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Emirates A380 Deployment - Operational Analysis  
User currently offlineHB-IWC From Greece, joined Sep 2000, 4480 posts, RR: 72
Posted (2 years 3 months 1 week 3 days 1 hour ago) and read 18831 times:

The world’s largest operator of the world’s largest passenger jet, Emirates Airlines of Dubai is currently dispatching a fleet of 20 Airbus A380-861 aircraft across its worldwide network. More than 3 years after first taking delivery of the type, the airline received its latest aircraft at the very end of 2011, and plans to add up to 10 more aircraft to its active fleet during 2012. By the end of 2013 then, the EK A388 fleet should count 44 airframes, which by then may very well be deployed to all six continents.


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Photo © Bruno Bevivino - Roma Spotters Club



With 20 aircraft in its fleet, Emirates is currently deploying the A380 on the following flights and destinations:

EK001/002 London Heathrow
EK003/004 London Heathrow
EK017/018 Manchester
EK049/050 Munich
EK073/074 Paris
EK097/098 Rome


EK201/202 New York
EK241/242 Toronto

EK302/303 Shanghai
EK306/307 Beijing
EK322/323 Seoul-Incheon
EK346/347 Kuala Lumpur
EK384/385 Bangkok and Hongkong

EK413/414 Sydney and Auckland

EK761/762 Johannesburg

EK803/804 Jeddah
EK805/806 Jeddah

Furthermore, the airline has announced plans to add Tokyo and Melbourne to that list in the course of 2012 as well as double the number of A380 flights between Dubai and London through the following additional flights:

EK029/030 London Heathrow effective January 24
EK005/006 London Heathrow effective March 24
EK318/319 Tokyo effective July 01
EK406/407 Melbourne and Auckland effective October 01

With these announcements, Emirates has accounted for the flight program of a fleet of 24 aircraft, a number which should be reached some time during Q3 2012. As the airline will take delivery of up to a further 6 aircraft between September and December of 2012, additional announcements of new A380 services are likely forthcoming.

A detailed overview of the flight program of the currently announced flights, based on an operational fleet of 24 aircraft is as follows:

http://i110.photobucket.com/albums/n88/HB-IWC/EK%20A388%20Operations%202012/EKA3802012FlightProgram.jpg

With the exception of flights to Toronto, where EK only operates thrice weekly flights, and Shanghai, all A380 flights are daily. The airline is believed to be pursuing government approval for daily flights on the Shanghai route as well. The A380 flight program consists of 320 weekly sectors, 42 of which are tag on sectors on the BKK HKG, SYD AKL and MEL AKL routes. The entire flight program consists as such of 139 weekly roundtrips between the airline's Dubai home base and 19 different outstations, 17 of which are served nonstop. The geographical spread of these flights is as follows:

Europe (EK001-199) - 5 destinations - 56 weekly roundtrips
Americas (EK200-299) - 2 destinations - 10 weekly roundtrips
Asia (EK300-399) - 7 destinations - 38 weekly roundtrips
Oceania (EK400-499) - 3 destinations - 14 weekly roundtrips
Africa (EK700-799) - 1 destination - 7 weekly roundtrips
Middle East (EK800-899) - 1 destination - 14 weekly roundtrips

The operational characteristics of this flight program are as follows:

http://i110.photobucket.com/albums/n88/HB-IWC/EK%20A388%20Operations%202012/EKA3802012OperationalCharacteristics.jpg


With an average daily utilization rate of just over 14 hours, Emirates is not really stretching its A380 resources thinly. When one takes into consideration the young age of the fleet and the fleet size of 24 units, this utilization rate is average at best and leaves plenty of room to overcome operational irregularities without jeopardizing system on time performance and operational stability.

The rather average utilization rates are also reflected in the greater than normal average daily ground time at the DXB home base. With over 6 hours of average daily ground time at DXB, Emirates has positioned itself very well to guarantee operational stability for this sub fleet of aircraft. This number ensures plenty of flexibility in aircraft dispatch and unforeseen yet inevitable operational irregularities should not lead to long lasting network-wide knock on effects.

