I have just found out that transfer time is calculated very strangely.
See the pictures below.
In the first picture, transferred aircraft to outstation, and it arrives at 07.25, before departure time of flight at 09.38, [scheduled flight] arriving to hub, and then departing from hub again at 13.05 [second scheduled flight]
In the second picture, transferred aircraft to hub, and it arrives at hub at 13.49, meaning AFTER the second scheduled flight is scheduled to depart.
I really do not understand this.
If the aircraft is coming from the "south", it should hit hub first and get there much earlier.
If the aircraft is coming from the "north", it should hit hub no later than the arrival time of the first scheduled flight (09.38 departing, arriving 11.31).
That's a "simple" thing. On transfer flight the flight time will be calculated by distance and fuel-stops (distance [14,600 vs. 15,731 km]/range of the aircraft [5,030 km]). We have a difference of these approx.1100km between ADZ and BOG from SHA. This is one fuel-stop more. A fuel stop is not only landing, refueling and take off - it is a bit more as it might not be the direct way (not calculated in detail).
We are talking that in first case it gets to ADZ, touches down, waits on the ground two hours, goes to BOG, and waits on the hour 1.5 hours.
In the second case it goes directly to BOG, but supposedly arrives 0.5 hours after the return BOG-ADZ flight.
So this is 2 + 1.5 + 0.5 hours = 4 hours just by going to BOG.
I can understand that it reaches ADZ maybe with one fuel stop less than if it goes directly to BOG (e.g. Fuel stops: SHA - ADZ = x , SHA - ADZ = x + 1).
But is the fuel stop programmed into transfers so long (4 hours)?
Why is it so difficult to accept? Imagine there are other timelimits for the cockpit crew or anything like this. Or as I wrote before - making an additional stop may increase the way to fly to have fuel stop - we don't have any check if there are airports en route.
In your case it makes sense to transfer it to San Andres. So you should do this. ;)
Why is it so difficult to accept? Imagine there are other timelimits for the cockpit crew or anything like this. Or as I wrote before - making an additional stop may increase the way to fly to have fuel stop - we don't have any check if there are airports en route. ***
Well.. I guess it's so strange. It just makes point that when transferring flight, an obvious point-to-transfer may not be necessarily the most optimal one form the revenue perspective.
*** If the plane can get to San Andres it should stop there even when being transferred to Bogota. Being transferred to San Andres it arrives, gets maintenance, is cleaned and refueled... so going straight to Bogota it can make a pit stop in San Andres as well :)
In your case it makes sense to transfer it to San Andres. So you should do this. ;)
I did exactly that. I just wanted to point this out, because to me, it really is strange.
You are still sticking to the imagination that there is a route assigned to this transfer flight. But this isn't. It might be possible that it could fly this way. But it also might be possible - maybe not in your case - that the aircraft has to take another route. Transferflights will be calculated always by the direct route and added some additional time on the ground (or for flying another way ...) for each stop it would have to take. So yes, it might be like in this case when there is the border between one stop more or less where it is better to have it transfered to the destionation near by. ;)
