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Old July 21st, 2004, 03:20 PM   #1
Isan
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Boeing's design of 777-200LR

Boeing recently completed 90 percent of the design for its 777-200LR (Longer Range) passenger airplane, which Boeing says will fly farther than any other commercial jetliner.

The milestone signifies that Boeing is moving from design to production of the world's longest-range passenger airplane, which will carry 301 passengers up to 9,420 nautical miles (17,446 kilometers).

"With over 3,000 engineering events released, program partners and suppliers around the world have begun manufacturing the first detailed parts," said Lars Andersen, Longer-Range 777 program manager.

The 777-200LR will extend the range of the 777 family by more than 1,500 nautical miles (2,775 kilometers), allowing airlines to service non-stop routes such as Chicago-Sydney and New York-Singapore at full passenger payload and carry revenue cargo.

The first 777-200LR enters production in October and begins flight testing early next year. First delivery is scheduled during the first quarter of 2006.

The twin-engine 777-200LR will be powered by a high-thrust derivative of the General Electric GE90 engine that is on existing 777s.
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Old July 21st, 2004, 03:23 PM   #2
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how far can the new airbus fly? compared to this.. and who looks to be buying the 777-200lr

also.. any pictures?
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Old July 22nd, 2004, 02:21 PM   #3
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Boeing's Design of World’s Longest-Range Jetliner Nears Completion

EVERETT, Wash., July 19, 2004 -- Boeing [NYSE:BA] recently completed 90 percent of the design for its 777-200LR (Longer Range) passenger airplane, which will fly farther than any commercial jetliner.

The milestone signifies that Boeing is moving from design to production of the world's longest-range passenger airplane, which will carry 301 passengers up to 9,420 nautical miles (17,446 kilometers).

"With over 3,000 engineering events released, program partners and suppliers around the world have begun manufacturing the first detailed parts," said Lars Andersen, Longer-Range 777 program manager. "This airplane will provide non-stop service anywhere in the world, carrying more passengers, offering more cargo volume, consuming less fuel, and flying farther than the A340-500."

The 777-200LR will extend the range of the market-leading 777 family by more than 1,500 nautical miles (2,775 kilometers), allowing airlines to service non-stop routes such as Chicago-Sydney and New York-Singapore at full passenger payload and carry revenue cargo.

The first 777-200LR enters production in October and begins flight testing early next year. First delivery is scheduled during the first quarter of 2006.

The twin-engine 777-200LR will be powered by a high-thrust derivative of the General Electric GE90 engine that is on existing 777s.

Offering airlines additional flexibility in serving the non-stop routes that passengers demand, the Longer-Range 777s (777-300ER and 777-200LR) have accumulated 76 orders from seven customers worldwide. So far, two customers have ordered five 777-200LRs.
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Old July 22nd, 2004, 02:29 PM   #4
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Boeing 777X customers

Quote:
Originally Posted by Blend
who looks to be buying the 777-200lr?
With a total of ten customers, Airbus currently holds 20 and 44 firm orders and 20 and 23 options for the A340-500 and -600, respectively. This figure compares to Boeing's six customers, 3+4 commitments for the 777-200LR and 46+26 for the 777-300ER. The competition of the A340-500/-600, the diverging philosophies imposed by the A380 or the Sonic Cruiser, as well as poor economic conditions will probably pressure the 777X sales in the coming years and may call for further product development.


Customer for 777-200LR

EVA Airways 3/4 (option)
Pakistan Airlines 2/3 *


Customer for 777-300ER

Air France 10/10
GECAS 10/10
Japan Airlines 8/2


Source from AirTransportBiz.com

Another news
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Last edited by Isan; July 22nd, 2004 at 02:35 PM.
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Old July 22nd, 2004, 02:44 PM   #5
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Biggest Jet Engine

The quest for speed, quiet and distance leads to bigger jet engines.
BY PAUL EISENSTEIN
Photos and illustration by General Electric



POWER LIFTER: During on-the-ground tests, the General Electric GE90-115B generated 123,000 pounds of thrust.



