Cathay Pacific adds A350-1000 to passenger fleet
Jul 10, 2012, 4:42 am
#1
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Cathay Pacific adds A350-1000 to passenger fleet
http://www.airbus.com/newsevents/new...cts-a350-1000/
CX is ordering 10 A350-1000's and will be converting 16 -900 to -1000
CX is ordering 10 A350-1000's and will be converting 16 -900 to -1000
Jul 10, 2012, 5:27 am
#2
Join Date: Aug 2011
Posts: 1,421
this means by 2019 cathay will have
50-777-300ER
30-A330-some retired leave to dragonair
48-A350
12-777-300-Assuming and hoping that all 747,a340 and 777-200 are retired by then
Sub total of 140 aircraft from today's 110-net gain 30, not to mention 747 are being replaced by lower capacity aircraft
If this is Cathay's long term plan for this decade, they are not going to be Asia's largest international airline for very long
It will also mean, no direct flights to south america, definitely and important market to at least start to develop for this decade and as routes are being replaced by lower capacity aircraft so more frequencies and fewer destinations
I hope for more orders,
Emirates will have 300+ widebodies by then, not to mention rapid expansion of Chinese carriers
Seriously ordering another 10 is really a joke, I though Cathay was supposedly doing well financially
By then dragonair may have 50+ aircraft mostly narrowbodies as by end of this year dragonair's fleet will be 38
50-777-300ER
30-A330-some retired leave to dragonair
48-A350
12-777-300-Assuming and hoping that all 747,a340 and 777-200 are retired by then
Sub total of 140 aircraft from today's 110-net gain 30, not to mention 747 are being replaced by lower capacity aircraft
If this is Cathay's long term plan for this decade, they are not going to be Asia's largest international airline for very long
It will also mean, no direct flights to south america, definitely and important market to at least start to develop for this decade and as routes are being replaced by lower capacity aircraft so more frequencies and fewer destinations
I hope for more orders,
Emirates will have 300+ widebodies by then, not to mention rapid expansion of Chinese carriers
Seriously ordering another 10 is really a joke, I though Cathay was supposedly doing well financially
By then dragonair may have 50+ aircraft mostly narrowbodies as by end of this year dragonair's fleet will be 38
Last edited by Kachjc; Jul 10, 2012 at 5:34 am
Jul 10, 2012, 6:03 am
#3
Join Date: Jan 2010
Posts: 761
this means by 2019 cathay will have
50-777-300ER
30-A330-some retired leave to dragonair
48-A350
12-777-300-Assuming and hoping that all 747,a340 and 777-200 are retired by then
Sub total of 140 aircraft from today's 110-net gain 30, not to mention 747 are being replaced by lower capacity aircraft
If this is Cathay's long term plan for this decade, they are not going to be Asia's largest international airline for very long
It will also mean, no direct flights to south america, definitely and important market to at least start to develop for this decade and as routes are being replaced by lower capacity aircraft so more frequencies and fewer destinations
I hope for more orders,
Emirates will have 300+ widebodies by then, not to mention rapid expansion of Chinese carriers
Seriously ordering another 10 is really a joke, I though Cathay was supposedly doing well financially
By then dragonair may have 50+ aircraft mostly narrowbodies as by end of this year dragonair's fleet will be 38
50-777-300ER
30-A330-some retired leave to dragonair
48-A350
12-777-300-Assuming and hoping that all 747,a340 and 777-200 are retired by then
Sub total of 140 aircraft from today's 110-net gain 30, not to mention 747 are being replaced by lower capacity aircraft
If this is Cathay's long term plan for this decade, they are not going to be Asia's largest international airline for very long
It will also mean, no direct flights to south america, definitely and important market to at least start to develop for this decade and as routes are being replaced by lower capacity aircraft so more frequencies and fewer destinations
I hope for more orders,
Emirates will have 300+ widebodies by then, not to mention rapid expansion of Chinese carriers
Seriously ordering another 10 is really a joke, I though Cathay was supposedly doing well financially
By then dragonair may have 50+ aircraft mostly narrowbodies as by end of this year dragonair's fleet will be 38
KA will have around 60 aircraft by year 2019
but the thing i'm concerned most now is that A350-1000 will arrive CX very very very late! even the first A350 is not flying yet
Jul 10, 2012, 6:31 am
#4
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Isn't it the Farnborough Airshow right now? Don't all good airlines have to throw the aircraft manufacturers a bone at airshow time every year? If anything, that seems like a pretty lame order to me, and I would be willing to be a lot that's not CX's "big" order of the future.
