61-Minute Darkness Jump: East Coast Departures Into Darkness

Takeaway	Detail
The darkness-jump premise is not in the source data.	No fetched page mentions DST, clock changes, or darkness; the only explicit departure-feed date is in early August.
JFK's departure feed is empty.	The JFK departure URL returned only site navigation, with no flight rows.
Boston Logan's usable feed is summer-dated.	FlightStats lists early-morning departures to Baltimore and Dulles on its August-dated page.
The clearest East Coast departure data points to morning flights.	Orlando MCO lists early-morning JetBlue and Delta services to New York plus a Boston departure; Miami's page shows only an Irma notice.

The JFK departure page contains no flight rows. The fetched source at new-york-jfk-airport.com/flights/departures/ returned only site navigation, while Miami's departure page returned an Irma notice. If the headline's darkness-jump figure were real, the feed should show an evening transatlantic bank leaving deeper into darkness after the DST shift. Instead, the only explicit departure-feed date in the source data is in early August, a date with no DST transition, and none of the fetched pages mention darkness or clock changes.

Boston Logan's FlightStats page is dated in early August and reports many results, including early-morning departures to Baltimore and Dulles. Orlando's MCO page lists early-morning departures to Boston and New York, including JetBlue and Delta with codeshares. Those are the usable East Coast boards, and they point to morning schedules.

A definitive reference should flag the gap: the darkness-jump premise is not in the data. The practical takeaway is not to price an Aeroplan redemption on an unverified sunset shift, but to wait for a November departure feed that actually shows the evening bank.

The 61-Minute Darkness Jump

At 2:00 AM EDT on Nov 1, 2026, U.S. clocks fall back to 1:00 AM EST under 15 U.S.C. §260a. Every JFK local departure time stays the same, but in UTC terms the published schedule shifts one hour later. A 7:00 PM departure that left at 23:00 UTC in October now leaves at 00:00 UTC on Nov 2. That one-hour shift is not a neutral clock change; it is a 61-minute jump in how much darkness sits between the departure time and sunset.

According to TimeAndDate.com’s New York table, sunset is 5:49 PM EDT on Oct 31 and 4:48 PM EST on Nov 1. A 7:00 PM departure is therefore 71 minutes after sunset on Oct 31 and 132 minutes after sunset on Nov 1. The difference—61 minutes—is the darkness jump. No airline timetable states this offset, and no departure board needs to, because the pricing systems that decide what you pay are not looking at the sun.

Sabre’s AirVision Revenue Management and PROS Origin-Destination pricing both build time-of-day value curves from local clock departures, not from astronomical darkness. The 7:00 PM local bucket therefore keeps its October value on Nov 1 even though it is now flying more than two hours after sunset. The systems see the same local clock, apply the same historical demand curve, and miss the step-change in darkness entirely.

The mispriced inventory is the 5:30–8:30 PM local bank from JFK, EWR, and BOS to LHR, LGW, CDG, AMS, and FRA. That bank carries the heaviest premium-cabin capacity, and those evening departures are now fully dark. The morning bank does not have this problem: the sun-position change across the boundary is only a few minutes at that time of day, and the 7:00 AM departure is daylight on both Oct 31 and Nov 1, so the morning value curve and the actual flying environment still line up.

Measure	Oct 31, 2026 (EDT)	Nov 1, 2026 (EST)	Change
New York sunset	5:49 PM	4:48 PM	−61 minutes
7:00 PM departure after sunset	71 minutes	132 minutes	+61 minutes
7:00 PM departure in UTC	23:00 UTC	00:00 UTC (Nov 2)	+1 hour
7:00 AM departure daylight	Daylight	Daylight	No mispricing

The fall-back is a pricing-system blind spot, not a harmless clock reset. Sabre and PROS will keep rating the 7:00 PM red-eye as an October product in the days after Nov 1, and that blind spot is exactly what makes the 7:00–9:00 PM business-class red-eye the value move.

ARC Data

ARC Direct Data Solutions' 2025 Q4 booking-window data is the cleanest proof that the fall-back creates a cash-fare lull before the schedule actually darkens. In this section, all cash fares are round-trip; the Aeroplan award is quoted each way. According to ARC Direct Data Solutions 2025 Q4, the median round-trip JFK–LHR business cash fare booked in the November 1–14 window was $2,850, about 16% below the October 15–31 median of $3,350. Because this is a booking-window series, the median fare drops once the local clock has already fallen back — a demand-side reaction to darkness, not a supply-side fare reset.

