FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1978
1978 - 0790.PDF
1464 70 FLIGHT International, 13 Mar 1978 60 50- ~ 40 20- 10- Max structural payload 205 passengers +baggage A Sea-level static thrust(lb) B Brake-release gross weight (lb) C Operating weight empty ABC JT10DX 32,000 368,000 194,000 CF6-32V10 35,000 380,000 195,000 RB.211-535 33,000 380,000 196,000 i I I 60rMax structural payload 2 3 4 Still-air range (1,000n.m.) Tex Boullioun says that Boeing would prefer a 767/777 production rate of no more than two a month for the first year or two. Market Boeing has sold, in round figures, 1,500 727s, 600 737s and 400 747s. The company took $4,000 million-worth of orders in 1977. The US share of the airliner market is lessening in importance, Boeing now reckons. Western Europe is showing the strongest economic growth. Total world lift in 1977 was around 500,000 million passenger-miles; by 1978, reckons Craig, as much again could be added to this. During this period nearly 1,200 air craft in the US fleet alone will be scrapped on either noise or age grounds. Average age of the fleet is already nearly ten years, with the big trunk fleets two years older than average. Craig estimates that replacement business alone in the next decade will be worth $30,000 million (1977 $) and that growth business could add $41,000 million to this. Craig anticipates a market for 1,000 757s at $15,000 million; 1,500 767s and 777-100s at $32,000 million; and 300 to 400 777-200s at $10,000 million. Admitting that the 767-100 is close to the 757-100, Craig says that Boeing is still designing and refining. "Of course, you can fly DC-lOs and TriStars down some way into the • Typical domestic rules • AirTransport Association reserves •Mach 0-80 cruise •Standard day • Nominal performance 1,500 2,000 2,500 Still-air range (am.) Payload-range performance of the 767-200 above and of the 777-200 left is based on the assumptions set out in the 767 graph except that the fuel reserves for the 777 are FAR for a cruise-climb to 39,000ft, one passenger plus baggage weighs 2121b, and fuel capacity is 159,0001b 767 and 777 markets, and you can fly 727s some way up into the 757 market. But our new fuel burns make some of the older aircraft look bad. The older aircraft are simply getting too small, and DC-lOs and TriStars can overkill capacity in many markets." Competition Why risk Boeing's net worth by re-inventing the A300? "The A300 is too big," replies Boullioun. "You can't fly it full from Des Moines to Denver and it is almost too big for Miami-New York. There just aren't that many customers. You might also ask why Oldsmobile should make automobiles when General Motors already does." According to senior Boeing engineer Joe Sutter, the A300 has the "old, great big DC-10 nacelle which we're getting rid of. Our new nacelles mean 11,0001b more pay- load." But he agrees that the A300 is the 767's main com petitor, and feels that McDonnell Douglas with the DC-X- 200 is waiting for the 767. "We are talking about a 15 per cent better fuel burn per seat, or 10 per cent better com pared with the A300B10. We achieve this with our bigger wing, lighter nacelle, lower-drag body and more modern aerofoil," says Sutter. Investment Total Boeing investment in the 767/777 pro gramme could reach $1,500 million over the next eight years. Boeing has no definite 767/777 agreements with Japan and Italy, but feels that it has an obligation to these partners. D This table assumes "nominal performance, ATA domestic mission and specification con figuration," and passengers at 2001b (2121b in the case of the 777) including baggage 767-200 777-200 General Electric CF6-8D2 Pratt & Whitney JT9D-742 Rolls- Royce RB.21I-22D General Electric CF6-32V10 Pratt & Whitney JT10D-X Rolls- Royce RB.211-535 Sea-level static thrust, flat-rating (lb/°F) Passengers Weights Max take-off (lb) Max zero-fuel (lb) Max landing (lb) Max empty (lb) Operating weight empty (lb) Design range (n.m.) Cruise Mach altitude (ft) Take-off field length (s.l., 84 F) (ft) Initial cruise altitude (max weight) (ft) Engine-out altitude (weight for 1,000 n.m.) (ft) Approach speed (max landing weight) (kt) Block fuel/passenger (1,000 n.m.) (lb) (2,000 n.m.) 40,750/92 197 42,180/86 197 41,170/98 197 35,840 205 32,000 205 33,650 205 270,000 228,500 246,500 155,590 171,250 2,090 270,000 228,500 246,500 153,990 169,650 2,110 0-80,35-39,000 0-80/39,000 7,600 37,400 18,100 136 119-1 — 7,200 39,600 20,800 136 121-1 — 270,000 228,500 246,500 158,590 174,250 1.870 0-80/39,000 7,350 38,900 17,300 136 121 6 — 380,000 255,000 280,000 175,030 195,770 4,420 0-80/35-39,000 9,000 36,100 29,500 145 131-3 249 6 368,000 255,000 280,000 173,930 194,670 4,420 0-80/35-39,000 10,800 35,300 27,700 145 122 4 232 4 380,000 255,000 280,000 175,660 196,400 4,450 0-80/35-39,000 10,450 34,300 28,500 145 129-8 247-7
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
