Why The Gulfstream G550 Is Perfect For White Desert’s Luxury Antarctica Tours

White Desert conducts adventurous expeditions to Antarctica between the months of November and January. The British outfit offers…

Why The Gulfstream G550 Is Perfect For White Desert’s Luxury Antarctica Tours

White Desert conducts adventurous expeditions to Antarctica between the months of November and January. The British outfit offers a range of packages, including the chance for passengers to see the South Pole and emperor penguins. Simple Flying had the opportunity to speak with the tour operator’s CEO, Patrick Woodhead, about the logistics of sending aircraft to the world’s largest desert.

The Gulfstream G550 is well suited to White Desert’s Antarctic services. Photo: White Desert

A hop across the Ocean

To reach the mountains of Queen Maud Land, Antarctica, the operator flies from Cape Town, South Africa. The Gulfstream G550 is the aircraft of choice on the intercontinental route to Wolf’s Fang Runway. The firm chose this jet because it is of its reliability as the workhorse is able to perform robustly even in the cold.

The company adds that the G550 has an impressive payload vs. range. This factor means that the aircraft can carry 12 people on the 4,100 km / 2,214 NM trip to Antarctica and still have enough fuel to return at any moment, should it be required.

Passengers undoubtedly expect comfort on the five-hour trip south. A private jet favorite of the likes of Tom Brady, Tiger Woods, Mark Cuban, Michael Jordan, and Elon Musk, the tall and wide cabin of the G550 offers plenty of space and flexibility. White Desert notes that the plane’s windows are notably large in comparison to those of the Global Express and Dassault Falcon. As a result, travelers can enjoy unparalleled views while cruising over the unique Southern Ocean on the way to the interior of Antarctica.

After departing Cape Town, the night of the African continent turns to day as the G550 soars over thousands of icebergs to its destination in Antarctica. During the peak Southern Hemisphere summer months, the land experiences 24 hours of continuous sunshine.

White Desert Jet
The aircraft has a range of 1,250 km / 6,750 NM and a speed of Mach 0.85. Photo: White Desert

Taking everything into account

There is plenty to consider regarding safety when operating a mission to such a region. With its modern avionics and synthetic vision, the G550 can be trusted in this respect.

Many variables go into launching and supporting a flight to Antarctica. Weather is the main factor. However, as forecasting gets more sophisticated and more data gets accumulated each year, the risks diminish. Regardless choosing the right plane for the job is essential.

“Our Gulfstream 550 has return range, which makes it a much safer operation, plus all the modern safety systems from synthetic vision, TCAS 2 and the latest all-round avionics. But, there is always the risk that you launch the flight and it has to turn around midway because of an unforeseen change in weather ­­‑ “That’s expensive – $120,000 just burnt up in flying time.” As good as the plane is, a lot is down to the expertise of our pilot and crews, which have now completed over 85 landings in Antarctica,”  Woodhead told Simple Flying.

“Then, there is the whole process of maintaining a suitable ice runway and getting a surface prepared that performs to the equivalent standard as Heathrow on a wet day. This requires a lot of knowledge, logistical support and fuel! Each liter of fuel has to be brought in by an ice breaker vessel – taking 10 days to reach Antarctica from Cape Town. It then has to be traversed over 700 km to get to the runway, making it eight times more expensive than normal fuel. And to support our flights to the South Pole, we have to move fuel even further inland, necessitating a two months convoy of tractors that cost so much that the fuel goes to 50 times its normal price.”

Robyn and Patrick Woodhead i
Founded by Robyn and Patrick Woodhead in 2005, White Desert offers luxury expeditions to see the natural wonders of Antarctica, with packages including guided hikes, champagne picnics, and helicopter flights. Photo: White Desert

Ground safety

White Desert is the exclusive operator of Wolf’s Fang Runway in Antarctica. Due to the constantly shifting glacier ice, the 3 km (1.9 mi) long blue ice runway must be continuously monitored and resurveyed. Woodhead shares that the runway is graded and prepared for each flight, giving the ice similar friction to landing on a wet runway.

The ancient glacier ice is so sturdy that it can support the largest aircraft found across the globe. Therefore, no complicated equipment is required for the plane. Using specialist techniques and machinery, the firm has created a runway that is uncompromising in its safety. The likelihood of delay is also reduced.

