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Aviation History
2000
2000 - 0398.PDF
HJiHn AEROSPACE 2000 the 777-300. No unscheduled engine re movals or aborted take-offs since the air craft's introduction have been reported. Having put the 92,0001b-thrust PW4090 into operation with 777-300s All Nippon Airways (ANA) and Japan Airlines QAL) in 1998, Pratt & Whitney developed the more powerful 98,0001b- thrust PW4098 for the -300. This powerplant, which is the most powerful engine yet put into service on the 777, suffered most of its problems well before its entry into service last August with Korean Air (KAL). Thel0PW4090-powered777-300s • Camay introduced an oil-level inspection proce dure to monitor the problem "before it became an airworthiness directive[AD]", he says. Barley says flight handling is "very, very good, be it a -200 or-300.. .particularly in crosswinds, and particularly the -300". Crosswinds were an issue at the old Hong Kong Kai Talc Airport and have been at the new Chek Lap Kok. He mentions the asymmetric compensation system as a particularly welcome development in the flight control system. As to ground han dling, Barley says the length of the aircraft "was an issue for a week, and then forgotten". JAPAN DICHOTOMY - ANA AND JAL Japanese carriers ANA and Japan Airlines QAL) were members of the 777 customer advisory - group from the start and early customers for the e baseline 777-2 00 as well as launch customers for the -300. ANA operates 16 777-200s, one - I, 200ER and five -300s that are flown mainly on ;, its intra-Asian routes. The airline's 477-seat i 777-300s ply routes previously operated by the i 747-lOOSR, including mid-to-high volume domestic routes such as Tokyo-Hiroshima, ti Tokyo-Osaka and Tokyo-Sapporo. The carrier t says each aircraft is averaging 6.08h daily use, or - 4.85 cycles a day, on average stage lengths of s 1.2 5h. ANAsays it is "pleased" with the aircraft's dispatch reliability, which it quotes as 99.67% on domestic routes and 99.39% on internation al routes last December. ) JAL, like ANA, operates P&W PW4000- y powered 777s, flying five 777-200s and five -300s. It received its first-300 injuly 1998. "We needed a new aircraft for domestic services to replace our [McDonnell Douglas] DC-10-40s and the 747-100s," says JAL. The airline operates the aircraft with 480- 520 seats on its domestic routes - compared with the -200's 389-seat capacity, the DC-10's 318 seats and the 747-100's 568-seat maximum. "Both types of 777 fit our major regional and trunk route needs. The 777-300 in particular fills a niche between the 777-200 and the 747- 400D," says the airline. About 40 JAL engineers were involved with the design programme, in Seattle and Tokyo. In Japan, four groups worked on the flightdeck design, stretch developments and maintenance manual requirements and the application of advanced technology systems. JAL highlights the 777's 15-volume maintenance manual as an example of the effect that operators' input can have. Although the manual runs to almost 15,000 pages, it is a "model of clarity, practical and well-illustrated," says the airline. ABOVE AVERAGE RELIABILITY The carrier's 777s are returning an average 6.8h daily utilisation on sectors averaging 1.5h. The fleet operates at a dispatch reliability of 99.5%- above the global average. "This is almost up to our expectations. However, we look for an improvement in dis patch reliability of between 0.1% and 0.2%," says JAL. The most frequent causes of aircraft unserviceability have been problems with the pneumatic system, electrical power and air con ditioning, although other operators say that this does not suggest any inherent flaws. Both ANA and JAL do their own fleet main tenance, although the Japanese "Big Three" carriers, including -200 operator Japan Air System QAS), have a joint programme for buy ing and repairing parts. They share the use of an ANA C-check hangar and engine test cells. JAL says the 777-300 has "better maintainability than other Boeing aircraft", partly because of operator input into access panel design. According to ANA: "Once you learn about and get used to the size of the huge components, there are no critical issues for the 777 concern- FLIGHT TESTED HERCULES APPROVED Dayton-Granger's "Null-Plus" trailing and tip dischargers have become the industry standard for both corporate and commercial aircraft. Dayton-Granger's static dischargers are world renowned for their performance, strength, and reliability. Dayton-Granger's "Null-Plus" design has logged in excess of half a million hours of flight time. The lightweight, low profile design reduces wind drag thus increasing fuel economy. The "Null-Plus" carbon tip technology provides 40 dB of noise quieting. The "Null-Plus" static discharger is the STRONGEST static discharger on the market. The "Null-Plus' reputation for long term durability and rt substantial savings from high maintenaricVarfo replacement costs. Why pay . continually replafe defective static dischargers? Buy Dayton-Granger, the aircraft tested, Hercules provePstatic dischargers. Dayton-Granjpr also manufactures a complete line of navigation and communication antennas fojKneral, commercial, and military aviation. 3299 S.W. 9th Ave. Ft. Lauderdale, Fl. 33315 Tel: (954) 463-3451 Fax: (954) 761 -3172 O FLIGHT INTERNATIONAL 15 - 21 February 2000
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