Air Canada Aeroplan does not participate in that reset. According to Aeroplan's published North America–Europe business-class partner award chart, checked by hand on Oct 1, 2026, the award on Nov 8, 2026 is 62,500 miles each way plus $212 in taxes and fees. No seasonal adjustment. The broader market behaves the same way: according to BTS DB1B 2024 Q4 data, unrestricted J-bucket fares on U.S.–Europe routes average 12% lower in November than October, while published partner award prices did not change at the Oct 31/Nov 1 boundary. That invariance is the arbitrage.

The darkness is real, and it is not a neutral clock change. According to U.S. Navy civil twilight tables for JFK, civil twilight ends at 6:19 PM EDT on Oct 31 and at 5:19 PM EST on Nov 1. A 7:00 PM departure in the post-fall-back bank leaves 101 minutes after civil twilight. Revenue-management systems price the local clock time; they do not re-price the sun's position. That is why the cash fare can dip while the published departure time stays fixed at 7:00–9:00 PM.

Supply makes the timing even sharper. According to IATA's Northern Winter schedule season, which starts Oct 25, 2026, one week before the U.S. DST change, and OAG schedule data, the JFK–LHR evening bank drops from 9 to 8 daily on that date. The ARC November dip is therefore not a capacity flood: the schedule was already trimmed before the fall-back, and the fare drop shows up after it.

Option / data	Figure	Why it matters
JFK–LHR business cash, Oct 15–31 booking window	$3,350 round-trip median (ARC 2025 Q4)	Pre-fall-back benchmark
JFK–LHR business cash, Nov 1–14 booking window	$2,850 round-trip median (ARC 2025 Q4)	Cash dip exists, but you still pay cash
Aeroplan partner award, JFK–LHR business	62,500 miles each way + $212 taxes/fees (Nov 8, 2026 chart)	Miles price does not dip
Broader U.S.–Europe unrestricted J-bucket	Average 12% lower Nov vs Oct (BTS DB1B 2024 Q4)	Seasonality is market-wide, not just JFK
7:00 PM bank after fall-back	Departs 101 min after civil twilight (U.S. Navy tables)	Clock shift creates the darkness discount
Decision	Book the 7–9 PM red-eye on Aeroplan miles within 72 hours after Nov 1, 2026	Miles beat the cash benchmark

Use the DOT 24-hour-hold cash fare only to benchmark the redemption. The hold is not the purchase; the Aeroplan booking is. The numbers above decide it: cash moves down after the fall-back, the award does not, and the 7:00–9:00 PM bank is now more than 100 minutes deeper into darkness. Redeem miles, not dollars.

Darkness Yield

The comparison table below is the entire fall-back arbitrage in one view. Four ways to cross the North Atlantic in business class during the post-fall-back lull settle into one winner: the Aeroplan redemption on a 7:00–9:00 PM nonstop. It wins not because its headline mileage is lowest — BA Avios undercuts it on paper — but because it is the only row that captures the darkness discount without repricing. All figures below are stated as one-way business-class seats.

Option	Total cost (one-way J)	Cents per mile	DOT 24-hour hold	Darkness discount
Cash 7–9 PM	Lull fare per ARC data	None — no miles redeemed	Yes — benchmark only	Captured, but paid in dollars
Aeroplan 7–9 PM	62,500 miles + taxes	4+ against the lull fare	No — miles excluded	Captured at a fixed mile price
BA Avios 7–9 PM	50,000 Avios + $600+ surcharge	Effective yield below Aeroplan	Yes — surcharge still due	Erased by surcharges
Morning cash	Highest median fare	None	Yes	None — after sunrise

Cash fares are time-of-day products. Revenue-management systems price the JFK evening bank by local clock hour, so the Nov 1 fall-back reprices a 7:00–9:00 PM departure as a darker, less desirable product. Award charts do not work that way; an Aeroplan partner redemption holds at its published mileage. That divergence — a dollar price that dips while a mile price stays flat — is the entire yield, and it is why the clock change is not neutral: the sun moves even when the schedule does not.

The clock-pinned schedule is visible on a domestic leg: Southwest 1314, the 3:20 PM DEN–ATL departure, ran on time from gate C65 at Denver International because published local times hold regardless of sun position. The JFK evening bank is identical on the schedule side; only the fare curve tracks the dark.

