentially that QF "flight" has 100 seats, not 500 (or 400). Now while someone who knows more about codeshare agreements can explain further, I am not sure how these things go if EK sells out but QF doesn't (or v.v.) it may be a flexible/% based agreement (and it's probably CiC anyway) but I still feel the general idea holds....

my point being that EK may have a bunch more seats to sell at cheaper prices, with cheaper fare buckets open, but QF may not have those cheaper buckets open on the same flight, thus raising the price per sector.

I'm happy to be corrected on this, but this is my general understanding of how codeshares work.

As an example the other week I saw a QF domestic flight with some seats in J but the EK codeshare had 0's in the equivalent buckets.

Whatever the selling/sharing arrangement between the carriers is a codeshare flight can have different availability (and remember, availability can vary on origin and destination cities too where a sector is included - eg: FCO-DXB vs FCO-DXB-SYD where QF may want to sell/offer lower fare buckets on the connection but limit on the individual city pairs, specially if it would involve a transfer to their own metal).

Again, happy to be corrected.

(oh and as aside, I think it would be rare that EK would sell a QF codeshare on their own metal). You can, of course, book QF codeshares via other TA's not just qf.com but EK themselves would be loath to sell a partner code given the revenue would go to the partner.

my 2 cents

 

[blackcat20]

2 aspects to this:

QF has, I think, a $60(?) surcharge (or price diff) added on for the codeshare. No idea why but that seems a standard thing.

The second issue that peeps have to keep in mind is that a codeshare involves airline A(in this case EK) selling a set number of seats per service to airline B(QF).. QF sells those seats they have agreed to take from EK at a set price, so they can then sell them for whatever price they want (which possibly explains the $60 thing above, as a profit margin of sorts - though obviously they're not getting those seats at anything close to retain, but it's still going to be relative).

Now given that they do not have the entire plane to sell, only a certain block of seats in each class, QF revenue manages THOSE seats probably differently to the way EK manages theirs.

So for example QF has 100 seats on an EK aircraft holding 500 (this is deliberately not accurate as it's an example of the idea only).. Essentially that QF "flight" has 100 seats, not 500 (or 400). Now while someone who knows more about codeshare agreements can explain further, I am not sure how these things go if EK sells out but QF doesn't (or v.v.) it may be a flexible/% based agreement (and it's probably CiC anyway) but I still feel the general idea holds....

my point being that EK may have a bunch more seats to sell at cheaper prices, with cheaper fare buckets open, but QF may not have those cheaper buckets open on the same flight, thus raising the price per sector.

I'm happy to be corrected on this, but this is my general understanding of how codeshares work.

As an example the other week I saw a QF domestic flight with some seats in J but the EK codeshare had 0's in the equivalent buckets.

Whatever the selling/sharing arrangement between the carriers is a codeshare flight can have different availability (and remember, availability can vary on origin and destination cities too where a sector is included - eg: FCO-DXB vs FCO-DXB-SYD where QF may want to sell/offer lower fare buckets on the connection but limit on the individual city pairs, specially if it would involve a transfer to their own metal).

Again, happy to be corrected.

(oh and as aside, I think it would be rare that EK would sell a QF codeshare on their own metal). You can, of course, book QF codeshares via other TA's not just qf.com but EK themselves would be loath to sell a partner code given the revenue would go to the partner.

my 2 cents

In my case I had booked FCO-DXB-MEL, but it was $1000 more to have a QF code on the EK flight to DXB. That just wasnt worth it.

 

[lathiat]

In my experience, they are usually a similar price up front, but as they start to sell out from QF then they may offer you an EK coded ticket instead for cheaper instead of the QF ticket. So they appear to have a re-sale agreement for the EK seats.. exactly when they offer you that, is not clear to me.

Generally you book these tickets direct as the QF flight number, you can't "change" between them.

 

[hb13]

2 aspects to this:

QF has, I think, a $60(?) surcharge (or price diff) added on for the codeshare. No idea why but that seems a standard thing.

