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Aviation History
1997
1997 - 0059.PDF
slEA)DUrlE5 Boeing offers airlines 767-400ERX stretch GRAHAM WARWICK/ATLANTA BOEING IS NOW formally offering the stretched 767- 400ERX to airlines. Authority to offer was given at the beginning of January, and the company expects a formal launch early this year, leading to a first flight in 1999 and certification and first delivery in 2000 Flight International, 18-31 December, 1996, P5). Programme manager John Quinlivan says that the 767-400ERX is being offered in response to airline interest in an aircraft with the same range as the current 767-300ER, but with increased capacity. Boeing has been studying 767 derivatives for several years, but Quinlivan says that the -400ERX has emerged "...because of customer requests for an aircraft with more passen gers, able to fly the same route structures [as the -300ER]." He adds: "The -400ERX will fly all die domestic US routes, and also across the North Atlantic, for example on Atlanta-London, New York-Rome and Chicago-Frank furt routes". The insertion of two plugs will stretch the fuselage by a total of 6.4m and increase two-class seat ing capacity to 303, from 269 for the -300ER. Maximum take-off weight will be increased to 200,000kg, from 187,000kgforthe -300ER. Wing aerodynamic improvements, including wingtip extensions and canted winglets w hich increase span by 7m, will off set the weight increase and enable the -400ERX to be flown on the same routes as the -300ER, with out additional fuel and using the same 276kN (62,0001b)-thrust General Electric, Pratt & Whitney or Rolls-Royce engines. Quinlivan says that other design changes will include: • an additional wing leading-edge slat section outboard; • a longer landing gear, using 777 wheels and brakes; • increased electrical power-gen eration, from 90kVAto 120kVA, to accommodate inflight-entertain ment demands; • a new auxiliary-power unit. The 767-400ERX is designed to replace the Lockheed L-1011 TriStar and McDonnell Douglas DC-10, as well as older Airbus A300s and A310s. The aircraft is a direct competitor for Airbus' "shrunk" A3 30-200, but offers bet- M*£h!ild:MddMIJ[iMiM?I.H Comparison with 767-300ER -400ERX Dimensions Overall length (m Span (m) Height (m) Accommodation Two-class pax Three-class pax Cargo vol (mJ) MTOW (kg) Fuel capacity (lit) 61.4 54.6 16.8* 303 245 139 199.580 91.400 Max engine thrust (kN) 276 Range (km) 10.460 -300ER 54.9 47.6 15.8 269 218 114.2 186,883 91,400 276 11,380 Source: Boeing Note: M0OERX is taller because of its longer main-gear ter operating costs than the heavier Airbus aircraft, with a 5% lower fuel consumption, Quinlivan claims. "We will carry the same number of passengers [as the A3 30-200], and do so more eco nomically," he says. Interested airlines are seeking a "seamless transition" from the 767-300, Quinlivan says, adding that "one significant order" will be enough to launch die programme. Boeing is pursuing a launch order for more than 40 767-400ERXs from Delta Air Lines, which already operates the -300ER. Current plans call for the -400ERX to have an interior based on that of the -300ER — not the 777, as earlier believed. Quinlivan says that the 777 interior has flexi bility features which add to cost and weight and may not be required by -400ERX customers. The basic -300ER two-pack air- conditioning system will be modi fied to cope with the -400ERX's larger passenger cabin, he says. Quinlivan will not be drawn on a purchase price for the -400ERX, except to say that it will be more expensive than the -300ER, which is priced at $97-107 million. Boeing plans to continue building the 767-300ER alongside the -400ERX, but "...the market will decide" whether the existing air craft remains in production, he says. Combining the new wing with the -300ER fuselage is also under study, Quinlivan confirms. While Quinlivan anticipates that".. .some work will be done at McDonnell Douglas", the new -400ERX will be assembled on the existing 767 line at Boeing. Existing airframe subcontractors will supply sections of the aircraft, although Boeing has yet to decide where the wingtip extensions and winglets will be built. • IAI discusses Astra with Indian defence ministry ISRAEL AIRCRAFT Industries (IAI) and the Indian defence ministry are negotiating the sale of up to nine Astra business jets to be configured for maritime-recon naissance and target-towing roles. The talks come on the back of the visit of a high-level Israeli defence/aerospace delegation to India at the end of December in the company of Benjamin Netanyahu, the Israeli prime minister. The acquisition of additional Harpy anti-radiation drones, and the Elta El-2022 maritime-surveil lance radar was also on the agenda, as was India's Mikoyan MiG-21 Fishbed upgrade programme. The Elta El-2022, if procured, could be retrofitted to the Indian navy's Tupolev Tul42MKE Bear anti-submarine-warfare aircraft. Although the Indian defence ministry and Russia's VPK MAPO NEWS IN BRIEF India is considering the Astra for defence roles such as reconnaissance have ostensibly reached agreement on an upgrade programme for more than 100 of the air force's late-model MiG-21s, the project has apparently yet to get fully under way. The Israelis are already expected to supply equipment for the upgrade, but would like to take a larger stake in the programme. While IAI and Elbit are interested in providing Western-standard avionics and integration capabili ties for a MAPO-led project, both companies would also be keen to take over priming the contract were die MAPO deal to fall apart. Israeli companies are also trying to interest the Indian air force in upgrades for its existing MiG-27s and MiG-29s. India's priorities may lie elsewhere, however. New Delhi has signed a deal to acquire Sukhoi Su-30MKIs, and it needs to buy an advanced jet trainer. 3 • SWISSAIR SELLS A310S Swissair's deal to take five Airbus A330-200s from International Lease Finance (ILFC) on ten-year leases from November 1998 (Flight International, 1-7 January, P6) includes the sale and lease back of its five Pratt & Whitney JT9D-7R4-pow- ered A310-300s to the US leasing company. • EUROCONTROL The Slovak Republic and Spain are the latest countries to join Eurocontrol. The European organisation for the safety of air navigation now has 24 member states. Croatia and Monaco are also expected to be accepted as members in the near future. FLIGHT INTERNATIONAL 8 - 14 January 1997 5
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