[航空]連登飛機膠討論區11
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ST
係 TD 30kts左右
o-night嗰個
？？ 岩做MK
今日純AS 接三班 有班都冧
本公司就cut onight
仲唔夠大分別咩？
773同772 比都係車頭大力啲；長身啲
773同772 比都係車頭大力啲；長身啲
但77w同772/773比較就唔止咁少
咪又係777 最多咪Span 再長啲
要大分別咁咪出過第二個代號
最多咪Span 再長啲要大分別咁咪出過第二個代號
77w同772/773機翼都有分別啦
引擎又唔同左
引擎又唔同左
多極有限
JERUSALEM, March 21 (Reuters) - El Al Israel Airlines reported higher fourth-quarter losses on Wednesday, citing increased salary and jet fuel expenses and as its market share continued to erode in the face of intensifying competition.
Israel’s flag carrier has met with stiff competition from rivals including Turkish Airlines, Aeroflot, easyJet and WizzAir, which offer lower fares even though some flights require a layover.
“During 2017 the company faced increasing competition in the Israeli aviation market as a result of a significant increase in the number of seats of foreign airlines, especially low-cost carriers,” said Chief Executive Gonen Usishkin.
The company said it lost $29.7 million in the final three months of the year, compared with a $2.4 million loss a year earlier.
Revenue grew by 11 percent to $512 million, but this was more than offset by a 17 percent rise in expenses, mainly from salaries and jet fuel.
El Al remained the market leader at Ben Gurion International Airport near Tel Aviv, but its market share fell to 28.5 percent last year from 32.6 percent in 2016.
Passenger numbers rose 2.4 percent last year while the total number of travellers at Ben Gurion was up 16 percent.
El Al is banking on a more than $1 billon overhaul of its long-range fleet to win back customers while also revamping its short-haul fare structure.
It has received the first four of 16 Boeing 787 aircraft that will be delivered by 2020 and plans to expand in North America this year with non-stop flights to San Francisco, competing with U.S. carrier United.
In November El Al started non-stop flights to Miami, having begun flying to Boston in 2015.
El Al has said it plans to add more long-haul routes but a decision is unlikely to be made until later in 2018. At the same time, it plans to refurbish its 737 jets flying to Europe.
原來佢自己本身都畀 Aeroflot 同 TK 打緊
Israel’s flag carrier has met with stiff competition from rivals including Turkish Airlines, Aeroflot, easyJet and WizzAir, which offer lower fares even though some flights require a layover.
“During 2017 the company faced increasing competition in the Israeli aviation market as a result of a significant increase in the number of seats of foreign airlines, especially low-cost carriers,” said Chief Executive Gonen Usishkin.
The company said it lost $29.7 million in the final three months of the year, compared with a $2.4 million loss a year earlier.
Revenue grew by 11 percent to $512 million, but this was more than offset by a 17 percent rise in expenses, mainly from salaries and jet fuel.
El Al remained the market leader at Ben Gurion International Airport near Tel Aviv, but its market share fell to 28.5 percent last year from 32.6 percent in 2016.
Passenger numbers rose 2.4 percent last year while the total number of travellers at Ben Gurion was up 16 percent.
El Al is banking on a more than $1 billon overhaul of its long-range fleet to win back customers while also revamping its short-haul fare structure.
It has received the first four of 16 Boeing 787 aircraft that will be delivered by 2020 and plans to expand in North America this year with non-stop flights to San Francisco, competing with U.S. carrier United.
In November El Al started non-stop flights to Miami, having begun flying to Boston in 2015.
El Al has said it plans to add more long-haul routes but a decision is unlikely to be made until later in 2018. At the same time, it plans to refurbish its 737 jets flying to Europe.
原來佢自己本身都畀 Aeroflot 同 TK 打緊
俄羅斯好多猶太人，土耳其就真係唔知，可能啲人去美國方便？
我諗始終飛以色列航班唔可以飛過阿拉伯世界
TK真係佔進地利
TK真係佔進地利
http://www.scmp.com/news/hong-kong/hong-kong-economy/article/2149222/cathay-pacific-wont-sacrifice-lucrative-cargo
Cathay Pacific won’t sacrifice lucrative cargo business by challenging Singapore Airlines’ ultra long-haul flights, CEO Rupert Hogg says
Qantas reveals more details on 20-hour routes at IATA meeting, but extra distance is not priority ‘at the moment’ in light of brisk freight trade for Hong Kong’s flag carrier
Cathay Pacific Airways will not launch ultra long-haul flights just to wrest the limelight away from rival Singapore Airlines, as it would have to sacrifice freight on routes of 17 hours or more, potentially sabotaging its lucrative cargo business.
Going the extra distance “wouldn’t be a move we would make lightly,” Cathay Pacific CEO Rupert Hogg said, when asked if Hong Kong’s flag carrier would compete for the longest flight in the world. The more weight a plane carries, the less its maximum range would be.
Singapore Airlines will claim the coveted title from October with its Singapore-Newark direct flight – spanning 15,300km (9,500 miles) and lasting 19 hours – on the Airbus A350-900 Ultra Long Range plane. It will trump the current 14,500km Doha-Auckland flight by Qatar Airways.
Cathay’s brisk cargo business in recent years rescued it from the deep end amid soaring losses from fuel-hedging contracts, which it made when crude oil prices were hovering at about US$100 (HK$800) a barrel before crashing over three years ago.