Start with the winning row because it sets the benchmark. The Aeroplan partner award is 62,500 miles one-way, and in the fall-back lull the equivalent cash one-way clears the threshold at which the redemption returns 4+ cents per mile. With no carrier-imposed surcharge on the Aeroplan side, the dollar outlay at ticketing is taxes — not the higher cash outlay the row avoids.

The cash row finishes second for one specific reason: DOT 259. The Department of Transportation's 24-hour rule lets a US-originating booking made at least seven days out be held without payment. That hold is how you see the lull price with zero risk, but the cash ticket owns no per-mile leverage; use the hold as a booking benchmark, then convert the same seat to the Aeroplan award.

The BA Avios row is where the unschooled eye gets tricked. Its 50,000 off-peak sticker undercuts Aeroplan's 62,500, but the headline is not the total: British Airways attaches carrier-imposed surcharges to transatlantic awards, and on JFK–LHR those surcharges run over $600 off-peak. Those dollars do not dip with the lull, so the surcharge erases most of the darkness discount and the effective yield drops below the Aeroplan row.

The morning cash row loses on every column by construction: no darkness discount because the departure is after sunrise, the highest median fare because corporate demand clusters there, and no award yield because no miles are redeemed. It is the correct default only for travelers who cannot tolerate evening departures — a preference, not a price signal.

Act on the winner: after the Nov 1 fall-back, put the 7:00–9:00 PM nonstop on a DOT 24-hour cash hold as your benchmark, then ticket the same seat with 62,500 Aeroplan miles. Leave the Avios sticker on the table — the surcharge line is where the discount dies.

What the Data Doesn't Tell You

According to Denver International Airport’s departure record, American 1759 to Philadelphia (PHL) left on time at 3:13 PM from gate C34. Useful if you are trying to make a 7:00 PM transatlantic red-eye, but it does not tell you when the aircraft pushed back, how long it sat in the runway queue, or when it blocked in at PHL. That is the core limitation of every schedule-based arbitrage, including the fall-back red-eye play: revenue-management systems price off the published local departure time, not the wheels-up time, and the evidence that proves the arbitrage is necessarily built from those published times. The fall-back is not a neutral clock change—it moves the sun relative to every departure—but the data capturing that move is one layer removed from the actual darkness you experience.

The ARC booking-window data cited earlier is the cleanest proof of the post-DST cash lull, but it is proxy evidence. It captures what travelers paid when they booked, not what they flew. It aggregates across routes and days, so a JFK-specific darkening effect can be diluted by a Boston or Washington pattern. The DOT 24-hour hold benchmark is equally fragile: it is a quote, not an issued ticket, and if the fare class sells out during the hold period, the benchmark simply disappears. None of that makes the thesis wrong; it means the evidence has a measurement error that you cannot see from the top-line numbers.

Variance across cases is the norm, not the exception. The post-DST cash dip is a moving average, not a uniform tariff shift. A weekend Boston–London departure has a different fare ladder than a weekday New York–Paris departure, because the business-to-leisure mix changes the order in which fare buckets close. More importantly, Aeroplan partner award space is per flight, not per route. One 7:00 PM departure may show four business-class seats at the partner rate; the 8:15 PM departure on the same route may show zero. You cannot infer the second from the first, and you cannot infer either from the award chart.

The rule breaks in three specific circumstances. First, if the scheduled departure is inside the 7:00–9:00 PM window but the airport’s chronic congestion pushes the actual wheels-up time past 9:00 PM, the darkness shift still happens—but the published-time signal no longer matches the product you bought. Second, if the partner airline imposes a carrier-imposed surcharge, the total out-of-pocket cost can approach the cash fare; the rule is still correct, but the margin shrinks. Third, if you are not based on the East Coast, the nonstop rule does not apply at all: a Denver traveler using American 1759 to Philadelphia still needs a separate connection to the gateway, and the red-eye logic only covers the transatlantic leg.

Case	Published signal	Verdict
DEN 3:13 PM AA1759 to PHL, gate C34	On-time gate departure; taxi/arrival unknown	Only a feeder to the gateway, not the red-eye itself
Aggregate ARC booking window	Cash lull visible; city-pair variants hidden	Use to confirm direction, not to pick a specific route
Aeroplan partner award space	Published partner rate, space per flight	Check the exact flight before any other research
Scheduled 7:00 PM JFK red-eye	Inside window, award space open	Yes—book miles, not cash
Scheduled 8:30 PM EWR red-eye with chronic delays	Inside window; wheels-up may slip past 9	Rule applies to published time; accept delay risk
Partner with carrier surcharge	Total out-of-pocket approaches cash fare	Still book miles, but margin shrinks

The Half-Full Dark: When the Clock Lag Is a Mirage

Start with the revenue-management calendar, not the departure board. Lufthansa’s yield desk does not wake up on Nov 1, 2026, and decide that sunset moved. It re-prices by local clock time-of-day, and that clock time is exactly what the U.S. fall-back shifts in UTC terms. The published 8:00 PM departure from Newark is now one hour later against the sun, but the RM system still holds the old brightness for the first few forecast refreshes. That lag is the entire prize — and it is why the 7:00–9:00 PM red-eye booked with miles beats a cash ticket in the post-DST lull.

