WPvsMW wrote:I think fleet allocation has more to do with yields, at least it did when I worked for an airline. A full A380 has wonderful yields (assuming normal fares), whether ULH or not.
UA857 wrote:How come large aircraft like the 744, 748, and A380 aren't used on ULH routes??
pikachu wrote:WPvsMW wrote:I think fleet allocation has more to do with yields, at least it did when I worked for an airline. A full A380 has wonderful yields (assuming normal fares), whether ULH or not.
Do you think accountants ever considered the extra passengers and extra freight to offset the extra engines costs you point out?
Stitch wrote:UA857 wrote:How come large aircraft like the 744, 748, and A380 aren't used on ULH routes??
With the caveat of not having done the calculations, they likely have a higher MZFW to MTOW ratio which means that they would be fuel-weight limited and therefore cannot fill their tanks when carrying a "full load" of passengers and cargo.
This is probably a conscious design decision and true ULH / C-Market services are not generally high-traffic ones. The A340-500 and 777-200LR had similar MTOWs to the A340-600 and 777-300ER, but traded payload weight (MZFW) for fuel. An A340-500 could fly 1200nm farther than an A340-600, but carried 10,000kg less payload. Same with the 777-200LR, which traded 15,000kg of payload to fly 2500nm farther.
The A380-800 could fly around 6700nm at the highest weight variants with an 85,0000kg payload so she had excellent legs for a VLA. The 747-400ER could do 6250 with a 65,000kg payload and the 747-8 was good for around 5900nm with a 65,000kg payload (all figures in this response assuming most-favorable mission rules and conditions).
LH707330 wrote:Where did you get those 744ER and 748 numbers?
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