The second issue that peeps have to keep in mind is that a codeshare involves airline A(in this case EK) selling a set number of seats per service to airline B(QF).. QF sells those seats they have agreed to take from EK at a set price, so they can then sell them for whatever price they want (which possibly explains the $60 thing above, as a profit margin of sorts - though obviously they're not getting those seats at anything close to retain, but it's still going to be relative).

Now given that they do not have the entire plane to sell, only a certain block of seats in each class, QF revenue manages THOSE seats probably differently to the way EK manages theirs.

So for example QF has 100 seats on an EK aircraft holding 500 (this is deliberately not accurate as it's an example of the idea only).. Essentially that QF "flight" has 100 seats, not 500 (or 400). Now while someone who knows more about codeshare agreements can explain further, I am not sure how these things go if EK sells out but QF doesn't (or v.v.) it may be a flexible/% based agreement (and it's probably CiC anyway) but I still feel the general idea holds....

my point being that EK may have a bunch more seats to sell at cheaper prices, with cheaper fare buckets open, but QF may not have those cheaper buckets open on the same flight, thus raising the price per sector.

I'm happy to be corrected on this, but this is my general understanding of how codeshares work.

As an example the other week I saw a QF domestic flight with some seats in J but the EK codeshare had 0's in the equivalent buckets.

Whatever the selling/sharing arrangement between the carriers is a codeshare flight can have different availability (and remember, availability can vary on origin and destination cities too where a sector is included - eg: FCO-DXB vs FCO-DXB-SYD where QF may want to sell/offer lower fare buckets on the connection but limit on the individual city pairs, specially if it would involve a transfer to their own metal).

Again, happy to be corrected.

(oh and as aside, I think it would be rare that EK would sell a QF codeshare on their own metal). You can, of course, book QF codeshares via other TA's not just qf.com but EK themselves would be loath to sell a partner code given the revenue would go to the partner.

my 2 cents

I think I read something like this as well somewhere. What about when booking tickets in F? I'm imagining it would be the same price?

 

[opusman]

I think I read something like this as well somewhere. What about when booking tickets in F? I'm imagining it would be the same price?

I once priced MAD-MEL return in F, it was ~5000 EUR with EK and ~8000 EUR on the QF codeshare.

 

[hb13]

I once priced MAD-MEL return in F, it was ~5000 EUR with EK and ~8000 EUR on the QF codeshare.

What??! Damn!! That is way way too much!

 

[Platinum One]

I'm currently booking MEL-DXB-GRU return with EK in first. The MEL-DXB-MEL leg are QF metal, QF9/10 respectively.

The total price on EK is $13,500, with EK flight numbers. Standalone MEL-DXB-MEL on QF are $17.2k.

Unfortunately EK don't codeshare with QF on the Sth American legs so it isn't possible to substitute EK for QF, but highlights the pricing disparity.

 

[RichardMEL]

I think I read something like this as well somewhere. What about when booking tickets in F? I'm imagining it would be the same price?

No. the same principle applies. QF can sell any fare in any cabin per their own rules and revenue management. Now usually the fares in most cabins are similar but you can't count on it, specially if QF decides to price its own way, or only has a few seats left in it's allocation (eg: nO A fares so a F bucket only)

 

[equus]

The second issue that peeps have to keep in mind is that a codeshare involves airline A(in this case EK) selling a set number of seats per service to airline B(QF)..

I am no expert, but there was an explanation around here somewhere that there are a variety of different code-share marketing arrangements - even down to allocating certain seats. I believe there was a SA/QF code share arrangement where certain seats were QF, and certain SA - so the allocation was very fixed.

In other cases, it is more a sliding arrangement, and could even be as basic as simple as a sales agreement, where a mark-up or commission applies, with the operating carrier maintaining all the pricing and inventory control.

Don't forget in this case, that the QF/EK arrangement is more than just a simple code-share -but an agreement for co-operation in sales and marketing as well, and required Competition Commission approval - so what is being seen here is not simply analysed.