Bonus and cargo income

[CAPFlyer]

Well, the problem is you're oversimplifying why one flight makes a certain amount and another doesn't.

Let's break down the flights -

The constant - LDZA to OMDB is 2250 nautical miles.

Flight 1 - CCG811 28 NOV 2010
Equipment: B747-400F
Payload: 190,808lbs (about 75% load)
Departure Fuel: 174,505lbs (about 50% fuel). This equates to a range of around 3300nm.
Arrival Fuel: 47,241lbs (That's nearly double what he actually needed including his reserves (typical landing fuel for a 747 is somewhere between 20,000 pounds and 25,000 pounds). As such, he bought 20,000 pounds of excess fuel (or about v$14,000 wasted). Additionally, to fly that extra 20,000 pounds, it also cost him an additional 2,000 pounds per hour, so he also burned an extra 8,000 pounds of fuel he wouldn't have (or another v$5600) for a total waste of 28,000 pounds (or about v$19,600)).

Flight 2 - CCG811 23 NOV 2010
Equipment: B777-F
Payload: 165,120lbs (about 72% load)
Departing Fuel: 111,351lbs (about 35%). This equates to a range of approx. 2800nm.
Arrival Fuel 39,132lbs (This is more reasonable, but still high. You could have taken at least 12,000 pounds less fuel and still had enough when you got to OMDB.)

So, where's the differences? First, neither of you flew with a full payload. For that short of a segment, both were more than capable of "grossing out" the aircraft and still have sufficient fuel to reach the destination. Both flights bought to much fuel, but the 747 flight bought well more than required. In the end, he bought 100,000 pounds more fuel than you did to fly only an additional 25,700 pounds of cargo. He should have flown another 50,000+ pounds of cargo for that amount of fuel purchased.

I'll say it again, there is a "sweet spot" for each aircraft to make it's maximum amount of profit and it differs from aircraft to aircraft. For you to compare the 747-400F to the 777-F is not a "apples to apples" comparison unless you do something radical (and potentially loss making) like making both aircraft fly the same route with the exact same weather, and exact same cargo payload (max out the 777-F and compare it to the 747-400F with an equal payload). Then ensure that you don't buy a lot of excess fuel for both. See what the revenue is after the flights. The 747-400 will make less than the 777-F and the difference will exactly match the difference in fuel bought.

Finally, the "1.234" in the fuel line is a conversion factor. Fuel prices are "per liter" and you fuel "per kilogram", so the "1.234" converts the price from "per liter" to "per kilogram".

[mr.shiljo]

I fully agree with that...but still have doubts...ill try to see how both A/C are usefull on different routes so will try to adjust that...

Thank you for all, dont be mad at me im just trying to solve some things in head on this...lol

Best wishes

[CAPFlyer]

No, I understand where you're coming from. It's one of those funny things - our system is fairly simple in the way it works (and real life is pretty close to it), but it's VERY difficult to maximize your returns and make each part work best for you, but that's why the airlines have very large staffs of people who know a hell of a lot more about how it all works than you or me and they work full time to try and figure it out themselves only to fail just as miserably as you and I.