WestJet to purchase Boeing 787-9 Dreamliners
May 5, 2017, 8:47 pm
#46
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May 6, 2017, 12:03 am
#48
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Rather than launching 16hr ULH flights off the bat eating up 20% of their widebody fleet, I think WS will instead stick to flight lengths like YYZ/YYC-DUB/CDG/FCO/ATH/VCE and keep charging for food in Y.
May 6, 2017, 12:34 am
#49
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YYC-SYD would likely outside the permissible range for the config the WestJet 789 will be in (higher seat count than AC guaranteed) plus Qantas can't even make SYD-YVR, a more desirable destination for Australians, work year round and they are a known airline.
Rather than launching 16hr ULH flights off the bat eating up 20% of their widebody fleet, I think WS will instead stick to flight lengths like YYZ/YYC-DUB/CDG/FCO/ATH/VCE and keep charging for food in Y.
Rather than launching 16hr ULH flights off the bat eating up 20% of their widebody fleet, I think WS will instead stick to flight lengths like YYZ/YYC-DUB/CDG/FCO/ATH/VCE and keep charging for food in Y.
They have only just started announcing their 787 destinations as they get delivered.
May 6, 2017, 6:11 pm
#50
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Most of what I've seen says that the 787-9 has lower operating CASM (but higher capital cost which might offset the operating savings).
May 6, 2017, 6:40 pm
#51
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The price of fuel and inclusion of aircraft capital cost as either a lease payment or amortized capital attribution to give the total CASM, will typically give the following order from highest to lowest CASM when oil is below US$100 per barrel: 787-8, 330-800neo, 787-9, 330-900neo. Oil over US$100 will typically favour the 787 for lowest CASM.
May 7, 2017, 6:35 am
#52
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The 787 is highly favored by passengers, too. While the a330 is a capable aircraft the branding around "Dreamliners" certainly made an impact. It no doubt helped Norwegian's expansion.
May 7, 2017, 5:59 pm
#53
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I do find the higher humidity / higher cabin air pressure to make a difference on 787's. On the other hand seat width favours the 330 (unless you are Transat cramming nine abreast in that plane).
May 8, 2017, 2:32 pm
#56
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You're forgetting about FLS and LSAP. Since WS is getting the the 737Max, there are some savings to be had by having some commonality for back-end systems and some common maintenance practices, processes, procedures, etc.
May 10, 2017, 4:11 pm
#57
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Interesting re-hire
So WS has re-hired Rossen Dimitrov back from Qatar as as Chief Guest Experience Officer.
WS is touting in the PR his experience in launching Qatar's Q-Suite business class product. I doubt they'd be touting that if all they were planning with the new 789s was some kind of Y+ seating up front.
Thoughts?
WS is touting in the PR his experience in launching Qatar's Q-Suite business class product. I doubt they'd be touting that if all they were planning with the new 789s was some kind of Y+ seating up front.
Thoughts?
May 15, 2017, 11:44 am
#59
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From a service and quality perspective, Air Canada is very vulnerable right now. Too bad these aircraft can't start arriving sooner. Air Canada views itself as an monopoly, behaves like a monopoly, and the opportunity is there to roll out a superior Y and J product, much better ground and inflight service, and formally join Skyteam to integrate with a global network against AC and *A and provide a realistic alternative.
Not sure how Canada hands out route authorities vs the USA, but if Westjet flew YYZ-GTW, YYZ-HKG, YYC-HKG, YYZ-NRT, YYC-GTW to name a few, that would put a major dent in AC revenues.
Norwegian is not Westjet (or Air Canada's) problem - they are Air Transat's problem. Westjet needs to become Air Canada's much, much bigger problem.
Not sure how Canada hands out route authorities vs the USA, but if Westjet flew YYZ-GTW, YYZ-HKG, YYC-HKG, YYZ-NRT, YYC-GTW to name a few, that would put a major dent in AC revenues.
Norwegian is not Westjet (or Air Canada's) problem - they are Air Transat's problem. Westjet needs to become Air Canada's much, much bigger problem.
May 15, 2017, 6:19 pm
#60
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I have to think there is some sort of incentive to keeping the seat-count down at least in the short-run. A lie-flat cabin would accomplish that while still allowing them to provide a horrendous economy seat. They're jumping into a much larger plane and reporting that those fifty or sixty additional seats are empty probably wouldn't be well received after that type of capex.
I'm finding myself more and more ambivalent about lie-flat suites or whatever they're branded. I honestly recall having been more comfortable and sleeping better in big-old business class seats in the 90's.
I'm finding myself more and more ambivalent about lie-flat suites or whatever they're branded. I honestly recall having been more comfortable and sleeping better in big-old business class seats in the 90's.