The average ground time at outstations after each cycle stands at 3 hours 25. That may seem longer than necessary, given the fact that EK turns around its A380 in as little as 1 hour 40, but some longer ground times within the schedule (at JFK, YYZ, PEK and PVG for instance) are dictated by the need to offer commercially viable departure times which lead to arrival times that fit within the airline’s DXB hub operation.

Some consideration should be given to the fact that not all aircraft in this sub fleet are identically configured. For reasons pertaining to crew rest, a number of aircraft, that are typically dispatched on the longer sectors (JFK, YYZ, SYD, MEL), are configured with a lower seat count in the economy class. While all 24 aircraft can be deployed on the midhaul routes, the longhaul routes are restricted to a limited number of aircraft. This arrangement somewhat restricts the degree of operational freedom, and can probably account for a slight reduction in utilization rate potential.

As indicated in the figure above, the average cycle length for the A380 flying program at EK stands at 7 hours and 25 minutes. That makes the A380 at EK by and large a medium range people hauler rather than a veritable longhaul aircraft. This fact does not indicate that the A380 would be unsuitable as a longhaul aircraft, but it rather has to do with the nature of the Emirates network, which contains a relatively limited number of true longhaul flights and a much larger proportion of midhaul flights. As a matter of fact, the average stage length of the A380 flight program at EK is second only to that of the airline's 10-strong B77L fleet, yet longer than that of such aircraft as the B77W or the A345,both of which were hardly designed as medium haul aircraft.

A comparison of average cycle block times with those of such airlines as SQ and QF and to a lesser extent LH and AF would reveal stark differences in the deployment pattern of the respective A380 fleets. A lot of that has of course to do with the geographical location of EK's home base and the aforementioned relatively small proportion of actual longhaul flights.

As Emirates expands its A380 fleet, it is unlikely that the operational characteristics will vary a lot from the current numbers. Given the importance of Europe in the EK network, it is highly likely that the DXB - Europe sectors will continue to account for up to 40% of the total A380 flying program. This aircraft deployment pattern, combined with the nature of the EK network, which will continue to feature a relatively small percentage of longhaul flights, is unlikely to significantly boost either the average daily utilization rate or the average cycle length.

Emirates has at some time in the past indicated its desire to also operate a number of A380 aircraft in a high density 2-class configuration. These aircraft would then be deployed to such high volume/lower yielding destinations as Manila and Jakarta. It remains to be seen whether the airline will actually move forward with its plans for such a sub fleet or will instead opt for a more uniform cabin layout that allows for maximum operational flexibility. An additional issue with regard to the deployment of high density aircraft is of course that it remains unclear if and when the airports that have been designated for such a service are ready to receive that A380 or whether EK would have to pursue alternative options such as a reinforcement of frequencies operated by 2-class B77W aircraft.

To get a more visual idea of the flow of A380 frames through the Emirates network, the following diagram gives an overview of the 139 weekly roundtrips in the above mentioned flight program for 24 A380 frames that has so far been announced by the airline. This diagram makes abstraction of the two different cabin configurations and it is set up for purely illustrative purposes and does not reflect the actual deployment pattern of each aircraft, but rather gives a general idea of how aircraft flow through the system and what degrees of operational flexibility are at the airline's disposal at its DXB home base.

http://i110.photobucket.com/albums/n88/HB-IWC/EK%20A388%20Operations%202012/EKA3802012AircraftDeploymentChartB.jpg

EK's DXB operation currently consists of 4 arrivals and departure banks, according to the following pattern:

11pm - 1am Midnight Arrivals Bank

2am - 4am Overnight Departure Bank

5am - 7am Early Morning Arrivals Bank

7am - 10am Morning Departure Bank

1pm - 2pm Daylight Arrivals Bank

3pm - 4pm Afternoon Departure Bank

7pm - 8pm Secondary Arrivals Bank

9pm - 10pm Secondary Departure Bank

The airline's two main arrivals banks are at midnight and early in the morning. The daylight and early evening arrivals banks are relatively smaller. On the departure side, there is such a heavy focus on the morning departure bank that it can actually be split up into two separate banks that roll into each other, between 7am and 9am and between 9am and 10.30am respectively. The overnight and afternoon departure banks are smaller in size, whereas the late evening departure bank is minor in comparison to the others.

