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I hope you are not saying that a 8-9 hr flight will start with half tank of fuel :bash: Whether a Boeing 777 flight takes off from Delhi to Chicago or Delhi to Frankfurt, they almost always start with a full fuel tank. True that full fuel means added weight thus more fuel consumption, but its essentially the same whether is long haul or ultra-long haul flight.
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I don't know the facts to argue against you. So I won't. But this website says opposite.
 

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We all know the financial state of AI and hence easy to understand why AI cannot start another route from Hyd to USA.

But I'm surprised that Jet Airways, which certainly has the birds to fly, is not able to utilize the opportunity. Connecting either Hyd or Bangalore non-stop to USA (either bay area or NYC area) would in all likelihood a profit making route.
You are wrong on this, its not just the financial state, we do need some 777 to fly non stop to USA. Right now we dont have anything available. New 777 which was delivered this year will be used for Mumbai to SFO.
So first we need the planes as the dreamliners which AI has currently are useless for flights to USA.
 

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It is not the stop that makes a route operationally successful, it is how effective and efficient the transit hubs are.

ME3 are better off not because of the 1-stop but because they are able to fill the front, middle, and back of the plane using their hub and spoke model.

Same reason why AI is doing well on the US routes using DEL as its hub.

9W is trying to do the same @ AMS and CDG using Delta, AF, KLM.

Apart from DEL and BOM, at present, there are no other Indian cities that can sustain a non-stop to the US. Couple of years back when AI was planning a nonstop to SFO, people were clamoring for BLR - SFO nonstop. Some wise guy at AI decided to stick to the DEL hub and operate the SFO nonstop from there. Had it been from BLR, AI would have shut down the route in a matter of months. Even with all the IT companies, HYD is not able to sustain multiple nonstops to Europe (the sole service is BA to LHR).
For three days SFO flight starts from Bangalore on to Delhi AFAIK.
Isnt it the case?
 

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You are wrong on this, its not just the financial state, we do need some 777 to fly non stop to USA. Right now we dont have anything available. New 777 which was delivered this year will be used for Mumbai to SFO.
So first we need the planes as the dreamliners which AI has currently are useless for flights to USA.
I don't think BOM-SFO is happening. The new 777 was used to increase the frequency on DEL-SFO instead.
 

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Thats what I meant when I said it was a commercial issue not a technical one. The absence of a America to HYD non-stop is not because we don't have planes that can fly that far, it because airlines cannot afford it without a strong year-round business class traffic.

The CEO's statement is erroneous. We already have "Engine efficiency, new tech, more range", etc., that makes ULH like Perth- London possible. Why then, is EWR-HYD not possible yet? The answer is commercial.
The only comparable analogy I can give is any new tech that is very expensive. Take cell phones. Initially, only few could afford them because the tech was expensive. There were no cheaper alternatives. Similarly, the operational costs of ultra long-haul flights are high and at a level now, that those flights need to have higher share BIZ class for the flights to be profitable for the airlines. Airlines can't just cram more economy class seats in those flights as a substitute for business class seats. Each hour added to the flight duration reduces the number of passengers that can be flown due to higher fuel loads and hence increases operational cost somewhat exponentially. Perth-London has lot of biz traffic.
And, the low fuel prices are helping flights like DEL-SFO. Saying its only commercial issue is not telling full story.

Read this piece in CNN "Even an all-business configuration didn't compensate Singapore Airlines the costs of operating the 19-hour, 9,000 nautical-mile (16,000-kilometer) flight".
 

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The outline is that we are atleast another 10 years from USA flights even if a huge diaspora of telugu people are staying in USA and we have to think of flights to Europe instead. With the fuel efficient A350s we can hope that Lufthansa can resume Hyderabad services as early as possible..
 

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For three days SFO flight starts from Bangalore on to Delhi AFAIK.
Isnt it the case?
It may be 3 days a week or daily. I am not sure of the frequency. The point is, a nonstop from BLR to the US is not sustainable. AI depends on its DEL hub to feed its US flights. Same with ME3 or the Europe hubs of other airlines.

There's also HYD - DEL - ORD flight. There's a reason why it's not HYD - ORD nonstop.
 

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LH, KL and BA all started their services to HYD around 2004-05 (2008 in BA's case). However only BA serves HYD now. KL withdrew in 2009 while LH withdrew in 2011.

