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Aviation History
1990
1990 - 1254.PDF
Cathay Pacific's January purchase of 30% of Dragonair is one of many links being forged with mainland China's aviation community. China's International Trust Investment's Corporation (CITIC), which already has 12.5% of Cathay's shares, took a 38% interest in Dragonair. A new Sino-British Air Service agreement, signed in March, put Dragonair's mainland routes on a scheduled footing to Xiamen, Dalian, Hangzhou, Kunming and Tianjin. The first two will also have scheduled Chi nese airline services. Cathay's flights to Shanghai and Beijing, increased to five and four a week respectively, will now operate under Dragonair. Other joint ventures are fostering relations between Hong Kong and China. The Hong Kong Aircraft Engineering Company (HAECO) is closely involved with China's Aero Technology Import-Export Corporation (CATIC). Modifications have been made to Chinese aircraft—first in Hong Kong and later, after training Chinese technicians, sup plied in kit form. Eventual UK Civil Aviation Authority cer tification of the Xian Y-7 twin-turboprop airliner has been part of this co-operation. Western avionics and radical cockpit rede signs were adopted—and two or three tonnes were saved by re-vamping the interior. The Dragonair deal was conditional on Cathay's 15-year management contract. The separate airline will be co-ordinated with Cathay's plans, as its "China Wing". Routes, capabilities and performance are under audit. Dragonair's five Boeing 737s will be replaced with a type compatible with both traffic demand and the low-bearing strengths at many Chinese airfields. CHANGING OWNERSHIP Cathay placed about 20% of its stock on the Hong Kong exchange in 1986. Swire Pacific retains just over 50% and Hong Kong and Shanghai Banking 17%. In 45 years the airline has moved from charter operations with two war-surplus DC-3s to a fleet of 37 widebodied aircraft. Since the 1959 absorption of Hong Kong Airways, Cathay has been the sole national scheduled carrier. In the run-up to 1997 the older Boeing 747-200s are being replaced with new-technology two-crew -400s and its TriStars by the Airbus A330-300 medium- range twinjet. All Cathay's aircraft have had Rolls-Royce RB.211 engines since the first TriStar was delivered in 1975 and the first 747-200 in 1979. Direct flights have operated to Vancou ver since 1983 and, with the delivery of the 747-300, to London from 1985. Freight ser vices fly to Japan, Taiwan, South Korea, United Arab Emirates, London and Frankfurt and Paris direct flights start from 26 May. Trans-Pacific long-haul flying requires the precise navigation of the Litton LTN-92 laser-gyro inertial platforms. They also drive CATHAY PREPARES FOR 1997 By taking control of Dragonair and its mainland routes, Hong Kong flag-carrier Cathay Pacific has placed itself in the vanguard of forging closer links with China in the runup to the 1997 handover, reports Harry Hopkins. the cabin screens displaying flight details in Cathay's "Air Show", now in use for 18 months. "The biggest problem to overcome, especially with economy passengers, on ultra-long haul is boredom. This is educative and interesting; maps are fascinating things," says engineering director Stewart John. Cathay is willing to put money into passenger interest, he says. Cathay's 747-400 orders now total 14 aircraft, plus 16 on option, and one long-term lease-purchase from International Lease Fi nance after July 1991. The first -400, with the 260kN (58,0001b)-thrust RB.211-524G en- 26 FLIGHT INTERNATIONAL 2-8 May 1990
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