Paul Lewis/SEATTLE
CATHAY PACIFIC HAS declined a Boeing request to increase its orders for 777s beyond the current level of 11 to help launch the stretched version of the aircraft.
At the same time, however, the Hong Kong airline is pressing the manufacturer to launch the planned stretched derivative as well as produce a heavier variant of the 777-200 A-market aircraft.
"Our major interest, after we have accepted the first four 777-200As into service, is the stretch," says Cathay managing director Rod Eddington. "It is a critical part of the family as we are so dependent on using large aircraft regionally."
The first Rolls-Royce Trent 877-powered 777 A-market aircraft was rolled out at Boeing's Everett plant on 8 May. Cathay has ordered 11 777s, including four A-market 777s, due for delivery between March and August 1996.
Cathay plans to convert the remaining seven aircraft on order to the 777 stretch, as a replacement for its Boeing 747-200s/-300s on high-density shorter- range regional routes. The first delivery is scheduled for May 1998, by which time Cathay assumes that the 10.14m-longer stretch variant will be available.
The airline has options on a further 11 aircraft, but says that it does not need any capacity beyond the aircraft already ordered, until after Hong Kong's new Chek Lap Kok Airport is opened in late 1997.
Other airlines are keen, to convert existing 777 orders and options to the stretch, including Korean Air. Boeing is understood to be working to co-ordinate potential orders to launch the aircraft. A decision is expected in the "next few months," says Boeing senior vice-president, Alan Malally. Aside from the stretched variant, Cathay also wants the A-market aircraft's weight increased to "around 250,000kg" and possibly higher. This would enable the 343-seat aircraft to carry more freight and be operated on longer regional routes now served by the 747-400, such as Hong Kong-Sydney/Melbourne. The A-market aircraft were to have a maximum take-off weight (MTOW) of 242,680kg.
The move has been prompted partly by R-R's decision to raise certification thrust on the Trent 800 to 400kN (90,000lb). Cathay's aircraft have initially been certificated at 342kN, but can be re-certificated at 375kN, or, with some structural modifications, 400kN, to give an increased MTOW.
"The fuel is there, the thrust is there. All we need is weight capability and we'll have an aircraft that will fly longer ranges," says Cathay Pacific engineering director Roland Fairfield.
Boeing has tentatively proposed an MTOW increase of 4,540kg, which would give an extra 490km (265nm) in range.
To meet a 247,430kg MTOW, the aircraft would incorporate a series of modifications, including reinforced nose and main landing gear, upgraded avionics software, changes to the wing leading edge and a revised horizontal stabiliser.
Source: Flight International
