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Norwegian Air Shuttle Suspends Four Routes to Las Vegas, Because It is Just Too Hot
Las Vegas is just too hot for Norwegian Air Shuttle. Anytime the mercury hits 104 degrees Fahrenheit or hotter, the discount carrier is often forced to ground planes filled with nearly 300 passengers headed out of McCarran International Airport. The mid-day flights were often delayed for several hours until temperatures cooled. The difficulties eroded profits for the discount carrier. As a result, Norwegian will suspend flights from Las Vegas to four European cities in late March, resuming with… (www.reviewjournal.com) さらに...
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The departure from Las Vegas shouldn't be a problem as the passengers weight should reflect a monetary down load.
Here' s a thougt, stop putting 291 pax on a 200 pax aircraft! Do better research on your route structure and who did the proving runs to make this feasible?
The amount of passengers I don't believe are the real cause of the problem. Condor/Thomas Cook flies a B767 on a KLAS-EDDM run 4 days/week with just as many passengers. However, the timing of when they land and depart is critical. Most flights to Europe arrive anywhere between 1pm - 2pm during the summer here in Vegas, and have a 3 hour turnaround time (with the exception of BAW, who departs around 7 - 8pm local time). That includes refueling, cleaning, customs, etc. On the London run, VIR does this in a 3 hour period, but uses a B744 instead of a B787.
My point is that it isn't the amount of people, but the heat, weight, density altitude, and other meteorological factors that come into play here. While the number of people is a contributing factor, it isn't the critical factor in this change of service.
My point is that it isn't the amount of people, but the heat, weight, density altitude, and other meteorological factors that come into play here. While the number of people is a contributing factor, it isn't the critical factor in this change of service.
Point taken. however 91 extra pax relates to around an additional 18,000 pounds and two things may occur, one might be runway limited or brake energy limited, two they may be over their max landing weight at destination. Not overly familiar with the 787 but the some models of 777 has this landing weight issue on the Beijing/ Toronto routes. While many aircraft are WAT limited this should be researched on the proving runs when scheduling route structure, especially when operating out of KLAS or KPHX and similiar airports.
i get nit-piked here all the time so here goes.
why put a picture of, and caption referencing 737s, at the heading of an article about 787s?
the first thing i thought when reading the article was, "since when does a fully loaded 737 have the range to reach europe non-stop"?
then i re-read a portion of the article and found out why.
they moved europe.
why put a picture of, and caption referencing 737s, at the heading of an article about 787s?
the first thing i thought when reading the article was, "since when does a fully loaded 737 have the range to reach europe non-stop"?
then i re-read a portion of the article and found out why.
they moved europe.
@Paul I heard Europe is pulling out of the EU.
nigel sends his best.