As also indicated in the flow pattern above, the A380 departures and arrivals within this operational set up are as follows:

Midnight Arrivals Bank
KUL, FCO, MUC, LHR, JNB, JED, MAN, CDG, LHR
9 landings

Overnight Departure Bank
PVG, NRT, BKK-HKG, ICN, KUL, PEK, JNB
6.5 departures

Early Morning Arrivals Bank
NRT, PVG, PEK, ICN, HKG-BKK, AKL-SYD, AKL-MEL, LHR, LHR
8.5 landings

Morning Departure Bank
JED, LHR, MAN, CDG, JFK, MUC, FCO, LHR, YYZ, MEL-AKL, SYD-AKL
10.5 departures

Daylight Arrivals Bank
JED
1 landing

Afternoon Departure Bank
LHR, LHR, JED
3 departures

Secondary Arrivals Bank
YYZ, JFK
1.5 arrivals

Secondary Departure Bank
no departures


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Photo © Felix Gottwald



It is clear that the A380 operations at Emirates' DXB hub are heavily focused in the 11pm to 10am time frame when 17.5 out of 20 landings and 17 out of 20 departures occur. Indeed the entire EK operation is pretty much focused on that time frame, during which about 65% of EK's arrivals and departures occur. Nevertheless the A380 operation is even more skewed towards that pattern. This has undoubtedly to do with both the higher demand during these windows as well as with the need for the airline to circumvent saturation issues through the deployment of larger equipment.

At no other time in the EK operational setup at DXB are saturation issues coming more in the picture than in the airline's main morning departure wave. Whereas for arrivals, EK has developed 2 main banks of equal size around midnight and again early in the morning between 5 and 7am, the airline's departures are disproportionally centered in the 7 to 10am morning departure bank, which has grown considerably larger than the airline's other departure banks at 3am, 3pm and 10pm in order of magnitude.

It is no surprise then, that Emirates has opted to have more than half its daily departures located in the early morning departure bank, not only to cater for the relatively larger demand within this bank, but also to overcome increasingly acute problems of saturation. As more A380 frames are added to the EK fleet, we are sure to see more than half the new A380 departures leaving from the early morning departure wave. As the available space for new flights within this departure bank will become increasingly limited, additional flights will be restricted to new cities in Europe and the Americas only. All other growth within this bank will be derived from capacity upgauges, from B77W to A380, from A332/A343/A345 to B77W. This in turn will set in motion a redistribution of available capacity, with smaller aircraft being reassigned to secondary departure waves, thereby further developing these banks and ultimately creating a more symmetric operational pattern that will allow the deployment of A380 capacity in secondary banks, redistribute passenger flows and avoid further saturation issues.

Nothing is more tempting than to engage in a round of speculation regarding the future network development and aircraft deployment for an airline as expansive as Emirates. Still, with the above mentioned commercial and operational considerations taken into account, the following is a list of what I believe to be prime candidates for future A380 operations within the EK system:

EK007/008 London Heathrow
EK015/016 London Gatwick
EK045/046 Frankfurt
EK087/088 Zurich
EK133/134 Moscow
EK147/148 Amsterdam
EK215/216 Los Angeles
EK225/226 San Francisco
EK261/262 Sao Paulo
EK334/335 Manila
EK380/381 Hongkong
EK404/405 Singapore and Melbourne
EK418/419 Bangkok, Sydney and Christchurch
EK770/771 Cape Town
EK783/784 Lagos

This limited list of potential A380 flights represents a total daily utilization of just over 310 block hours. At current average utilization rates, it will require an additional 22 aircraft to be operated on top of the currently announced plans for 24 aircraft. With a fleet of 46 aircraft, Emirates would in other words be able to operate the existing flight schedule as well as the above 15 daily roundtrips. As the airline plans to operate a fleet of 44 aircraft by the end of 2013, the earliest all of this could potentially happen is the beginning of 2014.

Even after this limited number of flights have been taken into account, it is clear that plenty of new opportunities await this airline and that it is only a matter of time before additional destinations and network components become ripe for A388 deployment. It gives at least an indication as to how the seemingly excessively large backlog of A380 orders for this airline may be more realistic than some may believe.

31 replies: All unread, showing first 25:
 
User currently offlinegokmengs From United States of America, joined Mar 2005, 1123 posts, RR: 2
Reply 1, posted (2 years 3 months 1 week 3 days ago) and read 18685 times:

If fleet utilization analysis is an art, you are Michelangelo  Thanks as always for the great read.


