Cathay Pacific : CX : CPA

Adrian_P a écrit:Merci Sevrien

" Backbone of the future mid size wide bodies "

EIS toujours prévue 2013, réception Cathay 2016 : il y a du monde.

C'est donc le -900, baseline qui a été choisi au départ, voilà une logique de bon sens.

Cathay Pacific Airways has signed a letter of intent to purchase 30 Airbus A350-900 aircraft, and plans to exercise purchase rights for six Boeing 777-300ERs.

The total value of the aircraft purchases is about HK$75 billion ($9.7 billion) at list price, says the Oneworld carrier. The A350s, to be powered by Rolls-Royce Trent XWB engines, have a catalogue price of about $7.8 billion. The General Electric-powered 777s have a list price of $1.6 billion.

Cathay expects the A350s to be delivered between 2016 and 2019. The A350-900, which will enter service in 2013, will "form the backbone of Cathay Pacific's future mid-sized wide-body fleet", says the carrier.

It will operate the aircraft across its route network, including on non-stop flights to Europe and North America.
"The A350-900 is a perfect fit for the development of our fleet - a mid-size long-haul aircraft that is fuel efficient, environmentally friendly, and provides the kind of capacity, range and operating economics that we need to complement and enhance our existing fleet," says Cathay's CEO Tony Tyler.

"The delivery schedule fits our requirements very neatly. The 30 new aircraft will be deployed to replace older aircraft and grow our fleet to meet the challenges of the future."

Under the letter of intent with Airbus, Cathay will pay a non-refundable commitment fee of $4.5 billion for the A350s, says the airline.

It plans to make a further announcement once it enters into a formal purchase agreement with the airframer.

Separately, the airline agreed to exercise purchase rights for six 777-300ERs, on top of 30 777s already on firm order.
Cathay has received 18 of the 30 777s and expects the remaining 12 to arrive by 2013.
The aircraft will be operated on routes to North America and Europe, says the airline, which has a fleet of 128 wide-body aircraft currently.

While Cathay Pacific has decided that the [Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien] will become the core of its fleet, the door is still open to a potential future deal for the ultra-large [Vous devez être inscrit et connecté pour voir ce lien] and 747-8I. [Vous devez être inscrit et connecté pour voir ce lien] remains convinced that the Hong Kong airline will one day buy its double-decker.

Cathay says that its decision to have the [Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien] "at the core" of its long-haul fleet follows "a thorough evaluation of our requirements as we approach the retirement of the 747-400 and [Vous devez être inscrit et connecté pour voir ce lien]". Cathay, which operates 15 A340-300s and 22 747-400s, adds that it does not plan to replace the entire fleets of these two types with the new aircraft, but "only the older ones". These orders will also be used to accommodate fleet growth.

The airline is guarded about the status of any ultra-large aircraft order discussions, saying only that is not currently considering a deal for either type "but we continue to evaluate our fleet development needs".

With Airbus forecasting that Hong Kong will be the world's number one hub for movements of ultra-large aircraft over the long term, it remains convinced that Cathay will eventually become a customer for the type.
"It is a question of timing. Looking at the big picture, I'll bet that in five years' time Cathay will have ordered by then," says A380 marketing chief Richard Carcaillet.
"It's up to us to an extent, and it's up to them to make the move - but they know they need the aircraft. It's down to commercial discussions and fleet planning."

After a summer dominated by talk of re-engining or replacing its narrowbody workhorse, [Vous devez être inscrit et connecté pour voir ce lien]'s 777 widebody could move to the front of the clean-sheet queue, but blue chip customer Cathay Pacific's order for 30 300-seat [Vous devez être inscrit et connecté pour voir ce lien]-900s could shape the manner of the airframer's response.
Since the A350 XWB was launched in July 2006 after false starts for nearly two years in answer to the [Vous devez être inscrit et connecté pour voir ce lien], [Vous devez être inscrit et connecté pour voir ce lien] has earned 535 firm orders for the A350, including 290 for the 314-seat -900 variant. By comparison, Boeing during the same period has added just 16 301-seat 777-200ERs. That number climbs to 37 with the inclusion of its ultra-long-range sister, the [Vous devez être inscrit et connecté pour voir ce lien].

"Airbus clearly has the [Vous devez être inscrit et connecté pour voir ce lien] replacement market locked up, at least for now," says Richard Aboulafia, vice-president of analysis for the Teal Group.

