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Aviation History
1981
1981 - 3244.PDF
Commercial Aircraft of the World part 2 new aircraft under study. Fuel consumption would be reduced by up to 26 per cent, compared with the existing 727-200—most of the new air craft now under discussion would achieve a 40 per cent fuel saving—but the 727RE might be available up to three years before any new 150-seater. Candidate engines for the 727RE are the P&W PW2037 and Rolls-Royce's RB.211-535, both basically identical to the engines on offer for the 757 —fleet commonality is an advantage of the 727RE. If a decision on the 727RE is taken next year, a Rolls- Royce-powered aircraft with the initial RB.211-535C model engine could be available in 1984, and a customer could probably replace these en gines with the more ad vanced E4 by 1985-89. A PW2037-powered aircraft would be available in early 1985. Because of its low develop ment costs, the 727RE pro gramme would be profitable even if only a minority of the 1,200-plus 727-200s in ser vice were converted. The similar Cammacorp DC-8-70 programme was launched with a considerably smaller potential market, on the strength of an order from a single US trunk carrier, and it is probable that similar conditions would lead to a 727RE launch. For Boeing, the 727RE offers a chance to defer the major expense of developing a new 150-seater, although the company does not expect to build new- production 727REs and plans eventually to produce a new aircraft between the 737 and 757. A small but significant market for the 727RE would probably be found among operators of older, noisier corporate aircraft such as converted 727100s. The cost of the 727RE would compare favourably with the price of the larger corporate jets, while it would offer greater range and capacity than most converted airliners. 727-100 orders: All Nippon 8, American 58, Ansett 4, Avianca 4, Braniff 6, BWIA 3, CP Air 4, China Airlines 2, Cruzeiro 3, Dominicana 1, Eastern 50, Faucett 1, Fron tier 5, Iran Air 4, Japan Air Lines 12, Japan Domestic 2 (now with Toa Domestic), LAB-Bolivia 1, LAN-Chile 2, Lufthansa 16, Mexicana 4, National 13, Northeast 8 (now with Delta), Northwest 20, Pacific 3 (now with Hughes AirWest), Pacific Southwest 8, Pan American 21, Piedmont 1, Royal Nepal 1, Sabena 2, South African 6, 1156 BOEING 737-300 Wing tip flutter boom Modified slat aerofoil Revised flipper flaps Revised flap track fairing Lengthened nose undercarriage strut New engine installation CFM 56-3 or RJ-500 BOEING 737-300 TAP 4, Transair Sweden 2, TAA 6, TWA 27, United 75 (plus 13 leased from Boeing), Varig 4, Wardair 1, FAA 1, ITT (executive) 1. Total 407 727-100/QC orders: Air Asia 2, Airlift International 4, Alaska 3, American Flyers 2, Ansett 2, Ariana 2, Avianca 6, Braniff 18, China Air Lines 1, Continental 1, Dominicana 1 (leased from Boeing), East ern 25, Executive Jet Avia tion 2, Icelandair 1, LAN- Chile 3, Lufthansa 11, North west 12, Pan American 6, Sabena 3, South African 3, Southern Air Transport 1, TAP 2, Transair Sweden 1, Trans-Caribbean 1, TIA 2, TWA 8, United 23 (plus 15 leased from Boeing), World 6. Total 164 727-200/Adt>arcced 200 orders: Aerolineas Argentinas 7, Air Algerie 10, Air Canada 39, Air Charter 2, Air France 29, Air Jamaica 4, Alaska 4, Alia 7, Italia 18, US Air 7, All Nippon 27, American 109, American Capital Aviation 1, Ansett 16, Avianca 5, Braniff 78, Cameroon Government 1, CP Air 2, Condor 8, Continen tal 46, Delta 116, Dominicana I, Eastern 88, Ethiopian 2, Frontier 3, GATX/Armco/ Boothe 6, Hapag-Lloyd 3, Hughes AirWest 13, Iberia 37, Icelandair 1, International Lease Finance 4, Iran Air 5, Iraqi Airways 6, Itel 2, JAT II, Kuwait 3, LAB 3, Lacsa 2, Libyan Arab 11, Lufthansa 26, Mexicana 41, National 25, TigerAir 4, Nigeria 2, North east 11 (now with Delta), Northwest 53, Olympic 6, Ozark 2, Pacific Southwest 29, Pan American 8, Royal Air Maroc 8, Republic 7, Senegal Government 1, Sin gapore Airlines 10, Sterling 8, Syrian Arab 3, TAA 12, Tame 1, TAP 5, THY 6, TWA 57, Tunis Air 10, United 104, VASP 6, Western 46, Wistair 1, Yemen 5, Total 1,231 Total 727 orders: 1,808 737 On March 26 Boeing an nounced the go-ahead for the stretched 737-300 on the basis of firm orders from US re gional carriers US Air and Southwest Airlines of Dallas. The 737-300 is due to fly in April 1984, with first de liveries following in Decem ber 1984. The most important feature of the 737-300 is its new en gine, the CFM International CFM56-3. Specifically devel oped for the 737-300, the 20,0001b thrust (89kN) power- plant has a smaller fan than the basic CFM56-2, with its accessories located either side of the fan case, enabling FLIGHT Internationa/, 17 October 1981
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