FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
2004
2004-02 - 0029.PDF
Prog ra mme update better brakes. The TSP also results in approach speeds (at maximum landing weight of 251,500kg) of 150kt (277km/h), versus the 153kt originally predicted. The initial production batch will be delivered with a set of interim performance characteristics including an MTOW of 344,860kg and a maximum range of 13,900km. Boeing says the aircraft will be upgradeable to the higher weight capability with the addition of a stronger tow fitting on the nose landing-gear leg, and stronger fuse pins on the main landing-gear lower chord stabilisation braces. Early indications of the heavier weight capabilities were confirmed in May 2003 when aircraft WD501 established a new MTOW record for a twin-engined aircraft when it lifted off from Edwards AFB, California on a test flight at a weight of 351,300kg. At the time Boeing publicly had no plans to raise the MTOW for the -300ER beyond the limits due to be delivered in the initial production aircraft, but acknowl edged the results supported its early 2003 decision to raise the target MTOW of the -200LR to 347,800kg. With the first test airframe due to com plete a final round of natural icing tests in the next few weeks, the focus is already shifting to the third test and first production aircraft, WD521. Having made its first flight on 10 January, WD521 is expected to add up to 160 flight and 240 ground-test hours to complete the 777-300ER flight and certification test effort. WD501 will join the second airframe, WD502, in refurbishment at Everett, where it has been since completing its contribution to the programme on 19 November 2003. The third aircraft is already fitted with a complete interior including crew rest areas in the upper lobe. Tests will focus on smoke detection and evacuation, environmental control system, full interior systems, radio interference, noise and function and reliability tests. "This air craft will be busy the whole way through to late March with first of model and basic certi fication testing," says Andersen. So far nine customers have signed for the longer-range models, including two leasing companies and seven airlines. The bulk of the first batch of aircraft will go to Air France, which is to take 16 of the first 26 air craft due to be delivered between April 2004 and May 2005. Of this tally, 10 are being bought direct while a further six will be leased through ILFC. The two refurbished test aircraft, WD501 and WD502, are set for delivery to Japan Airlines (JAL) around July. JAL is to take eight -300ERs between July 2004 and July 2008. Apart from Air France, the customers for the new twins are from Asia or the Middle East. Emirates, the largest customer for the -300ER, with 26 aircraft set for delivery between March 2005 and December 2008, is splitting its otder between lessors ILFC and GECAS, which holds a slightly larger share of the overall total, with 14 aircraft. EVA Air, like PIA, has ordered the -200LR and -300ER and is to take all four of its firm-order stretch variants between January and September 2005, while its three -200LRs are expected to be handed over between May and December 2006. PIA is to start taking the first of three -300ERs around October 2005, four months before its first -200LR. All Nippon Airways has six - 300ERs on order, with deliveries expected to be spread over two years from December 2004 to December 2006. Beyond December 2008, positions are reserved for a further eight -300ERs for an unannounced cus tomer, believed to be Singapore Airlines. The current orderbook sees Boeing deliv ering 13 -300ERs (including the refurbished test aircraft) in 2004, 22 in 2005,19 in 2006 (including five -200LRs), nine in 2007 and seven in 2008. However, with a successful flight-test effort behind it for the -300ER and good results expected for the -200LR in 2005, Boeing is optimistic of building the orderbook and build rate as the hoped-for point-to-point market is established. • FOR 777-300ER FLIGHT TEST SEE P28 BOEING 777-200LR/300ER CHANGES FROM 777-200/300 Increased fuel capacity Strengthened nosegear New main landing gear (semi-levered on -300ER) FLIGHT www.flightinternational.com FLIGHT INTERNATIONAL 20-26 JANUARY 2004 27
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