According to its 10Q US Securities and Exchange Commission filing as of 30 June, Boeing holds 270 777s in backlog, or about three and a half years of production, versus nearly five years for the 2,007 737s yet to be built.

Boeing has largely discussed its 777 plans in terms of its future 365-seat [Vous devez être inscrit et connecté pour voir ce lien], which earned an order from Cathay for six on top of its existing orders for 30. The -300ER is the largest, highest selling - and most expensive - version of the family, matched against Airbus's not fully defined A350-1000.

"There are few doubts that the -900 will be a very good plane, but for the A350-1000 Rolls-Royce needs to pull off a remarkable feat on Trent XWB execution. Yet even though we don't know much about the A350-1000's performance, Boeing needs to get going on something that matches it. The 777-300ER segment is enormously important to Boeing for volume and profit," says Aboulafia.

Although Boeing is hardly slowing down on its 777, with a boost in production to seven aircraft a month by mid-2011, the question remains about how to address the flagging -200ER sales.

Boeing has avoided pushing the 250- to 290-seat 787-9 into the 300-seat market, leaving Airbus to match its 270-seat [Vous devez être inscrit et connecté pour voir ce lien] against the largest member of the 787 family, rather than take on the 314-seat [Vous devez être inscrit et connecté pour voir ce lien].

However, the 787-9 could hold more potential to fill the role the 777-200ER holds, says the managing director of a lessor who has reviewed detailed dimensions of both aircraft. The leasing company says that the cabin lengths of both aircraft are nearly identical at around 49m (161ft), placing the 787-9 with nine-abreast seating and a range of 8,000-8,500nm (14,800-15,800km), nearly on par with the larger -200ER.

However, with firm configuration achieved in early July and 787-8 flight-testing still under way, "we'll have to wait and see about the 787-9's performance, but it might not quite match the A350-900", says Aboulafia.
Boeing plans a year-end decision on the future of the 777, and is studying a host of new features for its long-range twinjet, including new engines and a composite wing and fuselage, or even an all-new aircraft.

Although depending on the scope of the upgrades planned for 777, new logistical challenges could transform the supply chain, which in comparison to the smaller 787 today, is significantly less complex.

Spirit AeroSystems chief executive Jeff Turner says his company, which supplies the 777's aluminium forward fuselage, is evaluating different response scenarios that "depend on the material choices" Boeing selects for the 777.

If Boeing opts for a composite fuselage on the 777, Turner says Spirit does not have the manufacturing capacity and would "require a facilitisation plan" to support fabrication of seven composite 777 forward fuselages a month.
A single piece fuselage barrel with the 777's 6.2m width would require a new logistics system in a distributed supply chain, as Boeing's fleet of [Vous devez être inscrit et connecté pour voir ce lien] Dreamlifter transports can only accommodate a fuselage no wider than that of a 787, at 5.8m.

"If they change material the supply chain has to adapt. Right now it's set up for the 787. If you get a second larger composite airplane in the supply chain, no- one has the capacity," says Ron Epstein, aerospace analyst for Bank of America Merrill Lynch, who adds: "There's all kinds of things [Boeing] can do." With its new South Carolina facility, for example, "they can start from scratch".

After a summer dominated by talk of re-engining or replacing its narrowbody workhorse, [Vous devez être inscrit et connecté pour voir ce lien]'s 777 widebody could move to the front of the clean-sheet queue....

• le sujet du moment, à la mode, soit les opérations de remotorisation (Boeing B737-NG) et de NEO (Airbus A319, A320 & A321) ;
  
• 
  
• les moutons de mode suivent dans un gigantesque déferlement de "drivel", .... tant les les media et autres scribouillards & forumistes précités semblent avoir horreur du vide !
  

but blue chip customer Cathay Pacific's order for 30 300-seat [Vous devez être inscrit et connecté pour voir ce lien]-900s could shape the manner of the airframer's response.

Since the A350 XWB was launched in July 2006 after false starts for nearly two years in answer to the [Vous devez être inscrit et connecté pour voir ce lien], [Vous devez être inscrit et connecté pour voir ce lien] has earned 535 firm orders for the A350, including 290 for the 314-seat -900 variant.

By comparison, Boeing during the same period has added just 16 301-seat 777-200ERs. That number climbs to 37 with the inclusion of its ultra-long-range sister, the [Vous devez être inscrit et connecté pour voir ce lien].

