|Quoting wn676 (Reply 99):|
With this turn, where does the aircraft operating HKG-LAX turn out to? With an 1840 arrival it's too late to take out LHR. My guess is that the actual routing will reflect what's been posted already: DFW-HKG-LAX-HKG-DFW. Don't think they would touch the LHR-LAX-LHR routings unless they swap times with BA.
I was wondering about that, too, so I think I figured it out.
Unless there are other equipment changes, here's how I expect it to go down:
-The two LHR
flights will be isolated from the other routes. That is, the aircraft will fly LHR
). For the purposes of aircraft utilization, LAX
is effectively the outstation, with LHR
being how aircraft are moved between hubs. This is how it functions now.
-Expect to 77Ws to fly from another hub to LAX
on the evenings 6 Sep and 7 Sep. After these, the system works really well.
Beginning on 7 Sep:
Aircraft 1 will fly inaugural LAX
early morning (after having been repositioned on evening of 6 Sep)
Aircraft 2 will fly MIA
in the evening as it does now
Aircraft 3 will fly XXX-LAX
in the evening (repositioning)
Aircraft 1 does HKG
departure arriving PM
same day, departing late night to SYD
Aircraft 3 does LAX
Aircraft 4 does MIA
Aircraft 2 does SYD
Aircraft 3 does HKG
Aircraft 4 does LAX
Aircraft 5 does MIA
Aircraft 1 does SYD
Aircraft 4 does HKG
Aircraft 5 does LAX
Aircraft 6 does MIA
And on and on.
Essentially, after the first two days of repositioning, an aircraft will fly MIA
. To get the aircraft in the right places to facilitate that, it will require repositioning of two 77W from one of the other hubs to operate the first two LAX
legs, after which point the aircraft will have returned to LAX
to be able to operate the SYD
flight, freeing up the MIA
segment to operate HKG
. It wouldn't surprise me to see MIA
re-timed to leave a bit later (say 7:00), if it benefited them operationally in MIA
, since it now wouldn't be leaving LAX
until well after midnight.
Of course, I could be totally wrong, but this does make sense from a utilization standpoint.