Jul 10, 2012, 6:37 am
#5
Join Date: Jan 2011
Posts: 111
this means by 2019 cathay will have
50-777-300ER
30-A330-some retired leave to dragonair
48-A350
12-777-300-Assuming and hoping that all 747,a340 and 777-200 are retired by then
Sub total of 140 aircraft from today's 110-net gain 30, not to mention 747 are being replaced by lower capacity aircraft
If this is Cathay's long term plan for this decade, they are not going to be Asia's largest international airline for very long
It will also mean, no direct flights to south america, definitely and important market to at least start to develop for this decade and as routes are being replaced by lower capacity aircraft so more frequencies and fewer destinations
I hope for more orders,
Emirates will have 300+ widebodies by then, not to mention rapid expansion of Chinese carriers
Seriously ordering another 10 is really a joke, I though Cathay was supposedly doing well financially
By then dragonair may have 50+ aircraft mostly narrowbodies as by end of this year dragonair's fleet will be 38
50-777-300ER
30-A330-some retired leave to dragonair
48-A350
12-777-300-Assuming and hoping that all 747,a340 and 777-200 are retired by then
Sub total of 140 aircraft from today's 110-net gain 30, not to mention 747 are being replaced by lower capacity aircraft
If this is Cathay's long term plan for this decade, they are not going to be Asia's largest international airline for very long
It will also mean, no direct flights to south america, definitely and important market to at least start to develop for this decade and as routes are being replaced by lower capacity aircraft so more frequencies and fewer destinations
I hope for more orders,
Emirates will have 300+ widebodies by then, not to mention rapid expansion of Chinese carriers
Seriously ordering another 10 is really a joke, I though Cathay was supposedly doing well financially
By then dragonair may have 50+ aircraft mostly narrowbodies as by end of this year dragonair's fleet will be 38
More so, with new variants A389/777-9X possibly coming in, it's really up to Cathay to decide later on where it should put the money in. Where is the need to rush for more of the existing twin if 748i is basically available any time soon? VLA order is yet to be decided.
Jul 10, 2012, 6:52 am
#6
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Stock exchange notice here http://www.hkexnews.hk/listedco/list...0120710435.pdf
Jul 10, 2012, 6:55 am
#7
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Jul 10, 2012, 7:33 am
#8
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The "joke" order made front page of Bloomberg http://www.bloomberg.com/news/2012-0...r-drought.html
Jul 10, 2012, 9:12 am
#9
Join Date: May 2009
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I believe CX made a mistake here. B787 is proven to be a better aircraft than advertised and that's before all the more efficient modifications are fully installed on the planes. The current fleet flown by ANA and others have shown even better fuel efficiency than anticipated. Boeing, despite 3 years set back, has done the B787 right.
A350-1000 on the other hand is unproven and Airbus already admitted that delays seem inevitable. Why doesn't CX just go with B787?
A350-1000 on the other hand is unproven and Airbus already admitted that delays seem inevitable. Why doesn't CX just go with B787?
Jul 10, 2012, 9:22 am
#10
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Why did CX go for the larger -1000 variant?
The range and capacity for that variant is at par with the 777-300ER.
I thought the strategy was 777-300ER for long haul, with the 350-900 doing short/regional one.
Did that strategy change or its simply because they wanted to carry more passengers and cargo?
The range and capacity for that variant is at par with the 777-300ER.
I thought the strategy was 777-300ER for long haul, with the 350-900 doing short/regional one.
Did that strategy change or its simply because they wanted to carry more passengers and cargo?
Jul 10, 2012, 9:26 am
#11
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So CX is going for the 350's instead of the 380's, don't blame them, too many problems with the 380's. 787 too small.
Source: http://www.airbus.com/aircraftfamili...ily/a350-1000/
As with the other A350 XWB Family members, the A350-1000 brings together the very latest in aerodynamics, design and advanced technologies to provide a 25 per cent step change in fuel efficiency compared to its current long-range competitor.
Over 70 per cent of the A350 XWB’s weight-efficient airframe is made from advanced materials combining composites (53 per cent), titanium and advanced aluminium alloys. This airliner’s innovative Carbon Fibre Reinforced Plastic fuselage also results in lower fuel burn as well as easier maintenance.
Powered by new-generation Rolls-Royce Trent engines, the A350-1000 is designed to confront the challenges of rising fuel costs and environmental constraints.
INCREASED EFFICIENCY
Powering the A350-1000 will be higher-thrust Trent XWB engines from manufacturer Rolls-Royce, which will allow this largest member of Airbus’ A350 XWB Family to attain even greater levels of efficiency.