"Airbus clearly has the [Vous devez être inscrit et connecté pour voir ce lien] replacement market locked up, at least for now," says Richard Aboulafia, vice-president of analysis for the Teal Group.

According to its 10Q US Securities and Exchange Commission filing as of 30 June, Boeing holds 270 777s in backlog, or about three and a half years of production, versus nearly five years for the 2,007 737s yet to be built.

Boeing has largely discussed its 777 plans in terms of its future 365-seat [Vous devez être inscrit et connecté pour voir ce lien], which earned an order from Cathay for six on top of its existing orders for 30. The -300ER is the largest, highest selling - and most expensive - version of the family, matched against Airbus's not fully defined A350-1000.

"There are few doubts that the -900 will be a very good plane,....

.....but for the A350-1000 Rolls-Royce needs to pull off a remarkable feat on Trent XWB execution.

.....Yet even though we don't know much about the A350-1000's performance, Boeing needs to get going on something that matches it. The 777-300ER segment is enormously important to Boeing for volume and profit," says Aboulafia.

Although Boeing is hardly slowing down on its 777, with a boost in production to seven aircraft a month by mid-2011, the question remains about how to address the flagging -200ER sales.

Boeing has avoided pushing the 250- to 290-seat 787-9 into the 300-seat market, leaving Airbus to match its 270-seat [Vous devez être inscrit et connecté pour voir ce lien] against the largest member of the 787 family, rather than take on the 314-seat [Vous devez être inscrit et connecté pour voir ce lien].

However, the 787-9 could hold more potential to fill the role the 777-200ER holds, says the managing director or of a lessor who has reviewed detailed dimensions of both aircraft. The leasing company says that the cabin lengths of both aircraft are nearly identical at around 49m (161ft), placing the 787-9 with nine-abreast seating and a range of 8,000-8,500nm (14,800-15,800km), nearly on par with the larger -200ER.

However, with firm configuration achieved in early July and 787-8 flight-testing still under way, "we'll have to wait and see about the 787-9's performance, but it might not quite match the A350-900", says Aboulafia.

Boeing plans a year-end decision on the future of the 777, and is studying a host of new features for its long-range twinjet, including new engines and a composite wing and fuselage, or even an all-new aircraft.

Although depending on the scope of the upgrades planned for 777, new logistical challenges could transform the supply chain, which in comparison to the smaller 787 today, is significantly less complex.

Spirit AeroSystems chief executive Jeff Turner says his company, which supplies the 777's aluminium forward fuselage, is evaluating different response scenarios that "depend on the material choices" Boeing selects for the 777.

If Boeing opts for a composite fuselage on the 777, Turner says Spirit does not have the manufacturing capacity and would "require a facilitisation plan" to support fabrication of seven composite 777 forward fuselages a month.
A single piece fuselage barrel with the 777's 6.2m width would require a new logistics system in a distributed supply chain, as Boeing's fleet of [Vous devez être inscrit et connecté pour voir ce lien] Dreamlifter transports can only accommodate a fuselage no wider than that of a 787, at 5.8m.

"If they change material the supply chain has to adapt. Right now it's set up for the 787. If you get a second larger composite airplane in the supply chain, no- one has the capacity," says Ron Epstein, aerospace analyst for Bank of America Merrill Lynch, who adds: "There's all kinds of things [Boeing] can do." With its new South Carolina facility, for example, "they can start from scratch".

Fuel contamination, causing the seizure of engine valves, has been identified as the prime suspect after a Cathay Pacific Airbus A330-300 suffered a double powerplant malfunction on approach to Hong Kong four months ago.

The aircraft, operating flight CX780, landed at high speed on 13 April after its left-hand Rolls-Royce Trent 700 engine jammed at a high thrust setting while the right-hand engine remained at low thrust. No evidence has emerged of spurious command signals from the engine controls.

But investigators discovered fine spherical particles - the nature of which is still being determined - inside the fuel tanks, fuel system and several engine components, including the fuel metering units and stator vane controls.
Examination of the engine fuel components showed that both engines' main metering valves had jammed in positions consistent with the thrust levels experienced on the approach.

"The abnormal engines performance during the flight was believed to have been caused by stiction, and eventual seizure, of the valves," says the Hong Kong Civil Aviation Department.
It states that the spherical particles could not have been generated by the aircraft or its engine systems.