Long haul international flights generally make money by filling up the front of the plane whilst also relying on transit traffic (This is precisely the reason why LH's BLR service has earned the monkier of The Bangalore Express and is served daily with a B747-8). Having decent O&D demand also helps this cause as does shipping cargo (This being the main reason why UA serves BOM & DEL daily with their B777-200ER, they make a lot of money through the cargo belly of the aircraft besides good O&D demand).

Ultimately, one of the major reasons for LH & KL leaving HYD was that while the loads were good, the yields were not justifying the operational costs. This is primarily because they did not have the right equipment to serve HYD especially when the global markets crashed around 2008-09 and later on when the ME3 piled up their flights to HYD.

LH served HYD with the A340-300. This flight was operated daily at its peak and still holds the distinction of being the first official arrival at RGIA on March 23, 2008. However, around 2010, LH downgraded the service to thrice weekly on an A330-300 before withdrawing for good in 2011. Now, LH have been making all the noises of resuming HYD since 2014. HYD was mentioned as one of the first potential destinations when LH Cityline was announced. That did not materialize. Then in 2015-16, while LH was taking deliveries of their A350's they mentioned HYD as a potential destination again. The likelihood of LH is so-so right now, primarily because their A350's are mainly being based in MUC rather than FRA. If Cityline was the preferred option then it would have started by now.

KL served HYD till 2009 with their peak frequency being 6 times a week. They used the MD-11 for this service. The arrival of BA in 2008 mostly killed the KL service. However, KL have said that the lack of proper equipment meant that HYD could not be served as the economy section was almost always full but business and premier economy were not earning enough to justify the costs. Still, the chances of KL resuming HYD or AMS being connected through 9W is the most likely in the near future, probably by 2019 or so. That would also require 9W to improve their rather pitiable network out of HYD.

BA remain the only one that made HYD successfully. They started with the B777-200ER to HYD 5 times a week. However, around 2010-11, when air travel from HYD really stagnated and fuel prices shot to the skies increasing operational costs, BA had the right equipment in their fleet to make HYD work. They sent the B767-300 to HYD whilst increasing the service to 6 times a week. The 189 seater B763 had just about the right mix of economy and premier economy and business class seating for HYD. On peak seasons, they sent the B777-200ER to HYD. This fleet flexibility helped BA stabilize their operations in HYD despite the onslaught from the ME3. Ultimately in 2014, BA made the HYD service daily and swithced to the B787-8 which is the perfect aircraft to make HYD work. BA was also helped by decent O&D demand between HYD-LHR as well as their onward connections to the US.

If only LH and KL had the same kind of fleet flexibility as BA, then maybe they could have make HYD work better instead of withdrawing. Still KL looks the most likely to resume HYD (or serve through 9W) while LH seems to have gone silent on HYD in recent times. HYD-USA non stop is unsustainable right now since the primary traffic is VFR which tends to fill the economy section, but then again never say never. The B787 or the A350 and later on the B777X may just open newer avenues in a few years time.

PS: These are my personal observations after observing the operational trends of the European airlines to HYD. Any factual corrections or additional information will be welcome and appreciated.
 

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Hyderabad Airport converts airfield ground lighting signage to LED

GMR Hyderabad International Airport Ltd. (GHIAL), which operates Rajiv Gandhi International Airport (RGIA), Hyderabad has announced that in line with its commitment to be 100% LED airport, it has completed the project of converting entire Airfield Ground Lighting (AGL) signage from CFL (Compact fluorescent lamp) to LED (Light Emitting Diode) lamps.

A total of 132 units of AGL signage were converted from CFL to LED in a span of two weeks. More than 350 LED strips of 10W power were retrofitted to these signage. All these installations meet the mandatory regulatory requirement and maintain the required photometry level as per the operational needs. These signage are deployed across around 1700 acres of the airside.

LEDs are known to be highly energy efficient with a life span of more than 50,000 running hours and 90% less power consumption than incandescent bulbs - reducing power cost and saving of energy. With the upgrade to energy efficient LED signage, RGIA would save almost 45% of energy used over the conventional lights. The energy thus saved will reduce the airport’s dependency on traditional non-renewable sources of energy, slashing the greenhouse gas emission, which in this case translates to reduction of over 20,000 Kg of CO2 per annum.

