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Aviation History
1990
1990 - 2626.PDF
close competitor for the A340. Beyond the A- and B-market aircraft, Boeing foresees the need for a "Stretch A" 777, as long as a 747-400 and carrying 409 to 434 passengers, but powered by the same 365kN-thrust engines as the B-market 777. This could be launched "relatively early" in the programme. A C-market 777, with the 14,000km range of a 747-400, would need engines of more than 400kN thrust and is not expected in the near future, however. Given that the "trijet replacement" market is seen as accounting for 60% of 777 sales, Boeing's desire to offer extended-range oper ations (EROPS) capability from Day One is understandable. When the 777 enters service in 1995, the MD-11 will have four years operating experience under its belt, the A340 three and the A330 two. Under present rules, the A330 will qualify for EROPS approval just as the 777 enters service. Extended-range capability is important for expanding capacity-strapped airlines such as American, United and BA and unless the rules are changed as a result of Boeing pressure, the 777 may not have EROPS capability before mid-1997. EROPS FROM THE START? Boeing is therefore throwing all its consider able experience into developing a programme for effective EROPS "service-ready" testing throughout the aircraft's construction and certification. Whether this will be accepted by the certification agencies as stringent enough to allow an EROPS-ready aeroplane to roll off the Seattle assembly line in 1995 remains to be seen. Boeing nevertheless ex pects Federal Aviation Administration agree ment early in 1991 to EROPS rule changes that would allow the company to deliver a 180min-certifiable aircraft in mid-1995. Boeing expects airlines to get 777 EROPS clearance earlier than the two years after delivery, which is the present requirement. The EROPS issue is important because the Widebody aircraft requirement (Airbus forecast) Deliveries: all civil jet aircraft Total deliveries mid 1989-2008:12,206 a/c (Airbus fore •fear Deliveries to leasing companies are included when Ihe airline operator is known 777, as it is currently envisaged, is almost totally new. Carry-overs from the 767 are limited to the cockpit structure and the aircraft owes more to the 747-400, at least in its cockpit avionics. The 777 has a new fuselage cross-section, 130cm wider at armrest level than that of the DC-10, providing "acceptable" ten-abreast comfort. The new wing, with its controversial folding tips allowing use of DC-10-sized airport gates, is designed for a Mach 0.83 cruise, faster than that of the A330/A340. The fin and tailplane will be Boeing's first com posite primary structures. The cockpit will resemble the 747-400's, but with flat-panel displays and electronic checklist. Avionics will be repackaged as card files and linked by Boeing-pioneered ARINC 629 digital databus. This data highway is also at the heart of the fly-by-wire flight control system—Boeing's first. The 777 avionics and flight controls will be flown in a 757 testbed early in 1992. Replacement of some 650 DC-lOs and L- 1011s is not a sufficiently large market to support three manufacturers but, with fore casted growth taking 1990-2005 demand in this sector beyond 1,700 aircraft, there would seem to be enough room for three money- making manufacturers—even according to Airbus' arguable assessment of what Boeing isc. likely to achieve with the 767-X/777. It is extraordinary that no manufacturer is yet in a position to deliver a trijet-replace- ment even though airlines worldwide desper ately want one. In the meantime, as the nearest machines available, the A300-600 and 767-300 continue to do well. Q Boeing's 767X is highly defined now. This is a windtunnel model
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