While the inquiry has yet to reach any conclusions, suspicion has fallen on the uplifting of 24.4t of fuel to the A330 while it was parked at Surabaya's Juanda International Airport.
The hydrant refuelling circuit serving 10 stands at the airport had undergone extension work as part of an apron extension project.
"Subsequent investigation at [Juanda Airport] noted that some of the re-commissioning procedures of that hydrant extension work were not in line/ with the guidelines and practices commonly used by the aviation fuel industry," says the Civil Aviation Department.

It adds that the refuelling system for several stands, including that used by the A330, was used before these re-commissioning procedures were completed. After the CX780 landing incident the refuelling circuit was isolated.
Although the inquiry is continuing, the Civil Aviation Department is recommending that Juanda Airport's authorities review the procedures and ensure they are completed before the refuelling system is brought back into operation.

• reconnaître que le but principal dans ses opérations d'enquête et d'implémentation de recommandations et de mesures / solutions, est d'améliorer durablement la sécurité aérienne (et non pas de dénigrer de manière fausse, puérile et stérile le produit d'un constructeur, en cherchant à marquer des points de boy-scout contre ledit constructeur) ;
  
• 
  
• distinguer entre les "root causes" recherchées (permettant d'appliquer les solutions radicales, destinées à guérir ''définitivement' le problème à la racine), et les symptômes et autres aspects périphériques, connexes mais subsidiaires (qui permettent, certes, d'introduire des mesures conservatoires, qui éloignent, ou réduisent substantiellement et acceptablement le risque, sans pour autant pouvoir garantir de le neutraliser totalement, ou de l'éliminer) ;
  
• 
  
• privilégier les faits et non pas leurs théories et hypothèses personnelles.
  
  

But investigators discovered fine spherical particles - their nature is still to be determined - inside the fuel tanks, fuel system and several engine components, including the fuel metering units and stator vane controls.
Examination of the engine fuel components showed that both engines' main metering valves had jammed in positions consistent with the thrust levels experienced on the approach.

"The abnormal engine performance during the flight was believed to have been caused by stiction, and eventual seizure, of the [valves]," says the Hong Kong Civil Aviation Department, which says that the spherical particles could not have been generated by the aircraft or its engine systems.

the spherical particles could not have been generated by the aircraft or its engine systems.

vonrichthoffen a écrit: "some of the re-commissioning procedures…were not in line with the guidelines and practices commonly used by the aviation industry, and that the hydrant fuel system… was used before the completion of the re-commissioning procedures".

Des microparticules sphériques, on en trouve dans les savons d'atelier microbillés destinés à se laver les mains. Leur pouvoir abrasif est important, ce qui facilite grandement le nettoyage. De là à ce que quelqu'un croyant bien faire s'en serve pour nettoyer quelquechose avec, il n'y a qu'un petit pas qui a pu être vite franchi.

Airbus: Cathay commande trente A350

Le compagnie aérienne de Hong Kong Cathay Pacific a passé commande ferme pour 30 long-courriers Airbus A350, d'un prix catalogue global de 7,82 milliards de dollars, confirmant une lettre d'intention signée début août, a annoncé l'avionneur européen jeudi.

Cathay Pacific exploitera l'A350 XWB sur l'ensemble de son réseau, notamment sur ses vols sans escale à destination de l'Europe.

"L'acquisition de ces appareils de nouvelle génération représente une étape importante dans le plan de développement de notre flotte, qui nous permettra d'assurer notre place sur le devant de la scène", a jugé Tony Tyler, directeur général de Cathay Pacific, cité dans le communiqué.

Les appareils seront équipés de moteurs Trent XWB du britannique Rolls-Royce, la seule motorisation proposée actuellement sur cet appareil.

L'A350 XWB est le futur long-courrier d'Airbus, largement fabriqué en composites, destiné à concurrencer le nouveau Boeing 787 et le 777. Sa mise en ligne est prévue en 2013 et son carnet de commandes totalise à ce jour 558 commandes fermes émanant de 34 clients.

