Qantas Delays/Cancellations

[Melburnian1]

No, my point is that the flight that was cancelled was not departing the EU. Was not going to the EU. And was not flown by an EU carrier. As best I can read the rules, it has nothing to do with the flight number, only the actual flight. So, it would not apply. It would it if had been the previous sector.

If I am reading it correctly, No Win No Fee Solicitors | Bott & Co Solicitors disagrees with you (for those passengers originating in the UK in the case of QF2, or connecting on to QF2 at LHR - but not at DXB) because as MEL_Traveller suggests, passengers could argue it is a single flight: the intermediate stop in DXB is for other purposes such as fuelling, crew changes and maximising passenger and freight revenue, all of which are immaterial to a passenger making a through journey from the UK to Sydney, Australia:

[h=3]My journey involved two or more flights, how many flights can I claim for?[/h][FONT=&amp]If all your flights were made on one booking then you can claim one lot of flight compensation if you arrived at your final destination three hours or more after your scheduled arrival time. If you booked each leg of your journey on individual tickets, each flight would be considered separately. However, it is important to remember that only flights departing EU member states or landing in an EU state on-board an EU airline are eligible for compensation.[/FONT]
[FONT=&amp]Example: You have a single booking to fly from Manchester to Brazil via New York. A delay in New York means you arrive over three hours late in Brazil. You can claim for this.
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[/FONT][h=3]What airlines can I claim against?[/h][FONT=&amp]Whether or not you can claim flight compensation depends on the countries that you take off and land in and, to a lesser extent, the airline. You can claim if you are departing an EU country or when you are landing in an EU country on-board an EU airline.[/FONT]
[FONT=&amp]All flights taking off from the UK are covered regardless of the airline you are using.[/FONT]
[FONT=&amp]

[/FONT]

 

[MEL_Traveller]

[FONT=&amp]Example: You have a single booking to fly from Manchester to Brazil via New York. A delay in New York means you arrive over three hours late in Brazil. You can claim for this.
[/FONT][FONT=&amp]
[/FONT]

yeah - I'm not so sure about that example! If this was the same airline with a transit in New York I could grasp the concept. But if it's a completely separate carrier I wonder how it would be enforceable.

 

[Melburnian1]

The Boxing Day QF11 from LAX to JFK arrived 26 minutes late but the returning QF12 departed 62 minutes late at 1902 hours with LAX arrival suggested as 80 minutes late at 2215.

The different aircraft operating QF12 from LAX to SYD is expected to commence pushback at 2325 hours, 55 minutes tardy but Wednesday 28 December arrival in SYD should only be 20 minutes behind schedule at 0850 hours.

QF16 ex LAX to BNE is showing as on time with a predicted departure of 2320 hours, which may be a little unrealistic should it arrive from across the USA at 2215.

The Melbourne-bound QF94 is once again not expected to be held and therefore to depart at 2205, the aim as usual being to keep QF93 on time - in this case the Wednesday 28 December departure to LAX.

Anyone from Melbourne who books a return LAX TransPacific flight with QF should be aware that fairly often they may end up with an unexpected SYD change of plane, adding more than two and a half hours to the westbound journey once the time taken to transfer from the international to a domestic flight is included. For those on tight westbound schedules such as a wedding, funeral or business meeting to attend, UA may be a better choice. When VA recommences MEL - LAX flights in 2017, it may also be an alternative. DL is no good as it does not fly to MEL, and NZ requires a change of plane in AKL.

 

[Flyerqf]

For those on tight westbound schedules such as a wedding, funeral or business meeting to attend, UA may be a better choice. When VA recommences MEL - LAX flights in 2017, it may also be an alternative. DL is no good as it does not fly to MEL, and NZ requires a change of plane in AKL.

Are you certain that the UA connection from JFK to LAX-MEL is more reliable than Qantas?

Another option is to take an earlier flight from JFK to LAX on AA to provide a longer connecting time to QF94.

 

[Melburnian1]

Are you certain that the UA connection from JFK to LAX-MEL is more reliable than Qantas?

