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Merpati Protes Pemenang Tender Angkutan Jamaah Haji Lampung

TEMPO Interaktif, Bandar Lampung - Maskapai penerbangan PT. Merpati Nusantara Airlines memprotes pemenang tender angkutan calon jemaah haji asal Lampung dari Bandara Radin Intan II Lampung ke Jakarta. Proses tender dinilai tidak transparan dan menyalahi aturan tentang penyediaan barang dan jasa atau Keputusan Presiden Nomor 54 Tahun 2010.

“Ada upaya panitia lelang dari Kementerian Agama berupaya memenangkan salah satu pihak. Upaya sanggah banding juga tidak dilayani mereka,” kata Dwi Julian, Representative Distric Merpati Airlines, di Bandar Lampung, Jumat, 7 Oktober 2011.

Dia mengatakan pihaknya sudah berupaya mengajukan sanggah banding karena tidak puas terhadap proses lelang yang memenangkan PT. Aryo Tour and Travel, perusahaan milik Aryodya, anak Gubernur Lampung Sjachroedin ZP. Perusahaan milik anggota Dewan Perwakilan Daerah RI asal Lampung itu memenangkan tender meski nilai penawaran lebih tinggi dari Merpati. Saat tender, kata dia, Merpati mengajukan penawaran lebih rendah, yakni Rp. 1,6 miliar.

Untuk mengangkut 6.334 calon jemaah haji asal Lampung dari Bandara Radin Intan II ke Sukarno Hatta Jakarta pergi pulang (PP), Merpati mengajukan penawaran Rp. 12,068 miliar sedangkan PT Aryo Tour And Travel yang menggandeng Sriwijaya Airlines mengajukan penawaran sebesar Rp. 13,65 miliar. Merpati juga merasa lebih berpengalaman dan memiliki armada yang mencukupi untuk melayani calon jemaah haji asal Lampung. “Kejanggalan itulah yang mendasari kami protes hasil lelang dan akan menempuh jalur hukum jika ada indikasi panitia menghambat upaya sanggah banding,” katanya.

Merpati, kata dia, lebih unggul dari segi teknis dan pengalaman karena sudah menangani transportasi jemaah haji di Mamuju, Sulawesi Barat; Sorong, Papua Barat, dan daerah lain. Lampung membutuhkan transportasi udara untuk mengangkut para calon jemaah haji dari Bandara Radin Intan II ke Jakarta setelah Bandara Radin Intan II ditetapkan sebagai embarkasi antara. Itu membuat para calon jemaah haji asal Lampung tidak lagi masuk ke asrama haji di Jakarta sebelum terbang ke Tanah Suci.

Sementara itu menanggapi protes dari Merpati, Kantor Wilayah Kementerian Agama Lampung tetap kukuh menyatakan Aryo Tour and Travel sebagai pemenang. Mereka tetap akan menggunakan jasa perusahaan itu untuk mengangkut calon jemaah haji mulai 9 Oktober nanti.

“Itu hak mereka melakukan protes. Kami tetap memberangkatkan jemaah dengan perusahaan pemenang tender sesuai jadwal,” kata Istituningsih, Kepala Sub Bagian Hubungan Masyarakat Kantor Wilayah Kementerian Agama Lampung.

Pesawat Jatuh di PNG, Pilot Selamat Tapi 28 Orang Tewas

Port Moresby - Seorang pilot dan tiga orang lainnya selamat dalam kecelakaan pesawat di Papua New Guinea (PNG). Sementara 28 orang lainnya tewas di tempat kejadian.

Pesawat Dash 8 milik maskapai PNG, Airlines PNG tersebut jatuh ke kawasan hutan lebat di dekat Sungai Gogol, sekitar 20 kilometer sebelah selatan kota wisata Madang, PNG. Pesawat yang mengangkut 32 orang itu tengah dalam perjalanan dari Lae, kota terbesar kedua di PNG menuju Madang ketika jatuh pada Kamis, 13 Oktober sekitar pukul 17.00 waktu setempat.

Warga desa dekat lokasi jatuhnya pesawat menemukan empat orang yang selamat termasuk seorang pilot asal Australia dan seorang kopilot asal Selandia Baru.

"Airlines PNG dan otoritas setempat telah menyampaikan bahwa ada 28 penumpang dan 4 kru di pesawat. Mereka tahu bahwa empat orang selamat dari kecelakaan, termasuk satu pilot Australia dan satu pilot Selandia Baru," kata juru bicara Departemen Luar Negeri Australia seperti dilansir News.com.au, Jumat (14/10/2011).

Keempat orang yang selamat itu tidak mengalami luka parah. Sementara seluruh korban yang meninggal berkebangsaan PNG.

Menurut saksi mata, pesawat tersebut jatuh saat terjadi badai dan langsung terbakar begitu menghujam bumi. Peristiwa ini masih diselidiki.

sumber detiknews


Serikat Karyawan Prihatin Nasib Merpati

TRIBUNNEWS.COM, JAKARTA - Keprihatinan terhadap nasib Merpati Nusantara Airlines datang dari serikat pekerjanya. Ketua Badan Pertimbangan Serikat Karyawan (Sekar) Merpati, Aries Munandar menyatakan rasa sedihnya dengan embargo yang terjadi pada maskapai ini.
"Sangat prihatin tentunya dengan kejadian ini, dan sangat disayangkan embargo ini sampai terjadi karena tentunya para pelanggan Merpati pada rute tertentu lah yang menjadi korban atas kejadian ini," kata Aries dalam pesan BBM-nya kepada tribunnews.com di Jakarta, Minggu (16/10/2011).
Meski demikian jelasnya, dia memahami, kenapa sikap tegas ini harus diambil oleh Pertamina yang nota bene sebagai sesama BUMN. "Pastinya sudah ada komunikasi sebelumnya terkait hal ini semua, apalagi semua kan dalam kerangka bisnis to bisnis," ujarnya.
Dia berharap kejadian ini tidak terulang kembali dan  agar ke depannya manajemen Merpati bisa mendapatkan kepercayaan lagi dari Pertamina. "Toh dalam kerangka business to business semua bisa dinegosiasikan, intinya agar saling memenuhi kewajiban dan hak nya masing-masing, sehingga operasional lancar dan pelayanan kepada pelanggan lebih terjamin," pungkas Aries.

Saratoga Resmi Kempit 51 Persen Saham Mandala Airlines

JAKARTA, KOMPAS.com — Saratoga Group akhirnya menjadi pemegang saham mayoritas Mandala Airlines. Kepemilikan Saratoga Group sebesar 51 persen resmi setelah penandatanganan dokumen perjanjian jual beli bersyarat, Jumat (23/9/2011).
Selain Saratoga, Tiger Airways juga menjadi pemegang saham baru Mandala Airlines dengan kepemilikan sebesar 33 persen. Sementara sisanya dimiliki oleh kreditor konkuren dan pemegang saham lama.
"Kami senang sekali dengan finalisasi dokumen-dokumen transaksi ini dan berharap agar Mandala dapat segera beroperasi kembali," ujar salah satu pendiri Saratoga Group, Sandiaga Uno, dalam keterangan tertulis, Sabtu (24/9/2011).
Dengan penandatanganan perjanjian tersebut, penyelesaian restrukturisasi Mandala kian dekat. Sekadar catatan, Mandala Airlines telah menjalani masa uji tuntas selama lima bulan. Mandala masih harus melengkapi lagi sejumlah persyaratan transaksi yang diperlukan. Termasuk persetujuan pemerintah agar Mandala dapat segera terbang kembali. Proses ini diperkirakan memakan waktu sekitar 90 hari sebelum beroperasi.
"Kami berharap tetap mendapat dukungan pemerintah sehingga rencana Mandala dapat terbang kembali bisa terwujud secepatnya,” ujar Presiden Direktur Mandala Airlines Diono Nurjadin Udara Diono Nurjadin.
Diono menambahkan, pasca-beralihnya kepemilikan Mandala, perseroan akan menerapkan model bisnis dari Tiger Airways Group. Mandala Airlines nantinya menawarkan perjalanan biaya murah ke tujuan internasional dan domestik dalam jangkauan lima jam penerbangan. Adapun jenis pesawat yang akan dipakai pasca-restrukturisasi adalah Airbus A320. (Astri Karina Bangu/Kontan)