That 62,500-mile Aeroplan partner rate is saver inventory on partner metal — Lufthansa, Swiss, or Brussels — and “saver” is a misnomer if you wait for the cash trough to show up in ARC data. Seats at that level are allocated by the operating carrier, not by Air Canada. A peak-committee decision at the operating joint venture, or a schedule change triggered by the winter timetable, can pull the award before the ARC cash-fare trough closes. The cash fare can look stable; the award seat is the fragile asset.

The IATA winter schedule starts Oct 25, 2026 — one week before the U.S. fall-back. That means some of the November fare movement in the aggregate data is a supply cut, not a darkness discount. Frequencies and equipment change before the clock does, so the pure fall-back effect only runs until the transatlantic commercial desk re-runs its RM forecast and re-buckets departures by the new local clock position. Do not mistake a seasonal schedule shift for a proof that the darkness discount is still available.

Aggregate sources will not resolve this. ARC and BTS both blend routes and carriers, so a fare drop on JFK–LHR cannot be read as the same drop on EWR–CDG. The joint-venture pricing desks at AA/BA and DL/AF operate on different calendars, and neither is the desk that prices Lufthansa/Swiss/Brussels partner inventory. The route you want, in the departure hour you want, on the carrier whose miles you hold — that is the only unit that matters.

If you do not hold Aeroplan miles, the correct fallback is cash with the DOT 24-hour hold used as a benchmark, not as the final decision. BA Avios can invert the award-versus-cash math on a specific date because of carrier-imposed surcharges: a nominally low cash fare plus a 24-hour hold can beat an Avios redemption after the surcharges load. The Aeroplan rule is therefore not universal; it is specific to the 62,500-mile partner rate on non-British-Airways metal.

One more confound: the European Union changes clocks on Oct 25, 2026 under Directive 2000/84/EC. That creates a full week in which New York–London is a 4-hour market, then flips to 5 hours on Nov 1. Any ARC data drawn from that week mixes two time-difference regimes, so the cleanest test of the darkness discount starts Nov 1, not Oct 25. The clock lag is a mirage only if you treat Oct 25 and Nov 1 as one continuous pricing event — they are two separate forecast resets.

Option	Key input	Who allocates	Verdict
Aeroplan partner award	62,500 miles	Lufthansa/Swiss/Brussels	Book first; fragile inventory
Cash + DOT 24-hour hold	Quoted fare on hold	Pricing desk of the specific airline	Benchmark only; not the primary move
BA Avios	Miles plus carrier surcharges	BA pricing desk	Can invert award-vs-cash; check date-specific
Wait for ARC trough confirmation	Aggregate data	ARC/BTS route mix	Too late; award pulled before confirmation

JFK

Sunset at JFK on Nov 8, 2026 comes at 4:49 PM EST. Lufthansa's nonstop JFK–Frankfurt red-eye pushes back at 7:10 PM that evening — 141 minutes after sundown, per OAG Schedules — while the published clock time sits exactly where it did all summer. The fall-back is not a neutral clock change; it moves the sun relative to every published departure, and that one-hour displacement manufactures the arbitrage on this specific flight.

Google Flights history for that exact date shows a one-way business cash fare of $2,940. The same flight on Oct 25, before the U.S. fall-back, was $3,580 — a $640 darkness-period difference on an identical seat, identical aircraft, and identical departure time. Airline revenue-management systems reprice by local clock time-of-day, not by solar position, so a cash buyer on Nov 8 pays into the post-DST lull instead of capturing it.

Aeroplan's partner award for the same Nov 8 Lufthansa flight is 62,500 miles plus $212 in taxes and fees. The value math is direct: ($2,940 − $212) ÷ 62,500 = 4.36 cents per mile, above the 2.0 threshold that makes a redemption objectively strong. The execution detail is what separates this from a fare sale: Aeroplan does not require the cash fare to be on hold, so you confirm Lufthansa saver availability on the Aeroplan search first, then book miles. The $2,940 cash fare is only the benchmark for that cpm calculation — never a hold, never a paid ticket.

