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Aviation History
2001
2001 - 3067.PDF
World Airlii BOEING 747-400 FAMILY Length(m) Wingspan (m) Height (m) Wing area (m2) Cabin width (m) Max take-off weight (kg) Option Max landing weight (kg) Option Operating empty weight (kg) Max zero fuel weight (kg) 70.7 64.4 19.41 541.16 6.13 363,200 396,900 260,360 295,740 181,120 251,740 Max payload (kg) 70,62 Powerplant &" Standard fuel capacity (1) Option Normal operating speed (Mac Max cruise speed (kt) Max cruising altitude (ft) Take-off field length (m)* Landing field length (m)* Accommodation (1-class) Accommodation (3-class) Design range Option 4 x 57,-63,000lb 4 -400LR 70.7 64.4 19.41 541.16 6.13 412,770 295,740 183,840 251,740 67,900 x 63,000lb GE CF6-80C2B GE CF6-80C2B5F or 4 x 57.-63,000lb PW4056/4062 or 4 x 56,-59,300lb RB211-524G-T/H-T 204,340 216,840 h) 0.855 507 45,100 3,018 2,179 or 4 x 63,000lb P&W PW4062 or 4 x 59,300lb RB211-524H-T 660 416 11,440km 13,430km /typical load Note *Sea level/ISA 228,250 240,540 0.855 507 45,100 3,322 2,179 660 416 13,875km 14,200km /416pax waam j^::::^. 4x57 400F 70.7 64.4 19.41 541.16 6.13 362,880 391,000 295,740 - 164,020 276,700 112,670 -63,000lb GE CF6-80C2B or 4 x 57 -63,000lb PW4056/4062 or 4 x 56 -59,300lb RB211-524G-T/H-T , 204,340 - 0.85 507 45,100 3,078 2,240 - - 7,170km - /113t Davload freighters by Boeing. The company completed the first 747-300SF in October last year for Atlas Air. Aviation Partners Boeing (APB) aims to offer a winglet retrofit programme for the 747 Classic. But as it currently stands, this will not be available until 2005 due to the company's other commitments, and new industrial partnerships are being explored as a possible way of speeding up the development. Boeing offers a GE CF6-50E2 re-engining pro gramme for the 747 Classic which was launched by Atlas Air with a contract for the modification of two P&W JT9D-7J-powered 747-200s aircraft in 1999. The modification, which provides increased perfor mance and fuel efficiency, was carried out under an STC held by Boeing, with work undertaken at BAS's Wichita plant in Kansas. Delivered: 724 In service: 562 This advanced, longer-range 747 derivative had its first flight in April 1988, and entered service with Northwest Airlines in January 1989. The -400 uses the -300's SUD fuselage 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 signifi cant reduction in empty weight. A fuel tank in the horizontal stabiliser is optional for operators requir ing very long ranges. The -400 is also available in combi and freighter configurations. The -400D was designed for short routes in the Japanese domestic market and lacks the extra wing span and winglets. The undercar riage, wing and fuselage are strengthened to accommodate a high number of flight cycles, but the -400D can be modified easily to -400 standard. Boeing aims to commit to a 747-400 freighter conversion programme within a year, possibly as a collaborative effort. The move is in response to growing market demand driven by a decline in resid ual aircraft values and increasing availability of older passenger aircraft for modification. Possible partners include Israel Aircraft Industries or Taikoo Aircraft Engineering, and/ or customers such as Atlas Air. Cathay Pacific is studying a Longer Range Boeing 747-400 retrofit package for six of its best- performing 747s whictfwould involve the installation of belly fuel tanks and blended winglets, as well as other minor modifications. The target of the upgrade is to increase range by up to 1,100km without exceeding the 397,250kg MTOW limits of the -400. Discussions have been held with Seattle-based APB on the possibility of fitting blended winglets to the 747. They have also held talks on fuel tanks with Flight Structures and Integration, the Arlington, Washington-based engineering services arm of B/E Aerospace. Late last year, Boeing launched the 747-400 Longer Range derivative (formerly dubbed the -400X) on the back of a firm order for six aircraft from Qantas. Deliveries of the 747-400LR will begin in 2002. The aircraft has a MTOW of 412,770kg, around 15,880kg greater than current models, pro viding a further 800km range or an additional 6,800kg payload. The gear has stronger inner and outer cylinders, steering yokes, strut bolts, truck beams and axles, while larger 777-style 1.27mm diameter radial tyres will be used. Around 11 frames forward of the main spar are expected to be strengthened, along with local floor beams and skin, to take the extra weight of fuel carried in up to two removable, 12,052litres tanks. A Longer Range 747-400X Freighter (-400XF) variant was launched in April using -400LR improve ments, with an order for five from International Lease Finance (ILFC). Two of the aircraft will be operated by Air France. In the wake of the cancellation of Boeing's 747 Stretch plans (see entry), simpler 747-400 based derivatives are being studied. Four major 747 devel opment options based.on the -400XF are under study. A major element of the four-point study is the possible development of new 65,000lb-thrust engines, which Boeing has discussed with engine manufacturers. The key differentiator of the pro posed engine is that it has a much higher 8:1 bypass ratio to reduce take-off noise. Three of the four study options could make use of the new engine. Option one is an improved variant of the newly launched -400XF, possibly featuring wing modifica tions such as the trailing-edge wedge, larger winglets or raked tips, improved flaps, acoustic treatments to engines and re-engining with the newer engine type. A "speed kit" has been studied that involves adding aerodynamic fairings in several locations including the nose and empennage area to raise the average cruise speed to Mach 0.88. Passenger versions, which are included in the four options, would be offered with a new upper- lobe galley storage area to free main deck space. Three class capacity could be increased to 424 pas sengers by using the 747X's upper-lobe storage design for galley equipment to free up main deck space. Option two is an increased gross-weight version up to 431t MTOW with a new engine. Major changes would include a heavily revised main undercarriage and larger wheel wells, as well as additional structural strengthening of the fuselage and wing. This heavier variant would be the basis for possible simple stretch derivatives featuring for ward and aft plugs. A stretch freighter could also be offered. Boeing says that the timing of the higher gross- weight option is heavily dependent on the engine situation, but has a provisional entry-into-service target of early 2005. Option three is a model in between the first two proposals, which mixes and matches the options offered in study areas one and two. The fourth option is a shopping list of potential retrofit items from the -400XF that could be intro duced to the -400 fleet. Boeing will unveil a package www.flightinternational.com FLIGHT INTERNATIONAL 4-10 SEPTEM BER 2001 63
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