NZFF

They should list a few on trademe .

I'll take one as a sleepout .

Whatever aircraft Air NZ/Jetstar/Qantas can choose to make travelling cheaper for me, will get my vote. I'll be sad to see the 733 go, but progress is progress. It would have been cool to see some domestic 737NGs with Air NZ, but as I said above, it's cheaper for me to fly, I'm happy with an Airbus, or an Embraer, or Boeing etc.
As a simmer who generally flies scheduled flights and doesn't really fly Airbus, it's just one more reason I'll be doing my simming far from home

scon wrote:

QUOTE (scon @ Sep 17 2011,8:25 PM) <{POST_SNAPBACK}>

... the the boys and girls in the RHS and maybe some in the LHS of a 73 who don't have the seniority for an equal position on the A320. So it will be back to the long haul airline they go.

Huh ? I'd have thought the long haul stuff required more seniority ? I appreciate the domestic crews do a lot more of the fun stuff (the up and down bits) and are home a lot more, but working your way up from 767 / 747 / 777 international to 737 / a320 domestic just sounds totally bassackwards.

Chairman wrote:

QUOTE (Chairman @ Sep 18 2011,4:10 PM) <{POST_SNAPBACK}>

Huh ? I'd have thought the long haul stuff required more seniority ? I appreciate the domestic crews do a lot more of the fun stuff (the up and down bits) and are home a lot more, but working your way up from 767 / 747 / 777 international to 737 / a320 domestic just sounds totally bassackwards.

It depends on the role. Usually from a command position at a regional you will go into a S/O position on the long haul fleet (up until recently when the Recruit to Group process came into effect moving to the jet fleet was like going to a new airline entirely, i.e. you're seniority number restarts) , then when your numbers up move to an F/O on the 737, then back to the wide body aircraft as an F/O, then command on a narrow body then eventually back to the long haul airline in the LHS. But its a numbers game depending on your seniority and who bids for what. So at the moment I understand there are a bunch of guys on the 737 who when they are required to move will not have seniority for that position on the Airbus i.e a 737 Captain may be required to go back to the Long Haul fleet as F/O, so while the pay may be about the same going from a command position to a first officer position and spending more time away from home is not everyone's cup of tea, the reason for this is that any openings in the wide body fleet in a command role will go to the more senior A320 captains (granted there are some very senior 737 drivers who could probably move but given they have chosen to stay with the domestic airline already they will probably continue to do so and move to a command role on the A320), and as such there will be 737 F/Os who wont be able to move to the A320 and instead may have to go back to the 777/747 as an S/O. But it is a pretty complex system with people all over the show with different seniority who may have chosen to stay put for the last while who may or may not see this re shuffle and a time to make a move, or very very senior long haul captains who may be forced back to the A320 due to there age. But the people most likely not to make a forward step from this I believe are the people on the 737 who don't yet numbers to go to anything above what they currently do.

Quality post there Scotty.

Wow, had no idea it was that complex ! Thanks for that

That’s just the beginning; the seniority system is pretty complicated. I tell you what was dumb though, the fact they brought an aeroplane they cannot turn around in the usual 30 mins. The main reason for the A320s long domestic turnaround is the hot brakes. The only way around this is a brake cooling kit – imagine all that extra fuel burn!

cowpatz wrote:

QUOTE (cowpatz @ Sep 18 2011,8:37 AM) <{POST_SNAPBACK}>

...To me this is going to be a big mistake...

Boeing got caught totally flat-footed.
They were of course going for the new-build aircraft, quite a long way down the track, as usual taking the major American carriers with them.
Then the unthinkable happened: American Airlines made a sum, and bought the A320NEO.
Boeing had to scramble to avoid being domino'd out of the market.
They somehow managed to squeeze another 10cm out of the fan, but as you point out, the short undercarriage has hit its growth limit.
So more than 2 years behind, they must now try to catch up.
Airbus single-aisle sales are presently double Boeing's.

Even Airbus were caught by surprise, and acknowledge they are now the victims of their own success: the A320 replacement has had to be moved many years down the road.
EMBRAER will most certainly be looking at a plastic jet, early in the piece.
Funny how the markets work...

But let's not forget American Airlines has one of the oldest fleets in the US, and really need a new fleet "now", not 10 years time, if they are to become more economic in their operations. Boeing have such a backlog, that there was no possible way for Boeing to fulfill the American order on it's own. According to that article Boeing can't offer airlines delivery slots on the 737 until 2016 Having Airbus fill half the order makes sense for AAL to obtain a completely new fleet in as short a time as possible. (from what I read around the place)