|Quoting LAXintl (Reply 147):|
Here is a story about the massive wide-body capacity THY added in 2010-2011 and how it has created network issues, as many long-haul routes did not have transit enough feed.
Looking from a distance, I can see that there is an asymmetry in the scheduling of the widebody equipment with a lot of early morning arrivals but not enough morning and afternoon departures, resulting in a large number of widebody aircraft either sitting in IST
for the day or being deployed on atypical European sectors, where A321 equipment would actually perfectly do the job.
This apparent asymmetry results from a disproportionately large number of flights with a double overnight pattern, even to destinations that are typically not flown in such operational patterns when originating from Europe. ICN
are examples of routes that are flown in a double overnight pattern, but for which the airline could actually perfectly operate an afternoon IST
departure followed by a daylight return and a late afternoon IST
arrival, putting the aircraft in line for a late evening departure to those destinations that warrant a double overnight pattern such as BKK SGN
, SIN CGK
and JNB CPT
. I also believe that changing IST GRU
into a double overnight IST GRU EZE
operation may actually improve yields on this route.
All of that would considerably improve the utilization of widebody resources and allow the airline to squeeze more longhaul utilization out of these aircraft. It would also allow TK
to open at least one more North America roundtrip without negatively impacting operational stability.
The problem with such a move, however, seems to be the structure of the IST
hub and the way European feed is organized, i.e. with a strong focus on morning and early afternoon departures from IST
and a late afternoon and evening return into IST
. In order to establish sufficient connectivity to a late afternoon longhaul arrivals bank, TK
would likely have to somewhat restructure its European and other short and midhaul operations.