JETS GET BIGGER
Boeing's 777-300ER can carry as many as 365 passengers up to 7250 nautical miles. On still longer routes, airlines will operate the 777-200LR, which can carry 301 passengers 8865 miles.

Hauling that much weight for such great distances takes plenty of power for a twin-jet aircraft. Under normal operations, the GE90-115B is rated at 115,000 pounds, yet it has shattered its Guinness record, reaching 127,900 pounds of thrust during tests in late 2002.

Unlike von Ohain's original turbojet, the GE90--and most of its competitors--is a turbofan. The basic principles are similar: Jets draw in outside air, which is compressed, mixed with fuel, then burned and exhausted at high speed, producing thrust. Turbo-fans add an additional set of spinning blades in front of the compressor. Much of that air bypasses the engine core, adding plenty of extra thrust without using more fuel.

Titanium blades would simply be too heavy in an engine this size. Composites provide the key. Extremely light, durable and efficient, they're used for the front fan blades (see illustration, right). Their huge size allows them to run relatively slowly, which is a critical factor for noise control. That is good news for those living near urban airports.

Composite blades require less torque to turn. And they're incredibly resilient. During their first five years in service, smaller versions of the GE-90 have had dozens of bird ingestion "events," yet they've remained fully serviceable.

In a business where profits turn on shaving pennies from the cost of transporting each passenger, the next generation of big engines spells good news for airline operators. General Electric says the GE90-115B turbofan offers the greatest propulsive efficiency of any commercial transport.
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Old July 22nd, 2004, 02:52 PM   #6
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Boeing 777-200/300

777-200LR Series (772C)

Boeing claims the C-market 777-200LR will be the longest ranging airliner, capable of flying 8865 n.m. (16,400 km) for 18 hours. It will achieve this with huge 110,000 lbf (489 kN) thrust GE90-110B1 turbofans, a significantly increased MTOW and optional auxiliary fuel tanks in the rear cargo hold. Other new features include raked wingtips, a new main landing gear and additional structural strengthening.

The direct Airbus equivalent is the A340-500.



777-300ER Series (773B)

The B-market 777-300ER series is a long range version of 777-300, and is designed as a replacement for the 747-400. This is a result of Boeing's strategy to target the 747 series as cargo freighters rather than passenger aircraft.

The 777-300ER contains many modifications, including the GE90-115B engines, which are currently the world's most powerful jet engine with 115,300 lbf (513 kN) thrust. Other features include raked wingtips, a new main landing gear, extra fuel tanks, as well as strengthened fuselage, wings, empennage, nose gear, engine struts and nacelles. The range has increased to 7,250 n.m. (13,400 km) with a 365-passenger three-class configuration. The 777-300ER programme was launched by Air France, though for political reasons, Japan Airlines was advertised as the launch customer.

The direct Airbus equivalent is the A340-600.


Some Boeing 777 facts


The 777-300ER is the second-largest commercial passenger airplane after the 747-400 and has been tested with a maximum take-off weight (MTOW) of 351 metric tons.

The 777's undercarriage is the largest ever incorporated into a commercial jetliner, and its tyres are the largest ever fitted to a commercial aircraft.
The 777-300ER has been tested flying with only one working engine for as long as six hours 29 minutes over the Pacific Ocean as part of its ETOPS trials. (Note: 3 hours successful and reliable operation of one-engine-out is sufficient for ETOPS 180-min certification, based on current rules.)

The GE90 engines fitted on some 777 have a diameter larger than that of a 737 fuselage. The Guinness Book of World Records recognized the GE90-115B, powering the 777-300ER and 777-200LR, as the "World's Most Powerful Commercial Jet Engine" with a tested thrust of 127,900 lbf (569 kN).

