Is Qantas losing its gloss?

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BAM1748

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In general terms, based on when Red Roo posts something and then the AFF follow up, I would say most definitely.

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Sad indictment of the move by pax to the LCC's and of course this is hurting QF.

From an economic viewpoint, doesn't look like the turn around is anytime soon, so the red numbers from INTL will continue.

Feel for Simon Hickey...
 

markis10

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Sad indictment of the move by pax to the LCC's and of course this is hurting QF.

From an economic viewpoint, doesn't look like the turn around is anytime soon, so the red numbers from INTL will continue.

Feel for Simon Hickey...

I don't think it's as bad as it's painted, yes the selective figures on market segment share changes over ten years are not great but that's not the ultimate litmus test when it comes to an airlines success. Recent monthly figures show QFi as being a good performer when it comes to year on year comparisons across the Qantas group for passenger numbers and yield increases. The announcement of extra seasonal capacity and activation on a seasonal basis of VCV indicate further optimism.
 

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This is what happens when you effectively only serve three Australian cities. SQ, CX, EK etc all serve more Australian cities than QFi (our home airline) does.
 

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This is what happens when you effectively only serve three Australian cities. SQ, CX, EK etc all serve more Australian cities than QFi (our home airline) does.

That's a pretty unfair comparison, SQ only does flights to SIN, CX only really does flights to HKG. They are both cities which serve a single city, their home cities. QF on the other hand has a massive country to serve with 8 capital cities all asking for international services.

EK is a little bit of a dark horse since it takes advantage of 5th freedom rights, even then pretty much all of their flights are extensions of DXB services, eg DXB - xSYD - AKL. It's just they allow people to fly only the SYD-AKL sector. (I believe there is a SIN service in there as well, thus the reason they are a dark horse).

That said DXB is the home city, it's not like they have cities spread over a very large country all vying for services.
 

Himeno

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EK is a little bit of a dark horse since it takes advantage of 5th freedom rights, even then pretty much all of their flights are extensions of DXB services, eg DXB - xSYD - AKL. It's just they allow people to fly only the SYD-AKL sector. (I believe there is a SIN service in there as well, thus the reason they are a dark horse).
EK has flights into Australia from DXB and via SIN, KUL and BKK plus the AU-NZ tags.
 

harvyk

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EK has flights into Australia from DXB and via SIN, KUL and BKK plus the AU-NZ tags.

As I said, they like their fifth freedom rights. They are also based in a country which is very generous towards them thus the ability to use 5th freedoms so extensively.
 

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EK is a little bit of a dark horse since it takes advantage of 5th freedom rights, even then pretty much all of their flights are extensions of DXB services, eg DXB - xSYD - AKL. It's just they allow people to fly only the SYD-AKL sector. (I believe there is a SIN service in there as well, thus the reason they are a dark horse).

EK has flights into Australia from DXB and via SIN, KUL and BKK plus the AU-NZ tags.

Yet QF are not allowed to fly via SIN or BKK or anywhere in Asia to Europe under the EK agreement!!
 

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There seems to be little mention of the role of JQ in QF's market share in the article. Although QF might only have 16.3%, JQ also has 7.8%. Of course in 2002 JQ didn't exist, and the defunct AO was still in infancy. Surely some of QFs loss of market share can be attributed to JQ taking over flying for routes such as Japan, DPS and trans-tasman etc.

While I'm not a huge JQ fan, 24.1% of market share is still within the 'group'. A contracting QFi network surely can't help increase market share either (see SFO, FRA etc)
 

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I don't think it's as bad as it's painted, yes the selective figures on market segment share changes over ten years are not great but that's not the ultimate litmus test when it comes to an airlines success. Recent monthly figures show QFi as being a good performer when it comes to year on year comparisons across the Qantas group for passenger numbers and yield increases. The announcement of extra seasonal capacity and activation on a seasonal basis of VCV indicate further optimism.
The ultimate test of an airlines success is profit, not any other form of yield. If JQ was profitable, then the leakage from QF to them over the years would be justifiably shown in the Group profitibility numbers (excluding abnormals) for their international operations.
 

aussiejohn

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Report in The New Daily this morning: Passengers desert Qantas

Passengers desert Qantas | The New Daily

I think the writing is on the wall, it's all over red rover, or in this case red roo!

Unless the leprechaun goes along with his board mates, and very soon, then no amount of rescue plans will work.

I will admit upfront that I know absolutely nothing about running an airline - BUT even I could front up at Mascot on Monday morning, and start making a difference within a couple of weeks.

This farce started with Dixon and his mates, and has now gone on long enough. They've had their laugh. Now its time to get back to the Qantas we used to know and love, without the union featherbedding, and excessive waste of course.
 

medhead

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The ultimate test of an airlines success is profit, not any other form of yield. If JQ was profitable, then the leakage from QF to them over the years would be justifiably shown in the Group profitibility numbers (excluding abnormals) for their international operations.

The problem is that management don't seem to give any countenance to the concept of group profitability. We have seen that it is all silos and if one silo doesn't perform they get the bullet.
 

markis10

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Yes, my wife rang me this morning saying that she had just listened to AJ being interviewed about the QF profit...I almost fell off my chair ;)
 
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