Airfield Ground Lighting Signage acts as a guidance sign post at the airside to help the pilots in identifying the location of their aircraft while at the airside and also while taxiing to the designated areas. There are typically two kinds of signage at the airside- mandatory instruction signage and Information signage. Mandatory instruction signage has the inscription in white on a red background. This type of signage includes information on Runway Designation; Category I, II or III Holding Position; Runway-holding Position; Road-holding Position and No Entry zone. Information signage are provided where there is an operational need to identify a specific location, or routing (direction or destination) information. These include information on direction, location, runway exit, runway-vacated and intersection take-off. AGL signs are used in the night time and in case of low visibility during the daytime.

SGK Kishore, CEO, GHIAL, said, “GMR Hyderabad International Airport is committed towards environmental sustenance by maximizing the usage of green energy and energy efficient equipment. We are fast approaching to turn RGIA into a 100% LED Airport. Conversion of AGL signage into LED is one such firm step towards this commitment.”

Kishore further added, “Recently, Hyderabad airport has enhanced its captive solar power capacity from 5MW to 10MW. With this we would be meeting the entire energy requirement of the terminal building during the day-time. Recognizing our quantifiable endeavours towards reducing the carbon footprints, Airports Council International under its Airport Carbon Accreditation Programme has again certified us with carbon neutrality status (Level 3 + Neutrality) for 2017.”

GMR Hyderabad International Airport had recently converted its entire taxiway edge lights from conventional lamps to LED, becoming the first airport in South India to achieve this feat. The entire land-side of the airport has been converted to LED.

http://www.thehansindia.com/posts/i...irfield-ground-lighting-signage-to-LED/372931
 

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So 6E is now extending their ATR service to IXM twice a day besides adding additional flights to RJA from June 07, 2018. With 6E ATR's will fly to IXE, NAG, TIR, RJA, VGA, CCJ and IXM from HYD.

6E7152 HYD 0645 - 0910 IXM AT7 D
6E7153 IXM 0930 - 1150 HYD 1210 - 1330 RJA AT7 D
6E7154 RJA 1350 - 1505 HYD AT7 D
6E7155 HYD 1525 - 1645 RJA AT7 D
6E7156 RJA 1705 - 1820 HYD 1840 - 2105 IXM AT7 D
6E7157 IXM 2125 - 2345 HYD AT7 D

Rotation for the ATR is HYD-IXM-HYD-RJA-HYD-RJA-HYD-IXM-HYD

Further 9W is starting a new HYD-PNQ-PAT service from April 20, 2018. They are replacing the existing 9W 173/174 service between HYD and PNQ.

New daily red eye service will run till October 28, 2018 with a B737-800 aircraft with the following schedule:

9W 3539 HYD 21:20 - 22:30 PNQ 23:00 - 01:20 PAT
9W 3540 PAT 02:45 - 05:05 PNQ 05:35- 06:50 HYD
 

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It may be 3 days a week or daily. I am not sure of the frequency. The point is, a nonstop from BLR to the US is not sustainable. AI depends on its DEL hub to feed its US flights. Same with ME3 or the Europe hubs of other airlines.

There's also HYD - DEL - ORD flight. There's a reason why it's not HYD - ORD nonstop.
AI is not a barometer to measure commercial viability. The poor airline does not know its exact quantum of debt, let alone the profitability of standalone routes,

Except NYC area (from BOM/DEL), other areas don't have premium traffic to sustain these long haul flights. The premium traffic predominantly originates from the US and the US airlines would be the first to pounce on the opportunity, if the routes are viable.

We will get the proof in the next 1-2 years if AI is successfully privatized. The US traffic has to go through scissor hubs till Indian per capita income atleast grows 3 times from where it is now.
 

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AI is not a barometer to measure commercial viability. The poor airline does not know its exact quantum of debt, let alone the profitability of standalone routes,

Except NYC area (from BOM/DEL), other areas don't have premium traffic to sustain these long haul flights. The premium traffic predominantly originates from the US and the US airlines would be the first to pounce on the opportunity, if the routes are viable.

We will get the proof in the next 1-2 years if AI is successfully privatized. The US traffic has to go through scissor hubs till Indian per capita income atleast grows 3 times from where it is now.
I would add SFO flight as well into the bracket, there is heavy traffic for SFO-Delhi especially during weekends.
Air india is like premium in that route. People prefer Singapore and air india a lot here.
 