I was concentrating on the LAX - MEL record not the connection: you are correct - it is also a consideration.

Unusually for QF8, the Boxing Day departure ex DFW pushed back at 2053, 48 minutes late. SYD arrival on Wednesday 28 should be at 0700 hours, 55 minutes late. This is most unlikely to delay any outbound A388s as the turnaround times in SYD are all hours long.

 

[Melburnian1]

There was much rain over ADL as QF2275, the Tuesday 27 December 1930 hours ADL - PLO took off at about 2007 (Q300 VH-SBB) so arrival should be half an hour late at 2050 this evening. MEL is apparently to receive a soaking tomorrow afternoon and evening as the band moves southwest.

 

[Flyerqf]

I was concentrating on the LAX - MEL record not the connection: you are correct - it is also a consideration.

QF94 is usually on time but often leaves connecting pax behind.

In todays situation, they may have reaccomodated connecting pax on QF96 which departed 1.5 hrs later than 94.

 

[Melburnian1]

On Wednesday 28 December, QF80, the Tuesday 27 1900 hours NRT - MEL that commenced pushback at 2035 should arrive at about 0857, 87 minutes tardy. VH-QPI is the A333. This then looks to be forming QF29 at 1100 to HKG, while the early QF30 arrival is proceeding as QF79 to NRT so both should hopefully be on time.

The QF website had predicted that the arrival of QF12 into SYD on Wednesday 28 would only be 20 minutes late but that was incorrect, as A388 VH-OQG should arrive at roughly 0929, 59 minutes tardy, having originated in LAX.

QF6200 may be an empty working, or a charter: B717 VH-YQT departed SYD at about 0730 hours for CNS.

QF2051, the 0820 hours from MEL down to DPO has been delayed until a forecast 1140 hours departure, badly late.

QF96 ex LAX (B744 VH-OEE) should arrive in MEL at 1001 hours, 46 minutes late.

 

[Flyerqf]

VH-QPA has stopped into Cairns while operating QF130 PVG to SYD.

It will now arrive in Sydney at 14.20 which is 4.5 hrs late.

 

[Melburnian1]

VH-QPA has stopped into Cairns while operating QF130 PVG to SYD. It will now arrive in Sydney at 14.20 which is 4.5 hrs late.

It looks to have arrived in CNS at about 0635 this morning.

Ex SYD, neither QF117 to HKG (the 1325 hours scheduled departure - A333), QF19 to MNL (A332 not A333, the 1225 hours) or QF41 to CGK (also A332, the 1350 hours departure) are showing as 'delayed' as a result. It will be interesting to see what VH-QPA does next. It does not appear to be forming QF5, the 1715 hours SYD - SIN as the gate numbers are different and this flight is showing as an A332 not A333.

 

[Melburnian1]

In further on 28 December, QF575 (0825 hours morning transcontinental SYD to PER) became airborne only at 1051; arrival is predicted for 1212, 112 minutes behind time. The A332 is VH-EBG.

A a result, QF580, the 1120 to SYD is expected to depart 90 minutes behind schedule at 1250 early this afternoon WA time. SYD arrival is suggested as 70 minutes tardy at 1940 this evening.

Not sure if the heavy rain ASP received in recent days may be a contributing factor, but QF1937, the 1010 hours from ASP to PER took off a little late at 1048 so it should pull in at roughly 1227, 37 minutes late. B717 VH-NXK has the honour.

 

[Melburnian1]

Tuesday 27 December's QF11 departed LAX at 0937 (77 minutes late) with arrival in JFK at 1737, 67 minutes behind schedule. The B744 returned as QF12, departing at 1923, 83 late, arriving back in LAX at 2215, 80 late.

The A388 operating QF12 from LAX to SYD was off blocks at 2354, 84 minutes behind time with Thursday 29 December arrival estimated as 0853, 23 minutes late. Thus QF expects the flight (from gate-to-gate, not take off to touching down) to gain a net hour on the schedule.