21 September 2010 - Cathay Pacific Signs Agreement with Boeing to Purchase Six More 777-300ER Aircraft

Cathay Pacific Airways today signed an agreement with the Boeing Company to exercise purchase rights for six more of the manufacturer's 777-300ER (Extended Range) aircraft with an estimated value of HK$12.5 billion at list price.
The additional six aircraft will swell the airline's total order for the aircraft type to 36. Eighteen are already in operation - primarily on long-haul and ultra-long-haul routes to Europe and North America - with another 12 scheduled for delivery from 2011 to early 2013. The additional six newly purchased 777-300ERs will be delivered in 2013 and 2014.
Cathay Pacific Chief Executive Tony Tyler said: "We are very pleased to confirm this purchase of six more Boeing 777-300ERs - a superb aircraft that has already significantly enhanced our operations on key long-haul routes. We have been very impressed by the operating economics of these aircraft, while their high efficiency has resulted in a reduced environmental impact. As we continue to enhance our fleet, the 777-300ER will play a crucial role in our operations in the years to come."
Cathay Pacific currently operates a fleet of 128 wide-body aircraft which, in addition to 777-300ERs, includes 12 Boeing 777-300s, five Boeing 777-200s, 22 Boeing 747-400 passenger aircraft and 25 Boeing 747-400 freighters. In addition, the airline has 10 new-generation Boeing 747-8 freighters on firm order with deliveries due to commence in 2011.
The airline recently announced it will also purchase 30 new Airbus A350-900 aircraft to enhance its mid-sized long-haul wide-bodied fleet. Delivery of those aircraft - valued at almost HK$61 billion at list price, will commence in 2016.
The aircraft purchases highlight Cathay Pacific's continued commitment to developing Hong Kong's role as one of the world's leading international aviation hubs. Other significant investments include the building of a new HK$5.5 billion cargo terminal at Hong Kong International Airport, and enhanced products in the cabin and on the ground.

CEO says Cathay mulls A380 or 747-8 orders

Cathay Pacific Airways CEO Tony Tyler told ATW in Perth that the carrier is still keeping the door open on possible A380 or 747-8 orders, while urging Boeing to improve its "fantastic" 777.
"The 777-300ER is a fantastic aircraft but it’s going to need to improve to compete with the A350-1000," he said. "Sure, the A350-1000 is not a Hong Kong–New York aircraft but it certainly is a Hong Kong–Europe aircraft. And so if they are going to sell more 777s to us they will have to improve it."
Tyler also said Boeing needs to make the 777 more efficient with more seat rows and reduced weight. "But I know they don’t intend to abandon that part of the market. They have a firm grip on it and intend to defend it."
On the A380 and 747-8, Tyler said there will come a time when "Cathay will need a bigger aircraft" for capacity-restrained airports such as Heathrow. But it has to fly from "West Coast US to Hong Kong, nonstop all-weather, with a full payload," challenged Tyler, who said these are "bread and butter" routes for CX.
Tyler noted CX would not be ordering a token number of super jumbos. "You have to order a sensible number to get the best deals and get the right economy of scale," he said, without putting a timetable on any potential order but hinted it would be a few years yet. The carrier has ordered 10 747-8Fs and will begin taking delivery in 2011.

Cathay to tap demand with expansion

Cathay Pacific Airways (0293) plans to add to its list of destinations and increase capacity by 10 percent next year to take advantage of robust demand in the aviation market, chief operating officer John Slosar said.
Thanks to a stable yield, profit growth is continuing in the second half but the pace is expected to be moderate versus the second half of 2009, The Standard's sister newspaper Sing Tao Daily reported. Cathay will take delivery of nine new passenger aircraft - six Boeing 777s and three Airbus 330s, raising seat capacity by one-tenth, and six Boeing 747 cargo freighters. At least two new destinations will be added.
Cathay may lease two to four more A350s to add capacity.
The new planes will be delivered between 2016-2019, Slosar said.
The airline is also studying whether to add A380 freighters to its existing cargo fleet. Cathay has announced plans to buy 30 A350s and exercised an option to purchase six Boeing 777s.
The new A350s will replace 11 Airbus A340s, which have been in service for 20 years, and the 21 Boeing 747s. The A350 consumes 25 percent less fuel. Capacity expansion will meet market needs in 10 years.