The longest ETOPS-related emergency flight diversion (192 min. under one engine power) was conducted on a United Airlines' Boeing 777-200ER, carrying 255 passengers, on March 17, 2003 over the southern Pacific ocean



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Old July 22nd, 2004, 04:52 PM   #7
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Seriously, it makes me wonder if SIA is going to do the A343-B777 thingy again....especially with Boeing this desperate nowadays!
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Old July 23rd, 2004, 12:31 PM   #8
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Looks like Airbus is winning.
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Old July 23rd, 2004, 12:38 PM   #9
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Quote:
Originally Posted by zergcerebrates
Looks like Airbus is winning.
In what sense?
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"My Settlement of Singapore continues to thrive most wonderfully - it is all and everything I could wish and, if no untimely fate awaits it, promises to become the Emporium and the pride of the East" - Sir Thomas Stamford Raffles, 10th September 1820
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Old July 23rd, 2004, 12:39 PM   #10
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Quote:
Originally Posted by huaiwei
In what sense?

Confidence, sales and customer loyalty.
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Old July 23rd, 2004, 12:50 PM   #11
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Well I wont exactly put it down in that way..both have made huge gambles, and both might actually win at the same time. Who noes if both the 7E7 as well as the A380 end up as winners regardless of each other's presence?

Anyway, this particular thread will be more of this B777-200LR vs the A340-500 and to some extent, the -600 range as well. At present I am still undecided if this boeing aircraft will have that extra edge, considering the small premium it has over the other in terms of range alone. Better comparisons should be feasible later as more details comes in I suppose.
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Old July 23rd, 2004, 01:32 PM   #12
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Airbus has a head start in long-distance market

By JAMES WALLACE
SEATTLE POST-INTELLIGENCER REPORTER

The Airbus A380 "whaleJet" does not pose as much of a threat to Boeing as the company's critics say, even though it will supplant Boeing's 747 as the queen of the skies in a couple of years, according to noted aviation expert Michael Boyd.

Rather, it is the new Airbus A340-500 that represents the bigger threat to Boeing, according to Boyd, president of Boyd Group Aviation Systems Research in Evergreen, Colo.

The new Airbus plane, which entered service with Emirates Airlines in October, can fly farther than any other jetliner, making possible non-stop ultra-long-range routes to city pairs nearly half way around the world from each other.

Boeing won't have a plane in service that can match or beat the performance of the Airbus A340-500 for another two years, but already the two jet makers are locked in a fierce market battle -- one that is likely to intensify this year. Boeing is generally considered to have had the upper hand until now with its popular 777 matched against the Airbus A340. But the next couple of years will see whether Airbus can maintain its head start advantage with the A340-500, as well as a bigger but shorter-range version called the A340-600.

"If it works out as Airbus expects, it could be a major chink in Boeing's armor, opening new potential for Airbus to get into the U.S. 747-400 or 777 operators," Boyd wrote, referring to the A340-500 in the Boyd Group quarterly report.

Late yesterday, Singapore Airlines began operating an A340-500 on the longest non-stop route ever attempted by a commercial jetliner with passengers -- from Los Angeles to Singapore, a distance of more than 9,000 miles. Fighting headwinds, the flight from LAX to Singapore's Changi airport is scheduled to take 18 hours and 20 minutes, about two and half hours more than the return flight to Los Angeles.

Curiously, though, this new non-stop Singapore Airlines flight on an Airbus A340-500 may actually help spur Boeing sales.

After the airline industry's worst-ever downturn the past couple of years, the market is beginning to gradually come back, said Rob Faye, regional director for product marketing in Boeing Commercial Airplanes.

"We see people opening up the long-range market like Singapore and Emirates," he said. "And the momentum is going to start building when you have this new Singapore service. You will see more airlines that had been thinking about it say, 'this is now a reality.' So some momentum is going to build, probably over this year and early next year."

"You will see some significant sales for our 777-200LR," Faye predicted. But he acknowledged the Airbus head start has given it an early boost. "In the short run, they do have an advantage. They will get some sales. The problem with that is the airlines are probably buying the wrong airplane for them."

