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Aviation History
1985
1985 - 3093.PDF
vn.^-j,f "tctcet»'«««t«c 747-400: long- range leviathan Northwest Airlines' kickoff order last month for ten Boeing 747-400s will give the airline record breaking range capability. Julian Moxon reports on Seattle's latest 747 variant. With 412 passengers on board, the 747-400 will be capable of flying more than 7,200 n.m.—1,000 n.m. further than the 747-300. This means that when the first aircraft enters service with Northwest at the end of 1988, the airline will easily be able to fly nonstop from New York to Tokyo without weight restriction. Northwest bought the -400 because it badly wants to become more competitive on the closely fought (and regulated) transpacific networks. With Japan Air Lines holding the lion's share of the busi ness, and United set to buy Pan Am's Pacific division, it needed an aircraft that would bring profitability to its own routes in the area. The 747-400 was exactly what North west was looking for. The aircraft will save around 22 per cent in fuel costs per seat mile over its existing 747-200s, also giving the airline more presence in a market in which carriers are expected to field the most up-to-date equipment. Northwest will use the 747-400 exclu sively on transpacific routes, shifting FLIGHT INTERNATIONAL, 23 November 1985 some of its 32 standard 747s to trans atlantic services, which it also plans to expand. Besides New York-Tokyo, the -400 could also fly routes such as New York-Seoul, and New York-Shanghai. Northwest's spending spree on the ten 747-400s, each of which is worth $125 million, excluding spares and equipment, comes after its recent order for three more 747-200s, for delivery next year. The airline also ordered ten 757s worth $40 million each, and is leasing a further four 757s for delivery next year. Its total cash commitment is thus over $2,000 million, well over its normal long-term debt commitment, which had not exceeded $100 million. Northwest says it will finance the new purchases from a combi nation of internally-generated funds and debt placement. Financing will be sought according to market conditions, says the airline. The 747-400 represents a natural progression in the 747 family which began service life in 1969, with Pan Am. North west's order brings Boeing's sales of the type to 670 aircraft, covering the 747-100 and its long range, short fuselage variant, the SP; the increased take-off weight -200; the stretched upper deck -300; and now the -400. In basic design the latest model is substantially the same as the -300, with an identical fuselage, flight controls, and wing section (as far as the wingtips). There are, however, three major differ ences. The wings are extended by 6ft and equipped with 6ft high winglets; an all- digital two-crew flightdeck is substituted for the three-crew, conventionally instru mented original, and the aircraft is offered with new engines—the Pratt & Whitney PW4000, General Electric CF6-80C2, or Rolls-Royce RB.211-524D4D. The 747-400 will also have capacity in its hori zontal stabiliser for 3,000gal of extra fuel, bringing total capacity to over 56,500 US gal. Other changes include use of the new aluminium alloys developed for the Boeing 757 and 767, a change to carbon brakes, saving 1,8001b in weight, 21
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