The answer depends a lot on which server you are in. If you are on any of the servers without dynamic turnaround times (currently, all permanent servers except hoover), then short haul with widebody is impossible since turnaround is based entirely on airport size and aircraft type, and widebodies have no chance to profit at all.
On a dynamic turnaround server, the computation changes a lot. The turnaround times are much reduced to "close to narrowbody" level, and a dedicated shorthaul widebody can be profitable. In my experiment, an A321 takes 58 min to turnaround at a large airport, vs 80 min for A330R. Compare this to the 60 min vs 105 min difference on a conventional server.
(As a sidenote:
do not trust the aircraft type evaluation tool. It has 2 descrepencies:
1. underestimate flights per week, hence over-estimate capital cost and prefers less efficient but cheaper planes. (However, if you expect to have low ultilization rate, then this might be accurate)
2. The computation is based on turnaround time for conventional servers. Therefore underestimate flights per week for widebodies even more.
)
In the end, if you are able to use widebodies efficiently, the cost per seat for A321neo and A330R are within 10%. (Based on computation for PDX-MDW. For shorter flights, result will vary a lot.) Considering that A321neo as the benchmark for lowest CASM, you see the economics of widebody shorthaul-medium haul is actually feasible on hoover, if you can fill all the seats.
As mentioned by JustPlaneBad here on a dynamic turnaround server:
I’m currently the largest operator (I think) of A330 aircraft on Hoover, almost all the A330R type. Compared to the A321neo light, they aren’t as profitable, but I run them due to slot congestion at Hong Kong (HKG) and because they feed my cargo and longhaul operations. The A330R will carry about 192 units of cargo compared to the 42 units of cargo carried by the A321neo lights.
I’ve configured my A330Rs to meet passenger demand: 35C and 200Y in a premium-density configuration. A flight from Taipei (TPE) at a key wave time yields 130 connecting passengers. And a flight from Singapore, also at a wave time, (SIN) yields 120 connecting passengers. While the shorter flights have only a 15% to 40% profit margin, these passengers feed key long haul flights which (although run less frequently) have 50% to 70% profit margins.
To echo and build upon the points that everyone has made, here are some pros and cons of operating big planes on short routes:
Pros:
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If situated in a high cargo demand airport, you can build a efficient cargo network.
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Large numbers of transfer passengers that can connect to more profitable flights.
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Free up slots to fly smaller aircraft to smaller destinations.
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If you’re operating A330, A350, A380, 747, 767, 777, or 787 aircraft on both short AND long haul flights, you could save maintenance expenses.
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Use fewer slots per passengers transported.
Cons:
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If flying with empty cargo holds, profits will dip dramatically.
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Profit margins are slim, if any. Less profit per passenger compared to most narrow body aircraft.
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Big planes fly fewer frequencies (note the 787-8 which can operate more flights due to speed and turnaround time).
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Big planes are expensive for new airlines.
I really hope this helps. Feel free to keep asking questions, and a warm welcome to AirlineSim!
If you are in a slot congested market or have few competition (e.g. domestic monopoly), then widebodies makes sense since you have better ultilization for slots in your hub, and have more profit per slot. This would only work in a rather late stage of the game which those temporary servers cannot reach. Arguably hoover is the only server where shorthaul widebody actually makes sense. The number of widebodies in Chinese domestic market on hoover is unparalleld to other servers.