Boeing certainly isn't conceding anything to Airbus.

The two-engine 777-300ER, which will compete against the four-engine A340-600 that has been in service for about two years, is wrapping up a yearlong flight test program, with performance even better than expected, according to Boeing. The first 777-300ER (for extended range) will be delivered to Air France -- the international carrier in Airbus's backyard -- in April.

But Boeing's answer to the newer four-engine A340-500 is the two-engine 777-200LR, which will have even more range than the Airbus jet. Only 50 percent of the engineering design work on the 777-200LR has been completed, however, and the plane is not expected to enter service until early 2006.

In the meantime, Airbus has won some high-profile early order battles.

Airbus lists 20 firm orders for the A340-500, although two of those are from bankrupt Air Canada. That's 15 more orders than Boeing has won for its 777-200LR (the LR stands for longer range). Boeing has only two firm customers for the plane. EVA Air in Taiwan has ordered three planes and Pakistan International Airlines has placed two orders.

Boeing is hoping recent performance of the 777-300ER during flight testing will lead to orders for both the 777-300ER and 777-200LR.

The range of the 365-passenger 777-300ER has been improved since the program was announced in 2000. It is now out to 8,861 miles (7,700 nautical miles). The maximum take-off weight has also gone up. And fuel performance is 1.5 percent better than expected.

Boeing says the range and payload improvements should spill over into the 777-200LR and provide a marketing boost. The 301-passenger 777-200LR will have a maximum range of about 10,587 miles. The A340-500, which Airbus maintains can carry up to 313 passengers in three classes, has a range of about 9,782 miles.

Airbus isn't standing still, though. It is already developing an extended range A340-600 high-gross-weight version, with the launch orders provided by Emirates and Qatar Airways at last year's Paris Air Show. Emirates has ordered 18 of this newer model, which will be able to fly about 750 miles farther than the current A340-600, or carry more payload. The A340-600 and 777-300ER are capable of making non-stop flights of 14 hours or more.

Boeing's current 777 family has had great success since the first plane entered service with United in 1995, but industry analysts are unsure whether the 777-300ER and the 777-200LR will be as successful against the A340-500 and A340-600.

"Anyone without a 777 is either not a global player or Lufthansa," said Richard Aboulafia, senior aviation analyst with the Teal Group, an industry consulting firm. But Boeing and Airbus are more likely to split the market with their respective new longer-range planes, he said.

When Boeing announced in early 2000 that it would launch development of the new longer-range versions of the 777, it estimated the market for the 777-300ER and 777-200LR to be about 500 planes.

It did not break down the market further, but the bulk of orders will go to the 777-300ER and A340-600. That's because the A340-500 and 777-200LR are competing in a niche market.

As the range of planes increases beyond about 9,200 miles, there are few city pairs of any consequence to be connected.

"We are just about there," Boeing's Faye said when asked how much range more beyond the 777-200LR is really needed.

"Once past where we are now (10,587 miles with the 777-200LR), you are getting into a market that is so thin in terms of city pairs that are significant enough to handle the kind of traffic you would need for the airplane that it may not make sense."

As one of Boeing's marketing leaders, Faye can instantly provide a wealth of charts with facts showing why the two Boeing planes are superior to the two from Airbus. Airbus marketing people, of course, have just as much data supporting the superiority of their planes.

Emirates Airlines provides a good case study of the relative merits of the four jets from Boeing and Airbus, at least from the perspective of one important customer.

At the Paris Air Show in 2003, Emirates placed firm orders for the 18 A340-600 higher gross weight planes and ordered additional A340-500s -- it now has 10 on order. Emirates also leased 26 777-300ER jets from International Lease Finance Corp. and from General Electric Capital Services.

Emirates President Tim Clark, in an interview, said he and others at Emirates carefully weighed the Boeing and Airbus planes before deciding to buy from Airbus.

The airline already operates the basic 777-300 and "loves" the airplane, Clark said.