A380 needs to carry more cargo: Cathay

The Airbus A380 may need to be able to carry more cargo if it is to become a viable option for a future Cathay Pacific Airways large-sized aircraft order.
The Hong Kong-based carrier derives around 30% of its revenues from the cargo business during a good year, and it was a mainstay for the company during a crisis like the SARS epidemic in 2004, says Cathay's chief operating officer John Slosar.
"We like aircraft that can have both good passenger and cargo loads. The [Airbus] A330 does that, and the [Boeing] 777-300ER carries a lot of cargo as well," says Slosar.
"In the A380, it is not possible to carry a lot of cargo due to the design. That means that if we operate that aircraft, we have to earn a lot more revenue from the passenger business and not the cargo business. But the cargo business is important for us - it really supported Cathay during SARS, for example."
Airbus and Boeing, which manufactures the 747-8 that competes with the A380 in the large airliner market, have been pushing the Oneworld alliance member to make an order to replace its 21 Boeing 747-400s and 11 Airbus A340-300s.
Industry sources say that Cathay is pushing Airbus to develop a stretched version of the A380, which would fit its cargo and passenger requirements, before it commits to the aircraft. The airline has ordered 10 747-8 freighters, which it feels suit its cargo business, but it remains undecided about the passenger variant.
Slosar says that most of Cathay's 747-400s and A340s will be retired over the next five years as they are "not that efficient" anymore. The airline's order book includes 18 Boeing 777-300ERs and 30 Airbus A350-900s that will be delivered over the next decade, and he says that these are sufficient for its immediate long-haul plans requirements.

Cathay forecasts 2010 profit to be ‘not less than $1.62 billion’

Cathay Pacific Airways has announced in a trading statement that it expects its consolidated profit for the year ending Dec. 31, 2010 will not be less than HK$12.5 billion ($1.62 billion), “as demand for passenger and cargo services had remained very strong with revenues at high levels.”
The anticipated record profit will arrive only two years after CX suffered a record loss in 2008 , and despite a €57.1 million fine imposed last week by the European Commission for air cargo price-fixing .
CX reported net income of HK$6.84 billion for the 2010 first half, a more than eightfold increase over a HK$812 million profit in the year-ago period, as revenue jumped 33.7% to HK$41.33 billion.
The airline noted that the “very strong profits” earned by its strategic partner, Air China, for the nine months ended Sept. 30, was another contributing factor as CX expects to record “a share of HK$1.7 billion in profits from Air China for the second half of 2010.” The profit forecast also takes into account the aggregate profits of HK$2.16 billion from the sale of the airline’s interests in Hong Kong Air Cargo Terminals Ltd. and Hong Kong Aircraft Engineering Co.
While stating that he was “delighted to be so handsomely in the black,” CX CEO Tony Tyler warned that only two years ago the airline suffered its worst loss ever, noting that the dramatic turnaround “serves to illustrate yet again the volatile and cyclical nature of our business.”
Tyler credited the company's staff for its contribution to the turnaround and for making sacrifices during the downturn of the previous 18 months.

DayAfter a écrit:Accord TotalCare entre RR et Cathay pour le support des Trent de huit A 330 et refurbishment des RB-211 B 747 ce cette Cie :

20 January 2011

ROLLS-ROYCE WINS $250 MILLION LONG TERM TRENT 700 MAINTENANCE SUPPORT BUSINESS

FROM CATHAY PACIFIC

Rolls-Royce, the global power systems company, has won long term maintenance support business worth $250m from Cathay Pacific.

The Group will provide TotalCare long-term services support for Trent 700 engines that power eight new Airbus A330 aircraft.

An enhanced engine refurbishment programme for RB211-524 engines that power existing Boeing 747-400 aircraft will also be delivered up to 2013.

Phil Harris, Rolls-Royce Civil Aerospace Senior Vice President, said:

"We are delighted that Cathay Pacific has endorsed our long-term services support by extending its TotalCare requirements to its entire A330 fleet.

In addition it is committing to a major investment in its RB211-524 fleet which will ensure continued efficiency."

Christopher Gibbs, Engineering Director, Cathay Pacific Maintenance, said: "This contract will enable Cathay to realise the benefits of TotalCare on the Trent 700 and ensure the efficient and reliable operation of our Rolls-Royce powered Boeing 747 fleet."

Cathay Pacific is currently Rolls-Royce's largest Trent 700 customer, operating 47 Airbus A330s with an additional seven deliveries scheduled up to 2013.

Cathay was the launch customer for the Trent 700 EP (enhanced performance) retro-fit kit in 2009.

The Trent 700 is the only engine specifically designed for the Airbus A330 and over 1,300 are now in service or on firm order.