Gercekleri Tarih Yazar Tarihide Galatasaray
User currently offlineKFlyer From Sri Lanka, joined Mar 2007, 1226 posts, RR: 0
Reply 2, posted (2 years 3 months 1 week 3 days ago) and read 18667 times:

One word: superb! Very glad to read a new analysis by you after some time. Always learning new things from them. Thanks, and keep it up.


The opinions above are solely my own and do not express those of my employers or clients.
User currently offlineStanleyJ From Hong Kong, joined Apr 2010, 29 posts, RR: 0
Reply 3, posted (2 years 3 months 1 week 3 days ago) and read 18626 times:

Quoting HB-IWC (Thread starter):
EK380/381 Hongkong

This is already A380 on (flew it last August and flying again on it next month):

Dubai (DXB) - Hong Kong (HKG), EK380, 10:05 - 21:05 h (x3/5/7)
Hong Kong (HKG) - Dubai (DXB), EK381, 00:35 - 05:40 h (x/1/4/6)

... B777 otherwise.  


User currently offlineHB-IWC From Greece, joined Sep 2000, 4480 posts, RR: 72
Reply 4, posted (2 years 3 months 1 week 2 days 22 hours ago) and read 17914 times:

Quoting StanleyJ (Reply 3):
This is already A380 on (flew it last August and flying again on it next month):

Dubai (DXB) - Hong Kong (HKG), EK380, 10:05 - 21:05 h (x3/5/7)
Hong Kong (HKG) - Dubai (DXB), EK381, 00:35 - 05:40 h (x/1/4/6)

This flight is currently operating with A388 a couple of time weekly with some extra capacity available in the system, but is slated to revert to a full B77W operation at the beginning of the summer schedule at the end of March. My date above are based on October 2012 planning with 24 aircraft in service.


User currently offlinelightsaber From United States of America, joined Jan 2005, 12415 posts, RR: 100
Reply 5, posted (2 years 3 months 1 week 2 days 21 hours ago) and read 17754 times:
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Quoting gokmengs (Reply 1):
If fleet utilization analysis is an art, you are Michelangelo Thanks as always for the great read.

Agreed. Thanks for the analysis.


I'm goign to be curious if the 2013 A388s will be SFO/LAX ready.    They should be... If so, San Paulo should also see the type within 3 years.

Quoting HB-IWC (Thread starter):
As more A380 frames are added to the EK fleet, we are sure to see more than half the new A380 departures leaving from the early morning departure wave. As the available space for new flights within this departure bank will become increasingly limited, additional flights will be restricted to new cities in Europe and the Americas only.

I suspect that will eventually happen, but not an absolute limit due to Concourse 3.

Lightsaber



I've posted how many times?!?
User currently offlineemalad From United Kingdom, joined May 2006, 443 posts, RR: 0
Reply 6, posted (2 years 3 months 1 week 2 days 21 hours ago) and read 17560 times:

Wow, you have certainly done your work!!! Just wondered though how the two different types of A380 fit into this sequence, as I know that EK17/18 rarely get an ULR A380, but tend to use the Long Range ones. Looking at this, especially sequence i it looks like it goes to MAN and JFK which would be a ULR aircraft

User currently onlineastuteman From United Kingdom, joined Jan 2005, 9835 posts, RR: 96
Reply 7, posted (2 years 3 months 1 week 2 days 21 hours ago) and read 17519 times:
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Great analysis HB-IWC. Thanks

Quoting HB-IWC (Thread starter):
Even after this limited number of flights have been taken into account, it is clear that plenty of new opportunities await this airline and that it is only a matter of time before additional destinations and network components become ripe for A388 deployment. It gives at least an indication as to how the seemingly excessively large backlog of A380 orders for this airline may be more realistic than some may believe.

In a recent interview for Air International, Tim Clark outlined his reasons as to why 90 A380's will not be enough by the time he has them in 2017......
(I referenced it in this thread...)

Air International - 3 Years Of A380 Ops At EK (by astuteman Dec 30 2011 in Civil Aviation)

(A popular thread as you can see   )

Quoting lightsaber (Reply 5):
I'm goign to be curious if the 2013 A388s will be SFO/LAX ready.

