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Qantas Airways

Qantas Airways is operated as part of the publicly listed Qantas Group. It is the national airline of Australia with major hubs in Sydney and Melbourne and secondary hubs in Perth and Brisbane. Using a large fleet of narrow and wide-body Airbus, Boeing and Bombardier aircraft, Qantas operates an extensive domestic and regional network within Australia as well as international services to New Zealand, North America, Asia, South Africa and Europe. Qantas is a founding member of the oneworld alliance.

Location of Qantas Airways main hub (Sydney Kingsford Smith Airport)

Qantas share price


 
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3,660 total articles

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364 total articles

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China Southern Airlines to move long-haul focus from growth to sustainability and partnerships

17-Apr-2014 4:50 AM

Asia’s largest airline, China Southern Airlines, is entering the home stretch of an ambitious strategy to boost its international network and shift reliance away from its domestic market. The largest of China’s major carriers, China Southern sees its 2014 launch to Frankfurt and New York as capping off a network that has grown rapidly in Australia, as well as adding London.

International RPKs comprised 20% of China Southern’s network in 2013 for the first time, up from 14% in 2010. International revenue has lagged, comprising 17% of 2013’s passenger revenue, up from 13% in 2010. This is not entirely a success story. Its A380s do not have enough markets to reach. Sustainability lags, and China Southern’s growth has often created over-capacity. 

This is recognised by Chairman Si Xianmin, who has pledged to bed down markets and add more partnerships, including outside of its SkyTeam alliance, following a deal with Qantas. But China Southern’s eyes are still very much on long term success and not immediate results. As Mr Si said, “If you want to look into the future, look to the long-term.”

Airline overcapacity is concentrated in Western Australia. Can Qantas and Virgin recalibrate?

21-Mar-2014 1:38 PM

Australia is the world's seventh-largest domestic market and arguably has been one of the plushest with the most handsome yields. Recently large additions of capacity from Qantas and Virgin Australia have shredded profitability by hundreds of millions of dollars. There is much debate about the Qantas Group's 65% market share "line in the sand" that sees them add capacity to match Virgin. Overlooked in this debate is where the capacity is being added and why it is so difficult to absorb it.

This report looks at the growth in the domestic market over the past two years, when this battle has been at its most intense. The fastest growing market has been the segment within Western Australia, with nearly 40% growth. This capacity is tied to mining work, which has recently softened. This market typically has very limited (if any) leisure focus, so it is difficult to stimulate demand with reduced fares and profits. There has also been rapid capacity expansion on east-west coast routes, markets which are also challenging to stimulate.

The issue for Qantas and Virgin now is not only to address the capacity situation at large, but also their strategy for Western Australia, where one-third of all Australian airline capacity goes to or from.

Emirates increases competition with Etihad and Qatar as it adds Chicago to its US network

5-Mar-2014 10:16 PM

Plans by Emirates to introduce service from Dubai to Chicago O’Hare in Aug-2014 continue extensive expansion by the three large Gulf carriers into the United States in 2014. Chicago becomes the ninth US market for Emirates, and the fourth market in the country where Emirates, Qatar and Etihad will compete on services from the Middle East.

Chicago also is the second American Airlines hub where its partners Qatar and Etihad will operate alongside Emirates, who has been courting American, but has yet to persuade the carrier to launch a partnership. Qatar and Etihad are both adding service to American’s Dallas/Fort Worth hub in Jul-2014 and Dec-2014, respectively.

The partnership dynamics in both Dallas and Chicago among American, Etihad and Qatar create ample connecting opportunities and traffic flows for all those carriers. But on a pure scale basis Emirates is still larger than its Gulf competitors, transporting more than double the passengers of Etihad and Qatar during 2013.

United Airlines' 787 Australia announcement marks the 5th anniversary of US open skies agreement

3-Mar-2014 4:02 PM

One of the world's great de facto duopoly markets came to an end five just over years ago on 27-Feb-2009 when Virgin Australia (as it is today) commenced long-haul operations and entered the Sydney-Los Angeles market, ending the Qantas-United Airlines stranglehold on the routes. A short while later Delta Air Lines also entered Los Angeles-Sydney, subsequently partnering with Virgin, while Qantas strengthened its partnership with oneworld partner American Airlines. There was over 50% growth in Australia to mainland US non-stop passengers between 2006 and 2012. Australian carriers benefitted most, but from a tourism standpoint there has been far greater growth in outbound Australian travel to the US than inbound US visitors to Australia as the US economy faltered.