The engine has captured more than 75 per cent of orders in the last three years, and in 2010 Rolls-Royce won 14 of the available 15 engine campaigns for the Airbus A330.

More than 90 per cent of Trent engines in service have TotalCare support.

Cela va sans dire, mais tout aussi bien en l'écrivant, que le choix de Cathay indique la satisfaction de cette compagnie aérienne, et prolonge une référence des plus solides, et incontestées, en faveur de RR et de sa famille RR Trent 700, et de celle des RR RB-211 !

Cathay Pacific : Airbus A380 ou Boeing 747-8 ?

La bagarre fait rage entre Airbus et Boeing pour placer leur A380 et 747-8 auprès de Cathay Pacific Airways, qui a un besoin pour dix exemplaires fermes. L'A380 semble tenir la corde, mais le 747-8 n'a pas dit son dernier mot; d'autant que la compagnie est déjà cliente de la version fret avec dix exemplaires fermes commandés en novembre 2007.

pascal83 a écrit:
[Vous devez être inscrit et connecté pour voir ce lien]

[Vous devez être inscrit et connecté pour voir ce lien]

Publié le 28 juin 2010 à 08h00 par François Duclos dans [Vous devez être inscrit et connecté pour voir ce lien], [Vous devez être inscrit et connecté pour voir ce lien] -

La compagnie aérienne Vietnam Airlines, qui est intéressée par l’achat de quatre Airbus A380, devrait attendre la finalisation de la prochaine version de l’avion géant, l’A380-800, avant de passer commande.

La compagnie aérienne Vietnam Airlines, qui est intéressée par l’achat de quatre Airbus A380, devrait attendre la finalisation de la prochaine version de l’avion géant, l’A380-800, avant de passer commande.

Airbus doit en effet commencer dans quelques mois la production de la version « augmentée » de son A380, dont le premier exemplaire devrait être livré à British Airways en 2013.

Cette nouvelle version, A380-800, verra son poids au décollage augmenter de quatre tonnes à 573 tonnes et son rayon d’action gagner 190 kilomètres à 15 360. Surtout, ces changements lui permettront d’emporter une tonne et demie de cargaison supplémentaire. Une évolution qui aurait été réclamée au constructeur européen par des clients qui considéraient le Boeing 747-8I.

L’évolution de l’A380 passe par un renforcement des structures du fuselage et par des ailes ayant une plus grande souplesse pour améliorer leur aérodynamisme. Ces changements ne pourront être faits a posteriori, les appareils déjà livrés ou en construction ne pourront donc pas en bénéficier. En revanche les réacteurs restent les Rolls Royce Trent 900, qui ne nécessiteront pas d’augmentation de la poussée.

Vietnam Airlines a annoncé qu’elle attendra d’avoir tous les détails techniques de l’A380-800 avant de décider de passer commande ferme des quatre appareils. Airbus aurait déjà promis à la compagnie vietnamienne une livraison de l’A380-800 en 2014 ou 2015, à condition bien sûr qu’elle ne tarde pas trop à signer le contrat. Outre British Airways, Singapore Airlines a également commandé dix exemplaires de la nouvelle version.

Tony Tyler, chief executive officer of Cathay Pacific Airways Ltd. Photographer: Daniel J. Groshong/Bloomberg.
[Vous devez être inscrit et connecté pour voir ce lien]., the world’s fourth-biggest airline by market value, plans to boost operations in [Vous devez être inscrit et connecté pour voir ce lien] with the “intelligent misuse” of long-haul aircraft rather than building up a fleet of single-aisle planes.

The carrier will continue flying widebody planes on Asian routes as these aircraft would otherwise be idle during the day after making overnight intercontinental trips, outgoing Chief Executive Officer Tony Tyler said in an interview yesterday in Hong Kong. The airline last year ordered 36 Airbus SAS A350 and [Vous devez être inscrit et connecté pour voir ce lien]. 777-300ERs to expand its fleet.
“A lot of the capacity for these long-haul aircraft will be used in the region,” said Tyler, who will leave Cathay on March 31 to become head of the [Vous devez être inscrit et connecté pour voir ce lien]. “What we’ve done over the years, quite successfully, is what we called the intelligent misuse of aircraft.”