"It's a mean machine. It has transformed our economics," Clark said. "On routes that have been a bit marginal, as soon as the 777 hits we go immediately to profits. It's a beautiful airplane."

The 777 has many advantages, he added. It flies faster than the Airbus plane, has a wider fuselage and the interior is popular with passengers.

But when it came down to buying planes last year, Emirates went with Airbus.

"In a nutshell, the Boeing planes were more expensive," Clark said. At the time, sales had slowed for the 777-300ER and the two leasing companies needed to find customers for their planes.

They made Emirates a super deal on leasing the 26 777-300ERs, Clark said.

"Boeing really has to sort itself out and bring that cost of ownership down for us," Clark said.

The A340-500 has a list price of from $185 million to $189.8 million. The 777-200LR has a list price ranging from $188 million to $213.5 million.

But list prices mean little. Airlines are able to negotiate steep discounts of as much as 30 percent or more from the manufacturers.

Boeing is well aware that it continues to lose important campaigns to Airbus because it can't beat its rival on pricing.

So the company's commercial airplanes business is transforming itself from an airplane maker into one that does final assembly. That's the model for the new 7E7. Suppliers will build the pieces, and bear the higher labor costs and overhead.

The end objective for Boeing is being able to sell planes for less and beat Airbus.

Emirates was looking for planes that could perform well on routes in its network of from 12 to 14 hours, and on the ultra-long-range routes of from 16 to 19 hours.

The new higher gross weight A340-4600 is better suited for the 14-hour routes, Clark said, with the 777-300ER to be used on the 12-hour routes in the Emirates structure.

The A340-500 will be used on those longest routes, such as Dubai to Los Angeles, a flight of just over 16 hours.

With its slightly higher speed, the 777-200LR could make the trip from Dubai to Los Angeles about 40 minutes faster, Clark said. But he is not sure that Emirates will be a customer for the Boeing plane.

All the advantages that Boeing argues for its 777-200LR over the A340-500, such as lower maintenance costs along with better range and payload capability, are "negated by the cost of ownership," Clark said.

"It was not just price but the whole range of benefits that came with the Airbus package," Clark said, referring to last year's huge order at the Paris Air Show. "We tried our best to persuade Boeing, to make them understand that when your competitor is seducing you with a range of benefits for an order this size, why wouldn't they (Boeing ) do that. But Boeing had to draw a line in the sand. ...

"Their plane (the 777-200LR) will be a great machine. But they have to address pricing issues."
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Old July 23rd, 2004, 10:55 PM   #13
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Interesting article, thanks for posting it I think the 777 is a really good looking plane and the cabins always look great. It's amazing to see how well Airbus is now competing with Boeing, it is really going to give the airline industry some great aircraft to choose from in the future.
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Old August 1st, 2004, 04:45 PM   #14
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Emirates, the award-winning Dubai-based international airline, already has 69 Boeing and Airbus jets, including 29 Airbus A330-200s, 12 Boeing 777-300s, nine Boeing 777-200s, five Airbus 340-500s, eight A340-300s, one Airbus A310 and five Boeing 747 freighters.

The airline's order book includes 45 Airbus A380-800s, 30 Boeing 777-300ERs plus nine options, four more ultra-long-range Airbus A340-500s and 20 Airbus A340-600 Higher Gross Weight aircraft, amounting to a total of USD $28 billion. By 2012 Emirates said it expects to have twice as many jets in its fleet as it does today.


29 July 2004
Emirates raises Euro 91 Million for new Ultra-Long Airbus
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Old August 1st, 2004, 08:26 PM   #15
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Quote:
Originally Posted by Isan
With a total of ten customers, Airbus currently holds 20 and 44 firm orders and 20 and 23 options for the A340-500 and -600, respectively. This figure compares to Boeing's six customers, 3+4 commitments for the 777-200LR and 46+26 for the 777-300ER. The competition of the A340-500/-600, the diverging philosophies imposed by the A380 or the Sonic Cruiser, as well as poor economic conditions will probably pressure the 777X sales in the coming years and may call for further product development.