The engine will provide additional payload capability and range, along with 97,000 lbs. of thrust on takeoff – making it the most powerful engine ever developed for an Airbus aircraft. With these specially-tailored Trent XWB powerplants, the A350-1000 will be capable of supporting the development of long-haul routes for emerging markets such as Shanghai-Boston or Paris-Santiago, as well as more traditional flight segments as Manchester-Los Angeles or Dubai-Melbourne – all while burning 25 percent less fuel than its nearest competitor.
A COMFORTABLE, EFFICIENT CABIN
The A350 XWB’s wide fuselage cross-section was designed for an optimum travel experience in all classes of service. Passengers will enjoy more headroom, wider panoramic windows and larger overhead storage space. With a cross-section of 220 inches from armrest to armrest, the jetliner’s cabin provides space for unmatched premium first class and business solutions. The A350 XWB also allows for high-comfort economy seating in a nine-abreast arrangement, with a generous 18-inch seat width.
The A350-1000 is scheduled to enter service in 2017.
Source: http://www.airbus.com/aircraftfamili...ily/a350-1000/
As with the other A350 XWB Family members, the A350-1000 brings together the very latest in aerodynamics, design and advanced technologies to provide a 25 per cent step change in fuel efficiency compared to its current long-range competitor.
Over 70 per cent of the A350 XWB’s weight-efficient airframe is made from advanced materials combining composites (53 per cent), titanium and advanced aluminium alloys. This airliner’s innovative Carbon Fibre Reinforced Plastic fuselage also results in lower fuel burn as well as easier maintenance.
Powered by new-generation Rolls-Royce Trent engines, the A350-1000 is designed to confront the challenges of rising fuel costs and environmental constraints.
INCREASED EFFICIENCY
Powering the A350-1000 will be higher-thrust Trent XWB engines from manufacturer Rolls-Royce, which will allow this largest member of Airbus’ A350 XWB Family to attain even greater levels of efficiency.
The engine will provide additional payload capability and range, along with 97,000 lbs. of thrust on takeoff – making it the most powerful engine ever developed for an Airbus aircraft. With these specially-tailored Trent XWB powerplants, the A350-1000 will be capable of supporting the development of long-haul routes for emerging markets such as Shanghai-Boston or Paris-Santiago, as well as more traditional flight segments as Manchester-Los Angeles or Dubai-Melbourne – all while burning 25 percent less fuel than its nearest competitor.
A COMFORTABLE, EFFICIENT CABIN
The A350 XWB’s wide fuselage cross-section was designed for an optimum travel experience in all classes of service. Passengers will enjoy more headroom, wider panoramic windows and larger overhead storage space. With a cross-section of 220 inches from armrest to armrest, the jetliner’s cabin provides space for unmatched premium first class and business solutions. The A350 XWB also allows for high-comfort economy seating in a nine-abreast arrangement, with a generous 18-inch seat width.
The A350-1000 is scheduled to enter service in 2017.
Last edited by djjaguar64; Jul 10, 2012 at 9:31 am
Jul 10, 2012, 9:46 am
#12
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Boeing 787-9 versus Airbus A350-1000
15,700 km 8,478 nm range 14,800 km 7,992 nm
280 passengers capacity 350 passengers
I think it is all about capacity, the 350-1000 carries more pax than the 787-900.
15,700 km 8,478 nm range 14,800 km 7,992 nm
280 passengers capacity 350 passengers
I think it is all about capacity, the 350-1000 carries more pax than the 787-900.
Last edited by djjaguar64; Jul 10, 2012 at 10:02 am
Jul 10, 2012, 9:53 am
#13
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If I'm not mistaken, CX quite likes Airbus, but was badly burnt by the lemon known as the A340 and reluctantly used the 77W as its major longhaul aircraft. The long time frame for these A350 orders probably means that they are already looking into a 77W replacement program.
Jul 10, 2012, 10:10 am
#14
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In addition, the timing of this order corresponds to what HAS to be an amazing price... 4 years without an order, and all the headlines from the airshow crowning Boeing as commercial airliner king of the next decade... Airbus BADLY needed this order, and I'm sure the price CX negotiated reflects that.
Jul 10, 2012, 12:35 pm
#15
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If I'm not mistaken, CX quite likes Airbus, but was badly burnt by the lemon known as the A340 and reluctantly used the 77W as its major longhaul aircraft. The long time frame for these A350 orders probably means that they are already looking into a 77W replacement program.
In 1990's A340 was the right answer to connect those medium sized cities that are not big enough to be served by B747. While crude oil was well below $30 a barrel back then, things have changed a lot and A340 is no longer the right aircraft to serve those destinations.
Given CX still has 22 77W firm orders in place, those A350-1000 should be the long term replacement of the 744 / older 777 and everybody should expect CX gets really steep discount on this deal.