Last month, LATAM Brasil announced its intention to begin service to Boston Logan (BOS) from São Paulo Guarulhos (GRU). On Wednesday, the airline published its schedule, revealing four weekly round trip flights between Brazil’s largest city and the hub of New England.
LATAM will fly Boeing 767s on this route. The aircraft will leave GRU at 11:55 p.m. on Sunday, Tuesday, Wednesday, and Friday, arriving at BOS at 9:10 a.m. the following mornings. The return flights will depart BOS on Monday, Wednesday, Thursday, and Saturday at 6:05 p.m., arriving at GRU at 5:25 the following mornings.
Generally, international long-haul routes departing from the U.S. leave in the afternoon or early evening. Thus, as expected, the flight will be departing at the same time as a number of other international flights. However, unlike the majority of international flights arriving at Logan, the flight from São Paulo arriving early in the morning. As a result, those passengers won’t be stuck in customs lines as long as those arriving in the afternoon. So while a red-eye flight isn’t the best of times, at least the lines upon landing won’t be as severe.
Another interesting point: unlike long-haul flights between North America and Europe, where one leg (westbound) is significantly longer than the other (eastbound), the difference between the two legs of this flight don’t vary that much in terms of flight time, as it’s a north-south flight. As a result, there is not that much variance between the impact from the jetstream, which flows from west to east. The GRU-BOS leg will take 10 hours, 15 minutes, while BOS-GRU will be 10 hours, 20 minutes.
This announcement comes on the heels of Colombian carrier Avianca launching Boston-Bogota in June of this year. That route was Logan’s first non-stop to South America and, to this point, it has done well. Massport CEO Thomas Glynn has been eager to land a flight to Brazil for a while, no pun intended. As such, this is a major coup.
Boston has seen a number of new international routes launched in recent years. While such an influx of new capacity can sometimes yield underwhelming returns, that isn’t the case in Boston. Hopefully, LATAM will be as successful as recent entrants into the various Boston markets.
You’re flying along, looking out at the sky, and everything seems to be going smoothly. Suddenly, the captain comes on and makes an announcement, saying something along the lines of “we’re going to be diverting due to weather at our destination.” A collective groan falls over the cabin, and the plane begins an unexpected descent.
Having been on two different diverted flights, I’ve had this experience firsthand. And while I do enjoy the opportunity to add another landing (and takeoff) to my flight log, I can’t say I enjoy having my routine interrupted. Particularly when it comes to travel, I don’t like surprises — I prefer things to be predictable. Of course, this isn’t something you can prevent, so I’ve learned to get with it, whatever happens. Both of the diversions I’ve encountered have been due to weather. However, while it is the cause of a significant number of diversions, weather isn’t the only culprit: security issues, mechanical anomalies, and fuel are a few of the many causes that can send people to places they hadn’t planned on going.
Transatlantic Fuel Stops Fuel the Fire
Fuel, in particular, has caused a number of diversions in recent years — particularly with Boeing 757s flying westbound transatlantic flights. As the largest narrowbody aircraft, the 757 has a range of around 4,400 miles, which makes it comfortably suitable for transatlantic operations. A number of different medium-range, “thin” routes which wouldn’t be profitable with a widebody aircraft are possible thanks to the 757. Indeed, it makes a number of routes possible in similar fashion to the way the Boeing 787 makes long, “thin” routes more than just a pipe dream.
However, the 757 has also drawn the ire of a number of transatlantic travelers — particularly in the winter months. During that time, the headwinds of the jetstream are at their strongest, meaning that planes need more fuel than usual to compensate. And while widebodies generally don’t have an issue with this, the 757 doesn’t have the same fuel capacity that those larger planes do. Their range is usually good enough to make a transatlantic crossing without much issue, but they are much more prone to fuel diversions than their larger counterparts.
This frustration was the subject of a 2015 piece on Mashable, titled Why choosing the right airplane type is crucial in the wintertime. There are a number of other pieces, too, on the subject, including a piece in the Wall Street Journal, but those are behind a paywall. Regardless, the Mashable piece raises a number of interesting points, particularly that many simply choose the cheapest flight, regardless of other factors. This can be a dangerous game to play — and, in the case of a business traveler who needs to be somewhere at a given time, it can mean missing an obligation. Of course, that’s a dramatization, but I think my point is clear.