The loss-making airline – in the middle of a three-year restructuring exercise – has taken delivery of 22 fuel-saving Airbus A350 aircraft to reduce fuel consumption.
Hogg, speaking in Dublin as Cathay launched direct flights to the Irish capital last week, made clear the airline would not ignore demand for ultra long-haul flights. “We will continue to expand destinations when markets merit it.”
He also attended the International Air Transport Association’s (IATA) annual meeting in Sydney on Monday.
The carrier will start its longest ever flights – 17 hours non-stop – to Washington from September, and “would love to fly to Miami,” Hogg said. But none of its existing aircraft were suitable for the 18-hour direct route. It also flies to Boston and New York non-stop, which takes about 16 hours.
Cathay’s chief customer and commercial officer Paul Loo Kar-pui said the airline would not be taking delivery of the Airbus 350-900 ULR, which are similar to its current A350s.
“[Those] have a different set-up with extra fuel tanks which we are not going to have. That’s not the option we are taking,” he said.
Cathay is reviewing plans to fly to Mexico City, which would take about 18 hours. For this, flights could be non-stop on a Boeing 777-9X – which have more powerful engines, extra range and better performance – and could start as early as 2021.
But this will ultimately depend on when the Mexican capital’s new airport can be completed, as it is stuck in political gridlock.
Hogg noted that when the carrier assessed other potential faraway destinations, “it’s not obvious that we need to be in the ultra long-haul market particularly at the moment.”
At Monday’s gathering of airline bosses and industry leaders, worries over global trade rows and higher fuel and labour costs were cited as threats for carriers, with IATA predicting fares could rise about 3 per cent.
The industry body representing airlines which account for about 83 per cent of global flights also cut its profit target for the year. The Asia-Pacific was still the fastest growing sector in terms of passengers, and carriers based in that region were forecast to earn US$8.2 billion, about 25 per cent of global revenue.
Cathay Pacific won’t sacrifice lucrative cargo business by challenging Singapore Airlines’ ultra long-haul flights, CEO Rupert Hogg says
Qantas reveals more details on 20-hour routes at IATA meeting, but extra distance is not priority ‘at the moment’ in light of brisk freight trade for Hong Kong’s flag carrier
Cathay Pacific Airways will not launch ultra long-haul flights just to wrest the limelight away from rival Singapore Airlines, as it would have to sacrifice freight on routes of 17 hours or more, potentially sabotaging its lucrative cargo business.
Going the extra distance “wouldn’t be a move we would make lightly,” Cathay Pacific CEO Rupert Hogg said, when asked if Hong Kong’s flag carrier would compete for the longest flight in the world. The more weight a plane carries, the less its maximum range would be.
Singapore Airlines will claim the coveted title from October with its Singapore-Newark direct flight – spanning 15,300km (9,500 miles) and lasting 19 hours – on the Airbus A350-900 Ultra Long Range plane. It will trump the current 14,500km Doha-Auckland flight by Qatar Airways.
Cathay’s brisk cargo business in recent years rescued it from the deep end amid soaring losses from fuel-hedging contracts, which it made when crude oil prices were hovering at about US$100 (HK$800) a barrel before crashing over three years ago.
The loss-making airline – in the middle of a three-year restructuring exercise – has taken delivery of 22 fuel-saving Airbus A350 aircraft to reduce fuel consumption.
Hogg, speaking in Dublin as Cathay launched direct flights to the Irish capital last week, made clear the airline would not ignore demand for ultra long-haul flights. “We will continue to expand destinations when markets merit it.”
He also attended the International Air Transport Association’s (IATA) annual meeting in Sydney on Monday.
The carrier will start its longest ever flights – 17 hours non-stop – to Washington from September, and “would love to fly to Miami,” Hogg said. But none of its existing aircraft were suitable for the 18-hour direct route. It also flies to Boston and New York non-stop, which takes about 16 hours.
Cathay’s chief customer and commercial officer Paul Loo Kar-pui said the airline would not be taking delivery of the Airbus 350-900 ULR, which are similar to its current A350s.
“[Those] have a different set-up with extra fuel tanks which we are not going to have. That’s not the option we are taking,” he said.
Cathay is reviewing plans to fly to Mexico City, which would take about 18 hours. For this, flights could be non-stop on a Boeing 777-9X – which have more powerful engines, extra range and better performance – and could start as early as 2021.
But this will ultimately depend on when the Mexican capital’s new airport can be completed, as it is stuck in political gridlock.
Hogg noted that when the carrier assessed other potential faraway destinations, “it’s not obvious that we need to be in the ultra long-haul market particularly at the moment.”
At Monday’s gathering of airline bosses and industry leaders, worries over global trade rows and higher fuel and labour costs were cited as threats for carriers, with IATA predicting fares could rise about 3 per cent.
The industry body representing airlines which account for about 83 per cent of global flights also cut its profit target for the year. The Asia-Pacific was still the fastest growing sector in terms of passengers, and carriers based in that region were forecast to earn US$8.2 billion, about 25 per cent of global revenue.
咪撚搞，困喺隻機咁耐人都癲
唔可以用一般諗法去咁諗，始終大趨勢係直航
我講我返工角度
食得鹹魚抵得渴
實有7頭爭住去
你揸 777 ??