Southern Air 77F's
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Southern Air 77F's
I am currently sat in HKG and I received a message earlier that due in later is N774SA in DHL colours instead of Thai colours. Have both triples ended the contract with Thai? Just curious..
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Southern indeed. It's operating CVG-BAH-HKG-CVG, alternating with a Polar 744F. Rumours has it the 777F offers double the payload, burning 40% less fuel, on the 15+ hour HKG-CVG sector.
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CVG is the DHL hub in the US. Virtually all international traffic goes through the sort there. HKG is obviously a good hub for SE Asia; maybe BAH is cheaper than DXB for the Middle East...
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B777F ---
DOW 142000 KGS( approx. varies subject config/crew/etc. )
MZFW 248115 KGS
MTOW 347451 KGS
MLW 260815 KGS
Burn off is in the neighbourhood of 8500 kgs / hr ...
So, with wee bit short of 106 tons payload you still can fly a looong way.
DOW 142000 KGS( approx. varies subject config/crew/etc. )
MZFW 248115 KGS
MTOW 347451 KGS
MLW 260815 KGS
Burn off is in the neighbourhood of 8500 kgs / hr ...
So, with wee bit short of 106 tons payload you still can fly a looong way.
CVG is the DHL hub in the US. Virtually all international traffic goes through the sort there. HKG is obviously a good hub for SE Asia; maybe BAH is cheaper than DXB for the Middle East...
As for the above, it sounds as if the information you have does not reflect the actual world. Some of DHL's international traffic does indeed go through CVG, but instead of being "virtually all" it's rather "a pretty small part". As for choosing BAH over DXB it could of course have to do with cost. It could also be because BAH is where DHL have their Middle East freight ce ntre, just like HKG is where they have their main Asian ditto.
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Some of DHL's international traffic does indeed go through CVG, but instead of being "virtually all" it's rather "a pretty small part"
Intruder I did not intentionally misunderstand you. As for other intl. DHL hubs in the US, I suppose MIA and JFK would also qualify.
KBPsen I'll see if I can have one my contacts dig up real-life numbers for comparison.
KBPsen I'll see if I can have one my contacts dig up real-life numbers for comparison.
Last edited by SMT Member; 15th Aug 2011 at 07:56.
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CVG-BAH-HKG-CVG (generally) has been a basic Polar DHL run for a few years now. Strong rumor has it that most all Polar B-744’s will also soon be painted in DHL’s colors.
Interesting on how the DHL/Polar side of AAWW has not hired in many years, yet the expanding Southern Air camel’s nose now appears to be under their tent.
Interesting on how the DHL/Polar side of AAWW has not hired in many years, yet the expanding Southern Air camel’s nose now appears to be under their tent.
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After all these claims, I find it interesting that as of last night (according to one of the Southern 777 Capts in CVG) Southern had not yet flown the direct CVG-BAH segment. They had just completed their trans-Atlantic qual CVG-LEJ, and were anticipating the start of the CVG-BAH direct flight.
Also, his HKG-CVG load was 117,000 lb, or 53 Tonnes, which is marginally higher than the typical 744 load of 45-47 T...
Also, his HKG-CVG load was 117,000 lb, or 53 Tonnes, which is marginally higher than the typical 744 load of 45-47 T...
Intruder
SOO had to operate back and forth over the pond for ETOPS qualification. I'm still waiting to be fed allowed payload on a typical HKG-CVG flight, will get back to you on that. It is, however, interesting to note it loaded 53 tons on your mates flight, which is "marginally better" to order of around 10 tons ......
burning 40% less fuel ...
SOO had to operate back and forth over the pond for ETOPS qualification. I'm still waiting to be fed allowed payload on a typical HKG-CVG flight, will get back to you on that. It is, however, interesting to note it loaded 53 tons on your mates flight, which is "marginally better" to order of around 10 tons ......
burning 40% less fuel ...
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I haven't argued the fuel burn at all. However, a 13% load increase is a LOT less than the "double" claimed earlier.
I'm not concerned with book figures or "could have" figures. I'm concerned with reality of the operation...
And, indeed, ETOPS qualification is a REAL concern. While the costs of the qualification will be recovered in the long run, they are significant at the start.
I'm not concerned with book figures or "could have" figures. I'm concerned with reality of the operation...
And, indeed, ETOPS qualification is a REAL concern. While the costs of the qualification will be recovered in the long run, they are significant at the start.
