Moderators: richierich, ua900, PanAm_DC10, hOMSaR
Pe@rson wrote:Can't imagine 3 weekly flights will do much against 21 weekly flights on EK/EY/QR.
atal17 wrote:Pe@rson wrote:Can't imagine 3 weekly flights will do much against 21 weekly flights on EK/EY/QR.
Air India commenced San Francisco with 3 weekly, and then upped it to 6 weekly when they were comfortable enough. I think it's a good idea.
usflyer123 wrote:atal17 wrote:Pe@rson wrote:Can't imagine 3 weekly flights will do much against 21 weekly flights on EK/EY/QR.
Air India commenced San Francisco with 3 weekly, and then upped it to 6 weekly when they were comfortable enough. I think it's a good idea.
correct. also EY lowered frequency to 3 weekly from daily, I guess AI did affect them.
Pe@rson wrote:usflyer123 wrote:atal17 wrote:
Air India commenced San Francisco with 3 weekly, and then upped it to 6 weekly when they were comfortable enough. I think it's a good idea.
correct. also EY lowered frequency to 3 weekly from daily, I guess AI did affect them.
EY is daily SFO-AUH when I just searched.
Of course AI will affect them from IAD, but not much.
usflyer123 wrote:Is it going to be a 777-300ER(if it has the range?) or 200LR?
Pe@rson wrote:Can't imagine 3 weekly flights will do much against 21 weekly flights on EK/EY/QR.
ojas wrote:http://timesofindia.indiatimes.com/toi-features/business/air-india-to-fly-delhi-washington-non-stop-from-july/articleshow/56593793.cms
Effective July 17, Air India will start 3 weekly flights between Delhi and Washington using a B777.
b777900 wrote:HOW long is that flight time and what is the miles distance?
anshabhi wrote:Pe@rson wrote:Can't imagine 3 weekly flights will do much against 21 weekly flights on EK/EY/QR.
Apart from leading to EY frequency reduction, AI nonstop to SFO also decreased EK's load factor by 10%, and that was when AI operated only 3 frequencies to SFO (BTS data is currently only updated till June 2016). On Ultra long haul, 10% could be the difference between money earning and money burning.
AI should now start a DEL-LAX on B787 or use their FRA-LAX 5th freedom rights. AI also has 5th freedom rights for LHR-IAD, but slots at LHR are very limited.
Irehdna wrote:From a while back I heard that the third 777-200LR would be used for the Washington flight. AI 111/112 (DEL-LHR) would be then up-gauged to the 777-300ER. Don't know if these plans will still hold, though.
anshabhi wrote:..A solution ..
dtw2hyd wrote:AI should find money somewhere and redo interiors and IFE of its entire B777 fleet.
ojas wrote:http://timesofindia.indiatimes.com/toi-features/business/air-india-to-fly-delhi-washington-non-stop-from-july/articleshow/56593793.cms
Effective July 17, Air India will start 3 weekly flights between Delhi and Washington using a B777.
747megatop wrote:ojas wrote:http://timesofindia.indiatimes.com/toi-features/business/air-india-to-fly-delhi-washington-non-stop-from-july/articleshow/56593793.cms
Effective July 17, Air India will start 3 weekly flights between Delhi and Washington using a B777.
So, this leaves IAH, DFW, MIA as some of the major airports without a non stop link to DEL or BOM? I am not suggesting that there is a market, just making an observation. I suspect that if AI wanted to expand, they may look at DFW or IAH next. Are they able to make money with their existing non stops to SFO,ORD,JFK and EWR though?
readytotaxi wrote:usflyer123 wrote:Is it going to be a 777-300ER(if it has the range?) or 200LR?
Depends which one has the most parts in place.
IADCA wrote:readytotaxi wrote:usflyer123 wrote:Is it going to be a 777-300ER(if it has the range?) or 200LR?
Depends which one has the most parts in place.
My first thought was that at least IAD has copious remote stand space for parking broken 777s of either length.
ojas wrote:http://timesofindia.indiatimes.com/toi-features/business/air-india-to-fly-delhi-washington-non-stop-from-july/articleshow/56593793.cms
Effective July 17, Air India will start 3 weekly flights between Delhi and Washington using a B777.