QF16 from LAX to BNE departed a remarkably similar 82 minutes late (at 0042 hours on Wednesday 28) with estimated Sunshine State arrival at 0748, 43 minutes late.

Meanwhile QF94 from LAX to MEL departed at 2231, 26 minutes late with Thursday 29 December arrival suggested as 38 minutes early at 0822.

Wouldn't it make a bit more sense for QF and be kinder to the MEL-bound passengers connecting ex JFK on QF12 to have held QF94 for an hour or 70 minutes more given that with the jet stream it has some time up its sleeve as evidenced by the point-to-point gain on the nominal schedule? Departing at 2340 would still hopefully see QF94 into MEL at around 0930 (half an hour late) with the returning QF93 (in this case on Thursday 29 December morning) only a few minutes late in departing MEL if all went well with the turnaround.

With these delays from a connection, airlines, like any transport operator have to weigh up the 'greater good' with an eye to costs since private sector airlines are not altruists. As previously discussed the JFK - LAX QF link tends to attract some higher yielding passengers so there may be an argument that those bound for Melbourne should be looked after a little rather than having to quite often face an unexpected lengthier, more tiring and stressful trip (with a change to a domestic aircraft) via Sydney or even Brisbane.

If QF wanted to improve the punctuality of these Oz to LAX and back flights, in theory it could cease flying to New York but that would bring its own problems: there would be no guarantee that AA connecting flights would run to time, and some passengers would resent any imposition of longer MCTs at LAX between the QF and (for the transcontinental hop) AA flights. It would also result in more lost luggage given that transferring between airlines is a major cause of losing one's checked luggage. Freight would have to be transferred at LAX while QF would suffer in reputation or prestige by abandoning 'own metal' flights to and from The Big Apple.

 

[Flyerqf]

Tuesday 27 December's QF11 departed LAX at 0937 (77 minutes late) with arrival in JFK at 1737, 67 minutes behind schedule. The B744 returned as QF12, departing at 1923, 83 late, arriving back in LAX at 2215, 80 late.

The A388 operating QF12 from LAX to SYD was off blocks at 2354, 84 minutes behind time with Thursday 29 December arrival estimated as 0853, 23 minutes late. Thus QF expects the flight (from gate-to-gate, not take off to touching down) to gain a net hour on the schedule.

QF16 from LAX to BNE departed a remarkably similar 82 minutes late (at 0042 hours on Wednesday 28) with estimated Sunshine State arrival at 0748, 43 minutes late.

Meanwhile QF94 from LAX to MEL departed at 2231, 26 minutes late with Thursday 29 December arrival suggested as 38 minutes early at 0822.

Wouldn't it make a bit more sense for QF and be kinder to the MEL-bound passengers connecting ex JFK on QF12 to have held QF94 for an hour or 70 minutes more given that with the jet stream it has some time up its sleeve as evidenced by the point-to-point gain on the nominal schedule? Departing at 2340 would still hopefully see QF94 into MEL at around 0930 (half an hour late) with the returning QF93 (in this case on Thursday 29 December morning) only a few minutes late in departing MEL if all went well with the turnaround.

With these delays from a connection, airlines, like any transport operator have to weigh up the 'greater good' with an eye to costs since private sector airlines are not altruists. As previously discussed the JFK - LAX QF link tends to attract some higher yielding passengers so there may be an argument that those bound for Melbourne should be looked after a little rather than having to quite often face an unexpected lengthier, more tiring and stressful trip (with a change to a domestic aircraft) via Sydney or even Brisbane.

If QF wanted to improve the punctuality of these Oz to LAX and back flights, in theory it could cease flying to New York but that would bring its own problems: there would be no guarantee that AA connecting flights would run to time, and some passengers would resent any imposition of longer MCTs at LAX between the QF and (for the transcontinental hop) AA flights. It would also result in more lost luggage given that transferring between airlines is a major cause of losing one's checked luggage. Freight would have to be transferred at LAX while QF would suffer in reputation or prestige by abandoning 'own metal' flights to and from The Big Apple.

