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Aviation History
1985
1985 - 0189.PDF
Pan American is now investing $1 million per aircraft on new interiors for its 747s, which heralded a new age in jet transport 15 years ago. Long gone are the days when the aircraft had to be parked facing into wind before the engines would start. The standard 747-200 now has longer range than the short-body SP, above figure for the aircraft. In operation it has been found that the upper deck extension has advanced the best cruise Mach number. At heavy weights this is near to MO-86, compared with MO • 85 for the SP and MO • 84 for the standard airframe. At MO-86 the -300 burns 9 per cent less fuel per passenger than the -200B at MO • 84 cruise, but it has 500 n.m. less range. The -300 can carry 496 passengers in the typical configuration—an increase of 44 on the standard model, with 69 economy seats on the upper deck and removal of the forward staircase to the number two doors galley area. The big side bin option for the lower deck economy sections can, at the same time, nearly double the bag stowage volume per economy passenger. The future for the 747 lies, first, in directly developing the 747-300 Advanced. A ramp weight of 850,0001b is intended, with the use of carbon brake pads and radial tyres. A 9ft increase in wingspan could be achieved using load-alleviating active controls. Recambering the trailing edges of wing and flap would usefully improve aerodynamic efficiency. Basic structure weight could be improved by introducing aluminium-lithium alloy sheet—maybe by 12-14,0001b. An import ant factor is the stiffness of this alloy, on which windtunnel tests are presently under way. The alloy's present high price should fall with competition and growing production—presumably under military demand—and this sets the introducion timescale for 1988-89. New interior flexibility, with combined zones C & D, will accompany new archi tecture and increased stowage. Performance will be enhanced by advanced engines, with the CF6-80C2 and PW4000 in prospect. The aim would be to have nacelle and power pod compatibility with the 767. In the cockpit, 757/767 electronic instruments and digital avionics would also be introduced. The performance management capabilities of the flight management system (FMS) would be refined for improved performance in the descent mode. Although customers are keen on this modern "look" for the 747 cockpit, this refit is likely to be costly. Arguing that the maintenance benefits are limited in relation to that cost, Boeing is examining what it calls a "2 • 5 man" crew, as well as the two-man concept—not using three costly professionals, but avoiding the major re-hash forced by a two-man cockpit. In the longer term—the 1990s decade—Boeing is looking at an entirely new wing for the 747—50ft or so extra span, less sweep, and accepting a slightly lower cruise Mach number. The stabiliser will also be slightly extended. The concept of the full length upper deck remains under study: up to 650 or 700 seats would be fitted, using crown sections from either the present 747-300 contour or from the 767, which would allow seating to be seven instead of six abreast maximum in a taller fuselage. The "double-bubble" cross-section, which was rejected in the original design for the basic aircraft, looks like returning. The future of the 747 and other new models—propfans or not—potentially involves new cockpit and control tech nology. As regards derivatives or new types, advanced flightdeck management for the next generation of aircraft is now the subject of a lot of "think tank" work in Boeing, much of which is confidential in detail—and, in some cases, even in concept! Boeing reports little complaint on the FLIGHT International, 19 January 1985 29
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