I think on QF ticketed, the QF surcharge may depend on the point of origin. My very first one was ex-TYO QF plated, and I had SYD-DFW on QF with no noticeable surcharges on the ticket. ex-TYO (well ex-Japan) tends to be minimal across the board (though not zero). Similarly on an ex-Japan CX plated the year after, I had AKL-DFW, AA operated, QF coded with no extra surcharges.

I suspect on (potentially) high surcharge points of origin like OSL or what CAI used to be, it would have been far more variable. Then you have to be a lot more cognizant of plating carrier and / or marketing carrier.

Maybe you missed the point or else you think its ok that an airline can just move your flight to some other time that suits them ??? A job with BA surely beckons ;-)

I'm not sure this is correct. BAs schedule change policy says rebook into the next available booking class in the same cabin, so if J is available but D is not, then the OP can push to rebook under J.

https://cimg0.ibsrv.net/gimg/www.fly...df5ecfe281.jpg
EDIT: I see the time difference is less than two hours, which is the required threshold for the schedule change policy to kick in, so the OP has nowhere to go actually.

You are still on FJ5252, albeit a different time. Very common for airlines to have schedule changes. But yours is a very usual schedule change.

QF64 JNB-SYD SYD landing at 1430 is a quite time for SYD T1 arrivals. Transfer 2hrs international to domestic is tight. Will need to check, but I think its within the MCT.(90min?).3hrs is OK and 4hrs generous for afternoon T1 arrival. At SYD T1 domestic check in/bag drop desk can ask for earlier fight. Maybe ask for a later fight. Staff on that desk are more pragmatic and seem to have more discretion on the day than phone agents. I would stay on FJ5252.
If QF64 is late its QF's problem. A quick check SYD-PER QF655 usually listed as A330 and QF653 listed as B737.. The A330 a *lot* better. But aircraft type can change.

About a month ago I booked something similar (OSL-DOH-SEZ-DOH-AKL-SYD-(AKL)-JFK-GRU-MIA-PHL-EYW-PHL-DFW-SFO-JFK-DOH-OSL) starting this March (many thanks to the FT folks that offered advice...). I booked it through the AA RTW desk, and also had the objective of maximizing earnings on AA. I originally tried to include a stop at HND, but it didn't work out due to extremely limited availability of RTW D on JL flights. IME you can see a ton of JL D availability on EF, but the AA desk can almost never access it as part of a RTW ticket.

This. For maximizing AA earnings on longhaul QR, QF, and JL metal it's almost always better to use their Prime flight numbers versus an AA codeshare flight number. I was able to take advantage of the single segment SYD-AKL-JFK flight on QF, but availability was scarce. Prepare to be flexible with dates...


It's difficult for me to know exactly how much of the carrier fees on my ticket can be attributed to each flight/operating airline. However, I have a strong suspicion that the longhaul QF flight added considerably to the fee, and the QR flights had less impact. My trip is a DONE6 and I had almost $2500 in fees (ouch).

Thanks - good to know that its (generally) quiet at 1430. I appreciate that I currently have 4 hours with the "new" schedule but an extra 1 hr 15 mins will be better especially as I really need to be in Perth the next day (but not life and death).

Look here --> https://www.sydneyairport.com.au/fli...&showAll=false
SYD T1 06:00 - 08:30 is very busy with long haul wide body aircraft.
Been to SYD before? ----> https://www.flyertalk.com/forum/ocea...transport.html

Does anyone know this for QR plated, surcharge sensitive origins? Is it QR, QF & BA surcharges are charged?

Actually, you misunderstood my post.
Please mind your manners.

Why would they protect you? Your retimed flight still meets I-D MCT in SYD (75 minutes). And having four hours is far more than any case that merits escalation.

Also, in the event your JNB-SYD is seriously delayed, QF will deal with it then? Not now.

I'll defer to some of the experts here though I believe this may have something to do with married segment logic. I've found availability changes for the better where there's a stopover, rather than transit. But you're right, JL does constrain its D class availability.

I tried to get SYD-HND-JFK on JL using several combinations of different dates, stopovers at HND, and transits at HND. Granted it was mid-November and I was looking at late March, so RTW D inventory may have been long gone. I was able to get SYD-HND on JL for a few dates over the latter half of March, but HND-JFK on JL was a no go for that entire timeframe. Plenty of availability on AA metal though.

I was also unable to get AKL-JFK on QF on any of the dates I wanted, but was able to get SYD-AKL-JFK on QF on some of those dates. The airlines definitely play some games with their RTW inventory.

Airlines are playing with inventory based on Point of Commencement (POC), not on RTW per se. The origin of the 1st sector in your PNR sets the POC. EF does not have the ability to display availability based on POC but only Point of Sale (POS), which is less relevant these days.

On the topic of JL availability, does anyone know why a JL flight that appears to be wide open (D9) both on EF and to the AA RTW desk would come back "unconfirmed" every time they tried to book it? I've been trying to switch from JL38 to JL36 for months with no success, and with the departure date approaching (February) the situation seems unlikely to improve.

I suspected it might be a POC thing but that doesn't explain why the agents are seeing availability only to then fail to book the flight...

Possible to book flight for DONEx for Dec 19,2026?
 

Currently trying to make date change for a DONEx. On EF, I saw schedule up to Dec 19, 2026.
Before calling AA RTW desk, thought I'd ask it here first. Is it possible to actually book flight for that date?
TIA