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Aviation History
2003
2003 - 2389.PDF
Directory: world airliners 747-100/SP/200/300 An order for 25 747s from Pan American Airways launched what was then the world's largest airliner in July 1966. The first aircraft flew in February 1969 and Pan Am introduced the original P&W JT9D- powered 747-100 into revenue service between New York and London in January 1970. A heavier, longer-range version, the -200 series, entered service in January 1971 and eventually became available with a choice of three power- plants: the GE CF6-50, P&W JT9D and R-R RB211-524. Significant numbers of 747-200s were delivered as combis and pure freighters. The long-range, shortbodied 747SP (Special Performance) was introduced in 1976, although total production was only 45 aircraft. The -300, the first derivative to have an extended upper deck, was put into operation by Swissair in early 1983. Many early 747s have been bought by cargo operators and converted into freighters. The last "Classic" 747 was built in 1991. Boeing Commercial Airplane Services received US FAA certification this year for a flightdeck mod ernisation programme for Japan Airlines' (JAL) 747 Classic fleets. The core of the upgrade is a CMC Electronics CMA-900 flight management system which provides compliance with future required nav igation performance statutes and the introduction of FANS-1 -equivalent datalink functions. The upgrade also includes CMC's CMA-2102 high-gain satellite communications antenna already fitted to JAL's 767 and 777 fleets. GE launched a hot section upgrade for the 747- 200/300's CF6-50 engine last year, following a $100 million contract from Air France. The upgrade will give up to 25% improvement in time on wing and better exhaust gas temperature margin. In 1998, KLM became the first operator of the freighter-con verted version of the stretched-upper-deck (SUD) 747, which was one of two 747-200SUD combis converted into special freighters by Boeing. AGE CF6-50E2 re-engining programme for the 747 Classic 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: 488 747-400 This longer-range 747 derivative made its first flight in April 1988 and 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. Wing span is increased by 4.9m over the Classic. Features include winglets, com posite materials and an optional fuel tank in the horizontal stabiliser. The -400 is available in combi and freighter configurations. The -400D was designed for short routes in Japan's domestic mar ket 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. 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) Max payload (kg) Powerplant Standard fuel capacity (I) Option Normal operating speed (Mach) 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 " - 747-400ERF -400 70.7 64.4 19.41 541.16 6.13 363,200 396,900 260,360 295,740 181,120 251,740 70,620 4 x 57,-63,000lb GE CF6-80C2B or 4 x 57.-63,000lb PW4056/4062 or 4 x 56,-59,300lb RB211-524G-T/H-T 204,340 216,840 0.855 507 45,100 3,018 2,179 660 524 416 11,440km 13,430km 416 -400ER 70.7 64.4 19.41 541.16 6.13 412,780 295,740 183,840 251,740 67,900 4 x 63,000lb GE CF6-80C2B5F or 4 x 63,000lb P&W PW4062 or 4 x 59,300lb RB211-524H-T 228,250 241,140 0.855 507 45,100 3,322 2,179 660 524 416 13,875km 14,200km 416pax 400F 70.7 64.4 19.41 541.16 6.13 396,900 412,780" 295,740 - 164,020 276,700 112,670 4 x 57,-63,000lb GE CF6-80C2B5F or 4 x 57.-63,000lb PW4056/4062 or 4 x 56,-59,300lb RB211-524G-T/H-T 203,515 - 0.855 507 45,100 3,078 2,240 - - - 8,230km 9,200km" 113t payload The extended range -400ER, with an MTOW of 412,770kg and increased fuel tankage, entered ser vice with Qantas (passenger) and Air France (freighter) late last year. The changes provide a fur ther 800km range or an additional 6,800kg payload. lAI's Bedek Aviation Group became the first com pany to launch a PTF conversion for the 747-400, in September. The company is converting passenger and combi aircraft, and expects to deliver the first aircraft in mid-2005. Boeing is also proposing a conversion, and has selected as the modification shop Taikoo (Xiamen) Aircraft Engineering (TAECO), which already under takes 747-200 and -300 conversions. Several carriers are in talks with Boeing over contracting TAECO to convert 747-400 passenger aircraft to freighters in 2005. Boeing has the prime role on the programme, with full responsibility for product devel opment and marketing. Boeing has a $20 million target price for 747- 400SF conversion, around $1.5 million more than the IAI modification. Aviation Partners Boeing (APB) is now studying a blended winglet design for the -400, which it could start retrofitting next year. Based on the design test ed on a 747-200 proof-of-concept flight in 2000, the -400 winglets could be 3.05-4.4m tall. Two main concepts are being evaluated, one of which would effectively replace 747-400 winglets with the new blended composite design, while the other would involve adding a wingtip growing overall span to around 66.1 m. The company estimates block fuel savings over the 747-400 of around 4% from the modification based on the initial -200 results. Production Final assembly takes place at Boeing's Everett, Washington, plant, and 27 aircraft were delivered last year. The rate is running at less than two a month, down from the mid-1998 peak of five a month. Ordered: 609 Delivered: 650 747 Advanced Boeing's efforts to launch a stretched 747 derivative took a new turn in June, with the unveiling of the "747 Advanced". This model is the latest in a long line of new generation 747 derivatives proposed by Boeing, which included the 747-500/600X of 1996/7, the 747X/ 747X Stretch of 2000/1 and 2002's -400XQLR (Quieter Longer Range). None of these proposals reached the launch stage. After the -400XQLR proposal, Boeing began looking at a more capable -800X variant before adopting the designation "747 Advanced" in mid- 2003. Different stretches are being studied for the passenger and freighter versions of the 747 Advanced, which would incorporate some 7E7 technology, including the powerplant. The new fam ily is expected to have an entry into service target of no earlier than 2009. The freighter would be the longest of the two pro posed models, with a stretch of almost 5.1m to www.flightinternational.com FLIGHT INTERNATIONAL 21-27 OCTOBER 2003 63
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