長榮飛布里斯本航班為何落地後不直接飛回台灣?

The main reason for such practice is to save the route for discontinuation while saving money.

1. Australia is not a popular market for EVA Air.

Sydney is the main destination for Australia, making Sydney the primary destination for all airlines. Yet, the cancellation of TPE-SYD by EVA Air showed the weakness of the market. This is further confirmed by the use of Boeing 787 on TPE-BNE.

2. Evening departure works better for connecting passengers to other Asian countries, given its arrival is in the morning and many EVA Air flight leaving during that time.

3. The labour cost will be higher for immediate departure, as 2 teams of crews will be needed (now, only 1 team of crews is needed).

4. It is not necessary that airport fees are more expensive outside Taiwan. In fact, as a secondary airport in Australia, Brisbane can give a good incentive for the parking.

愚見供參

我不是業內人士或長榮員工！

不過如果仔細看航班就會發現
BR315是每天的23:20從桃園出發，飛行時間09:00，在第二天的10:20抵達布里斯本。
BR316是每天的22:35從布里斯本出發，飛08:40，在第二天的05:15抵達桃園。
由此可知，
BR315及BR316最少有兩台飛機，每晚執行桃園到布里斯本的互飛航段。
而兩地飛機的停等時間，布里斯本共12:15(外站)，桃園共18:05(母國)

我並不認為這樣的航班表有什麼不好(如果這兩地每天有那麼乘客互飛)

雖說單程近九小時的飛行，仍有機會讓該班機再執行飛回出發地的航段，
但空勤人員組數最少就需要多準備一組來執行飛回的航段(還不考慮輪休問題)，
而且飛機外站的準備時間也勢必得縮短，不然就趕不回下一段的航程。

理論上並非是飛機在空中時間越多才能越賺錢，
而是儘量讓航班的空位數減至最少才越賺錢。