FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1982
1982 - 2414.PDF
Commercial aircraft of the world 757 prospect now that it has leased 20 DC-9 Super 80s—and this must influence its interest in the 727RE. Air Florida has now pushed its deliveries back to September 1986 from September 1983. British Airways would like to delay deliveries but naturally does not want to forego the competitive price it negotiated as a launch customer. It has agreed an interesting swap arrange ment with Air Europe, so the latter will take two 1983 slots. Following the early withdrawal of the GE CF6-32C from the list of engine op tions, the battle between the RB.211-535 and Pratt & Whitney 2037 has been not able for its intensity and the sharpness of the advertising campaigns. Rolls-Royce has the broader customer list and 54 sales while, discounting Transbrasil, which has ordered both engines, Pratt has more orders (60), all from one customer (Delta). All initial deliveries have to be made with the 37,5001b thrust RB.211-535C en gine simply because it is the only one available. After the fourth quarter of 1984, the Pratt & Whitney 2037 at 38,2001b thrust and -535E4 at 40,1001b become available. Boeing says these engines will reduce fuel burn by between 9 and 12 per cent. The later -535E4 will be retrofitted in place of the C by Eastern and Monarch. Although the current order list of 123 aircraft, when matched with the 1983 pro duction rate of four per month, suggests Boeing has a two years production in hand, this is not quite the case. Deliveries of the Pratt & Whitney powered aircraft can not begin for two years, that is until the end of 1984, and some of the Rolls-pow ered examples are scheduled for after 1985. Boeing is currently offering two versions of the 757-200, the first at 220,0001b (100,000kg) max weight and the second for post-1984 delivery at 240,0001b (109,000kg) with new overwing exits and carbon brakes. It says it is also studying short range, long range and combi/convertible freigh ter versions of the aircraft. Without in any way disputing the performance claimed for the 757, it has yet to be seen whether traffic growth will be sufficiently strong to make the 757 the true successor to the 727. LONG-TERM GROWTH POSSIBILITIES-747 -Current wing 195ft (59-4m) New wing 250ft (76-2m) The 747 may get bigger still, and be re-winged Programme Status*: 757(RR): Orders, 54. Options, 43. Delivered, 0. 757 (P&W): Orders, 60. Options, 10. Delivered, 0. Combined production rate four per month. 'Excluding Transbrasil, which has ordered nine aircraft and speci fied both engine types. 767. The Boeing 767 entered service just two months ago, at least four aircraft have now been delivered, and 25 will be with customers by the end of this year. The programme was launched four years ago in July 1978 and the type made its first flight in September 1981. The produc tion rate for 1983 has been set at about six per month, against an orderbook cov ering 173 orders and 116 options. Like Airbus, Boeing and the 767 have been affected because, in a wave of optimism, several big airlines over-ordered aircraft in 1978-80 only to find that traffic growth failed to materialise in 1981 and 1982. For Boeing the order cancellations and de livery delays are perhaps more acute be cause a greater proportion of its custom ers are in recession-hit North America. Nevertheless, the 767 looks like becoming a formidable aircraft with lots of growth potential. Despite flying about a decade after the A300, the 767 has won a series of key orders from some of the world's largest airlines. Although the 767 was originally con ceived as either a three- or a two-crew aircraft, early customers specified a three- crew arrangement which would include a flight engineer. After the US Presidential task force decided that a two-crew ar rangement would be safe, all but one of the customer airlines opted for a two- crew layout. For the first 30 767s which were already on the line Boeing had to introduce a major modification pro gramme. Despite the change, the original schedule will not be disturbed. Only An- sett, with five aircraft on order, now wants the three-crew layout. Eastern was, with British Airways, launch customer for the 757 1188 FLIGHT International, 23 October 1982
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
