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Aviation History
2000
2000-1 - 1192.PDF
il£AULm<ED BA considers fleet and route reshuffle CHRIS JASPER/LONDON BRITISH AIRWAYS is consid ering further changes to its fleet and route network in a renewed bid to cut costs in the wake of the collapse of merger talks with Dutch airline KLM. BA chief exec utive Rod Eddington also stresses the importance of working with the oneworld alliance, which was rocked by the talks. "We will continue to pursue our strategy for addressing the losses realised by parts of our business, through changes to our fleet and network and by working with our established alliance and franchise partners," Eddington says. BA adds that "every route and frequency flown" is being exam ined in terms of its contribution, "particularly where it involves using slots at capacity-constrained airports", and that fleet strategy is also being reviewed to ensure air craft are deployed profitably. Director for investments and joint ventures Roger Maynard says BA will "be concentrating on solving the financial problems of our short-haul European network", with a strategy review likely to be completed in a matter of months. The focus is likely to be on BAs EuroGatwick business, with job losses anticipated, though sources say the airline's entire European operation is under review. Another key aim is to "maximise the benefits" of oneworld, BA says. That may mean rebuilding bridges with American Airlines, which had been alarmed by BA overtures to KLM ally Northwest Airlines. Despite the failure of the KLM takeover, BA chairman Lord Marshall says it remains on the merger trail. "BA still believes there must be consolidation in the European airline industry," he says, "Europe is our backyard. We have always been a leading player in this market, and we will continue to look for opportunities to strength en our position in it." BA claims it was approached by other potential allies "within hours" of the collapse of the KLM talks on 21 September. Swissair now appears the most obvious ally for BA. • Freighter version of 747X Stretch could be built first MAX KINGSLEY-JONES/ WASHINGTON DC BOEING IS considering adopting the freighter version of the Boeing 747X Stretch as the first of the new 747 models to enter sendee. A decision in its favour would give the US manufacturer a lead of up to 18 months over the rival A3 XX freighter. Boeing says that, if customer demand is such, the 150t all-cargo model could lead the programme, enabling it to enter service in late 2005. "If the market wants a freighter first, we'll do it," Boeing regional director marketing James Edgar told Flight International at the Air Cargo Forum 2000 in Washington DC, 28-29 September. He adds that the second 747X Stretch model to be developed would follow 12-18 months later. If the freighter is the launch air craft, service entry of the passenger model would be at least a year later than the A3 XX passenger variant, which is due in late 2005. The A3XXF is due two years later. "We can't do passenger and freighter models simultaneously, so we'll have to decide which comes first," Edgar adds. "I would expect that by early next year we will have a better idea on what the customers are telling us." Edgar claims that the 747- AU 747X operators have shown an interest in the Stretch, says Boeing 400F's 11 operators will be inter ested in die Stretch freighter, as the aircraft offers much better interlin ing ability with the current model than the A3XX. "The Airbus can't carry 10ft (3 m) high pallets - only 8ft on its main deck," he says. Boeing is targeting a launch decision some time during the first half of next year, to enable the air craft to enter service in late 2005. "This would give us a lead of | ^-'-^^jj Length 79.8m Span 69.8m Height 21.5m Max take-off weight 473,105kg Max landing weight 365,148kg Max zero fuel weight 344,736kg Fuel capacity Total cargo volume 262,219kg 892m3 Payload 150t 8,100km around a year to 18 months over the A3XXF if we do the freighter first," says Edgar. As proposed, the 747X Stretch Freighter would use the same base line configuration as the passenger model, with a maximum take-off weight of 473,100kg (1,043,0001b) and a range with 150t payload of 8,100km(3,400nm). While this range is similar to the 747-400F, Boeing says that the air craft offers 23% more volume and 14% lower cost per tonne-km than the current aircraft. Although the range projection for the new model is 2,200km less than the A3XXF, Edgar says that "the A3XX's upper cargo deck has a penaltyofaround 100,0001bOEW [operating empty weight], making its tonne/mile direct operating costs 12% greater than the 747X Stretch Freighter." • Boeing focuses on gear issues in X-32A tests BOEING IS focusing on slow-speed handling characteristics of the X-32A in carrier version (CV) mode as it works to resolve problems with the aircraft's large undercarriage, which it has so far been unable to retract. The company, which had flown the Joint Strike Fighter concept development aircraft (CDA) four times by 29 September, says: "We are working on it, but we are not overly concerned as we think we understand what the problem is." The Messier-Dowty built main gear is designed to retract forwards into the wing, and is unusually long because the wing is positioned high off the ground to prevent the "suck down" phenomenon caused by the exhaust from the engine nozzles when in vertical landing mode. Boeing is making the most of the problem to explore the slow-speed handling envelope as part of its early focus on CV performance. The aircraft was flown by US Navy Cdr Philip Yates for the first time on 28 September. In CV mode the aircraft's large vortex lift flaps, aligned close behind the lead ing edge, are also deployed as part of plans to reduce approach speeds to as little as 115kt (21 Okrn/h). Boeing also began runs of the X-32B short take off and vertical landing version's Pratt & Whitney JSF119-614 engine on 21 September. The aircraft is expected to make its maiden flight in the first quarter of next year. Q 6 FLIGHT INTERNATIONAL 3 - 9 October 2000
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