Not All Flights Are Equal
Some flights are more prone to diversions than others. For example, a sector that is around 3,000 miles in length, such as Aer Lingus’ Shannon, Ireland to Boston route (2,891 miles), does not see an incredible number of diversions. Start talking about routes in the neighborhood of 4,000 miles, however, and it’s a different story. This summer, AA203, a flight from Amsterdam to Philadelphia (3,715 miles) diverted to Bangor, ME a number of times. This fall, AA55, which goes from Manchester, England to Chicago O’Hare (3,826 miles) stops in Bangor with some regularity.
Sometimes, the carrier realizes before the flight that it isn’t able to make it on a full tank, and informs passengers of the impending disruption. And while it’s a nice gesture, as diversion-related surprises are not fun for most passengers, I can imagine it’s incredibly frustrating to be told of an impending diversion, whether in the air or on the ground.
Use Your Judgement
I certainly don’t want to discourage anyone from flying transatlantic on a 757. On a number of routes, it’s the only aircraft that makes service viable — and for those routes, I would say absolutely take it. Moreover, the chance of having a fuel stop are far from a sure thing. That said, if there are other options at a comparable price when you are traveling, I might encourage you to think twice before taking a westbound 757 in the winter.
Soaring over a crowd of around 30 people on Castle Island, the first scheduled British Airways Airbus A380 arrived at Boston Logan this afternoon. Incidentally, it touched down on Runway 4R – which was the same runway that the Boeing 747 I was on landed on in 2014 – at around 1:30 p.m.
Last July, when the news first broke that BA would be flying its A380s from Boston to London Heathrow in 2017, I was hesitant to put much stock in it. Things change in the aviation world all the time, and so while that didn’t stop me from writing a post on it, I think it’s worth pointing out that there’s a difference between reporting the news and buying into it.
Initially, my skepticism seemed to be well-founded: in August, BA mysteriously pulled its scheduled deployment of the aircraft, with the apparent culprit being the delayed renovation of Terminal E. At that point, I thought that the delay was due to “typical Massachusetts construction,” as we often see construction projects cost more and take longer than anticipated (e.g. the Big Dig).
However, September saw BA reinstate its plans to launch A380 service to Logan, with the new start date scheduled for a month after the original planned introduction. And while the new schedule has the aircraft visiting only three days per week (Sunday, Monday, and Friday) as opposed to the original schedule which had it lined up to come four times per week (Thursday through Sunday), it appeared that the new timeline took into account the construction of the A380-capable gates and new Terminal E lounge.
March 26, 2017
Even though Emirates holds the distinction of having flown the first scheduled A380 to Boston – a one-off flight exactly two months before this one – BA is the first carrier to land a regularly-scheduled A380 in Boston.
On multiple occasions, I have said that I prefer the 747– and particularly BA’s 747s – to the A380. While that still holds true, I have developed a newfound admiration for the A380, particularly after traveling on it in China and experiencing how modern and efficient it is, and so I went to see the maiden arrival – operated by G-XLEE as BA213 – this afternoon (the aircraft will return to London tonight as BA212).
I arrived around 20 minutes before the aircraft was scheduled to land, and was surprised to find that there were a number of onlookers waiting with their cameras, phones, and scanners. I got out my phone to open Flightradar24, and saw that the aircraft was beginning its downwind leg.
We continued to track G-XLEE, both visually and with FR24. Soon enough, it was starting its final approach.
As it got closer, the sense went from ‘this is going to happen’ to ‘this is really happening.’ Correspondingly, the plane went from being a faraway object that was barely visible to an approaching aircraft that revealed more and more detail by the second.
Having disappeared from our vision over the shipyard, the aircraft touched down on 4R, arriving at the gate 10 minutes after the tires hit the tarmac. As such, the long-anticipated event was completed.
With this arrival, Boston has seen a scheduled BA A380 before New York JFK. And while this is somewhat surprising given that JFK-LHR is the busiest transatlantic route in the world and that BA is the dominant carrier on that route, there are actually a few explanations for this seemingly counterintuitive circumstance.
Moreover, the arrival of the A380 does not mean that BA will stop sending 747s to Boston. Unlike some other U.S. destinations (such as San Francisco and Washington D.C.) where BA used to send 747s but now mostly sends A380s and 777s, BA will likely continue to fly the 747 to Boston alongside the A380 for quite some time. Today is a perfect example: while BA213 and BA212 are operated by an A380, BA203 and BA202 are being flown by a 747.
