Nov 2, 2011

What does Scoot mean to Qantas, Jetstar and Asia?

It is not very bright for analysts to push the line that the revelation of a custard colored paint job for the Singapore Airlines low cost longer range brand Scoot is a vindication of t

Ben Sandilands — Editor of Plane Talking

Ben Sandilands

Editor of Plane Talking

It is not very bright for analysts to push the line that the revelation of a custard colored paint job for the Singapore Airlines low cost longer range brand Scoot is a vindication of the Qantas infatuation with Asia.

That’s a bit like saying ‘Duh, Asia is full of people who are getting richer so we need to be there.’

Robert Gordon Menzies (look him up) jolted the nation with this electrifying insight in 1956 when he signaled the importance of pursuing post war trade opportunities in Japan, at a time when memories were raw and the electorate had forgotten his pre-war enthusiasm for selling pig iron to the land of the rising sun.

What matters about business opportunities in Asia is how well and how shrewdly they are identified and developed, with a full appreciation of the sovereign, cultural and legal realities.

Scoot is a 100% owned subsidiary of Singapore Airlines operating  from there to wherever, in time, it sees the right opportunities,  and accessing those markets as an internationally recognized Singaporean flag carrier, that is, majority owned and controlled by Singaporean owners.

It is, with one difference, a carbon copy of the international arm of Jetstar in Australia. It is a vindication of the Qantas decision to launch that international arm, which is not the same as Jetstar Asia, Jetstar Pacific or Jetstar NZ.

The difference is that Qantas also bases three of its A332s at Changi Airport to fly into and out of Australia and New Zealand and in due course with more jets, anywhere that the government of Singapore likes, using labor paid under Singaporean terms and conditions, which can be summarised as higher super levies, much lower taxes, and somewhat lower salaries, keeping in mind that Singapore lacerates itself over being cost uncompetitive against Thailand, Bangladesh, Indonesia, the entire Mekong delta states and the Phillipines.

Thus Scoot is Singapore Airlines’ version of Jetstar international (Australia).   It isn’t anything like the premium product single aisle carrier Qantas is proposing to base as a Qantas controlled but allegedly majority Asia owned carrier in either Singapore or Malaysia.

If the Australian dollar was for some reason to fall into the same values it fetched during most of the first decade of this century  the cost differential between an airline between based here or there would be even more dominated by the price of fuel which is today the most important cost variable in commercial aviation.

Simple minded arguments about how everything is cheaper in China and thus we should all shut down international trade and retreat into some sort of jingoistic village economy with zero population growth, and apply punitive protection tariffs to make Australia strong (somehow) is a throw back to the Black Jack McEwen era in sophisticated trade policy (look him up) which was in vogue shortly before Menzies made the candles flicker in the RSL clubs by talking up the need to sell stuff to the Japanese.

The real issue concerning Qantas and its Asia strategies is not the obvious merits of trying to unlock opportunities in a huge and expanding market but its real intention, which is to break organized labor, dump what bean counters see as the excessive costs of excellence in Qantas flight standards,  and retreat from a Qantas international business that has been primarily compromised by management incompetence.

If this management of Qantas can’t apply itself to glaring deficiencies in its fleet, network and product decisions what hope does it have in setting itself up in Asia to muscle in on the premium quality intra-Asia turf of Singapore Airlines, Cathay Pacific, Asiana, Korean Airlines and others?

In August Alan Joyce announced the loss of 1000 jobs in Qantas international to switch resources into the Asia venture, wherever and whenever it might occur.

Yet last Friday, at the AGM before it locked out its customers world wide in order to create enough pain for the national economy for FWA to intervene and shut down dissenting union voices, Alan Joyce claimed that ‘not a single Australian job would be lost’ in Asian venture.

This was the same venue at which Joyce embarrassingly claimed that without Qantas input Airbus wouldn’t have gone ahead with the A320 NEO program. As if. Nothing was going to stop the NEO because of huge demand for a more fuel efficient single aisle jet which would exploit new engine technology available from 2015.

Joyce has a problem with the facts. Just as he had with his safety responsibilities and obligations while he was the founding CEO of Jetstar.

Concurrently with the Asia project Qantas is now committed to cutting its access to London in half by the end of March and handing over the surrendered flights to a prisoner, er, passenger exchange, with British Airways at Bangkok and Hong Kong.

