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Aviation History
1994
1994 - 2613.PDF
COMMERCIAL AIRLINERS DIRECTORY instead of the CFM56-3 turbofans of the 737- 300/-400/-500. A total of 1,045 was still in existence at the end of 1993. Stage 3 hushkits, with a small performance penalty, are available. 737-300 The Boeing 737-300/-400/-500 series have CFM56-3 turbofans, instead of the P&W JT8Ds of the 737-100/200. The newer range also has glass cockpits and a host of other upgrades. They have extensive commonality between each other and Boeing offers a com mon pilot rating. All three current 737 variants share recontoured wing leading-edges, extend ed wings and horizontal stabilisers, and a longer dorsal fin ahead of the vertical stabilis er. The -300 is a stretch of 2.8m over die 737- 200 and is the best selling of the modernised range by some margin. Orders now comfort ably exceed those of the passenger -200 ver sion. Boeing Wichita and Pemco Aeroplex have developed a cargo door for the 737-300 as part of a quick-change modification. The - 300QC has additional fuselage doublers for the 3.55 x 2.28m door and stronger floor beam anchorages. 737-400 The 737-400 is Boeing's main contender in the 150-seat market. Its fuselage is 3m longer than that of the -300; passenger capacity is up by 19 and lower-hold capacity also rises. The maxi mum landing weight has been increased from the 51,820kg of the-300 to 55,000kg. 737-500 The -500 is the smallest of the modern 737 family at just 0.25m longer than the 737-200. It can seat 132 in charter configuration and, when equipped with auxiliary fuel tanks, the high gross-weight version will carry 108 pas sengers up to 5,550km. 737-700/800 The 737-700/800 represent Boeing's effort to take the 737 into the next century. The aircraft will be powered by CFM56-7 engines with wide-chord fan-blades and a new low-pressure compressor. A demonstrator engine was run in September 1994 and certification is due in October 1996. The 737-700 has die same fuse lage size as the 737-300's, with 144 seats, and die -800 is 2.78m longer than the current 737- 400 — making it the largest 737, with up to 189 seats. The first -700 is due for delivery to Southwest Airlines in the third quarter of 1997. Design changes include a 25% larger wing with increased chord and span resulting in greater range and a higher cruise Mach number. The -800 is due to be flown in late 1997. A new-generation version of the -500 would be called the -900, but has so far attract ed little interest. 747-100/200/300 Fifteen different versions of the 747 are now in service, with the fifteenth, the 747-400F freighter, entering service with Cargolux in November 1993. Orders for the 747- 100/SP/200/300 totalled 687. Virtually all air craft are Stage 3, but a small number have minor flap-restrictions. 747-400 The 747-400 differs from earlier versions in its new wing and the 7m-longer upper deck first used on the -300. The most significant exter nal difference from the -300 is a 1.8m wingtip extension, combined with vertical winglets of similar dimensions. Boeing offers an optional, 12,4901itre tailplane fuel tank. The -400D variants (D for domestic), without winglets, have been ordered by the major Japanese car riers for their high-density domestic routes, with the option to re-install the winglets later for international routes. The Boeing 747-400 Performance Improvement Package (PIP) is available in new production -400s, or as a retrofit package to -400 operators. The PIP consists of aerodynamic improvements which yield a 0.5% drag reduction. Main elements consist of a re-profiled dorsal fairing at the base of the vertical tail, re-rigged wing spoilers and better sealing. The PIP increases gross weight by 2,270kg and allows either 180km extra range or 1,600kg more payload. 747-400F FREIGHTER The 747-400F combines the fuselage of the -2 OOF (short upper deck) with the improved systems, strengthened wings and undercar riage of the -400. 747-400 STUDIES A higher-gross-weight version would be exter nally identical to the -400, but would have strengthened wings and undercarriage devel oped for the -400F, as well as a beefed-up keel- beam and wing-body intersection. Maximum gross take-off weight would be 414,000kg, compared with 393,750kg for the current - 400. The payload is increased by almost 10,000kg, or the range lengthened by 550km. Extra fuel-tankage space is provided in the horizontal-tail torsion box and the area now used for water storage-tanks in the forward- lower cargo compartment. This version is seen as a stepping-stone to the 747-400 Stretch. A possible 747-400 Stretch would include two 3.6m-long plugs fore and aft of the wing, plus structural enhancements developed for the Gross Weight Increase study. The stretched upper deck and lengthened main deck provide seating for an additional 70 pas sengers, increasing typical three-class accom modation to 490. The overall length would be increased to almost 78m, compared with 71m today. The Gross Weight Increase Boeing 747-400 is seen as a stepping stone to the development of the 747-400 Stretch. 757 There are two versions of Boeing's largest single-aisle design: the all-passenger 757-200 and the 757-200 freighter. R-R and P&W compete fiercely for the engine orders, with the former offering the RB.211-535E4 and - 535E4-B and the latter the PW2037 or PW2040. The 757's versatility has made it popular with airlines and it has a common pilot type-rating with the 767. Nearly half of all 757 operators also operate 767s. 767 Both 767-200 and -300 versions, with standard and ER options of each, are twin-aisle wide- bodies and can accommodate a variety of lay outs: the 747-type sleeper seats five abreast; medium-range six abreast, first class; seven abreast, economy class; and two/four/two eight-abreast inclusive-tour configurations. Both the 767-200ER and -300ER models have ETOPS clearance up to 180min. The Boeing 767 Freighter was launched in January 1993 with an order for 30 (plus 30 options) from UPS. It is due to be flown in the second quar ter of 1995, with the first delivery to UPS in October 1995. The -300F differs from the cur rent 767-300ER in having a strengthened main-deck floor, wing structure and undercar- Boeing 737-400 is a main contender for the 150-seat market 46 FLIGHT INTERNATIONAL 26 October - 1 November 1994
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