Why is this?
Well, in addition to boasting good load factors on its BOS-LHR route, which means that it can fill a large number of seats, BA recently retrofitted a portion of its 747 fleet with a modernized cabin and more business class seats. Given that BOS-LHR is a route with high “premium” demand (e.g. a large number of first and business class travelers), the retrofitted aircraft still have a decent amount of life left in them, and that more than 790,000 people traveled between Logan and London Heathrow last year, it makes sense that Boston as a destination can support two four-engine, double-decker planes in the same day.
Most of all, I’m curious to know which of Logan’s runways the A380 uses. While the “main” runways – 4R/22L and 15R/33L – are obviously capable of handling an A380, I am curious to see if the two “supporting” runways – 4L/22R and 9/27 – will see any A380 action. Performance-wise, I think it’s possible, as the A380 has superior takeoff performance to the 747 and I have observed a number of 747s use 4L/22R and 9/27, but I can’t say for sure.
Despite a cloudy day, the sight of the Superjumbo was a bright spot on this particular Sunday. With any luck, there will be many more to come.
On February 8, I posted that there were rumors circulating of Avianca starting service from Boston Logan to Bogota, Colombia, which would be Logan’s first non stop flight to South America.
Recently, the validity of these whisperings was augmented, as Avianca has put Boston to Bogota flights on sale from June 2, 2017. The flights will operate four times per week in each direction, leaving Bogota on Monday, Wednesday, Friday, and Saturday, and returning to Colombia on Tuesday, Thursday, Saturday, and Sunday, and the cheapest flights are initially showing for around $640 round trip.
A Look at the Aircraft
Predictably enough, the Airbus A319-100s operating these 2,612 mile flights will be the smallest aircraft of any Logan-involved intercontinental flight. Even the specially-configured Boeing 737-700s utilized by Scandinavian Airlines on its Boston to Copenhagen flights – 737s which feature a significant reduction in capacity in exchange for added range – are larger. However, I think the A319 is a prudent choice for these flights. For one, it won’t have to deal with the same degree of headwinds – and the consequent reduction in range – that a westbound transatlantic flight would encounter. Moreover, the 120 seats (12 business/108 economy) provide an ideal balance of capacity (necessary to generate revenue) without significant sacrifices in comfort, which is necessary for a six-hour flight.
It remains to be seen whether this flight will be successful or not. What is certain, though, is that this is a win for Boston-based travelers who, up to this point, have had to make connections through Miami, Fort Lauderdale, or other airports in the Southeastern United States in order to get to South America. And while there are a number of other potential markets on that continent as well, including places in Brazil like Rio de Janeiro and São Paulo, I find this to be a very good start.
As Emirates flight 237 approached Logan on the afternoon of January 26, 2017, it was evident that there was something different about this particular sector. In fact, it was an arrival that had air traffic controllers correcting themselves.
“Emirates 237 heavy…erm, correction, Emirates 237 super,” said the voice from Boston Approach after the Airbus A380 from Dubai made initial contact with the controller. A few minutes later, a Boston Tower controller had a similar exchange with the crew of the plane, which will return to DXB tonight as EK238.
These verbal stumbles were understandable. After all, Boston Logan has seen plenty of regularly-scheduled “heavy” arrivals and departures – a designation which is normally assigned to wide body aircraft like the Boeing 747 – over the years. However, this was the first time that the “super” designation, used by ATC for the very largest aircraft, had been used by a scheduled BOS arrival. And while the A380 operating in the place of the 777-300ER that normally operates this on this route is a one-off that was likely done to ensure that the recent upgrades to Logan’s Terminal E are A380-compatible, it was nevertheless an exciting event.
Fortunate Spotters Capture the Event
This wasn’t a significant media event by any means, but a number of fortunate spotters snapped pictures of the A380. The landing on Runway 22L was even caught on video by Instagram user nesam_sherovala, which allowed those of us who weren’t able to see the big bird touch down (such as myself) to enjoy the event virtually.
What it Means
I’ve said many times that I’ll always prefer the 747-400 to the A380, and today doesn’t change that. That said, this momentous arrival is exciting for the Boston aviation community, and – with British Airways scheduled to start flying the A380 on its BOS-LHR route alongside 747-400s, 777s, and 787-900s – signals the beginning of a new era at Logan.