This is madness. Almost all of those passengers who cannot fly Qantas all the way to London after the northern summer timetable kicks in next year are going to chose Singapore Airlines, Emirates or Etihad to fly all the way on one brand, especially if several of them earn Virgin Australia points.

Scoot may look like a vomit comet with its custard colored splash lines, but it will put even more pressure on Qantas and its Jetstar franchise than seems to generally understood by those who cut and paste Qantas press releases, or report to media bosses who accept the gifted privileges of the Qantas Chairmans Lounges.


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11 thoughts on “What does Scoot mean to Qantas, Jetstar and Asia?

  1. John Thomas

    Come on Ben. What would SC write about if wasn’t just regurgitating QF press releases. He might say the wrong thing and get turfed out of the chairmans lounge. Or miss out on travelling care of QF to Seattle to write another puff piece. He’ll be off to Toulouse next to discover the how AJ invented the NEO.

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  3. TN Kangaroo (Blue Tail)


    I think SCOOT has a great chance of success, based on Singapore Airlines track record.
    Just because Singapore has Government backing doesn’t guarantee success every where it flys ( unlike some who are using their airlines experience & brand as a line of credit). SQ have made a great choice in aircraft type ( point to hub, hub to hub, point to point) and if it doesn’t go so great, the aircraft will be absorbed back into their fleet. But given how well SQ do things I’d expect SCOOT to do well.

    As for Alan Joyce’s ‘subversion’ plans, this guy makes cunning lavatory rats look like simpletons, now picking a fight with the Government & setting himself up for excuse to whine if FWA rule against him at the end of the conveyor belt to arbitration. He’ll quickly say the Governments FWA is bias towards the three unions due to the recent media tiff.

    Sometimes it takes smart people to make dumb decisions.

  4. Tremere

    ‘Thus Scoot is Singapore Airlines’ version of Jetstar international (Australia)’

    Could this become a negotiating tool should, one day, a ‘51% Australian’ subsidiary be launched for flights out of Australia not going to Singapore? Aus-US has been on the SIA radar for some time but maybe not now with the Virgin alliance.

    Should any resistance be met from the Australian Government, Singapore Inc will turn around and cite Jetstar and RedQ.

  5. green-orange

    “>I think SCOOT has a great chance of success, based on Singapore Airlines track record.”

    Singapore owns Tiger Airlines. That hasn’t been very successful.
    And I predict Scoot will be massacred by (Malaysian based) AirAsia.com. This is just part of the continual feuding between these two countries.

    All of the full service airlines in Asia are government owned and are losing buckets of money.

    Everyone knows this airline is simply going to replace Qantas International in Australia, running on Qantas livery but paying Asian wages.

  6. kiwikurt

    “All of the full service airlines in Asia are government owned and are losing buckets of money.”

    Drawing a bit of a long bow.

    SQ is making a lot of money (US$5700 CGK-LAX in Y!), just not growing. GA is growing fairly rapidly and making a profit. VN seems to turn a small profit (Communist country of course so maybe ‘grain of salt’).

  7. AngMoh

    “Singapore owns Tiger Airlines. That hasn’t been very successful.”

    And it seems they have learned from that. SQ and Tiger were always completely independent and SQ acted like a shareholder in Tiger the same way an investment fund would be a shareholder. It took a humongeous stuff-up down under to show how stupid that was. On the other hand, nobody ever associated the rubbish service of Tiger with SQ so I don’t think the Tiger grounding had any impact on SQ the shareholder (not parent).

    Scoot seems to be set up completely differently. SQ is clearly the parent. The Scoot CEO Campbell Wilson has a 15 year employment record in SQ in marketing, sales, revenue management, network management and operations – he seems to be a high flyer being groomed for a top position in SQ. Quite a difference from the jokers who used to run Tiger.

    BTW: I think Scoot will be clearly separated from a marketing/customer point of view just like Tiger and unlike Jetstar. I don’t think you will be able to purchase a ticket Australia-SIN-Europe with Australia-SIN on Scoot and SIN-Europe on SQ. I also don’t see SQ flights being replaced by Scoot flights. I think from a maintenance and operations standpoint, SQ will make no difference between SQ and Scoot planes, but the cost downs will be achieved through a significantly different customer experience (400+ pax in 772, no service). After all, SQ is notoriously low cost on anything the customer can not see.

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