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Aviation History
1982
1982 - 2415.PDF
Commercial aircraft of the world Efife ^^^^^mmm^mm^mmm illlMlfW A Delta 767-200 Three basic versions of the 767-200 are now on offer starting with the 300,0001b (136,100kg) version currently certificated with the 48,0001b P&W JT9D-7R4D or GE CF6-80A. The next option has a 315,0001b (142,900kg) take-off weight with the same 48,0001b thrust engines. This brings a 2,0001b (910kg) increase in maximum pay- load and adds about 550 n.m. (1,020km) in range. The latest version, which could be delivered as early as mid-1984, has a maxi mum weight of 335,0001b (151,950kg) and takes range to around 3,600 n.m. (6,670 km) with maximum pay load. Like the other new generation airliners, the 767 is reported to have emerged from flight-testing as a more economic vehicle than predictions suggested. Operating weight empty is 1,7001b (773kg) below the pre-test baseline while fuel burn on a 1,000 n.m. (1,850km) stage is 4-5-5-5 per cent better. The company is forecasting that the 767 family will develop to include a stretched aircraft, a freighter, a combi and long- range model. Weights up to 360,0001b (163,3C0kg) are possible with the present wing and 55,0001b thrust engines. Stretch possibilities already canvassed by Boeing include fuselage plugs totalling lOOin (2-55m), 220in (5-6m), and 440in (ll-2m) to increase capacity by 20, 40 or 70 seats. Programme Status: 767 (P&W): Orders, 84. Options, 72. Delivered, 3. 767 (GE): Orders, 89. Options, 44. De livered 1. Combined production rate six per month. 7-7. Boeing is telling the market that when it feels the demand is there, and a suit able package of technology is ready, it will launch a new-generation 150-seater. Studies costing $40 million a year continue under the designation 7-7 and the models displayed recently show an aircraft with a wing with high aspect ratio and modest sweep, a 757 style nose, two under-wing engines and a low-set tail plane. The fuse lage has the traditional Boeing six-abreast single-aisle cross section. The new design would make extensive use of composites and a degree of relaxed stability. Boeing believes new technology engines are essen tial and that the CFM56 does not meet FLIGHT International, 23 October 1982 747 STRETCHED BODY/DOUBLE DECK STUDIES 550-650 Passengers 600-800 Passengers 767 STRETCH POSSIBILITIES Passenger increase 44in 66 in 110in 220in 1193
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