>>1240579By profitability, I mean the profitability of individual flights.
Let's say we're 4Chan Airlines and we're so memey we're running an expensive aircraft like the Ilyushin 96-300 because it has 4 engines and it's an a e s t h e t i c Soviet design (which /n/ loves). Flight 001 is full of passengers, about 244 on our long haul flight from ATL/KATL to ORY/FLPO since these are the two airports that /n/ seems to adore.
Let's load on board about 40,000 gallons of Jet A-1 for our fuel, we might reuse left over fuel for the way back, but let's assume we're loading from empty and we think we're going to need additional fuel for reserve, taxi (with 4 engines), contingency, emergency and also for the journey. As of about 10 days ago (
https://www.iata.org/publications/economics/fuel-monitor/Pages/index.aspx) fuel cost about 215 cents per gallon of fuel. Basic maths gives us a total cost of $86,000 just for the fuel. The fuel cost going back the way will be even higher.
Let's assume we got a decent deal with our $40 Million Ilyushin (because no one is buying them) and we hired nice and cheap Cuban or Russian pilots. That's capital costs we need to consider, but maybe not as much.
Consider the takeoff fees for ATL, which might be about $10,000 for our flight thanks to weight, passenger and also noise charges thanks to using an Ilyushin aircraft.
Then we should look at overflight fees, which might be as little as $1,000-2,000 for the US, but depending on winds and other factors, Canada might be more expensive. Then there's the cost of flying through the North Atlantic tracks, and then paying Gander for the overflight fees, then paying the UK and Ireland for overflight fees of Irish and British airspace, then finally, the overflight fees for France. This could rack up to a few thousand US dollars.
Once landed we need to pay the landing fee and handling fee in Euros, but depending on the costs, we could end up paying up to €20,000 for landing, getting a gate and unloading