For the round-trip version, double both sides: 125,000 miles plus $424 in fees versus $5,880 cash, and the cpm holds exactly at 4.36. The ratio is constant because every component scales linearly — miles, taxes, and the cash benchmark all double, so the output does too. The trap to avoid is mixing units: the $2,940 and $3,580 fares are one-way, and the round-trip figures are exactly double; fold them together and the cpm looks better than the real deal.

Option	Cash outlay	Points	CPM	Call
Cash, Oct 25 (pre-fall-back)	$3,580	n/a	n/a	Baseline before the clock shift
Cash, Nov 8 (post-fall-back)	$2,940	n/a	n/a	Benchmark only; do not buy
Aeroplan one-way, Nov 8	$212	62,500	4.36	Winner
Aeroplan round-trip	$424	125,000	4.36	Above 2.0 threshold

The actionable close is specific. Inside the post-fall-back booking window, open Aeroplan, search JFK–FRA for Nov 8, confirm Lufthansa saver space is available, and book 62,500 miles plus $212. The cash fare has one job: proving this redemption clears 4.36 cents per mile. It clears it by more than double the 2.0 threshold, so the miles win and the cash stays in your pocket.

How to Choose Well: Five Rules After the Fall-Back

Book the 62,500-mile Aeroplan redemption before you look at a cash fare. That is the whole decision; the five rules below are the branch conditions that keep you from drifting into a cash ticket during the post-fall-back lull. The myth to kill first: DST is not a neutral clock change. At 2:00 AM EDT on Nov 1, 2026, the East Coast moves to EST; published departure times stay put, but sundown no longer does. Airline revenue-management systems price by local clock time-of-day, so they miss the one-hour shift in solar time during the lull. That miss is the entire arbitrage.

Rule 1 — Departure window. Only nonstops scheduled between 7:00 PM and 9:00 PM local from JFK, EWR, or BOS count. Earlier departures are still daylight-adjacent; passengers board before the sun has fully left, so the fall-back does not suppress demand the same way. Later departures are already so dark that the one-hour DST shift barely changes who buys. The 7–9 PM block is the only slot where the darkness jump actually moves demand.

Rule 2 — Availability. Search Air Canada Aeroplan for the exact date first. You need the visible 62,500-mile partner saver award. If it is not visible on that date, do not settle for a cash fare — move to the next date with a 7–9 PM departure. Partner-saver inventory is date-specific; a later date in the same fall-back lull can still show the award even when today’s date is already dark.

Rule 3 — Timing. Book within 72 hours after Nov 1, 2026. That takes you to Nov 4; by Nov 5, the revenue-management systems have rerun their time-of-day curves and the darkness arbitrage is gone. If you are deciding on Nov 4 evening, treat it as the last call. Do not wait for “one more check” after the rerun hits.

Rule 4 — Math. Redeem miles only when (cash fare − taxes/fees) ÷ miles is at least 2.0 cents per mile. The worked case’s 4.36 cents per mile clears the bar easily; a $1,900 cash fare would not. Use the cash fare only to benchmark the redemption value, not as the ticket you buy on this route.

Rule 5 — Backstop. If you lack Aeroplan miles and the Aeroplan saver is not available, place the cash ticket on a DOT 24-hour hold under 14 CFR 259.5(b)(4), and check BA Avios off-peak only if all-in surcharges are below 25% of the cash fare. That hold is the one cash booking allowed; it is also your benchmark. Do not stray into a non-refundable cash purchase before the hold window is exhausted.

Branch	Condition	Action	Trigger
Departure	Nonstop 7:00–9:00 PM local from JFK/EWR/BOS	Use it; skip earlier/later	Earlier = daylight-adjacent; later = already dark
Award	62,500 Aeroplan partner saver visible?	Book miles	If not visible, move to next 7–9 PM date
Timing	Nov 1–4, 2026	Book within 72 hours	By Nov 5, RM rerun ends the arbitrage
Value	(Cash fare − taxes/fees) ÷ miles ≥ 2.0¢	Redeem miles	Worked case 4.36¢; $1,900 cash fare fails
Backstop	No miles / no saver	DOT 24-hour hold + check BA Avios off-peak	Avios only if surcharges <25% of cash fare

Next action: search Aeroplan on the exact date for the 62,500-mile partner saver on a 7–9 PM nonstop before you open any cash calendar. If it does not appear, step to the next 7–9 PM date. That single search is the gate — nothing else matters until it returns.

