AirCop From , joined Dec 1969, posts, RR:
Reply 3, posted (8 years 6 months 6 days 10 hours ago) and read 6468 times:
The 763 arrived early morning between 0730-0800 at the international terminal and then was moved to a AA gate where it sat all day until the evening departure. If I remember right it was the first twin jet on a scheduled basis from HNL to the mainland.
Leskova From Germany, joined Oct 2003, 6075 posts, RR: 70
Reply 7, posted (8 years 6 months 6 days 5 hours ago) and read 6214 times:
And before the B763, they flew B747SPs to SFO - I was on one of those in 1983, returning home from a trip to Australia with my parents; we left from TSV (though it could have been CNS, I'm not absolutely sure - it's been 23 years) to HNL, then continued on to SFO on the same plane.
For awhile in the mid to late 1980's the SP service was non-stop to SYD, alternated days with LAX. In 1984 QF started service from North America to CNS on 742's. A mini hub at HNL with the YVR and SFO flights meeting. One went onto CNS and the other to SYD. The intro fare R/T fare from SFO was $499, a great bargin in 1984.
TS-IOR From Tunisia, joined Oct 2001, 3489 posts, RR: 6
Reply 11, posted (8 years 6 months 5 days ago) and read 4578 times:
One can notice that Qantas turn-around times are long !!! Aircrafts often arrive at morning twilight and depart late in the evening. Does this mean Qantas aircrafts are less used than that of other airlines ?
Dutchjet From Netherlands, joined Oct 2000, 7864 posts, RR: 57
Reply 12, posted (8 years 6 months 4 days 23 hours ago) and read 4559 times:
Quoting TS-IOR (Reply 11): One can notice that Qantas turn-around times are long !!! Aircrafts often arrive at morning twilight and depart late in the evening. Does this mean Qantas aircrafts are less used than that of other airlines ?
Not necessarily......QF operates lots of extremely long segments on very very long routes so the ultization numbers still remain in the acceptable range. Since so many of QF's flights cross multiple time zones and the date line, in addition to being long in duration, there is a very limited window of acceptable departure and arrival times, thus sometimes the long ground time between segments.
For example, on the SYD-LAX-SYD turn....the flight must depart SYD at a time that is reasaonble for SYD originating pax and for connex into SYD and the flight must arrive at LAX at a reasonable time for pax with LAX as a destination and for pax making onward connections. No one wants to arrive or depart at 300AM. The same consideratons are true on the return journey out of LAX to SYD. When dealing with the Kangaroo Route from Europe via Asia to Australia, its even more difficult as not only do the arrival/departure times in EUrope and Australia have to make sense, the flights must transit Asia (say, in QF's case, SIN) at a reasonable time for connections and hubbing. Its not simple.
QF does send one aircraft on a LAX-JFK-LAX turn instead of having that airplane sit idle at LAX all day long......QF did consider adding a LAX-ORD-LAX turn with its own metal, but that never launched, guess the numbers did not make sense. In Europe, QF sometimes does charters with the 744s that spend the day at LHR awaiting their next flight.....many times these charters are in connection with cruise ship lines and you will see a QF 744 doing a quick turn from LHR-BCN-LHR to drop off pax departing on a med cruise out of Barcelona and then bringing back pax who have concluded their voyage.
The ground time is put to good use, some maintainence can be done, some serious aircraft cleaning can be accomplished, etc, etc.......but long ground times can be part of the equation when operating a longhaul network. Also consider that many flights between Europe and South America and the US and South America have the same issues.....flights arrive in South American cities in the early morning and do not depart until the late evening hours.