The carrier will transfer some widebody A330s from its mainline fleet to regional unit Hong Kong Dragon Airlines Ltd. as it boosts [Vous devez être inscrit et connecté pour voir ce lien] services, Tyler said. By largely shunning narrowbodies, the carrier pares costs and increases capacity for carrying passengers and freight on regional routes, he said.

.......The airline has so far rejected ordering Airbus’s double- decker A380 to instead build its fleet around 777s. The carrier opted for these smaller aircraft as they let it offer greater frequencies on long-haul routes, Tyler said.

The airline may eventually look at adding [Vous devez être inscrit et connecté pour voir ce lien], especially if Toulouse, France-based Airbus can make the plane more efficient through the addition of new engines or the introduction of a stretched version, Tyler said.
“We would like to see it improve as an aircraft,” he said. Still, “I’m sure Cathay Pacific will one day have another really good look at it.”

Airbus doit en effet commencer dans quelques mois la production de la version « augmentée » de son A380, dont le premier exemplaire devrait être livré à British Airways en 2013.

Cette nouvelle version, A380-800, verra son poids au décollage augmenter de quatre tonnes à 573 tonnes et son rayon d’action gagner 190 kilomètres à 15 360. Surtout, ces changements lui permettront d’emporter une tonne et demie de cargaison supplémentaire. Une évolution qui aurait été réclamée au constructeur européen par des clients qui considéraient le Boeing 747-8I.

L’évolution de l’A380 passe par un renforcement des structures du fuselage et par des ailes ayant une plus grande souplesse pour améliorer leur aérodynamisme. Ces changements ne pourront être faits a posteriori, les appareils déjà livrés ou en construction ne pourront donc pas en bénéficier. En revanche les réacteurs restent les Rolls Royce Trent 900, qui ne nécessiteront pas d’augmentation de la poussée.

[Vous devez être inscrit et connecté pour voir ce lien] is introducing a variable-weight capability for its [Vous devez être inscrit et connecté pour voir ce lien] freighter, to provide the type's customers with the ability to transport a greater payload over certain routes.

The dynamic payload-range mode is to be unveiled formally by the airframer this week after it obtained approval to offer the option.
It will enables the twinjet to increase revenue payload by up to 2.5t over a specific range, around 3,200-4,000nm (5,930-7,400km), by "tuning" the zero-fuel weight over a 5t range.

Airbus says the option effectively smooths the differential between the payload-range curves for the type over these distances.
Normally the aircraft would be available configured in "range mode" - known as weight variant WV00 - or in "payload mode", variant WV01.
The dynamic mode, designated WV02, provides for a variable zero-fuel weight of 173-178t.
This variable zero-fuel weight depends on the actual take-off weight required and translates into a variable structural payload of 65-70t, the extremes of the other two variants.
In this dynamic mode the [Vous devez être inscrit et connecté pour voir ce lien]-200F has a maximum take-off weight of 233t.
Airbus says the greatest payload improvement, 2.5t, is achieved on a sector of 3,650nm.
"It allows better flexibility and payload optimisation on transatlantic and route between Asia, India and the Middle East to Europe," it adds.

Operators could potentially achieve a 1.1t gain on Brussels-New York, the airframer claims, or 1.8t on services between Singapore and Sydney.

Bonjour, SIA, Qantas & Cathay Pacific ! Et d'autres, aussi. ;)
The decision to offer the optional feature follows European Aviation Safety Agency certification of the new capability in January.
Airbus says the dynamic payload-range mode will give carriers the opportunity to "utilise the aircraft's maximum payload potential over a wider range of routes than previously".

• 15 A330-300
  
• 2 A350-900
  
• 10 B777-300ER
  

Cathay Pacific to buy, lease 27 new planes

HONG KONG — Cathay Pacific has said that it would buy and lease 27 planes from Airbus and Boeing in a deal worth as much as $6.55 billion, as the carrier reported a record profit for 2010.
The Hong Kong airline said it had struck a deal with European aircraft maker Airbus for 15 A330-300s and a separate agreement with US-based Boeing for 10 777-300ERs. The deal also included leasing two more Airbus A350-900s, Cathay said, adding that all the models would be delivered before the end of 2015.
The total list price for the 27 airplanes was HK$51 billion ($6.55 billion) although they would "be acquired at a considerable discount, as is the usual practice in such transactions," Cathay said.
Cathay also said it booked a net profit of HK$14.05 billion in 2010, nearly triple the 2009 result of $4.69 billion.