Rute Bandung-Lampung Bidik Pasar Keluarga dan Mahasiswa

Bandung - Dibukanya penerbangan langsung Bandung-Lampung oleh maskapai Merpati Airlines diharapkan bisa mengakomodir kebutuhan warga Lampung atau Bandung yang selama ini bolak-balik dengan menggunakan jalur darat dan laut. Potensi penumpang pun dinilai cukup bagus, terutama untuk keperluan bisnis dan kunjungan keluarga.

"Saya melihat potensinya cukup bagus, banyak peluang terutama dari pelaku usaha, corporate, pelajar, mahasiswa dan keluarganya," ujar Distric Manager Merpati Bandung Iwan Ridwan dalam Jumpa Pers Pembukaan Rute Bandung-Lampung di Rumah Makan Bancakan, Jalan Trunojoyo, Kamis (13/10/2011).

Ia mengatakan penerbangan Bandung-Lampung bisa dimanfaatkan untuk perjalanan bisnis maupun liburan. Penerbangan ini juga untuk mengakomonodir kebutuhan masyarakat Bandung yang ada di Lampung atau sebaliknya.

"Selama ini, yang menggunakan jalur darat dan laut harus tersendat karena mengantre pada saat menyeberang jadi punya pilihan lain. Waktu bulan puasa sampai lebaran kemarin terlihat okupansinya bagus," katanya.

Dalam berita sebelumnya, Merpati Airlines mulai Minggu (16/10/2011) akan mengoperasikan penerbangan langsung Bandung-Lampung. Sebelumnya untuk ke Lampung, pesawat dari Bandung harus transit terlebih dahulu di Bandara Halim Perdana Kusuma.

Total, rute penerbangan yang dilayani Merpati Airlines dari Bandung ada 6 rute. Yaitu Bandung-Lampung, Bandung-Surabaya, Bandung-Denpasar, Bandung-Semarang, Bandung-Yogyakarta, dan Bandung-Jakarta. Pesawat yang digunakan untuk penerbangan ini yaitu tipe MA-60 berkapasitas 54 orang. Harga tiket yang ditawarkan untuk penerbangan ini mulai dari harga Rp 313.OOO.detikBandung

Open SilkAir Singapore-Jakarta route

JAKARTA - mICOM: Child businesses Singapore Airlines, SilkAir, to open direct flights from Singapuran to Bandung, West Java.
The first flight landed at the airport Husein Sastranegara, Tuesday (11/10), marking the ninth airline SilkAir destinations Bandung in Indonesia.
"Bandung is our ninth destination, part of our plan to develop a flight to Indonesia after we opened our flight to Manila last February. It demonstrates our commitment to aviation in Indonesia," ungkan SilkAir's Chief Executive Officer Marvin Tan when it held a press conference in Bandung, Tuesday (11/10).
Bandung was chosen as a destination for SilkAir see Bandung as a city that has the potential for tourism and business."Bandung is famous for its cool climate, as we already feel when landing. Bandung is also renowned as a destination shopping, golf courses, and beautiful natural attractions such as Crater Tangkuban boat and we had often heard," added Tan.
Flights to Jakarta will be opened three times a week every Tuesday, Friday and Sunday. The plane departed from Singapore at 15:55 local time, landed in Bandung 16:50, then off again at 17:35, and arrive back in Singapore 20:25 local time. The frequency will be added on October 30 to five times a week every Tuesday, Wednesday, Thursday, Friday and Sunday.
SilkAir open economy class promotional fares for the route back and forth Singapore-Jakarta-Singapore U.S. $ 173 while for the business class, not given promotions, opened with prices ranging from U.S. $ 800.
Those prices, Tan explained, may be impressed expensive than low cost carrier that also fly to Bandung. However, SilkAir offers full-service package where passengers get 20kg baggage for economy class, 30kg for business class, in flight entertainment, meals, loyalty programs, and other services.
"It's not always about cheap flight, but the money is paid in accordance with the convenience gained. That is our market share The goal," explained Tan without even mentioning the desired target load factor for this new route.

In general, the Head of Public Affairs Soraya SilkAir Salim added, SilkAir flight load factor is 70-80% of the total capacity that can fit the plane.

In addition to convenience, SilkAir also offers a network of flights to a number of countries. SilkAir to fly passengers Bandung via Singapore, and immediately flew to the routes that have been owned by Singapore Airlines. "As many as 40% of our passengers is a passenger Singapore Airlines," said Soraya.

Tan and Soraya did not want a lot of talk about plans for the next expansion. "We're looking at the next opportunity, but that's all we can tell. Currently Garuda Indonesia Airlines) also opened a route between Singapore and Ujung Pandang. So rest assured, our tenth route will not be too long to open,"

Merpati Stop Delapan Rute dari Juanda

SURABAYA, KOMPAS.com - Dihentikannya pasokan avtur oleh P T Pertamina, memaksa PT Merpati Nusantara Airline, untuk menghentikan delapan rute penerbangan dari Bandara Internasional Juanda, Surabaya. Merpati akan kembali melayani penumpang ke berbagai tujuan, jika avtur kembali dipasok Pertamina.
Humas Merpati Nusantara Airlines yang dihubungi dari Surabaya, Minggu (16/10/2011), mengatakan, untuk sementara waktu penerbangan dari Bandara Juanda ke delapan rute dihentikan, karena tak ada pasokan avtur lagi.
"Merpati akan segera menuntaskan masalah dengan Pertamina, dan belum tahu waktu pasti Merpati akan terbang normal lagi melalui tiga bandara yakni Bandara Internasional Soekarno Hatta, Bandara Internasional Juanda, dan Bandara Sultan Hasanuddin Makassar," katanya.
Kendati demikian, menurut Sukandi, penerbangan ke sejumlah kawasan lain di Indonesia tetap berlangsung, karena penghentian hanya dilakukan di tiga bandara itu. Pasokan avtur untuk pesawat yang melalui Bandara Ngurah Rai, Bali dan Bandara Selaparang Lombok, Nusa Tenggara Barat, hingga kini tetap lancar.
Oleh karena itu, lanjut Sukardi, untuk menghindari kerugian yang lebih besar, Merpati akan tetap menerbangkan sebagian kecil konsumennya dari Bandara Juanda. Penerbangan dengan bermodalkan avtur dari dua bandara yang masih belum dihentikan pasokannya oleh Pertamina.
Saat ini ada 8 rute dari Bandara Juanda yang ditutup sementara, sedangkan sisanya masih bisa berjalan dengan bantuan avtur dari Bali dan Lombok. Namun tak dirinci rute yang berhenti melayani penumpang karena tak ada pasokan avtur dari Pertamina.