Customer for 777-200LR

EVA Airways 3/4 (option)
Pakistan Airlines 2/3 *


Customer for 777-300ER

Air France 10/10
GECAS 10/10
Japan Airlines 8/2


Source from AirTransportBiz.com

Another news
In relation to PIA they will be the launch customer for the Boeing 777-200LR and will recieve the aircrafts sometime in 2006, it has already acquired 3 Boeing 777-200ERs and will later on also get some 777-300ERs.
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Old August 6th, 2004, 03:15 PM   #16
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EVA Air Orders Electronic Flight Bag for New Boeing 777s

Boeing Commercial Aviation Services Crew Information Services (CIS) group will install the Boeing Electronic Flight Bag (EFB) on board 15 new Boeing 777s for Taiwan-based EVA Air (EVA).


'We are excited to be a customer for the EFB,' said Capt. Jackson Chu, executive vice president Flight Operations for EVA. 'This new technology will help us reach new levels of safety, security and efficiency.'

EVA Air is the launch customer of EFB in the East Asia region..



'EVA Air long has been a great partner for Boeing,' said Ray Marzullo, vice president, Boeing Commercial Airplanes Aviation Service. 'The airline's continued investment in advanced technology is a great example of their unrelenting commitment to high quality and reliable service.'

The EFB can carry all documentation and forms carried by the pilots – aeronautical charts, manuals for fault reporting and operations, minimum equipment lists and logbooks – all in digital format at the crew’s fingertips. It also includes an on-board performance tool that allows the pilot to calculate the ideal speeds and engine setting for an aircraft instantly, in any weather, on any runway, with any payload.

In addition, it can enhance runway situational awareness: The EFB integrates geo-referencing technology with airport taxi charts to show flight crews exactly where they are on the tarmac. The EFB also gives flight crews a viewer for monitoring the Flight Deck Door area, helping them meet new and anticipated regulatory requirements.

EVA will use a hard-mounted “Class 3” version of the EFB comprising software from Boeing subsidiary Jeppesen and electronics and display hardware from Astronautics Corp. of America on its aircraft. Boeing CIS received FAA certification for its Class 3 EFB in October 2003, when the first commercial unit was delivered to KLM Royal Dutch Airlines.

Under the agreement, EVA will have an EFB system installed, certified and delivered on the 15 777s that it has on order. EVA will receive its first EFB-carrying 777 in mid 2005

Installation of an EFB gives EVA a first step into the future of the e-enabled air transport system. Boeing intends to offer content, applications, and services that connect all the data generated by an entire flight operation – in the air, on the ground and in the hangar -- meaningful to all users: pilots, mechanics, flight attendants, operations departments and airport users – and other potential customers.



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Old August 6th, 2004, 03:38 PM   #17
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Boeing 777 Overhead Rest Areas now certified for occupancy during taxi, takeoff, and

Boeing’s innovative overhead rest area for pilots, available exclusively on the long-range 777 family of airplanes, now is certified for occupancy during taxi, takeoff, and landing. Relief pilots now can be seated comfortably in the overhead rest without interruption at the beginning and end of long-range flights, freeing up premium seats in the main cabin for revenue passengers.

The updated certification by the U.S. Federal Aviation Administration and Europe’s Joint Aviation Authority creates additional value for airlines that operate long-range 777s with the overhead flight crew rest.

“Airlines want to maximize the earning potential of all their flights,” said Lars Andersen, Longer Range 777 program manager. “We worked closely with our customers to develop a crew-pleasing, revenue-generating crew rest and storage solution that is simply not available from our competitor.”

Boeing estimates that the crew rests could generate between $4.9 and $11.25 million in additional revenue over 20 years for an airline.

