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Aviation History
2002
2002 - 0466.PDF
AIR TRANSPORT AIRCRAFT DEVELOPMENT GUY NORRIS / SEATTLE Boeing reveals 767X wingtip swap plan Strategy review prompts shift of focus from increasing range to improving efficiency and reducing operating costs Boeing is refocusing its 767-300X studies on "mission-specific" changes for improved efficiency and lower operating costs instead of increased range. It says airlines are showing interest in an unusual development plan hinging on an interchangeable wingtip. The shift in emphasis follows a strategy review after 11 September, with input from existing 767 cus tomers, along with Boeing's deci sion to focus near-term proposals on existing niches. The company says efforts to develop a longer range 767-400ER to compete head-on with the Airbus A330-200 are "on the back burner" given market uncertainties and the lack of a suitable engine. Key to the revised -300X is a ver sion of the raked wingtip devel oped for the -400ER. Unlike earlier proposals, however, the -300X is being studied with optional wingtip kits that can be swapped by the airline to tailor the aircraft for certain routes and make it "mis sion specific". Under the plan a vir tually identical version of the -400 raked tip would be installed for short- to medium-range routes up to around 5,550km (3,000nm). For longer-range missions, however, the raked tip would be replaced with a smaller raked unit, or the standard "close-out" tip. Although apparently counter intuitive, given the acknowledged benefit of raked tips and winglets on longer flights, Boeing says the plan would give 767-300 operators the efficiency benefit of the new device without "having to carry around extra weight". "A lot of airlines are showing interest, particularly in Europe where they can be used on shorter routes," says 767 chief project engi neer Peter Weertman, who adds the tip change could be made in as little as 30min. Aircraft can be dispatched with out the 2.1m- (6.9ft) long tips, but payloads are reduced between 4,360kg (9,6001b) and 5,680kg as a result, says Weertman. The devices, which weigh around 67kg apiece, are expected to generate around a 2% saving on routes as short as 2,775km, says Boeing. The raked tip would be replaced for longer-range missions to avoid exceeding wing-load limits with full fuel at take-off. Previous -300X studies mainly envisioned a heav ier, longer-range aircraft with addi tional fuel capacity and the beefed- up wing of the -400ER. According to Boeing's figures taken from Continental Airlines and Delta Air Lines 767-400ER operational data, these indicate a fuel-mileage benefit of up to 5.5% in cruise, or a 4.7% block fuel sav ing over a 5,550km route. • Kawasaki Heavy Industries (KHI) is to manufacture composite blended winglets for retrofit to Boeing 737 Classics (-300/400/500) after winning a contract from Aviation Partners Boeing (APB). The first pair are due to be deliv ered in June. "We are expecting to manufacture around 550 shipsets including options," says KHI. APB is to conduct certification flight tests of the blended winglets on a 737-300 this year. It claims a reduction in fuel burn of 6-7% and expects "over 60%" of 737 Classics to be equipped with the winglets. ATC DAVID LEARMOUNT / LONDON European air traffic and delays decline Europe's air traffic movements (ATMs) decreased in 2001 compared with the previous year for the first time since Eurocontrol's Central Flow Management Unit (CFMU) began measuring traffic flow in 1996, accord ing to the Central Office for Delay Analysis (CODA). The percentage of flights delayed by air traffic flow management restrictions, and the average delay per movement were also down. The decrease in ATMs in the European Civil Aviation Conference (ECAC) states was slight at 0.5%, with the CFMU recording more than 8.4 million movements. The average delay per movement dropped by 13% from 3.7min in 2000 to 3.3min last year. In 1999, the region saw its worst performance, with 5.3min average delay per ATM. CODA says the traffic reduction and the improved delay figures were due to the economic downturn, and the effects on air travel of the events of 11 September, as well as the failure of Sabena and Swissair. The main causes of flow restriction were lack of air traffic control (ATC) capacity, weather factors and ATC staffing or equipment. Last year, 16% of flights were delayed, compared with 18% the previ ous year. Geneva, Switzerland, showed up as the airport at which flights were most likely to be delayed, with almost one in three departures affected, while Milan Malpensa, Italy, suffered the highest risk of delay to arriving flights at 37.6%. Switzerland was the ATC black spot of Europe with the highest risk of delays. • Eurocontrol has selected SITA to provide high-speed internet protocol access to the CFMU, which manages the flow of air traffic demand and capacity. SITA has won two three-year contracts, with the first giving national air traffic services providers secure access to the CFMU and phase two giving airlines access to the CFMU for slot allocation and route information. CERTIFICATION PROGRAMME A340 testing gains momentum Flight testing of Airbus's ultra-long-range A340-500 got underway last week, as the test programme for the higher capacity -600 enters its final stages. The 313-seater, which has a range of 16,050km (8,675nm), com pleted its maiden flight from Toulouse on 11 February above). Two A340-500s will participate in a 340h test programme, which will culminate in certification and service entry in the fourth quarter. Meanwhile, the third A340-600 has recently completed cold weather tri als in Iqaluit, Canada, where it was exposed to temperatures of -40°C below). This version of the Rolls-Royce Trent 500 family aircraft is due for certification in May. 14 19-25 FEBRUARY 2002 FLIGHT INTERNATIONAL www.flightinternational.com
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