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How the Hyderabad international airport is spreading its wings

As you drive along the boulevard and pass by the 10 MW solar park, you feel the impressive presence of the Hyderabad international airport. Soon, the attraction will be as much the airport as the facilities coming up around it.
A city builds an airport, conversely, an airport can build a city around it, becoming, in the process, an aerotropolis — where the infrastructure and economy are centred around it. As the Hyderabad international airport enters its teens, its developers, the GMR Group, are looking to achieve just that.
On runway to growth
The Hyderabad airport, by leveraging its location, seeks to be the gateway to South-Central India. Today, it connects 60 destinations across India and abroad and is currently served by nine domestic, 17 foreign and three Indian international carriers. It has attracted many projects, including those of the Tata group, CFM, UTC, Amazon fulfilment centre, GMR MRO, Safran and FSTC.
It will soon feature business/health/education/entertainment ports, it will have logistics and aerospace parks. The proposed business port will see the development of the country’s largest exhibition-cum-convention centre, IT parks and office and retail space.
GM Rao, Chairman of the diversified GMR Group, launching celebrations in March this year to mark 10 years since the launch of the airport, had said then: “We have revised the entire master plan, upgraded the plan and capacity and plan to take it up to about 40 million passengers per annum (MPPA). With two runways, this can go up to 50 MPPA. There is potential to add two more runways and then expand the airport to take it up to 100 MPPA.”
Currently, the airport handles over 18 MPPA and GMR expects the growth momentum to continue.
Connectivity at every turn
Highlighting the development plans to BusinessLine, SGK Kishore, CEO, GMR Hyderabad International Airport Ltd, says, “The current expansion will see creation of additional capacity across terminal, airside and landside facilities at the airport and will result in more than doubling the capacity in phases.”
The Hyderabad airport city is in the process of launching a business park of 1 million sq ft spread over 30 acres. While several elements of the airport city are already functional, across the Business and Logistics Port, which involve investments by GMR and third parties, tenants and investors, the airport will continue to be developed through a mix of self-development and direct third-party investment as well as built-to-suit developments for specific clients.
The airport aims to be the Logistics Hub of India and South Asia. It is connected on two sides with the National Highways and state Highway and the city through the Outer Ring Road and the PVNR Expressway. There is also a provision in the Master Plan to bring rail connectivity as well as rail siding for movement of goods. This makes it ideal to serve as a Dry Port as well. “The State Government move to extend the Metro Rail connectivity to Hyderabad airport will bring a lot of benefits to our passengers and to other airport users. We are in touch with the Government and metro rail authorities and have assured all possible support from our end for the project,” asserts Kishore.
The airport’s contribution to the economy has been estimated to be more than ₹7,500 crore and it is believed to have created more than 8,50,000 jobs over the years, according to GM Rao, citing the National Council for Applied Economic Research.
As the infrastructure and the economy around the airport grow, benefiting local and global users, it is only a matter of time before the Hyderabad international airport becomes, veritably, an ‘aerotropolis’.

https://www.thehindubusinessline.co...rt-is-spreading-its-wings/article23740395.ece
 

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AAI March 2018 Statistics:

Air Traffic Movements
Intl: 2280 (+ 23.8% from Mar 2017)
Dom: 12020 (+ 16.9% from Mar 2017)
Total: 14300 (+ 18.0 % from Mar 2017)

Air Traffic Movements form April 2017-March 2018
Intl: 24795 (+ 11.4%)
Dom: 124786 (+ 15.1%)
Total: 149581 (+ 14.4%)

Passenger Traffic
Intl: 319633 (+ 20.9% from Mar 2017)
Dom: 1370234 (+ 31.4% from Mar 2017)
Total: 1689867 (+ 29.3 % from Mar 2017)

Passenger Traffic form April 2017-March 2018
Intl: 3685716 (+ 9.4%)
Dom: 14471073 (+ 23.3%)
Total: 18156789 (+ 20.2%)
 

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I would add SFO flight as well into the bracket, there is heavy traffic for SFO-Delhi especially during weekends.
Air india is like premium in that route. People prefer Singapore and air india a lot here.
Heavy traffic and premium for non-stop is a given for all US routes. But the distance demands a huge premium traffic in first and business class, which SFO doesn't have.

Generally, one needs last minute business traffic in large numbers for these routes to survive. SFO is more personal travel by rich people, but it can never match the demand of true last minute business traffic. The business links between SFO and India is very limited and it is more diaspora traffic.

We will know it within 1-2 years of AI privatisation. Again such a route should be more lucrative for a US airline than Indian airline, if really viable.
 
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