MAH4546 From Sweden, joined Jan 2001, 32176 posts, RR: 72
Reply 1, posted (8 years 11 months 3 weeks 4 days 4 hours ago) and read 3092 times:
If I recall correctly, they have three. Not all intra-Asia routes are flown with 757s, some are flown with 747-400s. From Tokyo, they fly intra-Asia to Hong Kong, Singapore, Seoul, Busan, Taipei, Manila, Nagoya (no local traffic rights), Beijing, Shanghai, and Guangzhou. They used to serve Kaoshing as well, until SARS. They also fly Osaka-Taipei and Nagoya-Manila.
The only aircraft station in Asia are the 3 757's based in NRT. The 744's, 742's, A332's, and DC-10's (if they are on the schedule, which they currently are not) are all continuations of Trans-Pacific flights.
Roots From United States of America, joined Feb 2004, 98 posts, RR: 0
Reply 3, posted (8 years 11 months 3 weeks 4 days 2 hours ago) and read 2990 times:
Last week I was spotting at NRT and I met a UPS pilot who's also a spotting enthusiast. While there I saw N544NW, N546NW and N547NW. We were talking about it and he mentioned that the reason NW went through the trouble of bringing and stationing these 752's in NRT is so that they (NW) can get more flights out of NRT. Apparently NRT is so congested that the main runway is tightly controlled and the secondary runway is not long enough for 747's. Therefore NW brought in 757's from the mainland.
I think NW uses 757's from NRT on these Asian routes:
PSU.DTW.SCE From United States of America, joined Jan 2002, 7342 posts, RR: 28
Reply 4, posted (8 years 11 months 3 weeks 3 days 22 hours ago) and read 2910 times:
Thanks Roots for not reading my post, as I said there are only 3 757's over in NRT, the rest are flown my widebody aircraft that come over from across the Pacific.
Originally A320's were brought over to NRT to right-size certain markets and add a new destination or two. This was brought on by primarily by the SARS problems, the post 9/11 travel slump, and the fact that the 742 & DC-10's were too big for many markets. When demand picked up the A320's were replaced by 757's. As NW has taken deliveries of A332's they have been better able to adjust capacity with demand on the "beyond NRT" routes. You are correct about the fact that the 757 is able to you the 2nd shorter runways which is how NW was able to get more slots in the first place.
AC787 From Canada, joined Mar 2005, 337 posts, RR: 1
Reply 11, posted (8 years 11 months 3 weeks 2 days 16 hours ago) and read 2156 times:
What's the benefit of NW's system of intra Asia flying? I would rather fly non stop to most of these places as is offered by the likes of United and AC. There is enough traffic on most of those routes.
Doona From Sweden, joined Feb 2005, 3759 posts, RR: 13
Reply 13, posted (8 years 11 months 3 weeks 1 day 22 hours ago) and read 1886 times:
Quoting Crownvic (Reply 12): Well one of the benefits is that unlike the old hags that fly the Pacific, the inter-Asian routes have some hot looking young Asian F/A's!!!
Yeah, this is the sole reason for NW's intra-asian routes...
Isn't it just a smart way of keeping load factors up? Instead of flying a half full plane from the US to TPE, fly a full plane to KIX, dump off half the pax, and take advantage of the huge intra-asian market.
Sure, we're concerned for our lives. Just not as concerned as saving 9 bucks on a roundtrip to Ft. Myers.
RoseFlyer From United States of America, joined Feb 2004, 9375 posts, RR: 52
Reply 14, posted (8 years 11 months 3 weeks 1 day 18 hours ago) and read 1779 times:
Quoting AC787 (Reply 11): What's the benefit of NW's system of intra Asia flying? I would rather fly non stop to most of these places as is offered by the likes of United and AC. There is enough traffic on most of those routes.
That is a good question. UA tries to play both markets. They have a NRT hub to feed Asian operations (but don't have any planes based there, just wide body continuation flights) as well as having select high yielding and high demand routes nonstop from SFO and/or ORD.
The benefit of transiting everyone through NRT for NW is that they make connections easier. NW has no large hub on the west coast like UA or AC does. So if someone was wanting to fly for example SEA-HKG, they can make an easy connection through NRT which isn't much out of the way. Without the Japanese hub, NW would have to invest a lot of money to create a strong west coast hub, or else lose half the countries demand to Asia. Also you can get into some range issues from DTW, since it is farther to Asia, and the only plane in NWs fleet that can make DTW to Asia is the 744.
UA and AC have SFO and YVR respectively that both have a large amount of feed and demand for Asian travel. People tend to prefer not having to make domestic connections after international flights as well. It is a lot easier going HKG-NRT-SEA then HKG-SFO-SEA since you need a lot of time to get through customs and immigration and then have to deal with a short hop after flying for hours. With the slots and the rights to carry onwards passengers from Japan, UA and NW can do very well with a NRT semi hub.
If you have never designed an airplane part before, let the real designers do the work!