Pe@rson wrote:Can't imagine 3 weekly flights will do much against 21 weekly flights on EK/EY/QR.
dtw2hyd wrote:IADCA wrote:readytotaxi wrote:Depends which one has the most parts in place.
My first thought was that at least IAD has copious remote stand space for parking broken 777s of either length.
But even after several warnings and built up fake claims on NeverAI.net people are paying premium for kit planes and grannies over shiny planes and hot FAs. Case in point SFO. Wonder why?
IADCA wrote:it's pretty much beyond dispute that AI has had some unusual maintenance practices and issues with its widebody fleet, including a 777 that was stranded for several months at EWR, a Star hub in the US with quite a bit less spare stand space than IAD.
dtw2hyd wrote:Undisputed based on what, a blogger's claims who is not qualified to judge a plane's functional state.
Any mothballed B77L shell left outdoors in a semi-arid tropical region looks just like VT-ALH.
Any B788 going thru central wingbox repairs inside a customer hanger will be out of service for 11 months VT-ANI
Any B788 with both GEnXes need overhaul will be out of service for a while.
Any scrapped 30 year old A320s in a third world country will be parked on airport property with liveries still on.
Any B77W hit by catering truck have to wait until insurance company fixes it. VT-ALT @EWR
None of these are unusual maintenance practices.
SFOA380 wrote:anshabhi wrote:Pe@rson wrote:Can't imagine 3 weekly flights will do much against 21 weekly flights on EK/EY/QR.
Apart from leading to EY frequency reduction, AI nonstop to SFO also decreased EK's load factor by 10%, and that was when AI operated only 3 frequencies to SFO (BTS data is currently only updated till June 2016). On Ultra long haul, 10% could be the difference between money earning and money burning.
AI should now start a DEL-LAX on B787 or use their FRA-LAX 5th freedom rights. AI also has 5th freedom rights for LHR-IAD, but slots at LHR are very limited.
The SFO reduction is the result of Etihad being incented by DFW to go daily and has nothing to do with AI impact on load factor. EY is short on long haul frames. I'm sure EY will be back to daily SFO in due time. I think there is also overcapacity, in general, with regards to the ME3. EK is going from double daily A380 to LAX to A380/77W as well.
dtw2hyd wrote:IADCA wrote:it's pretty much beyond dispute that AI has had some unusual maintenance practices and issues with its widebody fleet, including a 777 that was stranded for several months at EWR, a Star hub in the US with quite a bit less spare stand space than IAD.
Undisputed based on what, a blogger's claims who is not qualified to judge a plane's functional state.
Any mothballed B77L shell left outdoors in a semi-arid tropical region looks just like VT-ALH.
Any B788 going thru central wingbox repairs inside a customer hanger will be out of service for 11 months VT-ANI
Any B788 with both GEnXes need overhaul will be out of service for a while.
Any scrapped 30 year old A320s in a third world country will be parked on airport property with liveries still on.
Any B77W hit by catering truck have to wait until insurance company fixes it. VT-ALT @EWR
None of these are unusual maintenance practices. Built up fake news planted by one blogger doesn't change airframes' airworthiness.
BTW VT-ALH is doing world record route comfortably.
https://www.flightradar24.com/data/aircraft/vt-alh
seabosdca wrote:
Are you really going to fight this battle again... now that it looks like AI has finally cleaned up its act?
The only one of those things that was remotely "usual," where "usual" means maintenance practices like those of any other airline of AI's size anywhere in the world, was the delay in repairing the truck-accident 77W. No other airline has ever had one 3-year-old 787, let alone two, out of service for nearly a year -- and that includes the five other operators of very early frames. No other airline keeps airframes out of service to overhaul engines. No other airline has left a four-year-old 777 to rot on the tarmac, having to incur great expense to make it once again airworthy. These are practices that AI itself has abandoned and that aren't defensible. These days, if AI has an issue in IAD, it will get fixed in the same way as any other AOG situation.
clrd4t8koff wrote:SFOA380 wrote:anshabhi wrote:Apart from leading to EY frequency reduction, AI nonstop to SFO also decreased EK's load factor by 10%, and that was when AI operated only 3 frequencies to SFO (BTS data is currently only updated till June 2016). On Ultra long haul, 10% could be the difference between money earning and money burning.