TC says his 2012 planes will be able to do DXB-LAX westbound limited to 450 pax, and fully loaded eastbound.

Presumably his 573 tonners, due to arrive in 2013, won't suffer any passenger restrictions either way......

And in the Air International interview stated that "We are now able to start San Fransisco next year (2012)"
So you should be able to put your curiosity to rest, my friend  
Quoting HB-IWC (Thread starter):
As a matter of fact, the average stage length of the A380 flight program at EK is second only to that of the airline's 10-strong B77L fleet, yet longer than that of such aircraft as the B77W or the A345,both of which were hardly designed as medium haul aircraft

Are you able to provide the 777 data in comparison?

Thanks


User currently offlineba319-131 From United Kingdom, joined Jan 2001, 8430 posts, RR: 55
Reply 8, posted (2 years 3 months 1 week 2 days 20 hours ago) and read 17378 times:
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What a brilliant read, great analaysis, thanks for the time and effort.

Cheers

Mark



111,732,3,4,5,7,8,BBJ,741,742,743,744,752,762,763,764,772,773,77W,L15,D10,30,40,AB3,AB6,A312.313,319,320,321,332,333,342
User currently offlineDocLightning From United States of America, joined Nov 2005, 18683 posts, RR: 58
Reply 9, posted (2 years 3 months 1 week 2 days 20 hours ago) and read 17223 times:

First of all, a very well-done analysis. Thank you for this fascinating post.

Quoting HB-IWC (Thread starter):
EK215/216 Los Angeles
EK225/226 San Francisco

I wonder about the operational practicalities. I know that the current 77W from SFO has to depart with twenty seats empty due to weight restrictions. Wikipedia lists the 77W's range as 7930 NM while the A380's is listed at 8300 NM. However, in practicality, I wonder whether the A380 would be any better at operating these flights. They really are at the extreme ranges of the aircraft.

I would love to see more A380's at SFO, though!


User currently offlinelightsaber From United States of America, joined Jan 2005, 12415 posts, RR: 100
Reply 10, posted (2 years 3 months 1 week 2 days 20 hours ago) and read 17223 times:
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Quoting astuteman (Reply 7):
"We are now able to start San Fransisco next year (2012)"
So you should be able to put your curiosity to rest, my friend

I'll believe it when the service is announced.  
Quoting astuteman (Reply 7):
TC says his 2012 planes will be able to do DXB-LAX westbound limited to 450 pax, and fully loaded eastbound.

That implies DXB-SFO would be full pax sans cargo.   

Per that thread, EK is looking at the 85m A389.  


Lightsaber



I've posted how many times?!?
User currently offlineHB-IWC From Greece, joined Sep 2000, 4480 posts, RR: 72
Reply 11, posted (2 years 3 months 1 week 2 days 20 hours ago) and read 17208 times:

Quoting astuteman (Reply 7):
Are you able to provide the 777 data in comparison?

AVERAGE CYCLE LENGTH EK FLEET (November 2011)

A332 - 3 h 29 min
A343 - 6 h 30 min
A345 - 6 h 31 min
A388 - 7 h 32 min

B772 - 3 h 55 min
B773 - 5 h 30 min
B77L - 11 h 28 min
B77W - 6 h 54 min

Aggregate - 5 h 46 min


User currently onlineastuteman From United Kingdom, joined Jan 2005, 9835 posts, RR: 96
Reply 12, posted (2 years 3 months 1 week 2 days 20 hours ago) and read 17156 times:
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Quoting DocLightning (Reply 9):
Wikipedia lists the 77W's range as 7930 NM while the A380's is listed at 8300 NM. However, in practicality, I wonder whether the A380 would be any better at operating these flights

It appears to me, and absolutely in EK's case, that their A380's have a particularly "heavy" outfit - showers, with associated water storage and plumbing, onboard lounges awash with great swathes of hardwood etc etc.

There are airlines out there flying A380's with higher seat counts and an 8t empty weight advantage over EK's birds

And funnily enough, 8t is pretty much the equivalent of 300Nm - 400Nm of range for an A380  

It would appear that the A380's "reek" of opulence in EK configuration compared to a somewhat more "spartan" 10-across 773ER
I can't help thinking that comparing such a luxurious configuration purely on the range capabilities vs their 773ER's is to downplay what the A380 is actually achieving..