Overall, the operator’s experienced crew has conduct over 20 flights per season with its aircraft. The crew’s familiarity with the site supports Wolf’s Fang’s reputation as a well-established and reliable airbridge between Africa and Antarctica.

White Desert Camp
White Desert has two camps in Antarctica – Whichaway and Wolf’s Fang. Photo: White Desert

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Balancing operations

The G550 isn’t the only aircraft that White Desert operates. Internal flights across the interior of Antarctica are deployed with the company’s refurbished Basler DC-3. This aircraft features a sizeable cabin allowing for roomy and comfortable flight for clients. Woodhead adds that the 1940’s airframe of the old DC-3 Dakota has been reborn in this $11 million rebuild. This type had been billed as the best aircraft for long-range travel in Antarctica.

The DC-3 is used on adventures to the South Pole and the emperor penguin colony at Atka Bay. The aircraft is rebuilt to the last rivet, with Pratt & Whitney turboprop engines, elongated wings, and up-to-date avionics. Also, the plane is ski-equipped so that it can land on snow runways and ice.

Another member of the fleet is a Twin Otter DHC-6. With its sturdiness, this aircraft is utilized for shorter flights and off-strip landings. DHC aircraft are famed for their ability to operate in hard-to-reach areas. From tackling wildfires and landing in isolated communes, they can be adapted to different conditions.

Overall, with packages costing tens of thousands of dollars, White Desert needs to ensure that it has the right arsenal for its missions. All of the company’s aircraft have their own capabilities to perform their unique role. With its balance of comfort, efficiency, and safety, the G550 performs its services to Wolf’s Fang seamlessly.

What are your thoughts about White Desert’s operations in Antarctica? What do you make of the company’s deployment of the Gulfstream 550? Let us know what you think of these flights in the comment section.

Source : Simple Flying More   

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Delta Turns To Premium Economy As Industry Rebounds

As airlines chart their way out of the crisis, there were plenty of new lessons learned regarding revenue…

Delta Turns To Premium Economy As Industry Rebounds

As airlines chart their way out of the crisis, there were plenty of new lessons learned regarding revenue and customer booking trends. While some pre-crisis strategies were quickly thrown out, others were accelerated amid new, and perhaps surprising, developments. Delta Air Lines, which has seen some strong revenue trends in premium cabins, is betting big on a cabin class it introduced only a few years ago: international premium economy.

Premium economy has been a winning cabin for Delta. Photo: Vincenzo Pace | Simple Flying

Premium products performed well

A trend Delta noted during the crisis was that its premium products were strong performers. For example, in domestic and short-haul international markets, Delta said its premium revenue exceeded those of its economy class revenues by approximately ten points. Compared to 2019, Delta reported that its paid load factors in extra-legroom economy (called Comfort+) and first class cabins exceeded 2019 levels.

Glen Hauenstein, Delta’s President, noted the following on the carrier’s third-quarter earnings call about what that means:

“I think the big epiphany for us was there’s a much broader demand for [premium products] than just business travelers, and if we have to pivot to demand sets for high-end leisure to fill those seats, that is a trade-off we’ll make.”

Evidence for this is clear in Delta’s financial results. With only 40% of business travel having recovered, Delta was still able to turn a profit, even excluding government support. This is a positive result since it means the carrier has a known presence with premium leisure travelers.

Delta Turns To Premium Economy As Industry Rebounds
Delta has seen strong demand for premium products – even with most business travelers sitting on the sidelines. Photo: Delta Air Lines

Bringing this to international routes

Earlier on Sunday, Delta loaded some changes to its transatlantic schedules for 2022. One of the key takeaways is that Delta is pushing forward with rolling out premium economy to European routes – something Mr. Haunstein stated that Delta had in the works for some time.

Adding premium economy to Europe has come by retrofitting existing airplanes. The Airbus A330-900neo and A350-900s were delivered new to the airline with the airline’s new premium economy product, called Premium Select. Delta has had to retrofit its Boeing 767 and Airbus A330 fleet to include premium economy. The long-term goal was always to get its international fleet retrofitted with this class.

Delta Turns To Premium Economy As Industry Rebounds
It was not that long ago when it was rare to find a Delta widebody with premium economy. Photo: Getty Images

Previously, Delta’s goal was to bring premium economy to all international widebodies by 2021. That goal was delayed due to the crisis, and Delta even rejigged its widebody fleet, retiring the Boeing 777 and cutting some 767-300ERs. However, by next year, Delta expects to have most of its widebody fleet retrofitted with the new cabin class.

