Would it make any sense once for Qantas to stop the A380s in Dubai and then have seperate 787 flight to europe/london to carry on from dubai starting from Melbourne, Sydney Brisban

Also, as I indicated above, I think the 787-10 will also be considered for a Perth-Dubai-Europe route. Each of those sectors makes more sense in a -10 than a -9, it would allow QF to grow its European presence without dedicating a very-long-haul jet to the route, Emirates could cancel a 777 frequency and codeshare with QF, AND Emirates could probably use the Dubai-Europe leg as a way to get more capacity into markets where the government isn't exactly being cooperative.

so something like 30 787-10 (from 2021) and 20 787-9

That seems a reasonable prediction regarding the 787-10s. The 787-10s will ultimately end up replacing QF's 28 A330s, so 30 seems like a fair numerical estimate.

I don't know about the -9s though. We know the -9s won't have First Class, and I'd think that on ultra-longhaul routes, particularly ones from Melbourne and Sydney (and even Perth if its a route to London) there will be at least some demand for First. I am also admittedly skeptical of whether or not, even at a light load of 250 passengers, a 787-9 can make Melbourne to Dallas (I am inclined to accept it could make Dallas, but the return leg to Melbourne would probably require that the plane stop in Brisbane on the way back due to the prevailing winds) or Perth to London.

the -9 seems perfect for SYD - Johannesburg, SYD - Santiago, BNE - DXB, BNE - DFW, and flights from SYD/MEL/BNE to SFO. But MEL - DFW and PER - LHR seem to be pretty obvious cases of routes where there may be First Class demand, and routes where a 777X-8 would be necessary to operate nonstop comfortably. Hell, even some of the flights to SFO may have demonstrable First Class demand.  

So I am not sure QF will go for 20 787-9 since some of the proposed 787-9 flights seem to make more sense (to me at least) as 777X-8 routes. Then again, QF haven't signed up for the 777X so we don't know.

But I absolutely do not think QF will stop at 8 of the -9s. The -9s are being used as a 747-400 replacement, and QF has only bought enough to replace the unrefurbished 747s... the ERs still need a replacement (who knows... maybe QF will buy the 777X-8 as the ER replacement?).

I like your thinking, SFO first class demand, wouldnt have thourght that!. maybe some 787 options could be transferred to say 6 777-8

17 787-9 (including the 8 on order)

6 b777-8

30 787-10

53 aircraft total

Thank you. Yeah, you can expect there to be significant first class demand on two kinds of routes... 1. longhaul flights departing from that airline's hub and going to a commercially significant city, and 2. ultra-longhaul flights generally (due to the fact that longer flights mean the consumer will value comfort more aggressively).

Flight between SYD/MEL and SFO count as type 1. Flights between SYD/MEL and DFW count as both type 1 and type 2. Flights between PER and LHR would absolutely count as a type 2.

I also think that simply as a matter of prestige, QF should try and offer First Class to New York City (both type 1 and 2). A 777-8 should, theoretically, be able to do SYD-JFK, albiet barely. If lightly-loaded with a four class configuration that had quite a big Premium capacity it seems feasible.

and PER-DXB 787-9?

PER - DXB should be done on a 787-10. The 787-9's range is too long for PER - DXB, and the 787-10 can be used to reach an additional European destination.

Oh yeah I forgot how much closer Perth is to Dubai

Or better yet, discontinue A380 flights to London on the basis that loads have been dissapointing. Operate a smaller aircraft like the 787 and outsource onward connections to EK.

and put the a380s for a mix of asia and the US are you suggesting?