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Aviation History
1981
1981 - 2612.PDF
•A ft'. 1 \ Boeing 767: The new fuel saver DAVID VELUPILLAI reports from SEATTLE Cutaway by JOHN MARSDEN FUEL efficiency is easily the domi nant gene in the make-up of Boeing's 767. It shows in almost every design feature, from the number of passengers abreast in the cabin to the latest wing section. But the 767 is more than the latest airline fuel-saver— it is also the first of a new generation in which cockpit television displays and new materials play a major part. The roll-out of the 767-200 this week is the result of more than five years' work, during which Boeing also created the 757. Most manufacturers would not take on two major projects at almost exactly the same time, but Boeing has capitalised by turning air line demand to its advantage. It has done this mainly by international col laboration and through commonality —one example being the almost iden tical cockpits. Boeing's 757 is about nine months behind the 767, which will thus pioneer much of the new technology Boeing claims that its 767 will save 20-30 per cent of the fuel per passen ger now used by aircraft like 707s and 727s on medium-range routes. But one of 210 passengers travel ling from, say, London to Cairo, is more likely to be impressed by the widebody comfort of the 767. (Boeing surveys revealed that passengers asked whether their aircraft would be a widebody for flights of more than about two hours.) The 767 does not have the luxury of a market slot to itself. It has indirect competition from the existing 250-seat Airbus Industrie A300B4, and tackles the 210-seat A310 head-on (the A310 is due to roll out in February next year). But Boeing is naturally con fident that its 767 has more to offer. It claims that its 767 will be about 2 per cent better than the A310 on fuel burn over a 200 n.m. sector, and save up to 8-5 per cent on 1,000-2,000 n.m. legs. Boeing bases this claim on its smaller, less draggy fuselage section, and the higher cruise height possible with its larger wing. A typical 767 customer now flies 707s and DC-8s and operates on highly competitive medium-range routes. It may also fly in markets with a fair bit of cargo, because 767 offers more than half as much more capa city than current narrowbodies. Boe ing expects the average 767 sector to be 750-1,000 n.m. Major customers in clude the big US domestics, Air Canada and All Nippon Airways (see table on page 447). The market for new customers in cludes Africa, Europe, Mexico, the Middle East and South America. Boe ing points out that the most impor tant selling point is now fuel burn—in the past airlines tended to buy aircraft on passenger capacity, with economy further down the list. Order lead time for the 767 is now two years, but un less the airline is already a customer a further six months are needed to finalise details. Boeing describes the third quarter of 1984 as the earliest at which new orders can comfortably be delivered. It is no surprise that Boeing has made the 767 a twin, since fuel is now about a half of direct operating cost. One less engine also saves weight— there being no long-range, overwater requirement. Airbus Industrie's A300 was the first widebody twin and the large fan. two-is-best philosophy al ready extends to the A310 and nar rowbodies like the 757 and A320. This trend and that of low tailplanes con tinues in projects like the MDF-100, so it is soon going to be difficult to identify new airliners from a distance. At first glance a drive toward fuel efficiency suggests a long, narrow wing with high aspect ratio—this being the way to reduce induced drag. But the integration of undercarriage The roll out of the 767 this week signals the birth of a new generation of airliners, in which new materials and television displays play a big part. Boeing will keep the first aircraft as a company demonstrator, but United Airlines will take delivery of the second one (nearest the camera) BOEING 767 MILESTONES February 1978 July 1978 August 1978 September 1978 November 1978 November 1980 April 1981 August 1981 September 1981 February 1982 July 1982 August 1982 September 1982 February 1983 March 1983 September 1983 October 1984 Boeing go-ahead to offer United places 30 aircraft launch order Aeritalla becomes risk- sharing contractor CTDC of Japan becomes risk-sharing contractor American and Delta Air lines order 30 and 20 air craft respectively Type certification of JT9D- 7R4D Final assembly of first aircraft begins Roll out First flight. Also type certification of CF6-80A First flight of CF6-80A- powered aircraft Certification (290,0001b, three-crew version with JT9D-7R4D) First delivery (United Air lines) Certification of standard aircraft (300,0001b version, JT9D-7R4D and CF6-80A) Two-crew cockpit certifi cated Three-crew (alternate) cockpit certificated Certification of 310,0001b option (JT9D-7R4D and CF6-80A) Certification of 330,0001b offering (JT9D-7R4E and CF6-80A2)
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