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Aviation History
2000
2000 - 1842.PDF
Boeing ponders next 767 move GUY NORRIS/SEATTLE BOEING IS considering a wider and more radical "Next Generation" revamp of its entire 767 programme as it makes what appears to be a last push to launch the 777-100X, with proposals about to be lodged with Northwest Airlines. Boeing is already studying a longer range 767-400ERX deriva tive, but hints at more widespread changes to the -300ER and -200ER versions if the shorter 777 option does not go ahead. Plans include die use of the newly devel oped 767-400ER flightdeck in all three versions, the same interior and possible revival of range exten sion studies already undertaken for the -300ERX/ERY and possibly enlarged to include the -200. The move could also include engine and wing improvements on a similar scale to those adopted for the Next Generation 737 family. "There does not seem to be that much interest in the -100X," says Boeing Commercial Airplanes president Alan Mulally, who adds that enthusiasm has waned even among operators and leasing com panies that earlier showed the most interest, such as Singapore Airlines and International Lease Finance. Marginal operating cost benefits remain the biggest hurdle for the -100X, says Mulally, who adds that the 777-based solution is "just too big" for some carriers looking for Airbus A300/A310 replacements. The case for Northwest, which is looking to replace up to 42 McDonnell Douglas DC-10s, however, appears to be more com pelling, says the company. A rejuvenated 767 family, alter natively, offers "unbeatable" cost performance, says Mulally who adds that airlines are asking for more flexibility to serve a wider range of point-to-point destina tions. Boeing is conscious of stiff competition from the A3 30 family and appears anxious to present cus tomers with new options to the longer range -200, which has dam aged the 767 orderbook, and the proposed A330-100X, expected to be launched at next month's Farnborough air show. Boeing is to choose between developing either the 777-100X or the 767-400ERX and its potential follow-ons by the end of the year. It plans to begin flight tests of the chosen aircraft in late 2003. • GE90-94B-powered 777 makes maiden flight from Everett THE FIRST 777-200ER pow ered by General Electric's 94,000lb-thrust (418kN) GE90- 94B engines made its maiden flight from Everett to Boeing Field on 12" J une. The Air France testbed aircraft is expected to complete the certification pro gramme by early August and will be used to validate better fuel efficiency and improved exhaust gas temperature margins antici pated from the new engine. The -94B incorporates a three- dimensional-aerodynamics de sign high-pressure compressor which will also form part of the core of the 115,000lb-thrust GE90-115B under develop ment for the 777-200LR and -300ER derivatives. The first -94B powered 777 is to be deliv ered to Air France in November. Budget blow threatens JSF teams LOCKHEED MARTIN has warned that it faces having to disband its Joint Strike Fighter QSF) team after a US Senate vote to cut funding and defer the start of the engineering manufacturing and de- velopment (EMD) phase. The Senate has approved a $288.5 billion defence budget for 2001 that withholds initial EMD funding for the JSF until high-risk technology can be fully demon strated. The on-going concept demonstration phase, due to con clude next April, will be extended by at least three months. An EMD contract is not expected to be awarded before October next year. There will be a net reduction in funding of around $150 million. This leaves Lockheed Martin and partners Northrop Grumman and BAE Systems with the choice of either paying around $ 10 million a month to sustain their 850-strong JSF team, or transferring staff to other programmes. "If there is no money in EMD, I've got to find jobs for all these people and reconstitute the team later, which will be difficult to do," says Frank Cappuccio, Lockheed Martin JSF programme manager. The other JSF contender, Boeing, could be similarly affected unless funding can be restored before the appropriation bill becomes law. Delays in starting flight testing of the Boeing X-3 2 and Lockheed Martin X-3 5 concept demonstra tors has generated calls for EMD to be pushed back. The two conven tional take-off and landingversions are to make first flights shortly, but the technically higher risk short take-off vertical landing (STOVL) variants will not now fly until later in the year or early 2 001. "If everyone was flying when they should have been flying, we would now have a warm fuzzy feel ing," says Cappuccio. The latest technical hitch to affect the X-35# STOVL version is an overheating pinion bearing in the bevel gear of the shaft driven fan assembly. • .See Defence, P26. NEWS IN BRIEF M BILATERAL PROGRESS UK and US delegations will meet in Washington on 5 July to continue bilateral discus sions after three days of "encouraging" talks in London in mid-June. The lat est round, to amend the Bermuda 2 agreement, took place in "a good atmosphere" and dealt with "a wide range of issues", including proposals for phasing in liberalisation, says the UK Government. Earlier talks collapsed amid US accusations of UK protec tionism and UK charges the USA was unwilling to com promise on key issues. • GECAS ORDER GECAS has confirmed a $1.3 billion order with Bombardier for 15 CRJ200s, 25 CRJ700s and 10 yet-to-be launched CRJ900s for delivery from 2002. It has taken options on another 100 Canadian region al jets (Flight International, 13-19 June). GECAS is the first company to order the 90- seat CRJ900 and Bombardier is understood to have commit ted to launch the aircraft with in the next 12 months or allow the order to be converted to other members of the CRJ family. FLIGHT INTERNATIONAL 20 - 26 June 2000 5
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