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Aviation History
1998
1998 - 1426.PDF
KAOLIN American switches to Raisbeck for Stage 3 727 solution AMERICAN AIRLINES has decided against hushkitting its Boeing 727-200s and will instead switch to an aerodynamic modi fication developed by Raisbeck, which will enable the aircraft to meet Stage 3 noise limits. Jeffrey Lown, vice-president for the Raisbeck Commercial Air Group's Stage 3 system, says the company persuaded American away from a deal to fit hushkits received from FedEx as part of an agreement to transfer McDonnell Douglas DC-1 Os to die package carrier. He adds that the Raisbeck wing modification costs around $1.1 million and can be installed overnight, while the FedEx hushkit costs some $3 million and takes 21 days to install. He says that American was per suaded to change by the loss of rev enue from the downtime required to install the hushkits. American has purchased 52 kits for 727-200s with the basic 80,700kg(l 78,0001b) take-off gross weight. Another 26 will be modified when Seattle-based Raisbeck has certificated Stage 3 kits for -200s which have gross weights of up to 89,400kg. Lown estimates that between 200 and 250 727-200s have yet to be hushkitted, and says that orders have been placed by other, as yet unannounced, US airlines. Raisbeck's modification reposi tions the leading-edge slats to work with a new 25" take-off and landing flap setting. Lown says the com pany is now looking a potential aerodynamic modifications to the McDonnell Douglas DC-9 to ena ble it to meet Stage 3 limits. L) Boeing defines 747-400X GUY NORRIS/LOS ANGELES PAUL LEWIS/SEATTLE ALMOST 18 MONTHS after cancelling the 747-500X/ 600X programmes, Boeing has finally settled on a firm design configuration for the next version of the 747-400, which could be in service in less than three years. The long awaited move increas es the maximum take-off weight of the -400 to 409,500kg (910,0001b) and range to 14,260km (7,700nm). Perhaps more importantly, the 747-400X - as the proposed vari ant is described - provides the structural platform for future growth steps, including stretches and wing root insert versions, Although some details of the "minimum change" growth ver sion have been revealed before as the -400IGW (increased gross weight) version, the -400X is being offered for delivery as early as October 2000. This will entail a firm launch decision no later than December, says 747-400X chief project engineer Gregg Smith. A combi version would be available from June 2001. Qantas has three 747s on order, which it wants to take as the new -400X. Other likely launch candi dates potentially include British Airways, Cathay Pacific, EVA Air, Singapore Airlines and United Airlines, all of which have extra long range payload requirements on routes where they are load restricted. Boeing says that the air craft, if firmly launched, is likely to be dubbed the 747-400FR. Programme manager Patricia Rhodes says the aircraft will allow "at least" 6,800kg more payload on Boeing 747-400X changes from 747-400 Minor systems modifications to accommodate gross weight and fuel volume increases FLIGHT GARETH BURGESS 91 Strengthened Two auxiliary body nose gear fuel tanks (second bay is optional) 12,040 litres each existing 747-400 routes, or carriers could use the increased range for new non-stop routes "such as New York to Hong Kong, Los Angeles to Melbourne, or Newark to Taipei". Boeing is pitching the air craft against the slightly smaller Airbus A340-600 and as an alterna tive to the long range A340-500 for operators not interested in the pro posed 777-200X, such as EVA Air. Although externally unchanged, the -400X incoqx>rates the streng thened -400F outboard wing and stronger body frames, skin and floor beams. The gear will also be strengthened and have new larger wheels and tyres with the introduc tion of 777-style, 1.27m-diameter radials for the first time on the 747. Structural strengthening is also needed to absorb the extra weight of body fuel tanks. These remov able tanks, which hold up to 12,040 litres each, will occupy space now used by two potable water tanks, Strengthened main landing gear and new radial tyres and wheels which are being relocated aft to the bulk cargo area. Boeing believes that most oper ators will operate with only a single extra fuel tank, although provision has been made for two arranged 0.5m apart at the aft end of the for ward cargo hold. The modifications, which raise total fuel capacity with one tank to 2 2 9,600 litres, will increase operat ing empty weight by 2,300kg, says Smith. The strengthened structure allows further studies of two stretches, says Boeing. A simple 747-400X stretch, seating up to 70 more passengers, would retain the -400ER wing, but requires 290kN (65,000lb)-thrust engines and offers a 12,950km range. The more complex -400Y is still outlined as a 14,430km range aircraft with an extra 90 seats. Modifications would involve adding 2.3m wing root inserts, along widi 303kN thrust engines. • Airbus firms up second engine option for high-capacity A3XX ASECOND ENGINE option is now officially available from Airbus Industrie on its planned A3XX high capacity airliner, with the firming up of plans to offer the General Electric/Pratt & Whitney P'ngine Alliance joint venture GP7000 on the aircraft. Airbus signed a memorandum of understanding (MoU) with the Engine Alliance to offer the GP7000 family during the fourth A3XX programme progress review meeting in Cannes, France, during May. The consortium already has an MoU, signed in October 1996, with Rolls-Royce to use the Trent 900 on die 480-650 seater, sched uled to enter service in the third quarter of 2004. Conceived to power Boeing's now defunct 747-500/600X stretch models, a version tailored for the A3XX family, dubbed the GP7200, will be offered at thrusts of 300-360kN (67,000-80,0001b). The A3XX is the first application for the Alliance product. Airbus Industrie and the Euro pean Russian Aviation Consortium, formed in February, signed an agreement at the ILA '98 show in Berlin in May to examine and define the role of Russian companies, including Tupolev and Aviastar, and research establishments Gipro- mash, TsAGI and MAT, in devel opment of the A3XX. Airbus will then help with European approval of the Tupolev Tu-204 twinjet. • 8 FLIGHT INTERNATIONAL June 3 - 9 1998
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