The liberalisation anniversary celebrations were muted as the date exactly coincided with Qantas' half-annual results, exposing a very large loss and substantial planned staff cutbacks. A day after the anniversary, Virgin also reported a loss. While there was considerable volatility after Virgin and Delta entered the trans-Pacific market at the depth of the GFC, the market largely settled down over the past three years until United recently announced overdue changes. United will replace 747-400 services (known more for inexpensive fares than quality) with 777-200s while de-coupling Melbourne from Sydney as Australia's second largest city receives non-stop service with 787-9s. United's overall Australian capacity remains flat with less than 1% growth, but will rise to 6% growth in 2015 with an extra weekly service. In comparison, Qantas has grown capacity and market share.

Air New Zealand's better balance in international markets drives earnings growth, with more to come

3-Mar-2014 9:44 AM

A record first half (six months to 31-Dec-2013) result of NZD180 million (USD151 million) before taxation, representing a 7.7% margin, was Air New Zealand's reward for finding better balance: exiting from loss-making routes, higher trans-Tasman load factors than competitors, and a more streamlined fleet. Air NZ increased profitability on flat revenue despite decreased capacity.

CEO Christopher Luxon is not resting on his laurels and is committed to growth in capacity and revenue while decreasing costs, although cost targets are for now opaque.

The domestic and Pacific Island networks are stable while trans-Tasman shows the wear from the weakening Australian dollar. But Air NZ has the advantage of efficiency with the highest load factors in the market. International has shown a strong improvement following exits from loss-making routes. Further gains will come from growth, creating scale and reducing unit costs, and partnerships, such as with Singapore Airlines.

Virgin Australia: “an important crossroad in our industry’s history” and 1H2014 loss as expected

1-Mar-2014 2:35 PM

Amid the smoke and noise of Qantas’ reporting of its 1H2014 results, Virgin Australia’s announcement of a pre-tax loss of AUD50 million for the period went almost unnoticed. Most media columns covering Virgin came from Qantas, in the context of their contrasting models, foreign ownership and the utter silliness of the Qantas Sale Act.

As it was, Virgin Australia’s loss was pretty much as anticipated, although involving several dimensions in the year-on-year comparisons, given the carrier’s apples and oranges situation, with AUD18.4 million (USD16.4 million) loss-making Tigerair Australia (now 60% owned) joining the group in Jul-2013 and as “business transformation and other expenses” accounted for another AUD69 million (USD61.6 million). During the first half of the FY2013, Virgin had also acquired Skywest, further clouding financial performance comparisons.

As CEO John Borghetti implied in his presentation, these first half results for Australia’s industry were however about more than merely dollar figures, given the strategic upheavals prefaced in the political debate currently raging: “I believe this is an important crossroad in our industry's history”.

It is certainly one of them – but it won’t be the last in what promises to be a turbulent decade for Australia’s airlines.

Qantas Airways Fleet Summary: as at 20-Apr-2014

Aircraft In Service In Storage On Order*
Total: 123 23 13
Airbus A320-200080
Airbus A330-2001000
Airbus A330-3001000
Airbus A380-8001208
Boeing 737-400230
Boeing 737-8006205
Boeing 747-400890
Boeing 747-400ER600
Boeing 767-300ER1330

Qantas Airways projected delivery dates for aircraft purchased from OEMs and leased from lessors new aircraft order pipelines as at 21-Apr-2014

Qantas Airways fleet as at 20-Apr-2014

Qantas Airways fleet breakdown for aircraft as at 20-Apr-2014

Qantas Airways average fleet age

Qantas Airways fleet by manufacturer as at 20-Apr-2014

Qantas Airways owned vs leased for aircraft (at 21-Apr-2014)

Most popular aircraft types

Qantas Airways seats per aircraft

Qantas Airways average sector length (21-Apr-2014 to 27-Apr-2014)

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