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Aviation History
2000
2000-1 - 1619.PDF
The APB joint venture is building on the two companies' link to fit winglets on BBJs with the development of a winglet programme for com mercially operated Boeing aircraft. Flight tests, initially conducted on a 737-800, revealed drag savings equal to a 5-7% increase in range, or roughly 550km in the case of the BBJ. The winglet was certificated on the BBJ in September, and is due to receive approval on commercially operated 737-800s in the first quarter of 2001. Hapag-Lloyd will be the first airline operator of winglet-equipped 737-800s early next year when it starts a major retrofit programme for its in-service fleet. South African Airways was the first airline to specify the winglets when it placed an order for 737- 800s earlier this year. The blended winglets are also offered for the 737-900 and 737-700C combi. APB is planning to offer them on the -700, and evaluating the feasibility of fitting them to the -600. These two models use a structurally different wing. Meanwhile, Boeing will decide by early next year whether to develop an all-new composite wing for the 737NG family. The move, if sanc tioned, would see 737NGs with composite wings rolling off the production line by 2004. The wing would closely resemble the exter nal dimensions and overall aerodynamic shape ofthe current Next Generation wing, butwould have modifications made possible by the use of advanced composite manufacturing tech niques. The main aim of the initiative is cost reduction. If Boeing approves the move in January, flight tests could begin as early as 2 003. In September, the FAA revealed details of its plans to implement a fleet-wide replacement of the 737's rudder system with the rudder redesign made mandatory for future 737s com-' ing off Boeing's production line (see 757- 100/200 entry). Boeing plans certification of the new system in the first quarter of 2003. It will then be "cut into" the production line, and by mid-2003 retrofits will begin. Production: The 737NG models are built at Boeing's Renton plant near Seattle, Washington. Assembly of 737NG and Classic models was integrated at Renton until produc tion ofthe latter ceased last year. Boeing delivered 320737s last year, including 42 Classics and 278 NG models. Combined output rose to a 27-per-month peak in the sec ond quarter (three Classics^nd 24 NG). Earlier this year, following a commitment from Southwest Airlines for up to 294 more 737- 700s, Boeing decided to increase 737 produc tion to a record 28 aircraft per month from the the current 24. The new rate will be reached in the third quarter of next year. Ordered: 1,638 (NG, including BBJ) Delivered: 630 (NG, including BBJ) 747-100/SP/200/300 PAN AMERICAN AIRWAYS' ORDER for 2 5 747s launched the programme in July 1966. The aircraft was first flown in February 1969, •: IJ-KHFV: ^———i -200B -200F Length (m) 68J> 70.7 Wingspan (m) 59.64 59.64 Height (m) 19J3 19.6 Wing area (m2) 511 511 Cabin width (m) 6J3 6.13 Max take-off weight (kg) 351,535 351,535 MTOW option 378,200 378,200 Max landing weight (kg) 255,825 286,000 Option 286,000 Operating empty weight (kg) 171,460 155,130 Max zero fuel weight (kg) 238,815 267,620 Max payload (kg) 67,360 112,490 Powerplant 4 x 52,5001b 4 x 52,5001b GE CF6-50E GE CF6-50E or 4 x 45,5701b or 4 x 45,5701b P&WJT9D-7 JT9D-7 or 4 x 50,1101b or 4 x 50,1101b R-R RB211-524 RB211-524 Standard fuel capacity (I) 198,380 198,350 Normal operating speed (Mach) 0.85 0.85 Max cruise speed (kt) 507 507 Max cruising altitude (ft) 45.100 45,100 Take-off field length (m)* 3,190 3,322 Landing field length (m) * 1,890 2,112 Acommodation (1-class) 490 •_ Acommodation (2-class) 423 -_ Acommodation (3-class) 36(5 • Design range 9,250km -_ /typical load /452 pax - Option 10,660km/452 pax : Note * - Sea level/ISA and Pan Am introduced the original P&W JT9D-powered 747-100 into revenue service between New York and London in January 1970. A heavier, longer-range version, the -200 series, entered service in January 1971 and eventually became available with a choice of three powerplants: the P& WJT9D, GE CF6- 50 and R-R RB211 -524. Significant numbers of 747-200s were delivered as combis and pure freighters. Pan Am was the launch customer for the short-bodied 747SP (Special Performance), introduced in 1976, although only 45 were made. The -300, the first derivative to have an extended upper deck, was put into operation by Swissair in early 1983. Many early 747s have been bought by cargo operators and converted into freighters. The last "Classic" 747 was man ufactured by Boeing in 1991. This year Honeywell and Boeing proposed a glass cockpit 747 Classic retrofit, which would retain the flight engineer's position but provide a dual rating with the two-crew -400 model. Earlier, in 1997, a 747SP became the first Classic to be certificated with a retrofitted digital cockpit, while KLM/BAE Systems Canada's flightdeck upgrade ofthe Dutch •air line's 13 747-2 00/3 00 Classics was approved last year. The upgrade, which includes communi cations, navigation and surveillance/air traffic management capability, is being offered as a turnkey package to other 747 Classic operators. In 1998, KLM also became the first operator of the freighter-converted version of the -300 -400 -400F 707 707 707_ 59.64 64^4 64.4 19J> 19.41 19^ 511 541.16 541.16 6J3 6JL3_ 6.13 351,535 363.200 362,880 378.200 395,000* -_ 260,370 295.740 295,740 340,500 : -_ 174,040 181.120 164,020 242,680 251,740 276,700 68,630 70,620 112,670 4 x 52,5001b 4x57, -63.0001b 4 x 57,-63,000lb GE CF6-50E GE CF6-80C2B GE CF6-80C2B or 4 x 45,5701b or 4 x 57.-63,000lb or 4 x 57.-63,000lb JT9D-7 PW4056/4062 PW4056/4062 or 4 x 50,1101b or4x56,-59,300lb or 4 x 56,-59,300lb RB211-524 RB211524G-T/H-T RB211524G-T/H-T 198.380 204,340 204,340 085 0.855 085_ 507 507 507 45.100 45,100 45,100 3.322 3,018 3,078 1,905 2,179 2,240 580 660 400 412 • 10,360km 11.100km 7,170km 1/452 pax /400 pax /113t payload 13,320km/400 pax • stretched-upper-deck (SUD) 747, which was one of two 747-200SUD combis converted into special freighters (SF) by BAS. BAS completed the first 747-300SF in October for Atlas Air. Meanwhile, the APB joint venture began flight tests of 747-2OOF equipped with 4.4m-high blended winglets in July. Initial results showed fuel savings of about 6-7 %. Assuming a success ful test effort, APB plans to start marketing the winglets to 747 operators by year end, and to offer the first retrofits by May. Delivered: 724 In service: 568 747-400 AND 747X THIS ADVANCED, longer-range 747 deriv ative was first announced in Octoberl985, and had its first flight in April 1988. Northwest Airlines took delivery of the first example in January 1989. The -400 retains the fuselage dimensions of the -300 but has a two-crew digital flightdeck, numerous aerodynamic enhancements and upgraded engines. Wing span is increased by 4.9m over the Classic, and features winglets and redesigned wing body fairings. Use of composite materials also led to a significant reduction in empty weight. A fuel tank in the horizontal stabiliser is optional for operators requiring very long ranges. The -400 is also available in combi and pure freighter" configurations. The -400D was designed for short routes in the Japanese domestic market, and lacks the extra wing span and winglets. The undercarriage, wing and FLIGHT INTERNATIONAL 31 October - 6 November 2000 63
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