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Aviation History
2004
2004-09 - 1222.PDF
FARNBORO I N T E R N A T AirliL*rs -imiiar raft, would be certificated at lower weights and use derated engines. This aircraft has been Sing .Airlines in a head-to- . foi /idt usee £ with its A310s. However, Airbus's long-term view is that the short-haul, high-density market will require : is fundamentally dif- I 11 Regional study Leahy rev ealed last year that Airbus is study ing an all-new "regional people-mover opti- : for stagt jths of l,00Onm" to n . h-capacity, short-haul :, under the project name "A30X". He believes that Boeing's plan to compete in short-range markets with a cropped-wing A3O0/A33O AND 7E7 COMPARISON Length (m) 54.1 Wingspan (m) 44.8 Fuselage cross-section (m) 5.64 Maximum take-off weight (t) 171.4 '. igine thrust (lb '000; 5 61.5 ngers Cruise speed (M) 0.79 Range with typical load (km) 7,500 Average list price ($m) c '• ?5n . 56 50-52 5.74 N/A ! 289* 0.85 6,500 n/a 2008 7E7-8 56 59 5.74 217.9 65-67 217B 0.85 15,700 125 2008 A330-200 59 60.3 5.64 230/233 68-72 253B 0.82 12,600 150 1998 7E7-9 62 59 5.74 226.8 68-70 257B 0.85 15,400 150E 2010 ;*utes: A - two-class pax- B - three-ciass pax. C -2004 figures. D - last passenger A300-600R delivered in 2003. E - estimate based on 20% inflation of 7E7-8 price. F - A300-600 A330-300 63.6 60.3 5.64 233 68-72 295B 0.82 10,500 167 1993 version of the 7E7 is fundamentally flawed. "It is hard to come up with something that can offer 10% cost savings on short stage lengths," he says. However, technologies emerging by the end of the decade will enable the A30X to offer such an advance when it enters service in around 2014-15, he adds. So plans are afoot in Toulouse to respond to the 7E7, but potential cus tomers may have to be patient. • The 747's London's QC2 noise limits. Buoyed best by signs of new life in the existing chance -400/400ER/400F markets, to be Boeing is also seeing renewed stretched interest in the Advanced. "We don't could see it being a 'barn burner' in come as it terms of the orderbook, but we noses its think it will stay strong for a num- way into ber of reasons," says Till. "A lot of its fifth customers are not interested in decade moving up to the A380, and there are still a lot of people in a 'wait- and-see' mode. The 747 fits into the existing market infrastructure, whereas the A380 is limited. The Advanced fits into the ICAO Code F size category [below the ICAO- established 80 x 80m box within which the A380 fits]." In the meantime, new details are emerging about the design of the Advanced, which will be put through windtunnel tests in 2005 in the run-up to an expected go- ahead decision in 2006. With timing tied closely to the develop ment of the General Electric GENX and Rolls-Royce Trent 1000 engines for the 7E7, entry into ser vice is expected to be late 2009 or early 2010-18 months to two years behind the new twin. The passenger version will be a stretched variant of the -400ER with a 2.03m-long plug inserted into the constant-section double deck forward Section 42 at fuse lage station 740. A second 1.53m plug will be inserted close to the trailing edge at fuselage station 1480, a natural production break between the overwing Section 44 and aft fuselage Section 46 where the aft pressure bulkhead of the body gearwheel well is situated. Total overall length increases to 74.2m compared with 70.6m for the current model. The stretch is optimised for increased seating capacity by adding most of the length in the double-deck section. The baseline aircraft, with a maximum take-off weight (MTOW) of 422,000kg (930,000lb), will seat up to 450 and have a 14,800km (8,000nm) range. It will also have a modernised 777-style flightdeck, and be "wired" or e-enabled from the production line for the Connexion by Boeing system. The CONTINUED ON P54 n*ww.f lightinternational.com FLIGHT INTERNATIONAL 13-19 JULY 2004 S3
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