Flight delayed out of JFK, will miss connection at LAX.

[Himeno]

Apart from lack of available equipment (no spare B744s or A388s), why isn't there at least a thrice weekly second QF flight SYD - LAX - SYD?

AU-mainland US flights:
SYD-SFO QF/UA
SYD-DFW QF
SYD-LAX QF/UA/VA/AA/DL
BNE-LAX QF/VA
MEL-LAX QF/VA/UA

Not counting YVR and HNL, there are up to 14 flights to the US/day. Only a few years ago, when it was just QF and UA on the route, that was more like 6/day.
QF handed off the 2nd daily SYD flight to AA in order to reopen SFO.

Had it not been for the issues with the QF/AA joint venture, it is likely the 2nd MEL-LAX flight would be something else. Maybe daily SYD-YVR or MEL-SFO with MEL-DFW coming with 787.

 

[serfty]

A 150 minute late 744 from JFK worked to my favour in March where I was able to switch from LAX-(QF16)-xBNE-MEL flight onto QF94 direct.

As a bonus that night jb747 was flying the 94 ...

 

[**TBA**]

dajop, just out of interest, I've always presumed SYD - LAX demand to be greater than MEL - LAX: VA took up the SYD route long before MEL, and DL only operates out of SYD.

There's more competition SYD - LAX than MEL - LAX (the DL factor, and VA are daily SYD - LAX but not MEL - LAX) but why does MEL at present get the B744 on QF95/96 some days each week at times added on to the A388 QF93/94 while SYD retains only the QF11/12? I appreciate that with QF ex SYD one can fly six days a week to SFO (QF73/74) and daily to DFW (QF7/8) as well as seasonally to YVR (QF75/76.) UA also offers flights to SFO and to LAX ex SYD but only to LAX out of MEL.m AC will soon commence a MEL - YVR flight but that's a relatively long time after its SYD - YVR, and more recently BNE - YVR, commenced.

Apart from lack of available equipment (no spare B744s or A388s), why isn't there at least a thrice weekly second QF flight SYD - LAX - SYD?

You've already answered your own question.

Sydney may have more demand but it also has more capacity to cater for this demand, not to mention the extra competition.

Adding extra capacity to an already saturated market can be very detrimental to yields, particularly if the competition react with sharp fares.

MEL with limited competition and capacity was obviously the better decision for QF in this case.

 

[Himeno]

Sydney may have more demand but it also has more capacity to cater for this demand, not to mention the extra competition.

Adding extra capacity to an already saturated market can be very detrimental to yields, particularly if the competition react with sharp fares.

The current capacity across all airlines flying SYD-LAX with normally scheduled aircraft is 22F/238J/59W/1367Y. (QF A380, DL 77L, AA 77W, VA 777, UA 789)
This changes to 14F/216J/80W/1341Y in November when AA changes to a 789.
A little over 1500 non stop seats on SYD-LAX daily.

 

[QFflyermelbourne]

It was because of the (now on hold for government regulation reasons) deal between AA and QF. QF restarted SFO and dropped the second daily Sydney service which was taken over by the AA 77W. I think the AA 787 entering LAX-AKL was a part of this cooperation.

 

[AisleSeat]

Mrs AS arrived all well. All other pax had boarded QF94 by the time QF12 arrived, so a total shambles with everyone trying to get to their seat. She got to hers, to find someone else in it; a couple that had clearly spent the 3 hour delay at the bar as she said they reeked of booze. They tried to make out that she had the window seat (she had the aisle).

 

[vandy]

Does Qantas allow later check ins and notify passengers when they know of long delays like this in advance? Or would I still have to check in at LAX and drop bags 2 hours before the original scheduled departure time, and then just sit around in the airport waiting?