AI should now start a DEL-LAX on B787 or use their FRA-LAX 5th freedom rights. AI also has 5th freedom rights for LHR-IAD, but slots at LHR are very limited.
The SFO reduction is the result of Etihad being incented by DFW to go daily and has nothing to do with AI impact on load factor. EY is short on long haul frames. I'm sure EY will be back to daily SFO in due time. I think there is also overcapacity, in general, with regards to the ME3. EK is going from double daily A380 to LAX to A380/77W as well.
SFOA380 - do you have a source for this? What kind of incentives did DFW provide EY to go daily on the route?
clrd4t8koff wrote:SFOA380 wrote:anshabhi wrote:Apart from leading to EY frequency reduction, AI nonstop to SFO also decreased EK's load factor by 10%, and that was when AI operated only 3 frequencies to SFO (BTS data is currently only updated till June 2016). On Ultra long haul, 10% could be the difference between money earning and money burning.
AI should now start a DEL-LAX on B787 or use their FRA-LAX 5th freedom rights. AI also has 5th freedom rights for LHR-IAD, but slots at LHR are very limited.
The SFO reduction is the result of Etihad being incented by DFW to go daily and has nothing to do with AI impact on load factor. EY is short on long haul frames. I'm sure EY will be back to daily SFO in due time. I think there is also overcapacity, in general, with regards to the ME3. EK is going from double daily A380 to LAX to A380/77W as well.
SFOA380 - do you have a source for this? What kind of incentives did DFW provide EY to go daily on the route?
LAXdude1023 wrote:clrd4t8koff wrote:SFOA380 wrote:
The SFO reduction is the result of Etihad being incented by DFW to go daily and has nothing to do with AI impact on load factor. EY is short on long haul frames. I'm sure EY will be back to daily SFO in due time. I think there is also overcapacity, in general, with regards to the ME3. EK is going from double daily A380 to LAX to A380/77W as well.
SFOA380 - do you have a source for this? What kind of incentives did DFW provide EY to go daily on the route?
DFW does provide incentives, but he is completely wrong about one thing. Ive spoken with people at EY personally. The move didn't have to do with incentives.
ojas wrote:747megatop wrote:ojas wrote:http://timesofindia.indiatimes.com/toi-features/business/air-india-to-fly-delhi-washington-non-stop-from-july/articleshow/56593793.cms
Effective July 17, Air India will start 3 weekly flights between Delhi and Washington using a B777.
So, this leaves IAH, DFW, MIA as some of the major airports without a non stop link to DEL or BOM? I am not suggesting that there is a market, just making an observation. I suspect that if AI wanted to expand, they may look at DFW or IAH next. Are they able to make money with their existing non stops to SFO,ORD,JFK and EWR though?
Logically LAX and BOS should be the next two US destinations if AI chooses to expand in the USA further.
clrd4t8koff wrote:SFOA380 wrote:anshabhi wrote:Apart from leading to EY frequency reduction, AI nonstop to SFO also decreased EK's load factor by 10%, and that was when AI operated only 3 frequencies to SFO (BTS data is currently only updated till June 2016). On Ultra long haul, 10% could be the difference between money earning and money burning.
AI should now start a DEL-LAX on B787 or use their FRA-LAX 5th freedom rights. AI also has 5th freedom rights for LHR-IAD, but slots at LHR are very limited.
The SFO reduction is the result of Etihad being incented by DFW to go daily and has nothing to do with AI impact on load factor. EY is short on long haul frames. I'm sure EY will be back to daily SFO in due time. I think there is also overcapacity, in general, with regards to the ME3. EK is going from double daily A380 to LAX to A380/77W as well.
SFOA380 - do you have a source for this? What kind of incentives did DFW provide EY to go daily on the route?