My trip to England in Fall 2014 was my first across the pond in more than 10 years. Given that England is my favorite foreign country, I knew that I didn’t want the next one to be 10 years down the road. Back then, as a gift for my graduation from college, my parents were nice enough to pay for my airfare. The base fare was $952 on British Airways, which was pretty cheap for non stop BOS-LHR flights at the time (it ended up being $1,034 altogether with window seat reservations both ways). More importantly, I was able to fly on the Boeing 747-400 both ways, which was an incredible experience. All told, I was extremely happy with that trip. That said, I’m similarly excited for my upcoming trip to England.
This time, I myself paid for the trip. It was $504.89 base fare, and came out to a total of $576.89 with window seat reservations both ways. As good as that base fare is, it’s not even the lowest that it’s been – British Airways was selling $460 BOS-LHR round trips in November. Regardless, the fact that there has been a $447 reduction in the base fare on the BOS-LHR route from the last time I went to this time – from $952 to $505 – is insane.
You might well know that I am partial to the 747 over the Airbus A380, the latter of which BA is scheduled to begin flying to BOS at the end of March. However, having enjoyed my flight on a China Southern A380 during my trip last month, I decided that I did want to fly on the A380 at least one of the legs of this trip. Since I enjoy the flight home more than the flight over, I figured I would take the 747 on my favored leg of the trip and the A380 on the other leg.
I am seated on the World Traveller upper deck section of the A380, in 82K, and the World Traveller main deck section of the 747, in 49A. Both are window seats – the first on the right, the second on the left.
So, to this point, I’ve taken BA213 twice, BA212 once, and BA238 once.
I do like BA213 a lot because it’s a late-morning departure from London and an early-afternoon arrival in Boston, but it’s being operated by an A380 that day, so I decided to take BA203 instead for the 747, which still gets me back around 7 p.m.
Other Notes and Overall Thoughts
While I’m in England, I plan to take a couple of short Euro trips – to Brussels and Amsterdam. Each city was decided somewhat on a whim, but I am confident I’ll enjoy them.
My dad went to Brussels back in 2002, via London. He very much enjoyed taking the Eurostar train through the countryside of France on the way to Belgium. I’ll be taking that train, too, and for less than $90 round trip.
Amsterdam is a fascinating city that I’ve always wanted to see. Also, the easyJet flights were running for around $75 round trip from London Southend, so that should be fun. Two new countries for less than $200 in travel expenses – I’m happy with it.
I’m pretty excited to have finally booked this. The last time I went to England, I was very focused on the excitement of flying on the 747. As a result, the way over was very much a blur (albeit an awesome one). This time, having been on both the 747 and A380, I’ll definitely try to relax and enjoy the flights (and the trip) a lot more.
While British Airways is slated to be the first carrier to regularly fly the “Superjumbo” Airbus A380 to Boston, Emirates has beaten them to the punch in one respect. The Gulf carrier will have the maiden A380 flight scheduled to land at Logan.
According to Routesonline, the Gulf carrier plans to send an A380 from Dubai to Boston on January 26, 2017. This replaces the Boeing 777-300ER (77W) on EK237 and EK238.
It’s worth noting that Emirates flew a similar one-off A380 flight to Chicago – a city that, like Boston, sees regularly-scheduled 77W service – during the summer of 2016. Given that the A380 usually necessitates airports to upgrade their infrastructure, the Chicago flight was mostly to check the infrastructure’s compatibility.
While it’s quite possible that this Boston flight is similar in nature, it’s also possible that there’s more than meets the eye.
Emirates is the world’s largest operator of the A380. The carrier sends its A380s to an extensive number of destinations, including Manchester (UK), Copenhagen, and Toronto. And though each of those places have a number of international flights, they do not have any other regularly-scheduled A380s. With that in mind, it’s safe to say that Emirates doesn’t vet its A380 routes like others. Perhaps this is because it has dozens of the type, while other carriers generally have a dozen or so.
Considering Emirates’ pride in its A380 fleet, it’s quite possible that it’s simply pulling a power move. The carrier’s load factors to Boston haven’t suggested it’d be prudent to replace a 77W with an A380. However, as the world’s largest A380 operator, the motivation is understandable.
Regardless of the rationale behind this flight, it will certainly be interesting to see a scheduled superjumbo arrive at Logan for the first time next month. And – assuming BA’s scheduled launch goes as planned – it will be the first of many.