The Airbus A319CJ

Powerplants Two 118kN (26,500lb) International Aero Engines IAE V2527M-A5 or CFM International CFM56 turbofans. Performance Max cruising speed Mach 0.82. Max altitude 41,000ft. Range with 10 passengers 11,650km (6300nm). Rate of climb 23min to 37,000ft Weights Max take-off 75,500kg (166,450lb), zero fuel 58,515 kg (129,000lb) Dimensions Wing span 33.91m (111ft 3in), length 33.80m (110ft 11in), height 11.80m (38ft 8.5in). Wing area 122.4m2 (1317.5sq ft). Capacity Flightcrew of two. Six standard layouts offering seating from 10 to 39 passengers. Production Up to 12 A319CJs expected to be built each year. First customer delivery scheduled for November 1999. Green A319CJ costs $US35m, interior completion can cost $US4-10m. Twelve firm orders held at late 1998. Type Long range large corporate jet History The Airbus Corporate Jetliner, or A319CJ, is a long range corporate jet development of the A319 airliner which competes directly with the Boeing Business Jet and dedicated long range corporate jets such as the Bombardier Global Express and Gulfstream V. Airbus launched the A319CJ at the 1997 Paris Airshow and the first A319CJ rolled out of Dasa's Hamburg A319/A321 assembly hall in October 1998. The airframe was then due to be fitted with belly auxiliary fuel tanks and flight test instrumentation prior to making a first flight in May 1999. Certification is planned for mid 1999 with the first customer delivery due in November that year. Unlike the Boeing Business Jet, which combines the 737-700's airframe with the 737-800's strengthened wing and undercarriage, the A319CJ is designed to be a minimum change development of the A319. This means, according to Airbus, that the A319CJ can be easily converted to an airliner, thus increasing the aircraft's potential resale value. The first A319CJ is powered by IAE V2500s but CFM56s are also available, while the A319's containerised cargo hold means that the CJ's auxiliary fuel tanks can be easily loaded and unloaded, giving operators flexibility to reconfigure the aircraft for varying payload/range requirements. Like the rest of the A320 single aisle family (plus the A330 and A340), the A319CJ shares Airbus' common advanced six screen EFIS flightdeck with sidestick controllers, plus fly-by-wire flight controls. At mid 2002 Airbus had selected five cabin outfitters for the aircraft - among which Lufthansa Technik in Germany, Jet Aviation of Switzerland, and Air France Industries. Airbus will supply green A319CJ airframes to the outfitters for interior fitment. Interiors weigh around 3.8 tonnes (8500lb) and cost $US4-10m. Outfitting will typically take four to six months. The first A319CJ order, announced in December 1997, was placed by a Kuwaiti individual. Among the later customers are the Italian, French, and Venezuelan Air Forces, Taiwan's Eva Air, and Qatar Airways. Copyright Airliners.net, some information Copyright Aerospace Publications

The Airbus A340-500/600

Powerplants A340-500 - Four 236kN (53,000lb) Rolls-Royce Trent 553 turbofans A340-600 - Four 249kN (56,000lb) Rolls-Royce Trent 556 turbofans. Performance Typical cruising speed Mach 0.83. A340-500 - Range with 313 passengers 15,742km (8500nm). A340-600 - Range with 380 passengers 13,890km (7500nm). Weights A340-500 - Operating empty 170,400kg (375,665lb), max takeoff 365,000kg (804,675lb). A340-600 - Operating empty 177,000kg (390,220lb), max takeoff 365,000kg (804,675lb). Dimensions A340-500 - Wing span 63.70m (208ft 11in), length 67.80m (222ft 5in), height 17.80m (58ft 5in). Wing area 437.0m2 (4704sq ft). A340-600 - Same, except length 75.30m (247ft 0in). Capacity A340-500 - Flightcrew of two. Typical three class seating for 316 passengers. A340-600 Typical three class seating for 372. Production 69 A340-500s/600s ordered by early 2003, of which 11 delivered. These include 17 A340-500 (1 delivered) and 52 A340-600 (10 delivered). Type Long range widebody airliners History The 15,740km (8500nm) ultra long range A340-500 and stretched 372 seat A340-600 are new variants of the Airbus A340 family, and are currently the world's longest range airliners. Compared with the A340-300, the A340-600 features a 9.07m (35ft 1in) stretch (5.87m/19ft 3in ahead of the wing and 3.20m/10ft 6in behind), allowing it to seat 372 passengers in a typical three class arrangement. This gives Airbus a true early model 747 replacement and near direct competitor to the 747-400, with similar range, but, Airbus claims, better operating economics (per seat). The A340-500 meanwhile is stretched by only 3.19m (10ft 6in) compared with the A340-300, and so seats 313 in three classes, but it has a massive range of 15,740km (8500nm), which makes it the longest ranging airliner in the world, capable for example of operating Los Angeles-Singapore nonstop. The two new A340 models share a common wing. The wing is based on the A330/A340's but is 1.6m (5.2ft) longer and has a tapered wingbox insert, increasing wing area and fuel capacity. Both models feature three fuselage plugs. The other change to the A340 airframe is the use of the A330-200 twin's larger fin and enlarged horizontal area stabilisers. To cope with the increased weights the centre undercarriage main gear is a four wheel bogie, rather than a two wheel unit. Both new A340s have a high degree of commonality with the A330 and other A340 models. They feature Airbus' common two crew flightdeck, but with some improvements such as LCD rather than CRT displays and modernised systems. The A340-500 is powered by four 236kN (53,000lb) thrust Rolls-Royce Trent 556 turbofans, and the A340-600 by the 249kN (56,000lb) thrust Trent 556. The commercial launch for the A340-500/600 was at the 1997 Paris Airshow, the program's industrial launch was in December that year when Virgin Atlantic ordered eight A340-600s and optioned eight. First flight of the A340-600 was made on April 23, 2001. After a 1600 hour flight test program, certification was received on May 29, 2002. Virgin Atlantic took delivery of its first A340-600 at the 2002 Farnborough International Airshow, and began commercial services in August. The A340-500 made its first flight on February 11, 2002, and was certificated on December 3 after 400 hours of flight test. Copyright Airliners.net, some information Copyright Aerospace Publications

The Boeing 747SP

Powerplants Four 218.4kN (48,750lb) Pratt & Whitney JT9D-7AW turbofans, or 222.8kN (50,100lb) Rolls-Royce RB211-524Bs or 229.5kN (51,600lb) RB211-524Cs, or 206.8kN (46,500lb) General Electric CF6-45A2s or CF6-50E2-Fs. Performance Max speed 1000km/h (540kt). Range with 331 passengers and baggage 10,840km (5855nm), range with 276 passengers 12,325km (6650nm), ferry range with max fuel and 13,610kg (30,000lb) payload 15,400km (8315nm). Weights Operating empty 147,420kg (325,000lb), max takeoff 317,515kg (700,000lb). Dimensions Wing span 59.64m (195ft 8in), length 56.31m (184ft 9in), height 19.94m (65ft 5in). Wing area 511m2 (5500sq ft). Capacity Flightcrew of three comprising two pilots and one flight engineer. Max high density single class seating for 440, typical two class seating for 28 first class and 288 economy class passengers Production Just 45 747SPs were built, of which approximately 18 remain in service by early 2005. Type Long range high capacity widebody airliner History Boeing developed the 747SP in the mid 1970s as a longer range, shortened 747, trading passenger seating for extra range. The 747SP is the only 747 model to feature a changed fuselage length compared with the 747-100. The 747SP first flew on July 4 1975, certification was awarded on February 4 1976 and first delivery (to Pan American) was in March 1976. The 747SP's fuselage is shortened by 14.35m (47ft 1in) compared to other 747 models, while the vertical tail was increased in height to compensate for the reduced moment arm with the shorter fuselage. Structurally the 747SP was lightened in some areas because of the significant reduction in gross weights. Overall though the 747SP retained 90% commonality of components with the 747-100 and 200. While shortening the 747's fuselage increased the fuel fraction and thus range, it also meant that seating capacity was reduced. The SP suffix in 747SP stands for Special Performance, and points to the ultra long range abilities of this 747 variant that preceded the later 747-400 by 15 years. The 747SP's range is best illustrated by the spate of long range distance records it set in the mid 1970s. The most prominent of those was the delivery flight of a South African Airways SP, which over March 23/24 1976 flew nonstop with 50 passengers from Paine Field in Washington State to Cape Town, South Africa, a distance of 16,560km (8940nm). This world nonstop record for a commercial aircraft stood until 1989 when a Qantas 747-400 flew 17,945km (9688mn) nonstop from London to Sydney. Sales of the 747SP were modest despite the increased range, as the SP had poorer operating economics per seat compared to the 747-200. However the 747SP did pioneer a number of long range nonstop services that are now commonly flown by the 747-400. Notable SP customers included South African Airways (who found the SP's extended range a great asset in bypassing African nations that denied it landing rights while South Africa's apartheid policies were in place), Qantas and PanAm, the latter pioneering nonstop trans Pacific Los Angeles/Sydney services. In early 2005 less than twenty SPs remain in airline or corporate service. Copyright Airliners.net, some information Copyright Aerospace Publications

