Math skills come into play= 21 premium economy + 314 economy. The magic for comfort is gained by the Recaro Slimline seats
The weapon of choice for customer loyalty Link: Australian Business Traveler
- JetStar Interior View Video with music going through the interior.
"Jetstar Boeing 787 business class
The pointy end of Jetstar's Boeing 787 will be fitted with 21 of these leather-clad
Recaro business class seats arranged in a 2-3-2 layout.
Recaro business class seats arranged in a 2-3-2 layout.
They bear more than a passing resemblance to Qantas' own premiumeconomy seats (also manufactured by Recaro), and as AusBT first revealed earlier this year, they're generous recliners rather than angled flat-beds.
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Since I could not find a Jet Star 787-8 seating chart, refering to the Norwegian Air Chart on Seat Guru, would come closer to the packing of Human freight comfortably. Seats design is the tool to do this magic. Recaro has done its research, by making space inside the passenger containment area. A thin line seat, lighter in weight, and more ergonomically correct; makes the 31-32 inch the most efficient area a passenger could want. Recaro design gives passengers more room than a similarly over stuffed seat in 34 inch pitch zone. A thicker seat, stretches space out space with fewer configured revenue seats for its pitch allotment. Recaro has designed a seat by not giving away comfort but creating more space within the 31 inch pitch. This is Jet Star's secret weapon. They can place 335 revenue units on the 787-8 comfortably and fly it with a reasonable fuel load in the South East Asian market.
This is what plastic is doing for airline carriers. It allows it to innovate its business plans through various configurations within the same models. The lighter weight composites and new "lighter weight" management constructs, which allows for airline innovation while leveraging revenue seats into greater profitability, chasing off the A-330 in numbers out of the market.
The second article worth exploring is...
Qantas and Jetstar change 787 strategy to support Asian growth and unit cost improvement
Credit is given to CAPA
"Jetstar will be able to better match capacity with demand by operating the smaller 300-seat B787-8, whereas its low-cost long-haul pan-Asian competitors AirAsia X and Scoot will primarily operate 370-seat aircraft, equivalent to the B787-9. Keeping the B787-8 will allow Jetstar to fit out the aircraft to its specification rather than a common spec Qantas could operate with a simple change in seat covers. This has implications for seating density, type of seat and whether or not to install a bulky and expensive in-flight entertainment (IFE) system, which affects unit costs."
“With the alignment of the B787-8 and B787-9 deliveries and the -9s not too far off from the -8s, Qantas is going to take the B787-9s directly into their business. We’re going to take 15 B787-8s,” Jetstar CEO Bruce Buchanan told CAPA exclusively. The Qantas Group’s previous B787 strategy was formed when the B787-8 was expected to be delivered to the group in mid-2012 and the B787-9 from 2014. The B787-8 is now expected in mid-2013 and the B787-9 from 2014.
Previously B787-9s would replace Jetstar’s B787-8s, which in turn would be handed down to Qantas. That strategy would have allowed Jetstar to immediately gain the B787’s economics and then achieve greater improvements when the longer-range and higher-capacity B787-9s became available. Jetstar would have likely operated a single-type wide-body fleet comprised of B787-9s for most of this decade. Now Jetstar sees value and opportunity from operating both B787 variants..
“There is advantage in having the ability to deploy both just like we do with the 320 and A321. There are markets where frequency will benefit from the -8s. There are markets where the economic unit cost advantages are better with the -9s,” Mr Buchanan said. Jetstar’s B787-8 will seat approximately 300 in a two-class configuration while the B787-9 will seat approximately 350 in Jetstar’s two-class configuration. Boeing’s official range figures give the B787-8 7650-8200nm and the B787-9 8000-8500nm.
Boeing has acknowledged the B787-8 is overweight and has performance shortfalls, but Mr Buchanan is not fazed about the B787-9 being more competitive than the B787-8. “It doesn’t really matter. This aircraft provides a step change from everything else in the market today,” he said. “It’s going to be more competitive than what any of our competitors fly today. That’s going to be a real game change to allow us to deploy capacity and go after market share in a much more aggressive way.”
Boeing’s proposed stretch -10 variant, which the airframer says is a matter of when not if, will give Jetstar another 40-50 seats of capacity than the -9 but with slightly less range, which Mr Buchanan said would provide “another step change in economics”.