The pilot rest area includes two spacious sleeping berths, two business-class-comfort seats, and an area for optional amenities such as a closet, sink, or lavatory. Leading airlines currently operating the overhead flight crew rest, including KLM Royal Dutch Airlines, are not only pleased with the additional revenue generation, but have received very positive reviews from their pilots.

“KLM’s 777 pilots appreciate the spaciousness and complete privacy of the rest area,” said Michel Coumans, Senior Vice President, Fleet Services, KLM. “The resulting benefit is having more seats available to passengers in our World Business Class cabin.”

By taking advantage of the overhead area of the airplane – located between the top of the stow bins and the crown of the airplane – for crew rest stations and storage, airlines can use the main and lower decks exclusively for revenue-generating passengers and cargo. Operators of the 777-200ER (Extended Range) and 777-200LR (Longer Range) can save up to four passenger seats and four cargo containers, while the 777-300ER saves up to seven seats and six cargo containers.

Overhead rest quarters for flight attendants are also available with no sacrifice to the passenger-pleasing 777 interior. The 777-200ER and 777-200LR are provisioned for a six-bunk attendant rest station, with some personal stowage for the attendants. The 777-300ER has options for a six-, eight- or ten-bunk arrangement. In addition to the bunks and personal storage, airlines can add optional stowage to the module. All are accessed through private and secure entry doors in the economy class section.

The 777’s overhead rests are unique, since the bunks are not stacked vertically on top of each other. Also, flight crews are no longer required to descend into crew rests traditionally located in the airplane’s cargo hold. The innovation has not only delighted airlines such as Air France with increased cargo capacity, but also has pleased flight attendants who have enjoyed the spaciousness and privacy found overhead on the 777.

“Air France flight attendants prefer the privacy, comfort, and increased personal space found ‘upstairs’ on our all-new 777-300ER aircraft,” said Nicolas Bertrand, Long Haul Fleet Director, Air France. “The additional cargo capacity that results is a tremendous benefit to us – more revenue.”

The overhead space innovations were developed in cooperation with 19 airlines, and included a team comprised of pilots, flight attendants, and engineers. The “Working Together” team spent over three years creating and perfecting the design, focusing on factors that contribute to getting a good rest.

To date, Boeing has 81 orders for its 777-300ER and 777-200LR, and every customer wants crew-rest modules. Three customers have ordered 777-200ERs with the overhead crew-rest option.



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Last edited by Isan; August 6th, 2004 at 03:53 PM.
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Old August 6th, 2004, 04:03 PM   #18
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Design 90 Percent Complete On Long-Range Boeing 777-300ER

(Source : Boeing Co.; issued June 11, 2002)




EVERETT, Wash. --- Boeing engineers have released to manufacturing 90 percent of the design drawings necessary to build the 777-300ER (extended range) airplane. This means that design work on this first of two new longer-range 777s is nearly complete and signifies that the program is moving from the design to production phase.

"We've released more than 10,000 engineering events," said Roger Houck, Longer-Range 777 deputy chief project engineer. "Now, with most of the engineering drawings complete, program partners and suppliers around the world have begun manufacturing the first detailed parts."

A unique aspect of the program is that the design team consisted of designers from multiple continents. The 777-300ER represents one of the first large-scale commercial airplane efforts to design and build globally.

Much of the 777 airplane structure, which includes fuselage panels, the wing center section assembly, wing-to-body fairings, passenger entry doors and wing inspar ribs, is produced by a consortium of Japanese aerospace manufacturers including Mitsubishi Heavy Industries, Kawasaki Heavy Industries, Fuji Heavy Industries, Shinmaywa and Nippi.

Many of these components will change to accommodate 777-300ER requirements. When completed, they will be shipped to Boeing's assembly plant in Everett, Wash.

In addition to being the current flap track fairing and wing tip supplier for the 777 program, Korean Air Lines, Aerospace Division, will manufacture the airplane's new wingbox extension and raked wing tips.

