CX 4ever From United States of America, joined Jun 2000, 129 posts, RR: 0 Posted (11 years 4 months 1 week 1 day 18 hours ago) and read 1183 times:
Do you guys think CX should operate 744D on some of its ultra-short regional routes such as HKG/TPE, HKG/MNL?
The short flight time and the rapid changes in surrounding pressure cause a great stress on the aircraft airframe; by the time the plane reaches the cruise attitude, it's time to start the decend. In order to extend the life span of its regular B747-400s, would it be better for CX to lease, if not to purchase, the B747-400D for these short routes as 744D has stronger airframe and structure?
CX773 From Hong Kong, joined Sep 2001, 365 posts, RR: 7
Reply 1, posted (11 years 4 months 1 week 1 day 17 hours ago) and read 1162 times:
CX won't buy it as it's not cost effective. also for the flight planning, it's not flexible as it only flies for a short distance and it burns lots of gas. for HKG/TPE route, CX needs frequency not capacity.
Kaitak From Ireland, joined Aug 1999, 12328 posts, RR: 35
Reply 2, posted (11 years 4 months 1 week 1 day 8 hours ago) and read 1089 times:
Also, bear in mind that 744Ds can be converted to 744s and vice versa. CX does need capacity on short haul flights, BUT it also needs the flexibility to be able to use 744s on short routes like TPE/NRT and BKK/SIN as well as ultra long haulers like YVR and LHR.
Udo From , joined Dec 1969, posts, RR:
Reply 3, posted (11 years 4 months 1 week 1 day 7 hours ago) and read 1071 times:
Exactly, CX use their B744 flexibly on both short and long hauls. Aircraft arrive from long hauls in the morning, go on short hauls during the day and leave for long hauls in the evening again. Using two different B744 configurations would reduce their flexibility and increase costs.
The Coachman From Australia, joined Apr 2001, 1421 posts, RR: 0
Reply 4, posted (11 years 4 months 1 week 1 day 4 hours ago) and read 1044 times:
A small problem is also the fact that it is impossible to lease RR powered 744D's. No one has ordered any. NH and JL's use different engines. Conversion from 744D to normal 744 takes time in the workshop because the 744D has no winglets IIRC. There is no point in getting 744D's if they can just get a few more A330's or B777-200's (or -300's) and not disturb their fleet commonality.
CCA From Hong Kong, joined Oct 2002, 799 posts, RR: 14
Reply 6, posted (11 years 4 months 1 week 22 hours ago) and read 993 times:
CX have some of the highest utilized 747-400s in the world an average of 19-20hrs a day in flight.
As Udo said CX have the 400s for long haul and rather than have them sit on the ground between long hauls, CX use them on whatever routes need the capacity, the only place the CX -400s sit for any length is Heathrow, due to the Schedule, but due to this CX roster the 400s, A checks done over two days. So a 400D would mean not using the long haul A/C, and if it's sitting on the ground it's not making money.
CX is in a fortunate location being able to use their 400s around Asia, as an example QF charter their 400s out some times when they layover in Heathrow, but would have a hard time using their 400s around Australia like CX do around Asia.