The reason this class is key on international routes is that there is no premium leisure product Delta has in this space. Premium economy finds a niche between extra-legroom economy class and business class. Delta’s cabin, branded as Premium Select, is similar to a domestic first class seat.

Delta Turns To Premium Economy As Industry Rebounds
Premium Select is comparable to a domestic first class and is a significant upgrade from an economy class seat. Photo: Delta Air Lines

The revenue Delta can earn in this cabin versus an extra-legroom economy class seat is the key. But, another factor that can be seen in Delta’s revenue push is where Delta is taking away seats to fit this cabin in on an aircraft. Delta has not cut down on the number of business class seats it is flying on a widebody, but it has cut down on extra-legroom economy and economy seats on these aircraft.

The goal is certainly to offer a larger premium footprint to travelers that Delta believes are willing to pay for the upgraded product. Other airlines have added premium economy, though at the expense of some business class capacity. This cabin aims to get more people to buy up from economy, but not buy down from business class, which Delta appears to be seeing.

Delta Turns To Premium Economy As Industry Rebounds
Premium Select is designed to fit a middle ground between business and economy. Photo: Delta Air Lines

Delta has been making a very public push for more premium travelers. Premium economy has been a cabin that has outperformed at many airlines. This has included Emirates, Lufthansa, and Austrian Airlines. KLM is looking at adding it to its aircraft, and Finnair is still moving forward with its plans.

There is a general simplification that business travelers are generally willing to pay more for a lie-flat seat on an international flight, while leisure passengers are booking the cheapest fare possible and filling up the back of the cabin with incremental revenue. However, this is certainly not the case.

Delta Turns To Premium Economy As Industry Rebounds
In a competitive marketplace, extra-legroom economy does not cut it as a premium economy offering. Photo: Delta Air Lines

There are leisure travelers who are willing to pay more for an upgraded premium experience. Hawaii and Tahiti are examples of leisure destinations where airlines have been devoting – and filling – premium class seats using widebodies. Then, there are small- and medium-sized businesses that are more price-sensitive in their travel purchases, which would be willing to buy into a premium economy cabin, but be priced out of a business class cabin. With Premium Select alongside a large business class cabin, Delta is looking at offering options to both kinds of travelers, focusing on ensuring it has the right inventory at the right price.

What does this mean for the Boeing 757?

Delta Air Lines used to fly a fair number of Boeing 757s across the Atlantic. Next year, Reykjavik, Iceland, will be the only destination across the Atlantic that Delta will serve using this narrowbody aircraft. In recent years, Delta has flown the 757 to places like Edinburgh, Glasgow, Lisbon, Malaga, the Azores, and Shannon.

Some of these destinations have seen an upgauge of aircraft to a 767-300ER. Others have been removed from the schedule entirely. Looking at the route to Iceland, served from Minneapolis, Delta sells its recliner-style premium cabin as “Premium Select” rather than as a business class cabin.

Delta Turns To Premium Economy As Industry Rebounds
The recliner-style premium seats are found on most of Delta’s 757s. Photo: Jay Singh | Simple Flying

Delta’s premium Boeing 757s feature a larger extra-legroom economy than its aircraft configured for domestic and short-haul international use. However, when it comes to product standardization, Delta wants to make sure it can offer four distinct cabin options: a lie-flat business class, premium economy, extra-legroom economy, and standard economy.

Delta Turns To Premium Economy As Industry Rebounds
Delta is moving away from long-haul Boeing 757 routes. Photo: Vincenzo Pace | Simple Flying

The Boeing 757s are missing the dedicated premium economy cabin. The problem with putting one on a narrowbody is that it would take up a decent amount of space, further reducing capacity onboard the aircraft, which currently have room for 168 passengers. Adding a premium economy cabin could bring that number down to the range of 150-160 seats, which might be too small to be economical for a long-haul route. The same is true on other long-haul narrowbody products out there, like the Airbus A321XLR.

Delta’s 757s will play a crucial role on domestic routes and on short- and medium-haul international ones. But, as premium economy becomes a cabin of focus, Delta does not seem keen to put these aircraft on some thinner, possibly experimental, routes, which other airlines are doing.

Source : Simple Flying More   

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