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Aviation History
2004
2004-09 - 2178.PDF
Directory: is due to fly by mid-2006 and could form the basis of a new heavier, longer-range 737-800 variant for ini tial delivery in 2007. Dubbed the 737-800ERX, the aircraft would retain the same fuselage length as the standard -800, but include the heavier-gauge wing for the proposed -900X. MTOW would be increased by 4,540kg, to 83,500kg The Aviation Partners Boeing joint venture pro vides winglets for both BBJs and commercially operated 737NGs. Winglets are offered on new- build 737-800s and for retrofit and are also available on the -700. APB continues to assess the applicabil ity of winglets on the 737-600 and -900. Production The 737NG models are built at Boeing's Renton plant near Seattle, Washington. Boeing delivered 173 737s last year. Output has averaged around 17.5 aircraft a month this year. Ordered: 2,358 (68 -600s, 965 -700s, 1,184 -800s, 55 -900s, 86 BBJ1/BBJ2s) Delivered: 1,574 (56 -600s, 590 -700s, 802 -800s, 45 -900s, 81 BBJ1/BBJ2s) 737 Follow-on studies - "Y-1" Boeing's preliminary studies of a family to succeed the 737NG began gathering momentum in 2004. The studies are focused on what Boeing's product development preliminary design group calls the "Y- 1" replacement requirement (Y-2 is the 757/767 replacement under way with the 7E7; Y-3 is the pre liminary design requirement for a longer-term 777 successor; Y-4 is a nearer-term 747-sized solution) Y-1 is believed to cover a three-member family including 120-, 150- and 190-seat models to match the capacity range of the 737NG, as well as the lower end of the 757, which has now ceased production. Boeing says that although "there are no plans at this time to replace the 737 with a single-aisle ver sion of the 7E7", it "fully expects" the technology being developed for the new twin to "have applica tions to current and future Boeing aircraft". Flight International understands the internal entry-into-service (EIS) target date for the first Y-1 product is around 2013. The Y-1 would adopt 7E7 systems, structural and design technology. Even without additional orders, Boeing says the current 737 backlog will "carry us out to around 2010-12". 747-100/SP/200/300 Pan American Airways launched what was then the world's largest airliner into production in July 1966 with an order for 25 747s. The 747 first flew in February 1969 and Pan Am introduced the original P&W JT9D-powered 747- 100 into revenue service in January 1970. The heavier, longer-range -200 series followed in January 1971, while the long-range, shortbodied 747SP (Special Performance) was introduced in 1976 - although total production of this variant was only 45 aircraft. The -300, the first derivative to have an extended upper deck, was put into operation by Swissair in early 1983. The last "Classic" 747 was built in 1991. Jet Aviation last year completed the first Astonautics EFIS retrofit to 747 Classic with the BOEING 737 NEXT GENERATION FAMILY Length(m) Wingspan (m) Height (m) Wing area (m2) Cabin width (m) Max take-off weight (kg) MTOW option Max landing weight (kg) Operating empty weight (kg Max zero fuel weight (kg) Max payload (kg) Powerplant 2 x Standard fuel capacity (I) -600 31.2 34.31 12.5 125 3.54 56,250 65090 54,660 37,100 51,480 14,380 18,500-22,690lb 2 CFMI CFM56 -7B18/20/22 26,025 Normal operating speed (Mach) 0.785 Max cruising altitude (ft) Landing field length (m, sea Accommodation (1-class) Accommodation (2-class) Design range with pax 41,000 level/ISA) 1,340 132 108 5,650km/110 -700 33.6 34.31 12.5 125 3.54 60,330 70,000 58,060 38,145 54,660 16,505 x 20,500-24,1701b CFMICFM56 -7B20/22/24 26,025 0.785 41,000 1,415 171 146 6,040km/126 -800 39.5 34.31 12.5 125 3.54 78,240 79,000 65,320 41,145 61,690 20,540 2x24,170-26,290lb 2 CFMI CFM56 -7B24/26 26,025 0.785 41,000 1,634 189 160 5,440km/162 -900 42.1 34.31 12.5 125 3.54 78,240 79,000 66,360 42,490 62,730 20,240 x24,170-26,290lb CFMI CFM56 -7B24/26/27 26,035 0.785 41,000 1,704 189 177 5,080km/177 installation of four high-resolution 150 x 200mm LCDs and new control panels. Meanwhile, CMC Electronics upgraded a Qantas Boeing 747-300 with its CMA-900 flight management system, triple inertial reference systems and electronic horizontal situation indicator, the first of six -300s to be upgraded for the Australian carrier In 1998, KLM became the first operator of the freighter-converted version of the stretched-upper- deck (SUD) 747, which was one of two 747-200SUD combis converted into special freighters by Boeing. 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 , / Standard fuel capacity (1) -200B 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 or4x45,570lb P&W JT9D-7 or 4x50,1101b R-RRB211-524 198,380 Normal operating speed (Mach) 0.85 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 507 45,100 3,190 1,890 490 423 366 9,250km 10,660km 452 -200F 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 or 4x50,1101b RB211-524 198,350 0.85 507 45,100 3,322 2,112 - - f%S# -300 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 Dr4x45,570lb JT9D-7 Dr4x 50,1101b RB211-524 198,380 0.85 507 45,100 3,322 1,905 580 - 400 10,360km 452 SP 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 P&W JT9D-7 or 4 x 50,1001b R-RRB211-524B 178,700 0.85 529 45,100 2,165 1,705 400 331 - 9,805km 11,000km 331 www.fliqhtinternational.com FLIGHT INTERNATIONAL 26 OCTOBER - 1 NOVEMBER 2004 61
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