The Boeing 747-400

Powerplants Four 252.4kN (56,750lb) Pratt & Whitney PW-4056 turbofans or 266.9kN (60,000lb) PW-4060s, or 275.8kN (62,000lb) PW-4062s, 252.4kN (56,750lb) General Electric CF6-80-C2B1Fs or 273.6kN (61,500lb) CF6-80-C2B1F1s or -80-C2B7Fs, or 258.0kN (58,000lb) RollsRoyce RB-211-524G or -524Hs, or 262.4 to 266.9kN (59 to 60,000lb) RB-211-524G/H-Ts. Performance 747-400 - Max cruising speed 939km/h (507kt), long range cruising speed 907km/h (490kt). Design range with 420 three class pax at 396,895kg (875,000lb) MTOW 13,491km (7284nm) with PW-4000s, 13,444km (7259nm) with GEs, 13,214km (7135nm) with RB-211s. 747-400ER - Range at MTOW 14,205km (7670nm). 747-400ERF - Range at MTOW 9200km (4970nm). Weights 747-400 - Standard operating empty with PW-4056s 180,985kg (399,000lb), with CF6-80-C2B1Fs 180,755kg (398,500lb), with RB-211s 181,755kg (400,700lb); operating weights at optional MTOW with PW-4056s 181,485kg (400,100lb), with CF6-80-C2B1Fs 181,255kg (399,600lb), with RB-211s 182,255kg (401,800lb). Max takeoff 362,875kg (800,000lb), or optionally 377,845kg (833,000lb), or 385,555kg (850,000lb), or 396,895kg (875,000lb). 747-400ER/ERF - MTOW 412,770kg (910,000lb). Dimensions Wing span 64.44m (211ft 5in), length 70.67m (231ft 10in), height 19.41m (63ft 8in). Wing area 541.2m2 (5825sq ft). Capacity 747-400 - Flightcrew of two. Typical three class seating for 416 (23 first, 78 business and 315 economy class pax). Cargo hold 170.5m3 (6025cuft) or 151m3 (5332cuft). 747-400 Domestic - Two class seating for 568 (24 first and 544 economy). 747-400 Combi - Typical arrangement for six or seven pallets and 266 three class passengers. 747-400ER - Same as -400, but cargo hold 158.6m3 (5599cuft) or 137m3 (4837cuft). 747-400F - 30 pallets on the main deck and 32 LD1 containers in the lower hold. Production Orders for the 747-400 as of August 2002 stood at 632 (of which 17 ER/ERF), of which 585 had been delivered. Total 747 sales stood at 1356. Type Long range high capacity widebody airliner Schematics History The 747-400 is the latest, longest ranging and best selling model of the 747 family. Boeing launched the 747-400 in October 1985 and the first development aircraft first flew on April 29 1988. US certification (with PW-4000s) was awarded in January 1989. The 747-400 externally resembles the -300, but it is a significantly improved aircraft. Changes include a new, two crew digital flightdeck with six large CRT displays, an increased span wing with winglets (the -400 was the first airliner to introduce winglets), new engines, recontoured wing/fuselage fairing, a new interior, lower basic but increased max takeoff weights, and greater range. Apart from the basic passenger 747-400 model, a number of variants have been offered including the winglet-less 747-400 Domestic optimised for Japanese short haul domestic sectors, the 747-400M Combi passenger/freight model, and the 747-400F Freighter (which combines the 747-200F's fuselage with the -400's wing). The latest model is the 747-400ER, which was launched on November 28, 2000 when Qantas placed an order for 6. The -400ER has the same size as the -400, but has more range or payload capability. The MTOW was increased by 15,870kg (35,000lb) to 412,770kg (910,000lb), giving a further range of 805km (435nm) or a 6800kg (15,000lb) greater payload. The -400ER also features a wholly new cabin interior with larger luggage bins, and several flight deck improvements. The -400ER incorporates the strengthened wing, body, and landing gear of the -400F, plus an auxiliary fuel tank in the forward cargo hold, and an optional second one. Operators who don't need these can remove them both, gaining additional cargo volume. The first 747-400ER was rolled out in June 2002, and flew for the first time on July 31, 2002, and this was the 1308th 747 to fly. A cargo version, the 747-400ERF, followed the standard -400ER, and was launched April 30, 2001 on an order by leasing company ILFC for 5. The first -400ERF is the 1315th 747 built. The -ERF has the same MTOW as the -ER, and this will give an extra range of 970km (525nm), or an extra payload of 9980kg (22,000lb) at MTOW compared with the standard -400F. Shortly before delivery of the first -400ER, Boeing had received orders for 15 ER/ERFs from 5 customers. Various growth 747 models have been studied. The 747-500X and -600X models were dropped in January 1997. Boeing is currently proposing the 747-400XQLR (Quiet Longer Range) to 747-size customers which will offer more range, more quiet, and more features. Copyright Airliners.net, some information Copyright Aerospace Publications