Not sure that qantas can delay QF94 to wait for inbound JFK passengers because of favourable winds. Because they
will have missed their slot, they'd be likely to pushed back even further and then delay into MEL may be possible.

The only way to improve punctuality of the JFK-LAX sector is to have an extra aircraft that overnights at JFK. Then you could ensure that QF12 leaves JFK before QF11 arrives in the event of a late inbound arrival of QF11.
not a good utilisation of an aircraft though

 

[Melburnian1]

The only way to improve punctuality of the JFK-LAX sector is to have an extra aircraft that overnights at JFK. Then you could ensure that QF12 leaves JFK before QF11 arrives in the event of a late inbound arrival of QF11.
not a good utilisation of an aircraft though

While that would involve having an aircraft sitting at JFK for 25 and a half hours - inefficient - QF presently has the QF25 B744 arrival sit in Japan for the day (though not the night), rather than operating a day flight in one direction to increase aircraft utilisation.

 

[Flyerqf]

While that would involve having an aircraft sitting at JFK for 25 and a half hours - inefficient - QF presently has the QF25 B744 arrival sit in Japan for the day (though not the night), rather than operating a day flight in one direction to increase aircraft utilisation.

They can't operate a 744 to HND as a day flight as I believe there are no Ex AU long haul landing slots during the day time at HND, so they'd need to switch back to NRT.

But yes I get your point. I think it will all change with the 789 aircraft as it's likely MEL and BNE would have 789 services to DFW. Then it will make sense to have the JFK tag on from DFW, rather than LAX.

 

[Melburnian1]

On Tuesday 27 December, QF9 departed MEL punctually at 2325 hours but instead of going to DXB, it diverted to the nearby, relatively sparsely used DWC, arriving there at 0627 on Wednesday 28 December.

Although scheduled to depart at 0730, it did so at 0949, arriving DXB at 1018 instead of the normally timetabled 0630 hours. It then departed DXB at 1252, 262 minutes late with LHR arrival estimated as 1635, three hours and 55 minutes behind schedule. All being well, this should not adversely affect the evening QF2 to DXB and SYD.

The Qantas Source website suggests that this was due to fog at DXB, which is not apparent from the (admittedly present and future, not past) weather reports that show Dubai as ''clear."

Have QF LHR, MEL or SYD-bound flights in either direction previously used this little known AWC airport?

In the opposite direction, QF2 on Tuesday 27 departed LHR 22 minutes late at 2107 hours, but did not arrive DXB until 0947 hours on Wednesday 28 December, 122 minutes late, suggesting that it was in a holding pattern for quite a lengthy period to await the fog's lifting. The FlightAware website depicts about nine racecourse-like circuits over a relatively large area. It then departed DXB at 1159, 144 minutes past the allotted, with Thursday 29 SYD arrival suggested as two hours late at 0830.

QF128 into SYD on Thursday 29 December should arrive at about 0920 hours, 65 minutes behind schedule with A388 VH-OQB.

 

[Himeno]

They can't operate a 744 to HND as a day flight as I believe there are no Ex AU long haul landing slots during the day time at HND, so they'd need to switch back to NRT.

But yes I get your point. I think it will all change with the 789 aircraft as it's likely MEL and BNE would have 789 services to DFW. Then it will make sense to have the JFK tag on from DFW, rather than LAX.

Either QF25 or QF26 could operate back as a day flight and keep within the current AU available night slots at HND, however the timings required and accounting for the SYD curfew would limit connection options in SYD.

 

[Quickstatus]

For those on QF11/12 transcontinental:

Winter storm coming to Northern USA and Canada and especially NE USA. WINTER STORM FORTIS

Additionally runway 13R/31L at JFK is closed - this is the longest runway at JFK. ILS issue apparently
The other runways 4R/22L (CatIIIB for autoland), 4L/22R (ILS), 13L/31R (13L has CatII) remain open.

LAX runway renos 7L/25R expected to complete by June 2017 continue to cause general delays at LAX as well as those aircraft departing for LAX
Additionally currently 6L/24R closed.