The airline will receive an estimated $1.7 million in incentives from the airport under a program meant to increase international service at DFW. The incentive program does not involve taxpayer dollars.
legacyins wrote:clrd4t8koff wrote:SFOA380 wrote:
The SFO reduction is the result of Etihad being incented by DFW to go daily and has nothing to do with AI impact on load factor. EY is short on long haul frames. I'm sure EY will be back to daily SFO in due time. I think there is also overcapacity, in general, with regards to the ME3. EK is going from double daily A380 to LAX to A380/77W as well.
SFOA380 - do you have a source for this? What kind of incentives did DFW provide EY to go daily on the route?The airline will receive an estimated $1.7 million in incentives from the airport under a program meant to increase international service at DFW. The incentive program does not involve taxpayer dollars.
http://www.dallasnews.com/business/airl ... -next-year
SFOA380 wrote:legacyins wrote:clrd4t8koff wrote:
SFOA380 - do you have a source for this? What kind of incentives did DFW provide EY to go daily on the route?The airline will receive an estimated $1.7 million in incentives from the airport under a program meant to increase international service at DFW. The incentive program does not involve taxpayer dollars.
http://www.dallasnews.com/business/airl ... -next-year
Exactly... Thank you for digging this up... this is exactly what DFW has to do to get more Int'l service. The big O&D airports rarely need to do this.
dtw2hyd wrote:
77Ls- Mothballed when there was no demand and reactivated when there is demand.
AA737-823 wrote:dtw2hyd wrote:
77Ls- Mothballed when there was no demand and reactivated when there is demand.
No demand?
To India?
You've lost all credibility with one fell swoop.
blacksoviet wrote:Did UA ever fly to India from IAD? What equipment was used? Where did they stop for fuel?
dcaviation wrote:blacksoviet wrote:Did UA ever fly to India from IAD? What equipment was used? Where did they stop for fuel?
No, UA never flew from IAD to India.
Air India did few years ago via JFK.
DaufuskieGuy wrote:dcaviation wrote:blacksoviet wrote:Did UA ever fly to India from IAD? What equipment was used? Where did they stop for fuel?
No, UA never flew from IAD to India.
Air India did few years ago via JFK.
uh, they still fly from JFK. and EWR. UA used to fly a 744 non-stop ORD DEL back in the late 90s, but never from IAD.
dtw2hyd wrote:
When ME3 dumping capacity and with oil price at $100, there was no demand for B77L.
Now that oil money dried out and ME3 owners stopped writing blank checks, tables are turned.
If oil goes back to $100 they will be parked again.
legacyins wrote:DaufuskieGuy wrote:dcaviation wrote:
No, UA never flew from IAD to India.
Air India did few years ago via JFK.
uh, they still fly from JFK. and EWR. UA used to fly a 744 non-stop ORD DEL back in the late 90s, but never from IAD.
He is saying years ago they flew to IAD VIA JFK.
DaufuskieGuy wrote:dcaviation wrote:blacksoviet wrote:Did UA ever fly to India from IAD? What equipment was used? Where did they stop for fuel?
No, UA never flew from IAD to India.
Air India did few years ago via JFK.
uh, they still fly from JFK. and EWR. UA used to fly a 744 non-stop ORD DEL back in the late 90s, but never from IAD.
dtw2hyd wrote:77Ls- Mothballed when there was no demand and reactivated when there is demand. I am sure a.net would have preferred AI hiring few guys and few tugs, and keep moving surplus capacity around the hub. Like a famous one doing right now.
787 - No other airline received B788's with so many birth defects either. Now that we know the reason why ANI was AOG and who was delaying parts, it is a shame.
Keep it in mind, these WBs were purchased as a quid-pro-quo not that AI needed or wanted them.
SFOA380 wrote:legacyins wrote:clrd4t8koff wrote:
SFOA380 - do you have a source for this? What kind of incentives did DFW provide EY to go daily on the route?The airline will receive an estimated $1.7 million in incentives from the airport under a program meant to increase international service at DFW. The incentive program does not involve taxpayer dollars.
http://www.dallasnews.com/business/airl ... -next-year
Exactly... Thank you for digging this up... this is exactly what DFW has to do to get more Int'l service. The big O&D airports rarely need to do this.