The Boeing 747-100 & 200

Powerplants 747-100 - Four 208.9kN (46,950lb) Pratt & Whitney JT9D7A turbofans or 215.1kN (48,000lb) JT9D7Fs or 206.8kN (46,500lb) General Electric CF645A2s. 747-200B - Four 243.5kN (54,750lb) JT9D7R4G2s, or four 233.5kN (52,500lb) CF650E2s, or 236.2kN (53,110lb) RollsRoyce RB211524D4s. Performance 747-100 - Max speed 967km/h (522kt), economical cruising speed 907km/h (490kt). Range with 385 pax and reserves 9045km (4880nm). 747-200B - Max speed 981km/h (530kt) (with RR engines), economical cruising speed 907km/h (490kt). Range (CF6-80C2 engines) with 366 pax and reserves 12,778km (6900nm). 747-200F - Range with 90,270kg (200,000lb) payload 9075km (4900nm) with CF680C2s. Weights 747-100 - Empty 162,386kg (358,000lb), max takeoff 340,195kg (750,000lb). 747-200 - Operating empty with JT9Ds 169,960kg (374,400lb), with CF680C2s 172,730kg (380,800lb), with RB211s 174,000kg (383,600lb). Max takeoff 377,840kg (833,000lb). 747-100SR - Operating empty 162,430kg (358,100lb), max takeoff 272,155kg (600,000lb). 747-200F - Operating empty with JT9Ds 155,220kg (342,200lb), max takeoff 377,840kg (833,000lb). Dimensions Wing span 59.64m (195ft 8in), length 70.66m (231ft 10in), height 19.33m (63ft 5in). Wing area 511m2 (5500sq ft). Capacity Flightcrew of three (two pilots and flight engineer). Seating arrangements include 397 in three classes, 452 in two classes (32 first & 420 economy), all economy seating for 447 nine abreast or up to 500 ten abreast. 747-200F - Max payload of 112,400kg (247,800lb) consisting of containers, pallets and/or igloos. Production 747-100/200 in production to 1991. 167 100s, 9 100Bs, 29 -100SR, 224 200Bs, 13 200Cs, 69 200Fs and 77 200Ms built, plus 12 military aircraft. Approx 144 100s and 360 200s in service in late 1998. Type Long range high capacity widebody airliners History The hugely significant 747 revolutionised airline transport. Far bigger than anything before it, the 747 slashed operating costs per seat and thus cut the cost of long haul international airline travel. Boeing conceived the 747 in the mid 1960s following its failure to secure a US Air Force contract for an ultra large strategic transport (which resulted in the Lockheed C-5 Galaxy), when it identified a market for a high capacity 'jumbo jet'. Boeing was able to draw upon design experience with the USAF transport and launched the new airliner on July 25 1966. First flight occurred on February 9 1969, certification was awarded on December 30 that year. The basic 747-100 entered service with Pan American in January 1970. Progressive development of the 747 led to the 747-200B with higher weights, more powerful engines and longer range. The -200B first flew in October 1970 entering service with KLM, while nine higher weight 747-100Bs were built. Developments include the 747-200F freighter, the SR (short range) optimised for high cycle short sector operations and the C (Combi). The 747 holds a place in the public eye unlike any other aircraft. The so called `Queen of the Skies' opened up international travel to millions. It is also notable for being the first widebody airliner, the largest and heaviest airliner, and the first to use fuel efficient, high bypass turbofans. Copyright Airliners.net, some information Copyright Aerospace Publications

The Boeing 737-800/900

Powerplants 737-800 - Two 107.6kN (24,200lb) CFM56-7B24s, or two 121.4kN (27,300lb) CFM56-7B27s on high gross weight versions. 737-900 - Two 117kN (26,300lb) CFM56-7B26s, or 121.4kN (27,300lb) or 121.4kN (27,300lb) CFM56-7B27s in high gross weight versions. Performance Typical cruising speed Mach 0.785. Max certificated altitude 41,000ft. 737-800 - Standard range with 162 passengers 3585km (1990nm) or 5445km (2940nm) for high gross weight version. 737-900 - Standard range with 177 passengers 3815km (2060nm), high gross weight version 5083km (2458nm). Weights 737-800 - Operating empty 41,145kg (90,710lb), max takeoff 70,535kg (155,500lb), high gross weight max takeoff 79,015kg (174,200lb). 737-900 - Operating empty 42,493kg (93,680lb), max takeoff 74,840kg (164,000lb), high gross weight max takeoff 79,015kg (174,200lb). Dimensions 737-800 - Wing span 34.31m (112ft 7in), length 39.47m (129ft 6in), height 12.55m (41ft 2in). Wing area 125.0m2 (1344sq ft). 737-900 - Same except length 42.11m (138ft 2in). Capacity Flightcrew of two. 737-800 - Typical two class seating for 162 with 12 first class passengers at four abreast and 91cm (36in) pitch and 150 economy class at six abreast and 81cm (32in) pitch. Max single class seating for 189 at 76cm (30in) pitch. 737-900 - Typical two class seating for 177, with 12 first class at four abreast and 91cm (36in) pitch, max seating for 189 in a single class at 81cm (32in) pitch. Production 737-800 - 1028 ordered (including 8 BBJ-2s), with 664 (including 7 BBJ-2s) delivered by October 2002. 737-900 - 49 ordered, with 29 delivered by October 2002. Type Short to medium range airliners Schematics History Boeing's Next Generation 737-800 and 737-900 are the largest members of the strong selling 737 family. Unlike the other Next Generation 737s, the -800 and -900 introduce new fuselage lengths, extending 737 single class seating range out to 189, compared with 100 in the original 737-100. Like the -600 and -700, the -800 and -900 feature the Next Generation improvements including more efficient CFM56-7B turbofans, the new wing with greater chord, span and wing area, larger tail surfaces and the 777 style EFIS flightdeck with six flat panel LCDs which can present information as on the 777 or as on the 737-300/400/500 series, the latter allowing a common pilot type rating for the two 737 families. A HUD is optional. BBJ style winglets are offered as an optional feature for the -800. Until its launch on September 5, 1994 the 737-800 was known as the 737-400X Stretch. Compared with the -400 the -800 is 3.02m (9ft 9in) longer, taking typical two class seating from 146 to 162, while range is significantly increased. The -800 has sold strongly since its launch, and early 2002 was the highest selling Next Generation model. First flight was on July 31 1997, first delivery (to Hapag Lloyd) was in April 1998. The largest single order for the -800 series has come from the Irish budget carrier, Ryanair. After 28 had already been ordered earlier, a firm order for 100 aircraft was made in January 2002, with an option of another 50, to be delivered over the next 8 years. Ryanair will use the aircraft in a single class configuration, to seat 189 passengers A variant of the 737-800 is the Boeing Business Jet 2 (BBJ2), which is described separately. The 737-900 is the largest and latest member of the 737 family, and was launched on September 10, 1997 with an order for 10 from Alaska Airlines. A 1.57m (5ft 2in) plug forward of the wing and a 1.07m (3ft 6in) plug rear compared with the -800 increases seating to 177 in two classes (maximum seating is the same as the 737-800's due to emergency exit requirements). First flight was made August 3, 2000, and the first delivery (to Alaska Airlines) May 15, 2001. Copyright Airliners.net, some information Copyright Aerospace Publications