Each 777-300ER wing is being extended by 6.5 feet (1.98 meters), and raked wingtips are being added to improve the overall aerodynamic efficiency. The raked wingtips help reduce takeoff field length, increase climb performance and reduce fuel burn.

Major European suppliers that continue to be involved in production of the newest 777 include:

--Spain - Constructionnes Aeronauticas SA continues to produce the 777s, ailerons, flaperons and radome;
--Italy - Alenia Aerospazio continues to produces the 777s outboard flaps; and
--United Kingdom - BAE Systems produces the fixed leading edges and Smiths Aerospace produces the electrical load management system and fuel quality indicating systems.

Major U.S. firms that continue to be involved in production of the newest 777 include:

--Goodrich, which produces the main and nose landing gear;
--Honeywell, which produces the Airplane Information Management System and various other systems;
--Hamilton Sundstrand, which produces multiple environmental control system and electrical systems and components; and
--Vought, which produces spoilers and flaps.

Boeing anticipates a market demand for more than 500 of these longer-range 777 models, with about 45 percent of those airplanes going to Asian operators.

The two new 777s, the 777-200LR and 777-300ER will extend the range of the 777 airplane family, while providing airlines with the ability to increase revenue. For example, an airline flying a 777-300 with 365 passengers and 2,000 pounds of cargo (900 kilograms) from Los Angeles to Tokyo could carry an additional 43,500 pounds (19,700 kilograms) of cargo on the new 777-300ER.

On longer routes currently served by the 777-200ER, such as from Paris to Los Angeles, the 777-300ER can fly that same route carrying an additional 78 passengers and 4,000 pounds (1,800 kilograms) of cargo. On even longer flights, such as from New York to Hong Kong, the 777-200LR can carry 22 more passengers and 35,000 pounds (15,900 kilograms) more cargo than the 777-200ER.

In addition, when the 777-300ER enters service in 2004, it will have a lower empty weight than originally forecast, increasing maximum payload carried on all routes by 1,000 pounds (450 kilograms) for both models.

The Boeing 777 longer-range airplanes will have seat-mile costs that are 15 to 18 percent lower than the A340-500 and A340-600 models. Fuel burn is considerably lower - 21 to 22 percent lower for the longer-range 777s - when compared to the A340-500 and A340-600. The 777 also takes advantage of new technology that makes maintenance more efficient and lowers costs.

In a typical three-class configuration, the 777-300ER will transport 365 passengers 7,250 nautical miles (13,427 kilometers). The 777-200LR will transport 301 passengers up to 8,865 nautical miles (16,417 kilometers).

The fuel-efficient, twin-engine Longer-Range 777 airplanes will be powered by a higher-thrust derivative of the General Electric GE90 engine that is offered on the existing 777s. The derivative engine will provide 115,000 pounds of thrust - the most ever on a commercial jetliner.

The 777 family of airplanes has captured 68 percent of its market, with more than 30 customers worldwide having ordered 600 airplanes. This includes 49 Longer-Range 777s ordered by six customers including: Japan Airlines, Air France, All Nippon Airways, EVA Airways, GE Capital Aviation Services and International Lease Finance Corp.

Boeing also is developing two new Longer-Range 747-400s, one a passenger airplane and the other a freighter. The first of these airplanes rolls out of the factory later this month, and delivers to launch customer Qantas Airways in October. These longer-range 747-400s complement the 777 family, and together, the two airplane programs form the backbone of the Boeing long-range airplane strategy.

Major assembly of the first 777-300ER begins June 20.
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Old August 6th, 2004, 04:12 PM   #19
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The 777 is the best aircraft Boeing have ever made - both in aesthetics and performance.
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Old August 9th, 2004, 04:17 AM   #20
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Will be while before this will go public (my source doesn't yet know the carrier they're going to be for)...

...but GECAS has now firmed the LOI it placed for eight 777-26NLRs. First delivery is scheduled 11/06, with the order completed in 8/09.

With the huge order expected from Singapore, one can expect it to replace the A345 with the even longer ranged 777LR
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