 

[jb747]

On Tuesday 27 December, QF9 departed MEL punctually at 2325 hours but instead of going to DXB, it diverted to the nearby, relatively sparsely used AWC, arriving there at 0627 on Wednesday 28 December.

Although scheduled to depart at 0730, it did so at 0949, arriving DXB at 1018 instead of the normally timetabled 0630 hours. It then departed DXB at 1252, 262 minutes late with LHR arrival estimated as 1635, three hours and 55 minutes behind schedule. All being well, this should not adversely affect the evening QF2 to DXB and SYD.

The Qantas Source website suggests that this was due to fog at DXB, which is not apparent from the (admittedly present and future, not past) weather reports that show Dubai as ''clear."

Have QF LHR, MEL or SYD-bound flights in either direction previously used this little known AWC airport?

Try Dubai World (OMDW). A major secondary airport that is ultimately planned to take over from the current Dubai airport.

SA	27/12/2016 22:00->	[SIZE=-1]METAR OMDB 272200Z 15003KT 100V220 6000 0800E BCFG FEW001 21/18 Q1017 BECMG 0100 FG VV///=[/SIZE]
SA	27/12/2016 23:00->	[SIZE=-1]METAR OMDB 272300Z 12004KT 6000 0800NE BCFG FEW001 19/17 Q1017 BECMG 0100 FG VV///=[/SIZE]
SP	27/12/2016 23:44->	SPECI OMDB 272344Z 18004KT 140V200 4000 0800SE BCFG FEW001 19/17 Q1016 BECMG 0100 FG VV///=
SA	28/12/2016 00:00->	[SIZE=-1]METAR OMDB 280000Z 18003KT 2500 0500SE BCFG SCT001 18/16 Q1016 BECMG 0100 FG VV///=[/SIZE]
SP	28/12/2016 00:13->	SPECI OMDB 280013Z 18003KT 0500 R30L/0600D FG BKN001 18/17 Q1016 TEMPO 0100 VV///=
SP	28/12/2016 00:41->	SPECI OMDB 280041Z 16003KT 0200 R30L/0500N FG VV001 18/17 Q1016 TEMPO 0500=
SA	28/12/2016 01:00->	[SIZE=-1]METAR OMDB 280100Z VRB03KT 0100 R30L/0500N FG VV001 18/17 Q1016 TEMPO 0500=[/SIZE]
SA	28/12/2016 02:00->	[SIZE=-1]METAR OMDB 280200Z 18004KT 0100 R30L/0400N FG VV001 17/17 Q1016 NOSIG=[/SIZE]
SA	28/12/2016 03:00->	[SIZE=-1]METAR OMDB 280300Z 16002KT 0100 R30L/0375N FG VV001 17/17 Q1017 NOSIG=[/SIZE]
SA	28/12/2016 04:00->	[SIZE=-1]METAR OMDB 280400Z 18003KT 150V290 0100 R30L/0175N FG VV001 17/17 Q1017 BECMG 3000 BR=[/SIZE]
SA	28/12/2016 05:00->	[SIZE=-1]METAR OMDB 280500Z 24003KT 0200 R30L/0250N FG VV001 18/18 Q1018 BECMG 3000 BR=[/SIZE]
SA	28/12/2016 06:00->	[SIZE=-1]METAR OMDB 280600Z 24004KT 210V270 0600 R30L/0900U FG VV003 20/20 Q1018 BECMG 8000 NSW=[/SIZE]
SP	28/12/2016 06:11->	SPECI OMDB 280611Z 21004KT 150V270 1000 R30L/1300U BR OVC007 21/20 Q1018 BECMG 8000 NSW=

TAF OMDB 272252Z 2800/2906 17005KT 5000 HZ NSC
PROB40 2800/2806 0100 FG VV///
BECMG 2805/2807 8000 NSW
BECMG 2807/2809 31010KT
BECMG 2817/2819 16005KT
PROB30 2819/2822 4000 HZ
PROB30 2822/2906 0100 FG VV///=

 

[jb747]

If you want past weather, it can be found here Formulario para peticion de mensajes aeronauticos