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Aviation History
1991
1991 - 2312.PDF
COMMERCIAL AIRCRAFT OF THE WORLD The stretched -200 was introduced in 1967, and the Advanced -200 in 1971. A stretched 727-300, powered by the refanned JT8D-217, was consid ered but not builj. The initial 727 grossed 69,400kg, while the final model grossed 95,250kg. Along with the 707, it established Boeing as the leading supplier of jet airliners. Programme status: 727 all models: orders, 1,831; delivered, 1,831; built, 1,832 including one -100 test aircraft scrapped in mid-1970s. Orders comprised: 727-100, 407; 727-100C/ QC, 164; 727-200, 1,260 including 15 freighters. Boeing 737-200 Production of the 737-200 has come to an end. New noise legislation could impose artificial limits on the -200's useful life and also the economics of its CFM56-powered derivatives are attractive. Boeing 747 Improvements were continually added to the ( -200 and the most recent versions have carbon/ 1 epoxy elevators, rudder, spoilers and ailerons as ( standard. . ; The initial model 737-100 flew for the first time in April 1967, but was followed quickly by 1 the slightly stretched 737-200 in August the same 1 year. i Programme status: 737-100/200: orders, 1,144 ( including 30 for the -100; delivered, 1,144. I Production of the 737-200 completed with deliv- i ery of last example to Xiamen in August 1988. ( i Boeing 737-300 i Pemco Aeroplex has developed a cargo door for t the 737-300 as part of a Quick Change modifica- ] tion. The -300QC has additional fuselage dou- blers for the 3.55m x 2.28m door and stronger ( floor-beam anchorages. The company is to con vert one new aircraft for the French mail services, s with options on four more and three new 737s s for TNT Norge, operating Swedish postal services " at night and Linjeflyg passenger services during the day. i Pemco Aeroplex, PO Box 2287, Birmingham, t AL 35201-2287, USA. Tel: +1 (205) 591 1 7870; fax: +1 (205) 592 6306. i The -300 remains the most popular version of the i new 737s in terms of sales. The -300 series represents a major upgrade of the -200. Com- i monality has been maintained skilfully by Boeing ( where possible. The greater commonality of the 1 -300, -400 and -500 series is a major advantage ( in the face of competition from the Fokker 100, MD-80, or the A320. Boeing is able to offer "mix 1 and match" deals covering various models of the < 737 as well as the 757 and 767. i The reliability and maintainability of the -300's CFM56-3 engines has proved outstanding, and has removed any doubts smaller 737 operators had about switching from the JT8D-powered -200 to the -300 when they considered additional aircraft. The new model made its first flight in February 1984, from its launch in March 1981. Deliveries began in November 1984. Stretched by 2.8m compared with the 737-200 and powered by the CFM56-3, the -300 also uses technology devel oped for the 757 and 767 programmes. It is not simply a stretched 737-200. It is offered with maximum weights between 56,470kg and 63,050kg, and the 97.9kN-thrust CFM56-3B2 is an option in place of the 89.0kN CFM56-3B1. Optional auxiliary fuel tanks are also available. New orders include: Delta Airlines (7); Garuda 47-400 (16); LAM (1); Singapore Airlines (45); Varig (8). Programme status: orders, 913; delivered, 682; customers, 49. Production rate all 737 models: 17 a month, increasing to 21 a month. Boeing 737-400 The 737-400 made its maiden flight in February 1988. Three aircraft took part in the relatively short test programme and all 20 deliveries have now been made to launch cus tomer Piedmont/USAir. The -400 is Boeing's main contender in the 150-seat market. The attractive economics of the -400 and its relatively low price make it a strong competitor for the MD-80 and A320. Up to 19 more passengers are carried by the -400 than by the -300. It accommodates 146 passengers in mixed-class layout, 159 in all-tourist and 170 in charter configuration. Boeing claims that the -400 will produce seat-mile costs 26% better than those of the similarly sized 727-200 and 7% better than the 737-300's. The 737-400 fuselage is 3m longer than that of the -300. Lower-hold capacity rises from 30.02m2 to 38.5m2. To cope with the higher passenger loads, the maximum landing weight has been increased from the 51,820kg of the -300 to 55,000kg. The -200, -300 and -400 can all share a common pilot type rating. New orders include: Air Nauru (2); Australian Airlines (3); Malaysia Airlines (10); Lufthansa (7). Programme status: orders, 226; delivered, 105; customers, 23. Boeing 737-500 The 30 June, 1989, maiden flight started the 300h test programme, completed early in 1990. FAA certification followed on schedule on 12 February, with first deliveries in late February 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 non-stop. The -500 is the smallest of the three new 737 variants re-engined with CFM56-series power- plants. Its 29.8m-long fuselage is just 25cm longer than that of the 737-200 it replaces. All three current 737 variants share recon- toured wing leading edges, extended wings and horizontal stabilisers, a longer dorsal fin ahead of the vertical stabiliser and common cockpit instru mentation. Recent orders include: Ansett Worldwide (2); Egyptair (5); United Airlines ((3). Programme status: orders 240; delivered 85; customers 20. Boeing 747 Fourteen different versions of 747 are now in service. The 15th variant, the 747-400 Freighter, is due for delivery to Air France in 1993. The P&W 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 Air lines took delivery of the first of ten ordered on 26 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 GE's CF6-80C2 and the R-R RB211-524G/Hs. The most significant external difference be tween 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, 12,490-litre tailplane fuel tank. The 747-400, unlike earlier versions, has the 7m-longer upper deck first used on the -300. Up to 96 economy-class passengers can be seated, or 36 first-class sleeper seats on the upper deck. New sidewall stowage bins can nearly double passenger carry-on baggage capacity. The 747-400 Combi became available early in 1989 and 29 of this model have been ordered by seven airlines. KLM was first to order this version. Boeing announced the 747-400 Freighter ver sion late in 1989, powered by GE CF6-80C2 engines, Air France becoming the launch cus tomer with an order for five aircraft valued at $600 million, for delivery from August 1993. Five airlines followed with orders for 11 more 747- 400Fs. Overall, the -400 version offers a 7-11% reduc tion in fuel-burn per seat compared witft 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 MTOW 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 38 FLIGHT INTERNATIONAL 4 - 10 September. 1991
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