“You’ve got a family starting to emerge there, so see where it’s going, use all those products, and it will be a very efficient suite of products for Jetstar to use,” Mr Buchanan said, all but signing a contract for the -10.
Qantas and Jetstar still plan to evenly split the 50 B787s on order, but the breakdown of how many -8s and -9s each carrier will take remains in discussion and will likely be revised as delivery dates near. There are 15 -8s and 35 -9s on order.
While the immediate years after Qantas’ 2005 order for 65 B787s (later reduced to 50) saw the carrier wax and wane about how the B787 would enable Jetstar to return to cities like Athens and Rome from which Qantas withdrew, the more immediate focus for the B787s is Asia, not Europe.
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“The initial B787s are just A330 replacements. All they’ll do initially is give us a better cost base than the existing business platform. They won’t give us opportunity for new network structures,” Mr Buchanan said. “You’ll see them go into Singapore,Melbourne, Sydney – all the existing routes.” Mr Buchanan affirmed weight issues were not driving the decision to have B787s takeover existing routes rather than open new ones. “No, nothing to do with weight issues or performance issues. The A330s are going back to Qantas to retire B767s.... It’s a fleet issue.”
s unit costs.
Dual Jetstar fleet type targeting frequency and unit costs
Previously B787-9s would replace Jetstar’s B787-8s, which in turn would be handed down to Qantas. That strategy would have allowed Jetstar to immediately gain the B787’s economics and then achieve greater improvements when the longer-range and higher-capacity B787-9s became available. Jetstar would have likely operated a single-type wide-body fleet comprised of B787-9s for most of this decade. Now Jetstar sees value and opportunity from operating both B787 variants..
“There is advantage in having the ability to deploy both just like we do with the 320 and A321. There are markets where frequency will benefit from the -8s. There are markets where the economic unit cost advantages are better with the -9s,” Mr Buchanan said. Jetstar’s B787-8 will seat approximately 300 in a two-class configuration while the B787-9 will seat approximately 350 in Jetstar’s two-class configuration. Boeing’s official range figures give the B787-8 7650-8200nm and the B787-9 8000-8500nm.
Boeing has acknowledged the B787-8 is overweight and has performance shortfalls, but Mr Buchanan is not fazed about the B787-9 being more competitive than the B787-8. “It doesn’t really matter. This aircraft provides a step change from everything else in the market today,” he said. “It’s going to be more competitive than what any of our competitors fly today. That’s going to be a real game change to allow us to deploy capacity and go after market share in a much more aggressive way.”
Boeing’s proposed stretch -10 variant, which the airframer says is a matter of when not if, will give Jetstar another 40-50 seats of capacity than the -9 but with slightly less range, which Mr Buchanan said would provide “another step change in economics”.
“You’ve got a family starting to emerge there, so see where it’s going, use all those products, and it will be a very efficient suite of products for Jetstar to use,” Mr Buchanan said, all but signing a contract for the -10.
Qantas and Jetstar still plan to evenly split the 50 B787s on order, but the breakdown of how many -8s and -9s each carrier will take remains in discussion and will likely be revised as delivery dates near. There are 15 -8s and 35 -9s on order.
Qantas CEO Alan Joyce (left) and Jetstar CEO Bruce Buchanan (right) received commemorative carbon fibre plaques from Boeing VP Mike Sinnett during the B787's visit to Australia earlier this month
Asian, not European, focus for Jetstar
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“The initial B787s are just A330 replacements. All they’ll do initially is give us a better cost base than the existing business platform. They won’t give us opportunity for new network structures,” Mr Buchanan said. “You’ll see them go into Singapore,Melbourne, Sydney – all the existing routes.” Mr Buchanan affirmed weight issues were not driving the decision to have B787s takeover existing routes rather than open new ones. “No, nothing to do with weight issues or performance issues. The A330s are going back to Qantas to retire B767s.... It’s a fleet issue.”
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Qantas will remain the premium carrier, by spacing seating in a pandering mode and will fly anywhere any day.
Jet Star will stay in the South East Asia region accessing the market of billions under 7,000 miles as an example. Europe is not its purpose as the market wains. Its Asia, the emerging giant that Jet Star prepares for, in its Recaro seats.
Jet Star will stay in the South East Asia region accessing the market of billions under 7,000 miles as an example. Europe is not its purpose as the market wains. Its Asia, the emerging giant that Jet Star prepares for, in its Recaro seats.
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