US Airways Dividend Miles (Pre-FlightFund Merger) - Widebody aircraft

From what I have seen on this link http://www.usairways.com/cargo/shipping_tools/schedules/Widebody_Routings_04_08.pdf

US Airways uses a few widebody aircraft on domestic routes. Why not use these for European destinations or South American Destinations?

Does some one have some answers they can share with me?

They have one Airbus 330 and a few 767's

From what I have seen on this link http://www.usairways.com/cargo/shipping_tools/schedules/Widebody_Routings_04_08.pdf

US Airways uses a few widebody aircraft on domestic routes. Why not use these for European destinations or South American Destinations?

Does some one have some answers they can share with me?

They have one Airbus 330 and a few 767's

I believe that some of them go on to serve Int'l destinations or are pulled from domestic when an A/C is needed. A lot of the SA slots are taken and the traffic to where they are going doesn't justify a widebody. The Europe flights are so profitable that I would bet that they would move A/C if they could. Since dropping the 2nd LGW flight from PHL, that PHL-LGW flight is OVERBOOKED a lot.

I believe that some of them go on to serve Int'l destinations or are pulled from domestic when an A/C is needed. A lot of the SA slots are taken and the traffic to where they are going doesn't justify a widebody. The Europe flights are so profitable that I would bet that they would move A/C if they could. Since dropping the 2nd LGW flight from PHL, that PHL-LGW flight is OVERBOOKED a lot.


Interesting...so how many of the 767's and 330's are there that are used for domestic. I can see one 330 for SJU. But it is hard to tell about the 767's.

Maybe US could get Telaviv or something.

My eyes kind of popped out when I saw a 767 used for CLT MCO and a few other short hops.

Interesting...so how many of the 767's and 330's are there that are used for domestic. I can see one 330 for SJU. But it is hard to tell about the 767's.

Maybe US could get Telaviv or something.

My eyes kind of popped out when I saw a 767 used for CLT MCO and a few other short hops.

I could do a search as this topic has been covered before, but the 330 on SJU could not go to Europe as it is IIRC the only possibility for light maintenance etc to be done on the fleet. You'll notice that the 767 domestic flights are all to/from the European hubs and are just short hops/extensions of the international flights. There are no widebody aircraft dedicated to the domestic market.

I could do a search as this topic has been covered before, but the 330 on SJU could not go to Europe as it is IIRC the only possibility for light maintenance etc to be done on the fleet. You'll notice that the 767 domestic flights are all to/from the European hubs and are just short hops/extensions of the international flights. There are no widebody aircraft dedicated to the domestic market.

I don't think that is correct. I think that A330 for SJU is used if a problem or other issue arises with one the A330's dedicated to Europe--they keep one in the bag so to speak.

I don't think that is correct. I think that A330 for SJU is used if a problem or other issue arises with one the A330's dedicated to Europe--they keep one in the bag so to speak.

From what I understand, they take one 330 every day and do some preventative maintenance in PHL. Then they send it to SJU as a testing run to make sure the plane will stay up in the air. From what I hear, it's not that uncommon to have a 330 all of a sudden switched for a 320 or another plane because the 330 had maintenance problems.

You'll notice that the 767 domestic flights are all to/from the European hubs and are just short hops/extensions of the international flights. There are no widebody aircraft dedicated to the domestic market.

Then how can you explain the PIT-PHL flight second from the bottom? I agree, using a 767 on a PIT-PHL is just downright weird. :)

Then how can you explain the PIT-PHL flight second from the bottom? I agree, using a 767 on a PIT-PHL is just downright weird. :)

I tend to think that it's a repositioning flight for one that comes into PIT and out of PHL across the pond.

Then how can you explain the PIT-PHL flight second from the bottom? I agree, using a 767 on a PIT-PHL is just downright weird. :)

Many of those intrahub widebody flights go out full, however.

US 740 leaves from PIT on any given evening, bound for LGW. It turns around at LGW as US 741 back to PIT. It then leaves PIT as US 70 bound for PHL then SNN. That completes more than a day's cycle for it. Also, US 70 from PIT to PHL feeds the other transatlantics at PHL, which are more than at PIT, obviously.

Then how can you explain the PIT-PHL flight second from the bottom? I agree, using a 767 on a PIT-PHL is just downright weird. :)

I'll take a stab at this: Looking at the domestic list,
US27 is CDG-PHL-CLT
US230 is basically the return of the domestic portion of US27 although is a different aircraft for positioning purposes.
US987 combines with US274 and then turns into US70 to go PHL-MCO-CLT-PIT-PHL-SNN.
US1470 is the SJU flight already discussed.

US329 goes CLT-MCO and immediately returns to CLT as US694, I would assume to kill some downtime.

Essentially what we end up with is a 767 spending the night in PHL then flying various domestic routes similar to the 330 to SJU; flights between CLT/PIT/PHL so that the aircraft can be rotated in revenue service in order to receive maintenance on the above schedule.

US 740 leaves from PIT on any given evening, bound for LGW. It turns around at LGW as US 741 back to PIT. It then leaves PIT as US 70 bound for PHL then SNN. That completes more than a day's cycle for it. Also, US 70 from PIT to PHL feeds the other transatlantics at PHL, which are more than at PIT, obviously.

Once the intl. flights to/from PIT stop, I doubt you'll see any widebodies there ever again....

US 740 leaves from PIT on any given evening, bound for LGW. It turns around at LGW as US 741 back to PIT. It then leaves PIT as US 70 bound for PHL then SNN. That completes more than a day's cycle for it. Also, US 70 from PIT to PHL feeds the other transatlantics at PHL, which are more than at PIT, obviously.

Are you sure? A quick check of gate info over the past few days indicates that 274 turns into 70. Also, the domestic portion of 70 is known to be switched to a narrow-body which matches the hypothesis that US987 combines with US274 and then turns into US70.