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Aviation History
2001
2001 - 3066.PDF
World Airliners BOEING 737 NEXT GENERATION FAMILY Length (m) Wingspan (m) Height (m) Wing area (m2) Cabin width (m) Max take-off weight (kg) MTOW option Max landing weight (kg) Operating empty weight (kg) Max zero fuel weight (kg) Max payload (kg) -600 31.2 34.31 12.5 125 3.54 56,250 65090 ' 54,660 37,100 51,480 14,380 Powerplant 2 X 18,500-22,690lb 2 Standard fuel capacity (I) CFMI CFM56 -7B18/20/22 26,025 Normal operating speed (Mach) 0.785 Max cruising altitude (ft) Landing field length (m, Sea Accommodation (1-class) Accommodation (2-class) 41,000 level/ISA) 1,340 132 108 Design range/typical Ioad5,650km/110 pax BiJ 33.6 34.31 12.5 125 3.54 60,330 70,000 58,060 38,145 54,660 16,505 x20,500-24,170ib CFMI CFM56 -7B20/22/24 26,025 0.785 41,000 1,415 171 146 6,040km/126 pax -800 39.5 34.31 12.5 125 3.54 78,240 79,000 65,320 41,145 61,690 20,540 2x24,170-26,290lb CFMI CFM56 -7B24/26 26,025 0.785 41,000 1,634 189 160 5,440km/162 pax -900 42.1 34.31 12.5 125 3.54 78,240 79,000 66,360 42,490 62,730 20,240 2x24,170-26,290lb CFMI CFM56 -7B24/26/27 26,035 0.785 41,000 1,704 189 177 5,080km/177 pax has been developed called the Boeing Business Jet (BBJ). A version using the larger -800 fuselage, the BBJ2, is also available. A commercial version of the BBJ, called the -700X and offering increased range, is being studied. The APB joint venture offers winglets on both BBJs and commercially operated 737NGs. They were certificated on the BBJ last September, and received approval on commercially operated 737-800s in early 2001, with Hapag-Lloyd the first airline to fly a winglet-equipped 737-800. Winglets are offered both on new build 737-800s and also for retrofit. APB is planning to offer winglets on the -700, and evaluating the feasibility of fitting them to the -600. These two models use a structurally different wing. Boeing had been studying the possible develop ment of an all-new composite wing for the 737NG. The plan, which could have seen aircraft with com posite wings rolling off the production line by 2004, has now been dropped. Last 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 coming off Boeing's production line (see 737-100/200 entry). Boeing plans certification of the new system in the first quarter of 2003. It will then be "cut into" the pro duction 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 production of the latter ceased last year. Boeing delivered 281 737s last year, including the last two Classics and 279 NG models. Output has averaged around 20 aircraft per month this year, as it increases to a record 28 aircraft per month. Ordered: 1,820 (NG, including BBJ) Delivered: 870 (NG, including BBJ) An order for 25 747s from Pan American Airways launched what was then the world's largest airliner programme in July 1966. The aircraft was first flown in February 1969, and Pan Am introduced the origi nal 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 power- plants: the P&W JT9D, 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 manufactured by Boeing in 1991. CMC Electronics (formerly BAE Systems Canada) received an STC in 1999 for an upgrade to extend the life of 747 Classics through the addition of communications, navigation and surveillance/air traffic management (CNS/ATM) equipment. KLM launched the programme - recent contracts include Saudi Arabian Airlines, Corsair and Dragonair. Honeywell and Boeing have proposed a glass cock pit 747 Classic retrofit, which would retain the flight engineer's position but provide a dual rating with the two-crew -400 model. In 1998, KLM became the first operator of the freighter-converted version of the stretched- upper-deck (SUD) 747, which was one of two 747-200SUD combis converted into special BOEING 747 CLASSIC FAMILY Length (m) Wingspan (m) Height (m) Wing area (m2) Cabin width (m) Max take-off weight (kg) MTOW option Max landing weight (kg) Option Operating empty weight (kg] Max zero fuel weight (kg) Max payload (kg) Powerplant Standard fuel capacity (I) 68.6 59.64 19.6 511 6.13 351,535 378,200 255,825 286,000 171,460 238,815 67,360 4 x 52,500lb GE CF6-50E or4x45,570lb P&W JT9D-7 or 4x50,1101b R-R RB211-524 198,380 Normal operating speed (Mach) 0.85 Max cruise speed (kt) Max cruising altitude (ft) Take-off field length (m)* Landing field length (m)* Accommodation (1-class) Accommodation (2-class) Accommodation (3-class) Design range Option typical load Note "Sea level/ISA 507 45,100 3,190 490 423 366 9,250km 10,660km /452 pax 70.7 59.64 19.6 511 6.13 351,535 378,200 286,000 - 155,130 267,620 112,490 4 x 52,500lb GE CF6-50E or4x45,570lb JT9D-7 or 4x50,1101b RB211-524 198,350 0.85 507 45,100 3,322 2,112 - - - _ - -300 70.7 59.64 19.6 511 6.13 351,535 378,200 260,3700 340,50 174,040 242,680 68,630 4 x 52,500lb GE CF6-50E or 4 x 45,570lb JT9D-7 or 4x50,1101b RB211-524 198,380 0.85 507 45,100 3,322 1,905 580 - 400 10,360km /452 pax SP 56.31 59.64 19.94 511 6.13 299,370 316,000 204,115 141,935 186,140 38,013 4 x 48,000lb P&W JT9D-7 or 4 x 50,1001b R-RRB211-524B 178,700 0.85 529 45,100 2,165 1,705 400 331 - 9,805km 11,000km 331 62 4-10 SEPTEMBER 2001 FLIGHT INTERNATIONAL www.flightinternational.com
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