The Boeing 737-700/800 BBJ/BBJ2

Powerplants Two 117.4kN (26,400lb) CFM International CFM56-7 turbofans. Performance BBJ - Max cruising speed Mach 0.82, normal cruising speed Mach 0.80, long range cruising speed Mach 0.79. Initial cruise altitude 38,000ft, max certificated altitude 41,000ft. Range with eight passengers 11,480km (6200nm), with 25 passengers 11,075km (5980nm), with 50 passengers 10,205km (5510nm). BBJ2 - Range with eight passengers 10,620km (5735nm), with 25 passengers 10,120km (5465nm), with 50 passengers 9,140km (4935nm). Weights BBJ - Typical operating empty 42,895kg (94,570lb), max takeoff 77,560kg (171,000lb). BBJ2 - Typical operating empty 45,730kg (100,815lb), max takeoff 79,015kg (174,200lb). Dimensions BBJ - Wing span incl winglets 35.79m (117ft 5in), length 33.63m (110ft 4in), height 12.57m (41ft 3in). Wing area 125.0m2 (1345.5sq ft). BBJ2 - same except length 39,47m (129ft 6in), height 12.55m (41ft 2in). Capacity Flightcrew of two. BBJ - Main cabin interiors to customer preference. Typical configuration includes a crew rest area, forward lounge, private suite with double bed and private bathroom facilities including shower, 12 first class sleeper seats at four abreast and 152cm (60in) pitch, and rear galley and bathroom facilities. Alternatively rear cabin can seat 24 passengers at two abreast and feature a conference area or exercise gym, or up to 63 passengers at six abreast. Production 65 BBJs were ordered by February 2002, with 55 delivered, while 8 BBJ2s had been ordered with 5 delivered. Completed aircraft cost approx $US42 to 47m. Type Long range large capacity corporate jet History The Boeing Business Jet - or BBJ - is a long range corporate jet development of the 737-700 and -800. Boeing Business Jets is a joint venture formed by Boeing and General Electric in July 1996 to develop and market a corporate version of the popular 737 airliner, initially focusing on the 737-700 based BBJ (or 737-700 BBJ). The first BBJ rolled out from Boeing's Renton plant on August 11 1998 and flew for the first time on September 4 that year. On October 30 the US FAA awarded certification to the developed 737-700 airframe on which the BBJ is based. The first completed BBJ was delivered on September 4 1999. The BBJ combines the Next Generation 737-700's airframe combined with the strengthened wing, fuselage centre section and landing gear of the larger and heavier 737-800, with three to 10 belly auxiliary fuel tanks. It features the Next Generation 737 advanced two crew six LCD screen EFIS avionics flightdeck, equipped with embedded dual GPS, TCAS, enhanced GPWS and Flight Dynamics head-up guidance system. Following their certification in September 2000, winglets became a standard option. Boeing supplies unfurnished or 'green' BBJ airframes to DeCrane of Georgetown, Delaware for long range fuel tank installation. From DeCrane the BBJ is flown to a customer specified completion centre for interior fit-out and exterior painting. On October 11, 1999 Boeing launched the BBJ2, based on the stretched 737-800 airframe, which is 5.84m (19ft 2in) longer than the BBJ, and is offering 25% greater cabin space (and 100% more baggage space), but has slightly reduced range. It is fitted with between three and seven auxiliary belly fuel tanks. The winglets are standard on this version. The first delivery was made on February 28, 2001. Copyright Airliners.net, some information Copyright Aerospace Publications

The Boeing 737-100/200

Powerplants 737-100 - Two 62.3kN (14,000lb) Pratt & Whitney JT8D-7 turbofans. 737-200 - Two 64.5kN (14,500lb) JT8D-9As, or two 68.9kN (15,500lb) JT8D-15s, or two 71.2kN (16,000lb) JT8D-17s, or two 77.4kN (17,400lb) JT8D-17Rs with automatic reverse thrust. Performance 737-100 - Max speed 943km/h (509kt), economical cruising speed 852km/h (460kt). Range with max fuel 2855km (1540nm). 737-200 - Max speed 943km/h (509kt), max cruising speed 927km/h (500kt), economical cruising speed 796km/h (430kt). Range with 115 passengers and reserves between 3520km (1900nm) and 4260km (2300nm) depending on weight options and engines. Weights 737-100 - Empty 25,878kg (57,000lb), max takeoff 49,940kg (110,000lb). 737-200 - Operating empty 27,448kg (60,600lb), max takeoff 52,390kg (115,500lb), or optionally 58,740kg (129,500lb). Dimensions 737-100 - Wing span 28.35m (93ft 0in), length 28.67m (94ft 0in), height 11.29m (37ft 0in). Wing area 91.1m2 (980sq ft). 737-200 - Same except for length 30.53m (100ft 2in). Capacity Flightcrew of two. 737-100 - Typical single class seating for 100. 737-200 - Typical single class seating for 115, max seating for 130 at 74cm (29in) pitch. 737-200C/QC payload 15,545kg (34,270lb), consisting of pallets or containers. Production 1144 737-100s and 200s built, comprising 30 100s and 1114 200s, including 19 T-43A (737-200) navigation trainers for the USAF and 104 737-200Cs. Approximately 1 737-100 and 550 737-200s remained in commercial and corporate service in early 2005. Type Short range narrowbody airliner History The 737-100 and 200 are the first generation production models of the world's most successful jet airliner family, Boeing's 737 twinjet. The 737 was conceived as a short range small capacity airliner to round out the Boeing jet airliner family beneath the 727, 720 and 707. Announced in February 1965, the 737 was originally envisioned as a 60 to 85 seater, although following consultation with launch customer Lufthansa, a 100 seat design was settled upon. Design features included two underwing mounted turbofans and 60% structural and systems commonality with the 727, including the same fuselage cross section (making it wider than the competing five abreast DC-9 and BAC-111). The 737-100 made its first flight on April 9 1967 and entered service in February 1968 with Lufthansa, while the last of 30 built was delivered to Malaysia-Singapore Airlines in October 1969. By this time however the larger capacity 1.93m (6ft 4in) stretched 737-200 was in service after it had made its first flight on August 8 1967. First delivery, to United, was that December. Developments of the -200 include the -200C convertible and quick change -200QC, while an unprepared airfield kit was also offered. The definitive Advanced 737-200 appeared in 1971, featuring minor aerodynamic refinements and other improvements. Sales of the 737-200 far exceeded that of the shorter -100 and the 737-200 remained in production until 1988, by which time it had been superseded by the improved 737-300, after 1114 had been built. Many have been fitted with Stage 3 engine hushkits, and a number of passenger aircraft have been converted with cargo doors. The USAF ordered 19 as navigation trainers, and some were later converted to standard transport aircraft as CT-43A. A few other air forces received 737-200s to serve in general transport, surveillance or VIP transport tasks. Copyright Airliners.net, some information Copyright Aerospace Publications

The Boeing 737-700/800 BBJ/BBJ2




Powerplants

Two 117.4kN (26,400lb) CFM International CFM56-7 turbofans.

Performance

BBJ - Max cruising speed Mach 0.82, normal cruising speed Mach 0.80, long range cruising speed Mach 0.79. Initial cruise altitude 38,000ft, max certificated altitude 41,000ft. Range with eight passengers 11,480km (6200nm), with 25 passengers 11,075km (5980nm), with 50 passengers 10,205km (5510nm).
BBJ2 - Range with eight passengers 10,620km (5735nm), with 25 passengers 10,120km (5465nm), with 50 passengers 9,140km (4935nm).

Weights

BBJ - Typical operating empty 42,895kg (94,570lb), max takeoff 77,560kg (171,000lb).
BBJ2 - Typical operating empty 45,730kg (100,815lb), max takeoff 79,015kg (174,200lb).

Dimensions

BBJ - Wing span incl winglets 35.79m (117ft 5in), length 33.63m (110ft 4in), height 12.57m (41ft 3in). Wing area 125.0m2 (1345.5sq ft).
BBJ2 - same except length 39,47m (129ft 6in), height 12.55m (41ft 2in).

Capacity

Flightcrew of two.
BBJ - Main cabin interiors to customer preference. Typical configuration includes a crew rest area, forward lounge, private suite with double bed and private bathroom facilities including shower, 12 first class sleeper seats at four abreast and 152cm (60in) pitch, and rear galley and bathroom facilities. Alternatively rear cabin can seat 24 passengers at two abreast and feature a conference area or exercise gym, or up to 63 passengers at six abreast.

Production

65 BBJs were ordered by February 2002, with 55 delivered, while 8 BBJ2s had been ordered with 5 delivered. Completed aircraft cost approx $US42 to 47m.

Type

Long range large capacity corporate jet
History

The Boeing Business Jet - or BBJ - is a long range corporate jet development of the 737-700 and -800.

Boeing Business Jets is a joint venture formed by Boeing and General Electric in July 1996 to develop and market a corporate version of the popular 737 airliner, initially focusing on the 737-700 based BBJ (or 737-700 BBJ). The first BBJ rolled out from Boeing's Renton plant on August 11 1998 and flew for the first time on September 4 that year. On October 30 the US FAA awarded certification to the developed 737-700 airframe on which the BBJ is based. The first completed BBJ was delivered on September 4 1999.

