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Aviation History
2002
2002 - 3245.PDF
the wake of 11 September, with 731 believed to be operational from a potential 1,173 aircraft. The 727 has the largest single stored fleet of any Western- built jet type. A number of methods have been developed to keep the aircraft compliant with the latest noise lim its, but demand has been weakend by the decline in the active fleet. FedEx Aviation Services offers the only Chapter 3 hushkit for the 727 and has delivered more than 800 sets. Goodrich offers a P&W JT8D- 200 re-engining programme for the 727, called the "Super 27" (previously marketed by Valsan). Two US specialists, Raisbeck and DuganAir Technologies (Quiet Wing System), have each engi neered Stage 3 solutions that rely heavily on reconfigured flap and slat settings, and reduced thrust. No Chapter 4 modifications are known to be in development for the tri-jet. Quiet Wing, DuganAir's Washington-based par ent company, linked with conversion firm Stambaugh Aviation last year to develop a freighter conversion programme for the 727. Delivered: 1,831 In service: 1,173 (including 442 stored) 737-100/200 Nine distinct variants of the Boeing 737 have been developed since the original 85-seat -100 flew in April 1967. This model entered service with Lufthansa in December 1967, but was quickly super seded by the slightly larger -200, the first of which was delivered to United Airlines the same month. Just 30 -100s were built before production of the JT8D-powered twinjet standardised on the 102-seat -200. This model remained in production until 1988, by which time it had been superseded by the origi nal CFM56-powered 737 family. In November 2001, the US FAA unveiled plans to make compulsory a complete rudder control system retrofit on all Boeing 737s. Last month, the US FAA issued its final AD requiring all 737s to be modified by November 2008, a year later than originally pro posed. The move was prompted by a number of rudder incidents, including the fatal accidents in 1991 of the United Airlines 737-200 at Colorado Springs and in 1994 of a USAir 737-300 at Pittsburgh, both of which were judged to have been caused by large, uncommanded rudder deflections. The AD affects 2,000 US-registered 737s and up to 2,500 aircraft outside the USA. Boeing will pro vide the hardware at no cost to the airlines, but the FAA estimates each installation will take 700h and cost $182,000, for a total projected cost to US carri ers of $364 million. New hydraulic actuators, control rods and torque tubes will be installed during major maintenance checks. Two US companies, Nordam and AvAero, have developed Stage 3 hushkits for the JT8D-powered 737. P&W has also proposed a PW6000 re-engin ing programme for the 737-200 and early CFM56-powered models. Delivered: 1,144 In service: 878 (including 248 stored) 737-300/400/500 ('CFM Classic') The 737-300, introduced in 1984, was the first of three new CFM56-3 powered models to be devel oped. The family encompassed the larger -400 and smaller -500 model. Other improvements include a modified wing, and more advanced flightdeck and digital avionics. With the introduction of the Next Generation 737 family in 1998, the earlier CFM56-powered models are now referred to as the "737 Classic". From the first flight of the 737-300 in February 1984 to the delivery of the last -400 in February 2000, produc tion of the 737 Classic spanned 16 years and totalled around 1,988 aircraft. The 128-seat 737-300 entered service with US Airways and Southwest Airlines in November 1984, and was followed by the stretched 146-seat -400 four years later. Piedmont Airlines (now US Airways) took delivery of the first -400 in September 1988. The 108-seat -500, which is similar in size to the -200, went into service with Southwest Airlines in February 1990. Three cargo-conversion programmes are being developed for the 737 Classic. Pemco was awarded an STC in April for a strengthened version of its ear lier 737 cargo conversion. It has also completed a service bulletin to allow operators of its earlier con verted 737-300s to comply with revised certification requirements. lAI's Bedek division has started work on the first of 15 737-300/400 conversions for GECAS, the first of which are due for delivery in mid-2003. Boeing has had a two-year partnership with Goodrich Aviation Technical Services and Taiwanese consortium Inter-Continental Aircraft Services (ICAS) to develop a 737 Classic cargo conversion, but the programme has been stalled due to the lack of a launch customer. The partners have concluded a new agreement which will see jnore responsibility transferred to Goodrich and ICAS in a bid to reduce costs on the programme and cut the sticker price for the conversion. Under the agreement Goodrich and ICAS will share the design effort and conduct the conversions at their facilities in Seattle and Taiwan, respectively, while Boeing will provide data, analysis and techni cal expertise. Goodrich will lead the certification effort and obtain the STC using Boeing FAA- approved type design data. The 737-300 freighter can carry eight cargo pal lets and has an 18,800kg payload, while the larger -400's capacity is nine pallets and a 19,000- 20,900kg payload, depending on weights. APB is to begin flight tests of a winglet-equipped Boeing 737-300 this month, with an STC expected in January. The composite blended winglets are 2.1m tall, slightly shorter than units installed on the Next Generation 737, and weigh around 66kg apiece. They are expected to net a 5% reduction in block fuel consumption on a 2,780km flight, as well as enhanc ing field performance, providing higher operating weight capability and improving time-to-climb. Kawasaki Heavy Industries (KHI) has been con tracted to manufacture the winglets and says it expects to manufacture around 550 shipsets. A winglet STC effort for the 737-400 is due to start early next year, with certification set for June and retrofits offered in the third quarter onwards. Deliveries began in mid-2002 of a core upgrade kit for the 737 Classic's CFM56-3 to launch cus tomer Southwest Airlines. Delivery of the time on wing (TOW) kit is due to run at up to eight a month, with 50 kits due for handover this year. CFM I, which says the upgrade saves up to 1 % specific fuel con sumption, estimates a market for around 1,000 CFM56-3 engines, or around 25% of the world fleet. The kit, which is fitted into the engine core during major overhaul, increases exhaust gas temperature margins by an average of 15°C and results in up to 1,400 additional cycles. BOEING 737 CFM CLASSIC : 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 2 CFMI CFf\ 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) Design range with pax Option with pax -300 33 4 28.88 11.12 105.4 3.53 56,500 62,820 51,710 52,880 32,820 47,620 14,805 x 22-23,500lb 156-3B or -3C 20,104 0.745 491 37,000 1,939 1,396 149 128 2,990km/141 4,790km/141 -400 36.45 28.88 11.12 105.4 3.53 62,900 68,100 54,900 56,240 34,820 53,070 18,260 2 x 22-23,500lb CFM56-3B2 or -3C1 23,830 0.745 492 37,000 2,540 1.540 171 146 4,000km/146 4,625km/146 -500 31.01 28.88 11.12 105.4 3.53 52,440 60,560 49,890 - 31,950 46,720 14,770 2 x 18,500-20,000lb CFM56-3B1 or -3C1 23,830 0.745 492 37,000 2,470 1,360 132 108 3,330km/108 5.550km/108 www.flightinternational.com FLIGHT INTERNATIONAL 5-11 NOVEMBER 2002 49
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