Anyone got an good/logic explanation for that
greetings
Pieter.
Why only flights from Brussels-> USA in the morning
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Why only flights from Brussels-> USA in the morning
... are there only flights from Brussels-> USA in the morning ? And no overnight flights with arrival in the morning in the USA ?
Anyone got an good/logic explanation for that
greetings
Pieter.
Anyone got an good/logic explanation for that
greetings
Pieter.
It al has to do with the time differences:
For example:
BRU - JFK
Flighttime 8:30
Time difference: 6:00
So the relative flight time is 2:30
This means the lateste passengers would want to depart is around 20:00 to arrive at 22:30 in NY. Banck in Sabena times there was a flight at 19:30 to NY that arrived there at 22:00. I loved it!
Hope this answers your question.
Stij
For example:
BRU - JFK
Flighttime 8:30
Time difference: 6:00
So the relative flight time is 2:30
This means the lateste passengers would want to depart is around 20:00 to arrive at 22:30 in NY. Banck in Sabena times there was a flight at 19:30 to NY that arrived there at 22:00. I loved it!
Hope this answers your question.
Stij
-
Airbus330lover
- Posts: 889
- Joined: 21 Jul 2005, 00:00
- Location: Rixensart
To build on that, there are many cargo flights from Europe to the Sates during the night. If I'm right every night DHL has flights from Brussels to the States. It's the trick to delivering "next day before noon".Airbus330lover wrote:Sorry true.dre wrote:is not true
has to do with north atlantic rout schedules for intercontinental flights.
Greetz
It was an efficient flight schedule for me too
Cheers,
Stij
DHL has 5 outbound flights a week to JFK. From monday to friday and their slot is 0230Z (monday-thursday) and 0300Z on friday.
Currently the contract is for World Airways, till 2 months ago, Gemini Air Cargo was doing the JFK-flight. Since November '06 World took over the contract from Gemini and Gemini took over the contract for Lagos from DasAir. DasAir isn't flying anymore for DHL.
Currently the contract is for World Airways, till 2 months ago, Gemini Air Cargo was doing the JFK-flight. Since November '06 World took over the contract from Gemini and Gemini took over the contract for Lagos from DasAir. DasAir isn't flying anymore for DHL.
OK, here the explanation why it is more appropriate to fly at certain times and when you can take best routings over the atlantic and at what altitudes. It has to do with times, reroutings, shortest routes, altitudes you can use and slots given for those routes....
Chapter 2: The Organised Track System (OTS)
GENERAL
As a result of passenger demand, time zone differences and airport noise restrictions, much of the North Atlantic (NAT) air traffic contributes to two major alternating flows: a westbound flow departing Europe in the morning, and an eastbound flow departing North America in the evening. The effect of these flows is to concentrate most of the traffic unidirectionally, with peak westbound traffic occurring between 1130 UTC and 1800 UTC and peak eastbound traffic occurring between 0100 UTC and 0800 UTC, both at 30°W.
Due to the constraints of large horizontal separation criteria and a limited economical height band (FL310–390) the airspace is congested at peak hours. In order to provide the best service to the bulk of the traffic, a system of organised tracks is constructed to accommodate as many flights as possible within the major flows on or close to their minimum time tracks and profiles. Due to the energetic nature of the NAT weather patterns, including the presence of jet streams, eastbound and westbound minimum time tracks are seldom identical. The creation of a different organised track system is therefore necessary for each of the major flows. Separate Organised Track Structures (OTS) are published each day for eastbound and westbound flows.
It should be appreciated, however, that use of OTS tracks is not mandatory. Currently about half of NAT flights utilise the OTS. Aircraft may fly on random routes which remain clear of the OTS or may fly on any route that joins or leaves an outer track of the OTS. There is also nothing to prevent an operator from planning a route which crosses the OTS. However, in this case, operators must be aware that whilst ATC will make every effort to clear random traffic across the OTS at published levels, re-routes or significant changes in flight level from those planned are very likely to be necessary during most of the OTS traffic periods.
Over the high seas, the NAT Region is Class A airspace (at and above FL55), in which Instrument Flight Rules (IFR) apply at all times. However, airspace utilisation is under continual review, and in addition to the strategic and tactical use of ‘opposite direction’ flight levels during peak flow periods and the application of Mach Number Technique, a 1000 feet vertical separation minimum has been introduced between FL310 and FL390. This is the second phase of a NAT RVSM programme which is ultimately expected to see the introduction of 1000 feet separation from FL290 up to FL410. No major changes in operating procedures are envisaged with the introduction of further phases of the RVSM programme.
Chapter 2: The Organised Track System (OTS)
GENERAL
As a result of passenger demand, time zone differences and airport noise restrictions, much of the North Atlantic (NAT) air traffic contributes to two major alternating flows: a westbound flow departing Europe in the morning, and an eastbound flow departing North America in the evening. The effect of these flows is to concentrate most of the traffic unidirectionally, with peak westbound traffic occurring between 1130 UTC and 1800 UTC and peak eastbound traffic occurring between 0100 UTC and 0800 UTC, both at 30°W.
Due to the constraints of large horizontal separation criteria and a limited economical height band (FL310–390) the airspace is congested at peak hours. In order to provide the best service to the bulk of the traffic, a system of organised tracks is constructed to accommodate as many flights as possible within the major flows on or close to their minimum time tracks and profiles. Due to the energetic nature of the NAT weather patterns, including the presence of jet streams, eastbound and westbound minimum time tracks are seldom identical. The creation of a different organised track system is therefore necessary for each of the major flows. Separate Organised Track Structures (OTS) are published each day for eastbound and westbound flows.
It should be appreciated, however, that use of OTS tracks is not mandatory. Currently about half of NAT flights utilise the OTS. Aircraft may fly on random routes which remain clear of the OTS or may fly on any route that joins or leaves an outer track of the OTS. There is also nothing to prevent an operator from planning a route which crosses the OTS. However, in this case, operators must be aware that whilst ATC will make every effort to clear random traffic across the OTS at published levels, re-routes or significant changes in flight level from those planned are very likely to be necessary during most of the OTS traffic periods.
Over the high seas, the NAT Region is Class A airspace (at and above FL55), in which Instrument Flight Rules (IFR) apply at all times. However, airspace utilisation is under continual review, and in addition to the strategic and tactical use of ‘opposite direction’ flight levels during peak flow periods and the application of Mach Number Technique, a 1000 feet vertical separation minimum has been introduced between FL310 and FL390. This is the second phase of a NAT RVSM programme which is ultimately expected to see the introduction of 1000 feet separation from FL290 up to FL410. No major changes in operating procedures are envisaged with the introduction of further phases of the RVSM programme.