The BBJ combines the Next Generation 737-700's airframe combined with the strengthened wing, fuselage centre section and landing gear of the larger and heavier 737-800, with three to 10 belly auxiliary fuel tanks. It features the Next Generation 737 advanced two crew six LCD screen EFIS avionics flightdeck, equipped with embedded dual GPS, TCAS, enhanced GPWS and Flight Dynamics head-up guidance system. Following their certification in September 2000, winglets became a standard option.

Boeing supplies unfurnished or 'green' BBJ airframes to DeCrane of Georgetown, Delaware for long range fuel tank installation. From DeCrane the BBJ is flown to a customer specified completion centre for interior fit-out and exterior painting.

On October 11, 1999 Boeing launched the BBJ2, based on the stretched 737-800 airframe, which is 5.84m (19ft 2in) longer than the BBJ, and is offering 25% greater cabin space (and 100% more baggage space), but has slightly reduced range. It is fitted with between three and seven auxiliary belly fuel tanks. The winglets are standard on this version. The first delivery was made on February 28, 2001.

Copyright Airliners.net, some information Copyright Aerospace Publications

The Boeing 737-600/700





Powerplants

737-600 - Two 86.7kN (19,500lb) CFM56-7B18 turbofans, or 101kN (22,700lb) CFM56-7B22s on high gross weight version.
737-700 - Two 91.6kN (20,600lb) CFM56-7B20s or 101kN (22,700lb) CFM56-7B24s on HGW version.

Performance

Typical cruising speed Mach 0.785. Max certificated altitude 41,000ft.
737-600 - Range with 110 pax 2480km (1340nm) or 5648km (3050nm) for HGW version.
737-700 - Range with 126 pax 2852km (1540nm) or 6037km (3260nm) for HGW version.

Weights

737-600 - Operating empty 37,104kg (81,800lb), max takeoff 56,245kg (124,000lb), HGW max takeoff 65,090kg (143,500lb).
737-700 - Operating empty 38,147kg (84,100lb), max takeoff 60,330kg (133,000lb), HGW MTOW 70,080kg (154,500lb).

Dimensions

737-600 - Wing span 34.31m (112ft 7in), length 31.24m (102ft 6in), height 12.57m (41ft 3in). Wing area 125.0m2 (1344sq ft).
737-700 - Same except length 33.63m (110ft 4in), height 12.55m 41ft 2in).

Capacity

Flightcrew of two.
737-600 - 110 passengers in two classes or 132 in a single class.
737-700 - 126 in two classes or 149 in a single class.

Production

737-600 - 81 ordered and 47 delivered by October 2002.
737-700 - 883 ordered and 465 delivered by October 2002.

Type

Short to medium range airliners
Schematics

History

The 737-600 and -700 are the smaller members of Boeing's successful Next Generation 737-600/700/800/900 family.

Among the many changes, the Next Generation 737s feature more efficient CFM56-7B turbofans. The CFM56-7 combines the core of the CFM56-5 with the CFM56-3's low pressure compressor and a 1.55m (61in) fan. The 737's new wing has greater chord, span and wing area, while the tail surfaces are also larger. The 2.4m (8ft) high winglets first developed for the Boeing Business Jet development are now offered as an option on the 737-700 (and -800).

The new engines and wings allow the 737 to cruise at Mach 0.78 to Mach 0.80, while the larger wing allows greater fuel tankage and transcontinental USA range. Other features include a 777 style EFIS flightdeck with six flat panel LCDs which can be programmed to present information as on the 777 or as on the 737-300/400/500 series, allowing a common pilot type rating for the two 737 families.

The improved Next Generation Boeing 737 family (originally covered by the 737X designation) was launched in November 1993. The 737-700 was the first member of the new family to be developed, and is based on the 737-300, while the 737-600 is based on the 737-500.

The 737-700 rolled out on December 7 1996, was granted certification in November 1997 and entered service (with Southwest) the following month. The 737-600 was launched was launched on March 16 1996, first flew on January 22 1998 and entered service (with SAS) in September that year.

The Boeing Business Jet or BBJ (described separately) is based on the fuselage of the 737-700 with the larger 737-800's wing.

The BBJ's airframe also forms the basis for the convertible passenger/freighter variant of the 700, the 737-700QC, which has been ordered by the US Navy as the C-40A Clipper (to replace the DC-9 based C-9B). The C-40 first flew on April 17 2000. The naval aircraft can be converted to carry 121 passengers, or 3 pallets of cargo plus 70 passengers, or 8 pallets of cargo only. These aircraft are currently (2002) based at Naval Air Station Fort Worth, Texas (VR-59) and Naval Air Station Jacksonville, Florida (VR-58).

The US Air Force has bought two ex-Fordair BBJs, which are designated C-40B.

Copyright Airliners.net, some information Copyright Aerospace Publications

The Boeing 737-100/200





Powerplants

737-100 - Two 62.3kN (14,000lb) Pratt & Whitney JT8D-7 turbofans.
737-200 - Two 64.5kN (14,500lb) JT8D-9As, or two 68.9kN (15,500lb) JT8D-15s, or two 71.2kN (16,000lb) JT8D-17s, or two 77.4kN (17,400lb) JT8D-17Rs with automatic reverse thrust.

Performance

737-100 - Max speed 943km/h (509kt), economical cruising speed 852km/h (460kt). Range with max fuel 2855km (1540nm).
737-200 - Max speed 943km/h (509kt), max cruising speed 927km/h (500kt), economical cruising speed 796km/h (430kt). Range with 115 passengers and reserves between 3520km (1900nm) and 4260km (2300nm) depending on weight options and engines.

Weights

737-100 - Empty 25,878kg (57,000lb), max takeoff 49,940kg (110,000lb).
737-200 - Operating empty 27,448kg (60,600lb), max takeoff 52,390kg (115,500lb), or optionally 58,740kg (129,500lb).

Dimensions

737-100 - Wing span 28.35m (93ft 0in), length 28.67m (94ft 0in), height 11.29m (37ft 0in). Wing area 91.1m2 (980sq ft).
737-200 - Same except for length 30.53m (100ft 2in).

Capacity

Flightcrew of two.
737-100 - Typical single class seating for 100.
737-200 - Typical single class seating for 115, max seating for 130 at 74cm (29in) pitch.
737-200C/QC payload 15,545kg (34,270lb), consisting of pallets or containers.

Production

1144 737-100s and 200s built, comprising 30 100s and 1114 200s, including 19 T-43A (737-200) navigation trainers for the USAF and 104 737-200Cs. Approximately 1 737-100 and 550 737-200s remained in commercial and corporate service in early 2005.

Type

Short range narrowbody airliner
History

The 737-100 and 200 are the first generation production models of the world's most successful jet airliner family, Boeing's 737 twinjet.

The 737 was conceived as a short range small capacity airliner to round out the Boeing jet airliner family beneath the 727, 720 and 707. Announced in February 1965, the 737 was originally envisioned as a 60 to 85 seater, although following consultation with launch customer Lufthansa, a 100 seat design was settled upon. Design features included two underwing mounted turbofans and 60% structural and systems commonality with the 727, including the same fuselage cross section (making it wider than the competing five abreast DC-9 and BAC-111).

The 737-100 made its first flight on April 9 1967 and entered service in February 1968 with Lufthansa, while the last of 30 built was delivered to Malaysia-Singapore Airlines in October 1969.

By this time however the larger capacity 1.93m (6ft 4in) stretched 737-200 was in service after it had made its first flight on August 8 1967. First delivery, to United, was that December.