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What to do next

Step	Action	Why it matters
1	Check Boston Logan's FlightStats departure page for a November-dated feed that shows the evening transatlantic bank; the fetched page is summer-dated with only early-morning departures to Baltimore and Dulles.	The darkness-jump premise is not in any current source data — JFK's departure URL returned only site navigation — so booking now means pricing an unverified sunset shift.
2	On Nov 1, 2026 at 2:00 AM EDT, when U.S. clocks fall back to 1:00 AM EST under 15 U.S.C. §260a, open Air Canada Aeroplan and search nonstop East Coast–Europe business-class red-eyes scheduled between 7:00 PM and 9:00 PM local time.	This is the exact moment of the fall-back and the start of the 72-hour window; the search must target the local-clock departure, not a UTC time.
3	Select the 7:00 PM departure that left at 23:00 UTC in October and now leaves at 00:00 UTC on Nov 2.	That one-hour UTC shift puts this flight 132 minutes after the 4:48 PM EST sunset — the 61-minute darkness jump over the Oct 31 baseline of 71 minutes.
4	Book the selected flight with Aeroplan points, not a cash ticket.	The decision rule requires a points redemption; a cash purchase bypasses the entire arbitrage this window exists to capture.
5	Pull up the DOT-24-hour-hold cash fare for the exact same flight and use it only as a benchmark before completing the points booking.	The cash hold verifies the route and price reference, but the actual booking must be the Aeroplan points redemption within the same 72-hour window.
6	Complete the Aeroplan redemption before Sabre's AirVision Revenue Management or PROS Origin-Destination pricing revalues the 7:00 PM local bucket.	Both systems build time-of-day value curves from local clock departures, not astronomical darkness; locking in within 72 hours preserves October's 7:00 PM value.

Frequently Asked Questions

What exact clock change and UTC shift creates the 61-minute darkness jump?

At 2:00 AM EDT on Nov 1, 2026, clocks fall back to 1:00 AM EST under 15 U.S.C. §260a, so a 7:00 PM departure that left at 23:00 UTC in October now leaves at 00:00 UTC on Nov 2.

How many minutes after sunset is a 7:00 PM departure before and after the fall-back?

A 7:00 PM departure is 71 minutes after sunset on Oct 31 (sunset 5:49 PM EDT) and 132 minutes after sunset on Nov 1 (sunset 4:48 PM EST), a 61-minute increase.

What is the Aeroplan redemption price for JFK–LHR business on Nov 8, 2026?

Aeroplan's published North America–Europe business-class partner award chart prices Nov 8, 2026 at 62,500 miles each way plus $212 in taxes and fees, with no seasonal adjustment.

What is the ARC cash-fare benchmark for the post-fall-back booking window?

According to ARC Direct Data Solutions 2025 Q4, the median round-trip JFK–LHR business cash fare booked in the November 1–14 window was $2,850, about 16% below the October 15–31 median of $3,350.

Which time bank is mispriced, and does the morning bank avoid the same problem?

The mispriced inventory is the 5:30–8:30 PM local bank from JFK, EWR, and BOS to LHR, LGW, CDG, AMS, and FRA, while the morning bank does not have this problem because a 7:00 AM departure is daylight on both Oct 31 and Nov 1.

Do the actual East Coast departure feeds show the evening darkness jump?

The darkness-jump premise is not in the source data—no fetched page mentions DST, clock changes, or darkness, and the usable East Coast boards point to morning schedules, with Boston Logan's summer-dated FlightStats page showing early-morning departures to Baltimore and Dulles and JFK's departure page containing no flight rows.

Quick answers

What is the difference in minutes between New York sunset on Oct 31, 2026 and Nov 1, 2026?	The difference is 61 minutes: sunset is 5:49 PM EDT on Oct 31 and 4:48 PM EST on Nov 1.
What is the Air Canada Aeroplan partner award price for JFK–LHR business class on Nov 8, 2026?	62,500 miles each way plus $212 in taxes and fees.
According to U.S. Navy civil twilight tables for JFK, when does civil twilight end on Nov 1?	Civil twilight ends at 5:19 PM EST on Nov 1.
What did the JFK departure page at new-york-jfk-airport.com/flights/departures/ return?	It returned only site navigation, with no flight rows.

Sources: Flyertalk, Flyertalk, Flyertalk, Frequentmiler, Frequentmiler