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Aviation History
1990
1990 - 3024.PDF
COMMERCIAL AIRCRAFT OF THE WORLD • Programme status: orders, 226; delivered, 105. Customers, 23. Boeing 737-500 A 30 June, 1989, maiden flight started the 737-500's 300h test pro gramme, completed early in 1990. FAA certification followed on schedule on 12 February, with first deliveries in late Febru ary and early March respectively to launch customers Southwest Airlines (20 + 20 options) and Braathens SAFE (25). The aircraft is powered by two CFM56- 3B1-series engines with a choice of two thrust ratings, 82.3kN or 89.0kN. The 737-500 carries 108 passengers in mixed-class configuration, 122 passengers in an all-economy layout, or seats 132 in charter configuration. When equipped with auxiliary fuel tanks, the high-gross-weight version will carry 108 passengers up to 5,550km nonstop. The -500 is the smallest of the three new 737 variants re-engined with CFM56-series powerplants and its 29.8m-long fuselage is just 25cm longer than the 737-200 it replaces. All three current 737 variants share recontoured wing leading edges, extended wings and horizontal stabilisers, a longer dorsal fin ahead of the vertical stabiliser and v common cockpit instrumentation. Recent orders include: Egyptair (10), Linjeflyg (4), Maersk (1), Southwest (10). Programme status: orders, 215; options 14; customers, 21. Boeing 747 Fourteen different versions of 747 are in service. The 15th variant, the 747-400 Freighter, is due for delivery to Air France in 1993. The Pratt & Whitney PW4000-powered Boeing 747-400 aircraft was certificated by the FAA on 9 January, 1989, following 2,600h of testing, half of which was in flight. Launch customer Northwest Airlines took delivery of the first of ten ordered on 29 January, 1989, and has since ordered six more. The first 747-400 made its maiden flight powered by PW4000 engines on 29 April, 1988. Other engine options are General Electric's CF6-80C2 and the Rolls-Royce RB.211-524G/H. The most significant external difference between the -400 and the -300 is an extension of about 1.8m to each wingtip, combined with vertical winglets of similar dimensions. This disguises the fact that systems have changed considerably, so that the new model has more in common with the 757 and 767 than the 747-300. No major problems were encountered with the wingtip extensions or winglets, or with the optional new, 12,5001it tailplane fuel tank. The 747-400 differs from earlier versions by its 7m-longer upper deck first used on the -300. Up to 96 economy-class passen gers can be seated, or 36 first-class sleeper seats on the upper deck. New sidewall stowage bins being offered can nearly dou ble passenger carry-on baggage capacity. The 747-400 Combi became available early in 1989, and 29 of this model have been ordered from seven airlines. KLM was the first to order this version. Boeing announced the 747-400 Freighter version late in 1989, powered by General Electric CF6-80C2 engines. Air France be came the launch customer with an order for five aircraft valued at $600 million, for delivery from August 1993. Overall, the new version offers a 7-11% reduction in fuel-burn per seat compared All Nippon has ordered 26 Boeing 747-400s with that of the 747-300 and up to 25% reduction compared with older 747 models. It has an empty weight below that of the 747-300 and increased fuel capacity, while maximum take-off weight has risen to 394,700kg. This increases the aircraft's range by 1,930km over that of the 747-300 to 13,600km and allows 412 passengers to be flown on 13,580km sectors nonstop. Although fuselage dimensions remain un changed, the -400 has a new interior with more stowage space. Both Boeing and po tential customers believe that a further stretch is not yet needed. The -400 is easier to reconfigure to suit different mixes of first, business and economy-class seating. Programme status: 747 all models: orders, 1,036; delivered, 792; production rate 4.75 a month. 747-400 orders (included in the above) stand at 312; delivered, 76. Boeing 757 Two versions are available, the all-passenger 757-200 and the all-cargo 757F Freighter. The 757-200 offers a redesigned passen ger cabin with a wider, 51cm, aisle and more head and elbow room at window seats. The flightdeck is designed for two-crew operation, is fitted with electronic displays and a computerised, fully integrated flight management system. An engine indication and crew alerting system (EICAS) uses two displays to issue caution and warning alerts to the crew if necessary. EICAS also pro vides information for maintenance ground- crew. A windshear detection system, similar to that developed for the 737, is also available. The basic 757 has a maximum take-off weight of 99,700kg with options at 104,300kg and 108,000kg. United Parcel Service ordered 30 757PFs (Packet Freighter), half of which have been deliv ered, which have a maximum take-off weight of 113,400kg. Ethiopian Airlines has just taken delivery of its 757 Freighter, joining the four all-passenger models it has in service. There has been fierce competi tion for every 757 engine order between Rolls-Royce and Pratt & Whitney, with the former offering the RB.211-535C, -535E4 and E4-B and the latter the PW2037 or PW2040. Programme status: orders, 658; delivered, 293; production, seven a month. Boeing 767 Boeing's widebodied twin is offered in -200 and -300 versions, with standard and extended-range options for both. Customer preference continues to be for the extended-range versions, about evenly divided between 200ERs and 300ERs. Both are twin-aisle widebodies, can accommodate 747-type sleeper seats five- abreast, medium-range six-abreast first class, seven-abreast economy class and two- four-two eight-abreast inclusive tour lay outs. Boeing claims the best economy-class section of any widebody for its 767. The baggage hold takes standard LD2 widebody containers. The stretched 767-300 was launched in September 1983 by a JAL order for three. Delta followed with its order for nine, as did All Nippon in late 1985 with an order for 15. The -300 uses a 6.43m fuselage extension to increase passenger capacity to about 255 seats, 45 more than the current 767-200. The use of carbonfibre brakes and an aggressive weight-reduction programme has helped to cut 1,800kg from the originally specified empty weight. ETOPS is being proved for Boeing 767s over routes previously only operated by three- or four-engined aircraft. Boeing has developed a series of modifications for the 767-200ER and 300ER to .gain FAA ap proval for flights over water along tracks which now can pass up to 3h at single- engine speed from a suitable diversion airfield. Initially, the aircraft were restricted to 120min from the nearest suitable diver sion airfield. The modifications comprise a fourth electric generator powered by a hydraulic motor, increased fire suppression for the lower-deck holds and additional equipment-overheat detectors. The first 767-200 flew in September 1981 and entered service in August 1982. Initial models had gross weights of 136,100kg. The -200ER models go to 156,500kg and this weight was held on the first 767-300s. The 767-300 made its maiden flight in December 1986. Options up to 184,600kg are available. The use of CF6-80C2, RB.211- 535D4D or PW4000 engines, however, al ia FLIGHT INTERNATIONAL 3 - 9 October, 1990
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