1946 9 24 CRoy C FarrellHSydney H.

De Kantzow
Cathay
PacificCathay
1945
C-47

1945 10 6 "Betsy" C-47 3 "Betsy"

"Betsy" DC-3 "Betsy"
C-47 DC-3
1946 1

DC-3
5 11
DC-3 9 24
3,000 1947 3 DC-3 Vickers Catalina
1948 Butterfield & Swire1949
DC-4 Skymaster
1958

Air Hong KongHong Kong AirlinesCathay

Air Cathay
Cathay Pacific
1949 [4]
1946 9 24
CathayCathay
, KitayCathay
Pacific 50
1958
1980
1980

1980 7 17 3 1981 1 1983 7 2 1990 6 2

2003 8 3 2005 12 1 4
1988 747-400
1998 7 6 CX889

2006 1 27 5 2006
2014 12 8 777-300ER
777-300ER 2007 10

2008
1 1 A340-600 CX826/827 1 1 3 10
CX828/829 A340-600
2 1 4 25 58
2 29
3 29 CX826/827 777-300ER
3 30 1 777-300
9 16 3 2
CX828/829
10 2 4 -- 18 4 4
CX888 777-300ER
2009
3 28 4 3 3
1

3 28 2 1
3 28 2 10
3 30 CX826/827 0230 0935
3 31 10 2
3 31 2 17
3 31 2 CX360/369 CX364/365 KA800/801 KA830/895
4 15 2
4 17 5 3 2 9 1
10 26 4
2010
3 28
3 28 10 CX820/829
7 13 3 CX207/204
9 30 10 1 11 27 12 10 9 12 11 11 CX279/278
10 31 2 CX548/549CX542/543
10 31 4
2011
6 2 2 4 CX683/682
9 1 6 1 CX806/807
3 27 3 5 2 4
5 1 2
2012
3 25 2 CX390/391 KA990/991
3 25 CX839 CX837
5 1 CX659/650
9 2 CX261/260 Skytrax
777-300ER CX279/CX278 A340-300 CX279 0 45 CX278 9
15 CX271/270
10 28 2 16 CX771/772
12 1 4 4 CX649/646
2013
6 27 5 CX239/238 3 4 NZ039/038
10 19 747-8F

10 27 4 CX601/602
2014
2 1
3 1 CX890/899
3 1 3
3
3 21 2
3 30

3 30 1 CX745/746
5 CX647/648
CX645/640 5 27
3 30 4 CX173/174 CX105/104
CX157/156 1 CX103/146 4
6 1 4 CX898/897[5]
7 1 4
8 2 10 CX808/805[6]
10 17 2 [7]
10 27 CX711/2710
CX611/610
11 23 2
12 8 4 CX357/358[8]
2015
3 11 2
3 29 CX383/382[9]
5 2 4 CX812/811[10]
6 1 [11]
9 1 4 CX375/376

747-400 777-200 777-300 777-300ER A330-300

A340-300
747-400F 747-400ERF 747-8F
9 22 2007 2007 1
17
2007 2007 2009

2007 8 7 5 777-300ER 2011 5 777-300ER 2007 2011

11 8 17 52 14 747-8F
2009 2012 [24]12 6 8 A330-300 17
2010 2012
2006 8 31 100 A330-300 B-LAD 60
Progress Hong Kong
2008 2 1 6 777-300ER B-KPF
2009 3 A340-30034BB-HXGA330-300330B-HLUB777-300ER77AB-KPLoneworld
Oneworld10
777-300ER
12 777-300ERB-KPL 2009 10 ILFC A340-600 2008 10
2009 1 747-400BCF 5

5 777-300ER
2010 12 7
2011 11 1 747-8F B-LJE 747-8
2011 12 12
777-300ER 777-200 A330-300 [25]
2012 7 10 A350 16 A350-900 A350-1000 10 A350-1000[26]
2012 9 24 777-200/300 A330-300
2013 1 2013
2014
[27]
2013 3 1 3 747-8F 8 777F 5 777F
4 747-400BCF

1948 7 17 25

1949 2 24 DC-3 23
1954 7 23 10 8
1967 11 5 033 40
1972 6 15 700Z 81

1949 9 13 C-47 DC-3

2000 7 31 14
5

2004 6 30 777-367
2004 11 9 747-467
* 2004 12 1 777-367
4
2008 4 7 747-467
2008 7 29 747-467 B-HOY 20,000

2010 4 13 A330-342CX780B-HLL
57 780

2011 12 9 10 30 747-467 CX365B-HUB

7 2
2015 7 29 777-300ER CX884B-KPQ
Ethan Williams
[32] Shemya [33][34]
Polar route
Cathay Pacific Flight 889 from New York John F. Kennedy International Airport, piloted by Captain Paul Horsting, on 7 July 1998, the
first arrival to the new Hong Kong International Airport at Chek Lap Kok west of Hong Kong, appears to be the first non-stop flight
over the Arctic polar region and over Russian airspace. It was the world's first nonstop transpolar flight from New York to Hong
Kong, dubbed Polar One. It took 16 hours to complete, and it was and still is the longest flight Cathay Pacific operates.[10]
Operational considerations
The FAA's policy letter Guidance for Polar Operations (March 5, 2001) outlines a number of special requirements for polar flight,
which includes two cold-weather suits, special communication capability, designation of arctic diversion airports and firm
recovery plans for stranded passengers, and fuel freeze strategy and monitoring requirements.[11]
Jet fuel freeze temperatures range between -40 and -50 C. These temperatures are frequently encountered at cruise altitude
throughout the world with no effect since the fuel retains heat from lower elevations, but the intense cold and extended duration
of polar flights may cause fuel temperature to approach its freezing point. Jet A grade with a maximum freeze point of -40 C is
used in the U.S., while Jet A1 grade with a maximum freeze point of -47 C is used elsewhere.[17] Modern long-distance airliners
are equipped to alert flight crew when fuel temperatures reach 3 C above these levels. The crew must then change altitude,
though in some cases due to the low stratosphere over polar regions and its inversion properties the air may actually be
somewhat warmer at higher altitudes.[citation needed]
The alerts are typically set at 3 C above the specified maximum freeze point. This provides a 3 C safety margin from the
solidification temperature. However, fuels produced at the refineries are often better than the spec values; for example, it is not
uncommon to find Jet A fuels that have measured freeze point better (colder) than the specified maximum of -40C. In that way,
the safety margin is even larger than 3 C. On the other hand, the temperature probe that delivers fuel temperature information
to the flight deck is not located in the coldest part of the fuel tanks. The difference between the recorded and the coldest fuel
temperature varies depending on a variety of factors, especially the circulation of fuel in the tanks and duration of cold soak. It is,
therefore, prudent to have a safety margin.
For polar flights, FAA allows,[18] under certain conditions, the measured freeze point be used instead of assuming the spec value
in ASTM D1655. This gives the airlines more flexibility in flight planning.