I need to get information from their article for my article, I am a aviation news writer and I need more details
Why not charge a subscription from your employer?
Or go with another source like Hughes, Hubbard & Reed, they're the firm that consulted on the 2016 refleeting.
Since it was never really completed, maybe they are still on it.
The JJB hiring points to an Air Logistics push right? As the incoming President has been talking of the GeoStrategic logistics hub opportunity for the PH for the last few years
A Cerberus backed Subic could make SFS into an Asian Hub like it used to for FedEx more than 12 years ago.
DL used to fly widebodies to SFS on military charter, might see them more frequently
SDF-HNL-SFS-CAN-NRT-ANC-SDF for UPS perhaps? since FedEx already has a presence in CRK, though SFS would present Marine multimodal while CRK will have rail.
The W marketing for SYD/MEL indicates premium leisure is definitely on the cards for PR; but more than 199Y demand seems to be present for SYD/MEL as well
LAX-MNL 2000$ for Y in September indicates DEMAND is there
So 3rd widebody because there is demand?
The minimal presence of CX really does provide such a great opportunity for PR to firmly establish itself in the North America & Australia markets.
I wonder if there's cautious optimism for PR to regain its CoViD lost longhaul fleet
The LHR slot waiver ends Oct 29th, I don't think the UK extended their slot relief like the EU to Mar27'23
I wonder if Airbus would take quite a large hit from A330NEO NTUs and essentially offer them for essentially tiny fee as marketing costs for the A330NEO program?
Would PR even take A338/9 whitetails for a minimal acquisition cost and a new RR PBH contract?
Deferred lease payments more palatable? Futher A321NEO deferrals amidst the supply chain shortage?
CEB crew base for A338/9 for LAX/SFO? Would be similarly sized to the A343 used for PR152/153 back in 2016
4 A330 NEOs?
2 for CEB-LAX/SFO (4-3 weekly split)
2 for MNL-LHR/NA fill
Why reconfigure the seats for the 309s? Reconfigure the ENGINES! LOL
The 309s seem out of place sans CHN & a fully opened up JPN
Having to reconfigure them again means they don't make that much economic sense.
Might not be the configuration, but the range limitation.
Not much on the article other than policy directions. And the mouthpiece doesn't always reflect what is happening to its local subsidiary. Its lucrative market to China and Korea are still closed so until these are sorted out, grandiose plans are just pipe dreams, for now.
Was their interview during the 2022 IATA General Meeting as well?
Flightglobal article has him saying they're at 60% of Int'l and new cabin products soon and not 80%.
Checked another Arabian site carrying a similar article and they stated 80% as well.
Coming from 40+ to 60% is logical, though perhaps 80% of ME flights OR 80& of Long-haul flights?
Could they be courting ME Money thus the propped up figures, the oil guys gotta be stacked right now.
Oh, and any of you guys know APALG's Head of Tech? Fmrly of STENGG? Is he a member here? I've heard he is Filipino
Beside North America and Asia I think there is a potential for the Middle East to become an important network for not only PAL and Cebu Pacific. But also the Middel East Carriers too with the biggest being Saudia, Emirates and Qatar Airways which are deploying there High-density B77W while other carriers are deploying there largest types either the B787-9 as the case with Oman Air and Gulf Air not sure. Not sure what Kuwait Airways uses the A330-800neo or back to the B777-300ER? I also wonder though is Turkish Airlines considered an ME Carrier? Which uses the A350-900 instead of the B777-300ER I could see them expanding to CEB and making it direct service in the future using either the A330-200 or B787-9 (Not sure if the A330-300 has the legs for CEB-IST?) The same with Qatar Airways and Emirates too once demand returns to 2019 levels or when smaller types join the fleet in the case for Emirates
QR gained a lot of market share, and seems to have overtaken EK for transit pax ex-EU. I would not be surprised if the market share 5J gained that prompted the 10X was from EK
TK is bunched up with the ME carriers, but they do have 4 codeshares to DVO and only 3 to CEB for using the PR Turkey slot for 14x MNL slots?
Israel is the one to look out for, the tour group traffic plus the increasing migrant labour traffic. More for PR than LY though as they might just add a PR codeshare to their EY one.
MUC-MNL/CRK for next year might also be probable after LH reactivates A380s and gets more widebodies
Increasing migrant workforce from PH may see MNL as important for GER the way MNL is necessary for NED as KLM never gave up MNL during CoViD. Also regrowing their old MNL pilot base might be necessary. They can't just rely on the kids of their legacy pilots.
I watched a vlog wherein there are seats in a curtained area at the back of the high density PR A330. Is this the actual crew rest or is there another crew rest that have bunk beds?
If the lower deck mobile crew rest us available/installed, then no need to use the seats in the curtained area; however, if it’s unavailable then crew rest area will be the seats in the curtained area.
Considering the constraints with PAL long-haul is there away to fill the gap? Maybe those NTU-Aeroflot A350-900 could be worth considering as a rapid filler until to the fleet. However it seems TK has already taken most of the available frames so PAL will need to seek early production slots originally for SU which have been deferred indefinitely due to Russia Invasion of Ukraine. Any news to expect for Farnborough?
