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Aviation History
1977
1977 - 0079.PDF
ill 11 ••iiiiniill'll 1:1 • • .» over the A300 and DC-9-50, although the 727 attains its peak true airspeed at around 22,000ft. This may be an advantage on route systems which include very short sectors, on which it may not be economic to fly at higher, smoother altitudes. It is a service-orientated market, repeats Boeing, and the market prefers the smaller, faster aeroplane with the snappier turnround. The small aeroplane is winning at the moment; there can hardly be a major airline in the world which has not burned its fingers over the past few years, operating "cheap" wide-bodies too soon and failing to take advantage of the lower seat-mile costs. A lot of airlines now are looking more closely at aircraft-mile costs Boeing claims that all but two of the world's 20 biggest airlines operate 727s 1 »•»-* :i than seat-mile costs, particularly in competitive markets. Boeing's 7X7 study shows that it expects the balance to shift in favour of the big aeroplane, but the timing of the market is the big question. Boeing says that between now and 1980 the US domestics will take delivery of more new 727s than any other type, suggesting that US sales will continue at the present rate through 1977. That would be enough to sustain a high production rate throughout 1978 and most of 1979. Even when Boeing launches a new aircraft, Gregoire does not expect 727 orders to drop off sharply; the production rate is cushioned against the fluctuations in the US market by international sales. Competition from the A300 is more effective in the international market, and there are signs that the keenness of the competition is having its effect on the price of the Boeing aircraft. SIA (by Boeing's own figures) paid less than $10 million for its 727s, which is less even than the \ .:H;i-::p:
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