Rgds


User currently offlineboysteve From United Kingdom, joined Apr 2004, 919 posts, RR: 0
Reply 13, posted (2 years 3 months 1 week 2 days 20 hours ago) and read 17102 times:

Quoting emalad (Reply 6):
Wow, you have certainly done your work!!! Just wondered though how the two different types of A380 fit into this sequence, as I know that EK17/18 rarely get an ULR A380, but tend to use the Long Range ones. Looking at this, especially sequence i it looks like it goes to MAN and JFK which would be a ULR aircraft

From my observations MAN receives a long range bird (with crew rests in the Y seating area) about 15 - 20% of the time.


User currently offlineslinky09 From United Kingdom, joined Jun 2009, 791 posts, RR: 0
Reply 14, posted (2 years 3 months 1 week 2 days 20 hours ago) and read 17053 times:

Thank you for an awesome analysis.

Quoting HB-IWC (Thread starter):
That makes the A380 at EK by and large a medium range people hauler

At 7 hrs 25 mins doesn't that make the A388 a long hauler, but not a ULH. Perhaps the definition of medium range I have in my mind is similar to LHR-SVO or LHR-TLV perhaps ...i.e. 4 or 5 hour flights?


User currently offlineemalad From United Kingdom, joined May 2006, 443 posts, RR: 0
Reply 15, posted (2 years 3 months 1 week 2 days 20 hours ago) and read 16995 times:

Quoting boysteve (Reply 13):
From my observations MAN receives a long range bird (with crew rests in the Y seating area) about 15 - 20% of the time.

1/1/12 A6-EDK
2/1/12 A6-EDG
3/1/12 A6-EDJ
4/1/12 A6-EDT
5/1/12 A6-EDQ
6/1/12 A6-EDJ
7/1/12 A6-EDS
8/1/12 A6-EDR
9/1/12 A6-EDR

Am not sure about EDR/S/T but the ones which have been sent so far this month are the high density Long Range aircraft. The class that I teach track the A380 on EK17 each day and like you say, EK sometimes send a ULR aircraft


User currently offlinebobmuc From Germany, joined Nov 2011, 313 posts, RR: 0
Reply 16, posted (2 years 3 months 1 week 2 days 20 hours ago) and read 16955 times:

This is the kind of report/post why I've joined Airliners.net just a couple of weeks ago!
Thank you HB-IWC!   


User currently offlinegemuser From Australia, joined Nov 2003, 5552 posts, RR: 6
Reply 17, posted (2 years 3 months 1 week 2 days 19 hours ago) and read 16763 times:

Quoting slinky09 (Reply 14):
At 7 hrs 25 mins doesn't that make the A388 a long hauler, but not a ULH. Perhaps the definition of medium range I have in my mind is similar to LHR-SVO or LHR-TLV perhaps ...i.e. 4 or 5 hour flights?

Depends on your definision. QF regard or did, it may have changed, anything between about 4 & 12 hours as "mid haul", 12+ long haul and less than 4 hours short haul. Other people may have different ideas.

Gemuser



DC23468910;B72172273373G73873H74374475275376377L77W;A319 320321332333343;BAe146;C402;DHC6;F27;L188;MD80MD85
User currently offlinecyxuk From Canada, joined Mar 2009, 110 posts, RR: 0
Reply 18, posted (2 years 3 months 1 week 2 days 13 hours ago) and read 14154 times:

Great Information, thanks so much.

The fact that the stage lengths are so short for not just the A380 but all of the EK fleet minus the 77L's is staggering.


User currently offlinelightsaber From United States of America, joined Jan 2005, 12415 posts, RR: 100
Reply 19, posted (2 years 3 months 1 week 2 days 12 hours ago) and read 13845 times:
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Quoting HB-IWC (Thread starter):
Overnight Departure Bank
PVG, NRT, BKK-HKG, ICN, KUL, PEK, JNB

Wouldn't we expect to see cape town added to this wave eventually? (Note I'm asking.)

Quoting astuteman (Reply 12):
There are airlines out there flying A380's with higher seat counts and an 8t empty weight advantage over EK's birds

You've come around to accepts EK's fittings are definitively impacting their range my friend.   