Then buying or sub-leasing 4 of the 7(3 has been placed) HU A350s would get them back to their old size.
I believe the slots for the remaining HU, SU & even QR A350 line are the one's being shopped as the package
The HU A350's J(33/30) would work, as though they are Stelia Solstys they are in Blue, the Y(301/309) might be an issue as they are red, but technically doable as red features in the PH flag. They also have a higher density config, though I suspect their dry weight would limit them to West Coast.
Though PR 152/153 would be a cakewalk
SQ now having more capacity than pre-CoViD days to North America just illustrates that demand is there.
I finally understood why you guys were so frustrated with the PR 112/113 A333 situation, their is so much growth potential for PR that it seems to be cautious to take.
Tarbes has other A350s stored, but they have an all Y config like the E9 one
I don't think the seat themselves will be an issue PAL if it choose can just used there own Seat covers despite the seat model being different!
However you did bring up a good point about the ranged being limited due to there Higher density configuration another would be the IFE system as it could be a different model which isn't on PAL fleet.
Changing covers isn't always practical especially on new built A/C
You can see this example on the 2 A359 SAA now operate that have the blue/grey J and cream/blue Y since they were meant for AD but HU kept them before SAA took them up.
HU used them in AD colors ad SAA now since theyre fairly similar to their own.
What LH did to ex-PR's A359 was costly, but it is LH and they had to do it. Skytrax might further demote them LOL
The add'l issue for the seats would be carrying spares or parts for the Solstice
The IFE screens would need to have spares in stock but the lessors would provide for these.
Esp. since PR has now engaged the services of a parts provider logistics company
The content boxes would just be replaced with ones furnished by Inflight Dublin
For a manufacturing slot, Airbus often advances the manufacturing line, like how 5J got the D7 whitetails or the HU A359 NTUs taken up by ITA before seat upholstery stage.
Farnborough would tell us if PR exercised their 6 options in the line for next year.
MAGI do have 2 ex-QR B77W with a fairly similar (C42Y316) total config to PR, another cheap option even if they were spruced up.
Company insider said they are about to do that by 4th quarter as they look into their forward booking fast filling up. They intend to cover pre-pandemic flight to LAX and SFO of 14pw and 11pw by winter. Right now their scheduling is odd. They fly PR104 late and return as 115 instead of 105.
Your observation is also spot on about their consciousness for growth. People are still taking their flights despite the cost of air travel. For December alone I'm charged almost $US4k. There are better options but nowadays I don't take stopover as alternative considering the circumstances we are in. I used to pay less than $2k for the same flight 3 years ago. There really is demand and they are not biting. Perhaps the bankruptcy pain still lingers.
Christmas is bigger than Summer for demand preCoViD right?
I remember NH and DL upsizing to B777 for December ops to MNL during their B763 NRT-MNL days
As the winter season is also optimal weather wise for touring the many Islands
Those 2 B77W may not be enough
The US is expecting 9.5M passport applications and renewals this year
And processing times are 10 weeks
Dec'22 might be the VFaRmaggeddon for revenge travel
A comeback to LHR might easily fill up a B77W, and PR is quite experienced with the longer route
If Siberian airspace is still closed by then, I wonder if carriers dependent on Russian Airspace for longhaul like FinnAir would do wet leases for cheap. Flight crews might jump at the chance to spend winter in a warm climate. A mutually beneficial partnership might start.
If the PH Tourism Dep't plays it cards right, we might even see EK&QR fly A380s into CRK or CEB
Heating costs will be sky high if Russian sanctions persist, might really be cheaper to just stay in a warm country for 30days or longer. We're seeing wild climate already, winter might be crazy
Oh and Airbus just noticed increasing demand for widebodies and will be ramping up production rates sooner than they anticipated.
Farnborough starting to sound spicier...
Ordering 6 A35Ks would make sense given the high fuel costs and could still live alongside a B779, or a higher density configured A359 & Airbus might even throw in 1or2 free A338/9 whitetails
Toulouse might try to tempt a legacy A330 operator into the NEO if a ramp up is on the horizon.
A 338/9NEO would be suitable for a route starter role, though the 2 current A359s would also begood as a city pair adder as it showcases the best of what PR has to offer
I'm kind of skeptical that PAL would be ordering a new aircraft anytime soon due to then just exiting C11. On the other hand there current fleet is inadequate and reactivate stored B77W may not be enough due to the unexpected surged in demand! Eurnest mentioned 4 NTU-Hainan A350-900 still available so its possible PAL could lease them as a stop-gap solution or alternatively PAL will firm there options for 6 A350-900 and used the delivery slot originally intended for Qatar and Aeroflot and have them be delivered ASAP. However the downside is they won't be able to used them for the A350-1000 and may need to signed a new contract for that or sell there 4 A350-900 currently with Lufthansa and used the deposit to finance the acquisition of the A350-1000.
There is also the possibility of Boeing possibly offering the B787 Dreamliner on discount and early slots for the B777-9 though this seems unlikely. All of them are possible though in the end of the day its up to El Kapitan if they deem it necessary to acquire more WB aircraft!