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Aviation History
2002
2002 - 3247.PDF
Directory: world airliners A number of customers are taking delivery of Next Generation 737s equipped with blended winglets, including Qantas, which has 15 -800s in service deck (SUD) 747, which was one of two 747-200SUD combis converted into special freighters by Boeing. APB has dropped plans to offer a winglet retrofit programme for the 747 Classic, despite flight-test ing the devices in 2000. The design will now form the basis for a 747-400 winglet retrofit programme. A GE CF6-50E2 re-engining programme is offered for the 747 Classic and was launched in 1999 by Atlas Air with a contract for the modification of two P&W JT9D-7J-powered 747-200s. Delivered: 724 In service: 515 747-400 First flown in April 1988, this advanced, longer-range 747 derivative entered service with Northwest Airlines in January 1989. The -400 uses the -300's fuselage, but has a two-crew digital flightdeck, numerous aerodynamic enhancements and upgraded engines. Wingspan is increased by 4.9m over the Classic. Features include winglets, compos- 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 0 0 R- Standard fuel capacity (I) 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 (2-class) Accommodation (3-class) Design range Option with pax Note *sea level/ISA 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 r 4 x 45,570lb P&W JT9D-7 r4x 50,1101b RRB211-524 198,380 ) 0.85 507 45,100 3,190 1,890 490 423 366 9,250km 10,660km 452 -200F •*uvr 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 or 4 x 45,570lb JT9D-7 or4x 50,1101b RB211-524 198,350 0.85 507 45,100 3,322 2,112 - - - _ - •3flA 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 RP or 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 Paw JT9D-7 or 4 x 50,1001b R-R RB211-524B 178,700 0.85 529 45,100 2,165 1,705 400 331 - 9,805km 11,000km 331 ite materials and an optional fuel tank in the horizon tal stabiliser. The -400 is available in combi and freighter configurations. The -400D was designed for short routes in Japan's domestic market and lacks the extra wing-span and winglets, but the -400D can be modified easily to -400 standard. A full freighter version of the -400 entered service with Cargolux in 1993. The aircraft retains the short upper deck of the earlier 747 models and consti tutes a large proportion of new 747 deliveries. An extended range derivative of the 747, the -400ER, was launched in late 2000 following a six- aircraft order from Qantas. The aircraft has a MTOW of 412,770kg and increased fuel tankage providing a further 800km range or an additional 6,800kg pay- load. The landing gear and some fuselage frames, floor beams and skins are strengthened. The air craft also features improved flightdeck avionics, with Rockwell Collins liquid crystal displays. The first 747-400ER flew on 31 July this year and this and one other -400ER have been involved in the three-month, 275h flight-test programme. FAA certi fication was completed in October, with deliveries to Qantas following. Two of five freighter versions of the 747-400ER ordered by ILFC have been placed with Air France, the first of which has been deliv ered. The prospects of an early launch of a 747-400 freighter conversion programme have improved fol lowing the drop in used values for the aircraft. Boeing has been studying an in-house conversion pro gramme for several years and is gearing up to a launch. It aims to have partners signed up by the end of the year and is slashing the sticker price from $30 million to the "low $20 millions". Meanwhile, IAI and Korean Air Aerospace (KAL's manufacturing arm) are considering the launch of their own 747-400 freighter conversions. APB flight tested winglets for the 747 Classic on a -200 in 2000, but has realigned its design study on the -400 variant. Initial retrofits could start in the third quarter of 2004 if the programme goes ahead. Two alternatives are being considered, one which would replace the 747-400 winglets but maintain their wing-span at 64.3m, and the other which would involve adding a wingtip extension to the www.fliqhtinternational.com FLIGHT INTERNATIONAL 5-11 NOVEMBER 2002 51
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