Quoting bobmuc (Reply 16):
This is the kind of report/post why I've joined Airliners.net just a couple of weeks ago!

You'll find HB-IWC's analysis is always excellent. You should search for similar work at KLM and AA. However, EK has received more analysis and you should search for his 'ultimate analysis.' In many ways, this thread builds upon that prior excellent work.

Lightsaber



I've posted how many times?!?
User currently offlinesunrisevalley From Canada, joined Jul 2004, 4611 posts, RR: 5
Reply 20, posted (2 years 3 months 1 week 2 days 12 hours ago) and read 13529 times:

Quoting astuteman (Reply 7):
TC says his 2012 planes will be able to do DXB-LAX westbound limited to 450 pax, and fully loaded eastbound.

Presumably his 573 tonners, due to arrive in 2013, won't suffer any passenger restrictions either way......

PIANO X has the "freeware" installed for the EK A380 showing a 299t OEW which I take to be DOW based on other threads where this has been discussed. Just plugged in the 569t with 450-passengers, gives a sector time of about 16.hr 40m for a 7766nm ESAD sector. For the 573t the passenger count rises to 489 for essentially the same sector time/ESAD. This confirms what Clark is reported to have said. Probably on the conservative side but works 95% or more days. Seems to me EK operate on the basis that they will not have to leave payload behind on other than a real bad day.


User currently onlineastuteman From United Kingdom, joined Jan 2005, 9835 posts, RR: 96
Reply 21, posted (2 years 3 months 1 week 2 days 10 hours ago) and read 13090 times:
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Quoting sunrisevalley (Reply 20):
PIANO X has the "freeware" installed for the EK A380 showing a 299t OEW which I take to be DOW based on other threads where this has been discussed.

What's interesting to note, of course is, if you refer to the comments made in the other thread that I linked earlier, he says his "2012" A380's have an empty weight about 3 1/2 tonnes lighter than his early deliveries, and there is another 1 tonne yet to come from Airbus.

So the DOW of the latest deliveries could be down around the 295/296 tonne mark.

Quoting lightsaber (Reply 19):
You've come around to accepts EK's fittings are definitively impacting their range my friend.

Definitely. As I said before, the sheer profligacy of the opulent outfitting, and the added weight that it entails, in my opinion has to be used as a context for the range capabilities of their A380's.
It appears to me that they are trading the thick end of 300+ Nm in range, plus presumably a fuel burn penalty, to bring showers, beautifully appointed bars capable of seating more than 26 people etc, and all the other trimmings.

Presumably that's part of the "draw, appeal, "wow" factor", or whatever, and provides a premium on the first and business class revenues that are realised to offset the extra cost/lost payload.
And presumably it works, as the capcity of the bar is being increased, not decreased.

To plagarise from the other thread..

Quote:
The new onboard lounge (for 1st and business class) can be removed in 96 hours, but Tim Clark is aware that he can't do that without losing scores of customers......... the benches will become more comfortable, the lighting more homely, and the area will accommodate more than the current 26 people

If you were flying 1st or business, which way would you want to travel?  

Rgds


User currently offlineEKGOLD From Australia, joined May 2005, 207 posts, RR: 6
Reply 22, posted (2 years 3 months 1 week 2 days 10 hours ago) and read 12909 times:

The numbers on stage lengths for the aircraft can be a little misleading. Think of the 388 on DXB SYD AKL. First stage leg is 14hours DXB SYD but then SYD AKL is only 3 hours, therefore dropping the average to 8.5hrs. Similarly the 77W that does DXB BNE AKL has a similar profile. Without the AKL add ons, average stage lengths for both these aircraft would rise significantly. Utilisation is lower due to the layover in AKL but connection time is the key on the return.

The Jeddah388 flights from Dubai also reduce the average stage lengths but move a lot of people in a time when the 388 is otherwise idle.

Then look at utilisation of the 77W that performs DXB BNE DXB. That bird does 7.5hours (roughly each sector) and completes 4 sectors inside a 34hr period (DEP DXB 0245 and returns the following day at 1300). Therefore a utilisation of 88% inside the block time for the mission.

