FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
2001
2001 - 3068.PDF
World Airliners of improvements for the 747-400 at an operators conference later this year. Almost 30 alternative configurations are being studied which are now being finalised after several months of talks with up to 20 operators. Boeing hints that new "engine treat ments" and other sound suppression upgrades are emerging as the surprise priorities for the 747X product improvement plan. The noise issue appears to be the first priority, "particularly amongst cargo operators" which want to ensure the aircraft can meet the stringent QC2 noise limits at London airports. Production Final assembly takes place at Boeing's Everett, Washington, plant. Some 25 aircraft were delivered last year. The rate has slowed from the mid-1998 peak of five a month, because of a drop in orders and some cancellations, and is running at around two a month. Ordered: 627 Delivered: 553 747 Stretch proposals Boeing dropped plans for a family of major 747 stretch derivatives in April, with the announcement that it was to concentrate on its sonic cruiser con cept instead (see entry). This was the second time in recent years that the US manufacturer went back on plans for a 747 stretch: in January 1997, Boeing terminated efforts to launch two major 747 deriva tives, the -500X/600X, after determining that the potential market was not large enough to make a business case for the aircraft. The 747X family abandoned in April would have featured a new wingbox and 2.6m-span wing inserts. The first version was to be the 747X Stretch, featuring forward and aft-fuselage extensions to increase three-class capacity to 504-520 passen gers. MTOW would have been 473t, and powerplant candidates included the GE-PW Engine Alliance GP7000 and R-R Trent 600. Service entry was slated for the second half of 2005. A series of other variants were proposed includ ing a 150t payload 747X Stretch freighter, and the 660-seat 747X Stretch Domestic for the Japanese market. A smaller, ultra-long-range variant - the 430-seat 747X - would have incorporated the revised wing root, wingbox of the Stretch, but not the fore- and aft- fuselage extensions. 757 BA and Eastern Airlines launched the original 757- 200 model into production in August 1978. After initially sharing commonality with its narrowbodied predacessor, the T-tailed 727, the design was refined to incorporate a low-set tail configuration and new nose, enabling cockpit commonality with the widebodied 767. The first 757 flew in February 1982, and Eastern Airlines introduced the type into service in January 1983. The aircraft is available with R-R RB211 - 535E4 or P&W PW2000 engines. Combi- and full-freighter "PF" versions of the aircraft have also been developed. A stretched 757-300 has been developed that is 7.1m longer than the -200 and can accommodate American Trans Air is the latest carrier to introduce the Boeing 757-300 243 passengers in a two-class layout, and 279 in a high-density layout. The first -300 was flown in August 1998, and deliveries to launch customer Condor began in March 1999. For some time, Boeing has been studying an extended-range derivative of the 757-200, called the -200ERX, which will incorporate the strength ened wing and components of the -300 along with between two and four 5,300 litre auxiliary fuel tanks based on the design developed for the US Air Force's military VIP 757-200, the C-32A. Offering up to 650km in additional range, the new model, which is yet to be launched, will require around two years to develop. Boeing launched the special freighter modifica tion of the the 757 in October 1999, on the back of an order from DHL for 44 conversions. Deliveries of the first modified aircraft began earlier this year. Boeing is offering the conversion for around $7.5 million per aircraft. Conversions are being carried BOEING 757 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) -200 47.32 38.05 13.6 185.25 3.54 99,880 115,660 89,900 95,250 58,390 84,360 25,970 Powerplant 2 x 40,080lb P&W PW2040 or 2 x 43,070lb R-RRB211-535E4B Standard fuel capacity (I) Normal operating speed (Mach) Max cruise speed (kt) Max cruising altitude (ft) Take-off field length (m, Sea level/ISA) Landing field length (m, Sea level/ISA) Accommodation (1-class) Accommodation (2-class) 43,490 0.8 505 42,000 2,377 1,544 224 201 Design range/typical load 5,550km/186 pax Option 7,400km/186pa -5^,.',:,:.., mm I .&&i* 2x -200F 47.32 38.05 13.6 185.25 3.54 115,660 - 95,250 - 51,060 90,710 39,800 40,080lb P&W PW2040 or 2 x 43,070lb R-RRB211-535E4B 42,680 0.8 513 42,000 2,095 1,497 " - 7,240km/39.8t payload - out initially by Boeing with the balance being under taken at sites in the USA and Israel. Meanwhile, Aviation Partners Boeing (APB) has been working on the design of a blended winglet for the 757. A Boeing Business Jet (BBJ) version of the 757 has also been examined. Earlier this year, Rockwell Collins Flight Dynamics signed an agreement with American Trans Airto install its HGS 4000 Head-up Guidance System on its 757-300s, making it the first carrier to order any type of head-up display for the 757. The US firm says that larger deals to fit the system on the 757-200 are expected. Production Final assembly of the 757 is undertaken at Renton, near Seattle, Washington. The production rate is running at around three a month, and 45 aircraft were delivered in 2000. Ordered: 1,047 Delivered: 968 -300 54.5 38.05 13.6 185.25 3.54 123,600 101,600 63,650 95,250 31,600 2 x 43,070lb R-RRB211-535E4B or2x42,580lb P&W PW2043 43,400 0.8 505 41,000 2,550 1,750 279 243 6,41 Okm/243 pax 64 4-10 SEPTEMBER 2001 FLIGHT INTERNATIONAL www.fliqhtinternational.com
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
