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Aviation History
2000
2000 - 0396.PDF
ASIAN . AEROSPACE 2000 on which the 777-300 is predominantly used. Overall, average use of the -300 is 7.5-8h a day, versus 10-10.5h for the -200. "When you factor that in, no oper ator has reported having difficulty in turnaround times relative to the -200," Fleming says. By the start of this year, Boeing had delivered 31 -300s to seven operators. Total fleet hours reached 68,737 by 31 December, and were expected to have passed 70,000h as this article was pre pared. Another two -300s are to be deliv ered this year, including one to Korean Air and another to Emirates - the only non-Asia-based operator of the type. Fleming attributes the -300's overall service reliability to the pathfinding "lessons learned" on the -200, and the philosophy of the simple stretch that underlined the larger model's develop ment. "It really is a tribute to the baseline aircraft and the fact that it essentially entered service as a mature aircraft. We did not have to change much in the way of systems, and this is the result," he adds. The aircraft also appears to be robust in terms of the effect of updates and in-service modifications such as the • Cathay was among the "Working Together" airlines that had input into the 777's design. Cridland says that the airline insisted on the installation of three external cameras - one in each wingtip and one under the fuselage - to help pilots manoeuvre die long aircraft on the ground. The airline was also involved in ETOPS trials and on the maintenance side. The engine selection was influenced by the carrier's experience in operating the R-R Trent 700 on its Airbus A330-300s. "It made sense to build on the Trent family," says Cridland. Flight operations director Kenneth Barley adds: "Bearing in mind the role we specified [for the 777-300] we are extremely happy [with the powerplant]." The engine's thrust - rated at 92,4001b, although Cathay says it uses only 84,0001b on take-off - is more than adequate for Cathay's operational maximum take-off weight of 263t, says Cridland. He says the type is "a very easy aircraft to maintain", adding that "there is nothing that irritates". Cridland is especially pleased with the flightdeck maintenance access terminal, through which all aircraft information can be accessed. "It's a very honest aircraft," he says. While he believes there are "no particular concerns" with the aircraft's maintenance, Cridland notes that Cathay had originally wor ried about engine transportation due to the Trent 800's bulk. However, the airline has found diat removing the engine cowling allows it to fit on the main deck of a Boeing 747-400 freighter - in contrast to the General Electric GE90, where the fan must be split from die engine core. Cathay claims an above-average dispatch reliability of 99.03% in 1999, using the aircraft
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