What is the above saying.... nothing really just that stats can be misleading and can also say what you want them to say. i know a few of the bods in the planning and management departments at EK. They are pretty sharp with a pencil and calculator.

Above all though, a fantastic read from HB-IWC.


User currently offlineDocLightning From United States of America, joined Nov 2005, 18683 posts, RR: 58
Reply 23, posted (2 years 3 months 1 week 2 days 10 hours ago) and read 12839 times:

Quoting astuteman (Reply 12):

I can't help thinking that comparing such a luxurious configuration purely on the range capabilities vs their 773ER's is to downplay what the A380 is actually achieving..

Yes, but will it reach SFO economically from DXB? If it's heavier, it won't.


User currently offlineSurfandSnow From United States of America, joined Jan 2009, 2797 posts, RR: 30
Reply 24, posted (2 years 3 months 1 week 2 days 9 hours ago) and read 12495 times:

WOW! Thank you for taking the time to start such an informative, detailed thread! EK is one of my favorite airlines, and it is always a pleasure to learn more about them.

EK has capitalized on the A380 as a tool to grow in markets that are highly restricted by slots (i.e. LHR, NRT) or bilaterals (i.e. YYZ, JED). It seems these markets take priority over others where they can add additional frequencies with relative ease - such as FRA and SIN.

Then again, the A380 isn't welcome everywhere. China seems to be giving foreign A380 operators quite the run-around, and India has expressly banned the aircraft type [from regularly scheduled service] even though major Indian airports can accommodate it. Does anyone know if other restrictive (but highly important) EK countries like Pakistan, Bangladesh, Egypt, and Saudi Arabia* have followed suit?

*Saudi Arabia obviously allows A380 service to JED, but what about RUH? I thought I read on here that EK's DXB-RUH was due to be upgraded to the A380, but that doesn't appear to be the case...

As for where EK will send the A380 next, I think my list will differ from yours:

Quoting HB-IWC (Thread starter):
EK007/008 London Heathrow
EK015/016 London Gatwick
EK045/046 Frankfurt
EK087/088 Zurich
EK133/134 Moscow
EK147/148 Amsterdam
EK215/216 Los Angeles
EK225/226 San Francisco
EK261/262 Sao Paulo
EK334/335 Manila
EK380/381 Hongkong
EK404/405 Singapore and Melbourne
EK418/419 Bangkok, Sydney and Christchurch
EK770/771 Cape Town
EK783/784 Lagos

EK really wants to start sending the A380s to other U.S. markets. As soon as the type can viably serve IAH, SFO, and LAX it will. Ditto for GRU. Longstanding European markets like MXP, BHX, IST, and perhaps even ATH will inevitably start to see the type. To the East, the A380 can be put on secondary frequencies to places like ICN and BKK, whilst also being sent to new markets like KIX, MNL, SIN, and CGK. I also imagine the key Australian markets of BNE and PER will be upgraded at some point, along with additional frequencies into ever-popular SYD and MEL. Perhaps most importantly, however, we will start to see the A380s put on popular regional routes - CAI, RUH, KWI, etc. If enough $$$ is on the table, we will see the planes sent to Pakistan, India, and/or Bangladesh as well.



Flying in the middle seat of coach is much better than not flying at all!
25 luganopirate : Superb report, thanks. It must have taken some time to put together. Would love to see the same for Lufthansa one day.
26 HB-IWC : A 7h25 stage length would according to industry standards not be called longhaul, but I agree that one may have a different personal perception of th
27 sunrisevalley : which pretty much allows for the passenger count to rise to 489 at 569t TOW. With the 573t and a 295t DOW the range improves by about enough to do DX
28 Post contains images lightsaber : What?!? Ok, the strategy must work as once upon a time VS had their 'upper class' bar. (Didn't VS remove them?) So the question is, why does the stra
29 Post contains images astuteman : Sorry, but that's exactly the point. This year's bird's WILL reach SFO economically from DXB. As evidenced by the fact that they are going to, accord
30 Post contains images lightsaber : By my math, for LAX, the A388 starts to make sense once it is able to lift 400+ passengers (vs. 320 on the 77W); so even if there is a limit to seats
31 sunrisevalley : At 400-passengers there would be ~ 8.5t of cargo space. As it is right now there is probably no payload capability available for cargo. The 320 seats
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