Developments of the -200 include the -200C convertible and quick change -200QC, while an unprepared airfield kit was also offered. The definitive Advanced 737-200 appeared in 1971, featuring minor aerodynamic refinements and other improvements.

Sales of the 737-200 far exceeded that of the shorter -100 and the 737-200 remained in production until 1988, by which time it had been superseded by the improved 737-300, after 1114 had been built. Many have been fitted with Stage 3 engine hushkits, and a number of passenger aircraft have been converted with cargo doors.

The USAF ordered 19 as navigation trainers, and some were later converted to standard transport aircraft as CT-43A. A few other air forces received 737-200s to serve in general transport, surveillance or VIP transport tasks.

Copyright Airliners.net, some information Copyright Aerospace Publications

The Boeing 707





Powerplants

707-120B - Four 75.6kN (17,000lb) Pratt & Whitney JT3D-1 turbofans.
707-320B - Four 80kN (18,000lb) JT3D-3s or four 84.4kN (19,000lb) JT3D-7s.

Performance

707-120B - Max speed 1010km/h (545kt), max cruising speed 1000km/h (540kt), economical cruising speed 897km/h (484kt). Range with max payload 6820km (3680nm), range with max fuel 8485km (4580nm).
707-320B - Max speed 1009km/h (545kt), max cruising speed 974km/h (525kt), long range cruising speed 885km/h (478kt). Range with max passengers 6920km (3735nm), range with max fuel and 147 passengers 9265km (5000nm).

Weights

707-120B - Operating empty 55,589kg (122,533lb), max takeoff 116,575kg (257,000lb).
707-320B - Empty 66,406kg (146,400lb), max takeoff 151,315kg (333,600lb).

Dimensions

707-120B - Wing span 39.90m (130ft 10in), length 44.07m (144ft 6in), height 12.94m (42ft 5in). Wing area 226.3m2 (2433sq ft).
707-320B - Wing span 44.42m (145ft 9in), length 46.61m (152ft 11in), height 12.93m (42ft 5in). Wing area 283m2 (3050sq ft).

Capacity

Flightcrew of three or four.
707-120 max seating for 179, or 110 in two classes (44 first and 66 economy).
707-320B - Max seating for 219, or 189 single class at 81cm (32in) pitch, or 147 in two classes.
Convertible or freighter versions - 13 A type containers.

Production

Production of commercial 707s ended in 1978 after 878 had been built. Limited production of military variants continued until 1990. Approximately 130 remain in commercial service.

Type

Medium to long range airliner and freighter
Schematics

History

The 707's jet speed, long range, high seating capacity and operating economics revolutionised airliner travel when it was introduced into service in 1958. The 707 also laid the foundations for Boeing's dominance of the jet airliner market.

Recognising the jet engine's potential for commercial aviation, Boeing (at great financial risk) decided to develop a jet powered transport that could fulfil military tanker transport roles but be easily adapted to become an airliner. The resulting prototype, known as the 367 Dash 80, flew for the first time on July 16 1954. Impressed, the US Air Force ordered a larger version, with a wider fuselage (12 ft, vs 11 ft for the Dash 80) into production as the KC-135 tanker/transport (more than 800 were built). At first, Boeing wanted to sell the same size aircraft to the airlines, but the airlines insisted on an even larger airplane, which Douglas promised to build (this became the DC-8). Boeing finally relented, designing the 707 as a longer aircraft with a slightly wider fuselage (12 ft 4 in).

The first production 707 (a 707-120 for Pan Am) flew on December 20 1957, and entered service later the following year. Developments of the 707-120 include the similar 707-220, the shorter 138 for Qantas, and the stretched 707-320, which flew in July 1959. The 707-120 and 320 were later reengined with JT3D turbofans (in place of the original JT3 and JT4 turbojets) to become the 707-120B, and the 707-320B respectively. The 707-320C was a convertible model, the 707-420 was powered by RollsRoyce Conways, while the proposed CFM-56 powered 707-700 upgrade was flight tested in the late 1970s but never entered production.

Most civil 707s in service today have been converted to freighters, while a number are used as corporate transports.

Many air forces have bought 707s, new or converted second-hand aircraft, for general transport, aerial refuelling, and electronic warfare. The E-3 Sentry is a dedicated airborne warning and control system (AWACS) platform with a large rotodome above the fuselage. The E-6 Mercury performs the TACAMO (Take Charge and Move Out) role with the US Navy, maintaining communication with the ballistic missile submarines. The E-8 J-Stars (Joint Surveillance Target Attack Radar System) performs the battlefield control role. Other military 707s received the designations C-137, or C-18, but many others have no special military designation.

Copyright Airliners.net, some information Copyright Aerospace Publications

The Airbus A330-300





Powerplants

A330-300 - Choice of two 300.3kN (67,500lb) General Electric CF6-80E1A2s, 284.7kN (64,000lb) Pratt & Whitney PW-4164s, or PW-4168s or 304.6kN (68,000lb) RollsRoyce Trent 768 or Trent 772 turbofans.
Long range A330 choice of P&W PW-4164s or PW-4168s or RR Trent 768s or 772s or 324kN (73,000lb) PW-4173s.

Performance

Max cruising speed 880km/h (475kt) at 33,000ft, economical cruising speed 860km/h (464kt). Range with 335 pax and reserves 8340km (4500nm) with CF6s, or 8430km (4550nm) with P&W engines, or 8600km (4640nm) with Trents.
A330 longer range version with max passengers range 10,185km (5,500nm).

Weights

A330-300 - Operating empty 121,870kg (268,675lb) with CF6 engines, 122,460kg (269,975lb) with PW-4000s, and 121,970kg (268,900lb) with Trents. Max takeoff 212,000kg (467,380lb).
Long range A330 - Operating empty 122,780kg (270,675lb) with PW4000s or 122,210kg (269,425lb) with CF6s, 122,300kg (269,625lb) with Trents, max takeoff 217,000kg (478,400lb).

Dimensions

Wing span 60.30m (197ft 10in), length 63.69m (210ft 0in), height 16.83m (55ft 2in). Wing area 363.1m2 (3908.4sq ft).

Capacity

Flightcrew of two. Passenger seating arrangements for 295 in three classes or 335 in two class (30 premium class at 2+3+2 and 305 economy at 2+4+2). Max passengers in high density configuration 440. Front and rear underbelly cargo holds can take 32 LD3 containers or 11 pallets.

Production

Total orders stood at 177 at late 1998, of which over 70 were in service.

Type

Large capacity medium to long range airliner
Schematics

History

The A330-300 is the biggest member of Airbus' twinjet family and is closely related to the four engined long range A340 with which it shares near identical systems, airframe, flightdeck and wings, the only major difference being the twin (versus four) engine configuration.

The A340 and A330 were launched simultaneously in June 1987. Although developed in parallel the A330-300 made its first flight after the A340, on November 2 1992. It was the first aircraft to achieve simultaneous European Joint Airworthiness Authorities (JAA) and US FAA certification, on October 21 1993. Entry into service took place by the end of that year.

Differences from the A340 aside from the number of engines are slight changes to the wing and internal systems, including fuel tankage. The A330 (like the A340) takes advantage of a number of technologies first pioneered on the A320, including the common advanced EFIS flightdeck with side stick controllers and flybywire computerised flight control system.

While the standard A330-300 shares the same fuselage length as the A340-300, Airbus has studied various stretched (A330-400) and shortened (A330-100 and 200) versions. The shortened A330-200 was formally launched in 1996 as a long range 767-300ER competitor, and is described separately. One stretched, high capacity concept studied for a time featured lower deck seating in place of the forward freight hold.

Copyright Airliners.net, some information Copyright Aerospace Publications

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