Potential QF9 fuel stop in Singapore?

[MEL_Traveller]

I'd imagine it would be a two pronged approach. Firstly, perhaps ask for volunteers. This might be sweetened with compensation or upgrades via a different route. Otherwise, I reckon status would come in to play.

Not if past experience is any indication of future performance None of the downgrade stories we have heard have involved asking for volunteers or sweeteners. Can't see how bumping would change that.

The interesting question will be if they do end up bumping pax ex LHR, or putting a stop in at SIN on the way back to OZ... whether or not EU261 will apply.

 

[GoldCanyon340]

As a passenger, I'd like to be on the other side of the Himalayas...

I'll raise a glass to that. Let's be on the safe side here.

 

[RSD]

Nothing about stopping in India is a good idea.

That sounds like you had a bad experience there JB747?

 

[milehighclub]

The interesting question will be if they do end up bumping pax ex LHR, or putting a stop in at SIN on the way back to OZ... whether or not EU261 will apply.

Only an issue on the QF9. QF10 can fly back as normal.

 

[banana boy]

As a passenger, I'd like to be on the other side of the Himalayas...

CX via HK?

 

[MEL_Traveller]

Only an issue on the QF9. QF10 can fly back as normal.

At least for now. But conditions can change, longer diversions, aircraft out of sequence due to longer flying times, etc.

 

[Rangalad]

So many problems to have to deal with this extra stop if it goes ahead.

As you know it does MEL-PER-LHR-PER-MEL-SFO/LAX. The extra flight time is going to throw that out. That takes 4 aircraft. You could use 2 aircraft to do PER-SIN-LHR and 2 to do MEL/USA.

The aircraft at some point also has to get to Australia for a variety of reasons. So most likely would be PER/SIN/LHR. QF9/10 to/from MEL/PER can easily be replaced with an A330 or passengers moved to other services.

Another problem will be catering in SIN. Whilst 747/330/380 equipment is interchangeable, the 787 has it's own equipment of which won't be available in SIN, at least initially and could take some time to get it there. One possible solution is the catering is changed to allow for more to be loaded ex PER with no requirement for a change in SIN.

This happened a few years ago when JNB catering had strikes and they were able to double cater out of SYD for 4 services on a 747! A huge challenge but was achievable but required big changes in all cabins to the service.

Whilst not ideal, it would seem that offloading 90 pax and sending them via SIN/DXB for a short term basis is the quickest and least complicated fix.

This would make it the first QF 787 service to SIN. (If I’m not mistaken)

 

[defurax]

So according to EF QF9 left PER today with 99 empty seats. Don't know if this was the current loading or if PAX had to be offloaded. Once flew QF9 on the A380 with 30 PAX in Y.

 

[Quickstatus]

is EF accurate in the few hours prior to the seat map being locked out by airport control?

sounds like a “research” flight

 

[jb747]

Sounds like a way of explaining poor loads....

 

[Rangalad]

Sounds like a way of explaining poor loads....

 

[ChrisGibbs]

Nothing about stopping in India is a good idea.

No matter what time of the day getting in, through and out of BOM and/or DEL airports is always a challenge.

Many years back QF did SYD-BOM-SYD using the A330-200's. From memory it lasted around 12 months. I did the run a number of times as it was way faster than doing SYD-SIN on QF then code sharing on Jet Airways to either BOM.... On one of the BOM-SYD sectors we were looking to push back from the gate. The tug broke down then the tow bar attached to the broken down tug couldn't be released from the plane. To get around this the ground crew simply bought out another tug and connected it to the broken down tug to get us away from the gate.... About 50 minutes after pushing back we started the taxi.... The tech crew gave us a running commentary on the comedy routine that was happening outside..

 

[jb747]

A tale out of school.

Some years ago, there was a flight operating to Bombay. One of the tech crew was of Indian heritage. He did all of the radio calls, with a somewhat local flair. When the aircraft was parking, ATC called up, and said that the senior controller was coming down to see them, and quote "you'd better be black". He was, of course.

 

[jpp42]

Many years back QF did SYD-BOM-SYD using the A330-200's. From memory it lasted around 12 months. I did the run a number of times as it was way faster than doing SYD-SIN on QF then code sharing on Jet Airways to either BOM.

Challenges of Indian operations aside, there is a LOT of Australia to India traffic and Qantas is really missing out on serious revenue here, especially given the Jet Airways shutdown and the poor connections in HKG via Cathay (esp in the India to Australia direction). I would really think Qantas could do quite well by re-introducing SYD-BOM if they can hammer out an agreement with a local carrier for codeshare connections. The best-run domestic carrier by far at the moment is Indigo, but I as an LCC they may be quite resistant to codeshares.

Singapore Airlines opposites 5x return SYD-SIN flights on some days, and these are packed with Indian-bound travelers, both Indians returning home and Australian businesspeople. There is a huge market here, and Qantas should take on the challenge in my view.

To improve India to Australia connections on Oneworld, I would also like to see a later morning departure from HKG that can pick up connections from Cathay's existing India flights, but I guess that is hard to schedule with the Sydney curfew. CX 139's departure at 8:40 is too early to connect with a number of arrivals from India, but given it's 20:50 arrival into SYD, I suppose they are reluctant to schedule that later to avoid curfew issues. It's really annoying to have to return from India with two overnight flights and a 12- to 14-hour layover in HKG, which is the current arrangement. At the moment the alternative to stay on Oneworld is MH, which maybe I should consider - bugger all SC earn and not as great lounges, but at least the connections work.

 

[Quickstatus]

Challenges of Indian operations aside, there is a LOT of Australia to India traffic and Qantas is really missing out on serious revenue here, especially given the Jet Airways shutdown and the poor connections in HKG via Cathay (esp in the India to Australia direction). I would really think Qantas could do quite well by re-introducing SYD-BOM if they can hammer out an agreement with a local carrier for codeshare connections. The best-run domestic carrier by far at the moment is Indigo, but I as an LCC they may be quite resistant to codeshares.

Singapore Airlines opposites 5x return SYD-SIN flights on some days, and these are packed with Indian-bound travelers, both Indians returning home and Australian businesspeople. There is a huge market here, and Qantas should take on the challenge in my view.

I would also like to see a later morning departure from HKG that can pick up connections from Cathay's existing India flights, but I guess that is hard to schedule with the Sydney curfew. CX 139's departure at 8:40 is too early to connect with a number of arrivals from India, but given it's 20:50 arrival into SYD, I suppose they are reluctant to schedule that later to avoid curfew issues.

I would suggest that most of the India-Australia travel would be in the LCC sector. A JQ India subsidiary?

 

[jpp42]

I would suggest that most of the India-Australia travel would be in the LCC sector. A JQ India subsidiary?

Good point, and perhaps not a bad plan, although I think Qantas should stick to International, the Indian domestic market is a whole 'nother problem. Maybe just have 3K fly there from Singapore to connect with Qantas flights? With codeshares to earn full SC/points? Scoot is quite active in this market now as 3K's direct competitor. I am a frequent business traveler to India, but as long as "StarClass" or whatever they call it now is equivalent to premium economy in the booking systems, I could make a case for this for my travel. Just don't want them to call it business class.

 

[Guvner]

I would suggest that most of the India-Australia travel would be in the LCC sector. A JQ India subsidiary?

Not with a lot of banking off-shored. Many Indian IT / systems analysts fly J in to MEL/SYD if they are employed with the Big 4 banks (under the 8 hour or longer rule). Generally they fly Thai. Occasionally SQ. Direct QF flights would be popular (with the banks and the employees) IMHO.

 

[jb747]

QF has been in that market many times over the years. They don’t pull out because it’s doing well.

 

[Guvner]

QF has been in that market many times over the years. They don’t pull out because it’s doing well.

The banking/IT market is changing though.

 

[jb747]

The banking/IT market is changing though.

To the tune of hundreds of seats per day?

Not one Indian airline is doing well, and you think they'd have the best chance in their own market.