The 767 Comes to Australia

The certification of the 767 was the end result of 1600 hours of developmental flight testing and FAA trials. Part of this testing included a 29,000-mile demonstration tour from the US to Europe, the Middle East and Africa. As a fitting end to a successful tour, the 767 flew from Oslo to Seattle on 21 July 1982, setting a distance record for a commercial twin-engined jet aircraft. The 4990 statute miles were covered in 9 hours 50 minutes. Another 767 journeys earlier this year over a period of one month, taking in an around-the-world tour, even eclipsed that effort. This aircraft, 767 No. 39, visited 23 countries and flew a total of 150 hours. On the final leg on 16 March, the 767 took off from Lisbon for Seattle and covered the 5500 miles in 11 hours 30 minutes. Takeoff weight from Lisbon was 312,000 lb including an 111,500 lb fuel load.

Deliveries of 20 767s in 1982 were made to United, Delta, American, TWA, Air Canada and China Airlines. United placed the first 767 into service on 8 September 1982, followed by American with a 21 November introduction. Nineteen-eighty-three deliveries of 51 aircraft will be to Ansett, Pacific Western, All Nippon, El Al and Transbrasil. The 767 is notching up an enviable standard of reliability in service. A total of 47 had been delivered as at 17 May 1983 to eight airlines. By that date, they had logged 39,254 hours including 15,538 for April and had achieved 8. 1 hours per 767 per day for the week ending 17 May. During that week, 96% of the scheduled flights left on time or were delayed no more than 15 minutes for mechanical reasons. Since the start of service, the 767 fleet cumulative schedule reliability has been 95. 6% as at May 1983.

From the outside, the 767 looks disarmingly ordinary in appearance. However, it incorporates many innovations which can confirm its claim to be a new-generation aircraft. The wing draws heavily from research into supercritical aerofoils. Its relatively increased thickness allows large 156′ 1″ span, a fuel-efficient wing of a moderate 31. 5-degree sweepback with a generous 3050 square feet area to be used. Extensive use is made of advanced materials in the structure. A hybrid composite (Keviar/Graphite) is used in cowl components, main landing gear doors, body fairings, and parts of the wing and tail assembly. Graphite composite features prominently in the control surfaces and the nose landing gear doors are fashioned from a fibreglass/graphite composite. Improved aluminium alloys are used in the wing structure. The 3380 lb of new composite materials and 17,800lb of newhighstress light aluminium alloys result in a weight saving of just over 2000 lb.

Possibly one of the most visible transformations has taken place in the cockpit. Almost all of the conventional analog dials have been replaced by cathode ray tube units. Six units are situated on the main panel with another one (in Ansett’s aircraft) at the flight engineer’s station. These units fall into two broad groups, the EFIS(Electronic Flight Information System)and EICAS (Engine Indication and Crew Alerting System). The EFIS consists of _two units arranged vertically in front of each pilot. The uppermost one is an EADI (Electronic Attitude Direction Indicator) and the lower one is an EHSI (Electronic Horizontal Situation Indicator). This latter unit can also be used to display weather radar when switched to the map mo. de. The two EICAS units are located between the pilots. The top unit displays Primary Engine Indications such as engine RPM and exhaust gas temperature. The bottom EICAS shows secondary indications such as oil pressure and temperature. The flight engineer’s EICAS also monitors the same data incorporated in the above two units. Each of these CRTs made by RockwellCollins operates independently of the others on a separate circuit. An indication of the surge of new avionics technology present _in the 767 can be best illustrated by the fact that there are over 120 microcomputers incorporated into its systems.

Two Sperry Flight Management Control display units are installed, one on either side of the throttle console. The four million-bit memory is stored on a disc and includes details of the aircraft’s performance and navigational data. When coupled with the automatic flight control system, the flight management computer provides accurate engine thrust settings and flight path guidance during all phases of flight from immediately after takeoff to final approach and landing. The Flight Management System predicts the speeds and altitudes that will result in the best fuel economy and controls the aircraft to follow the most fuel-efficient or ‘least time’ flight plan.

Ansett’s selection of the General Electric CF6-80A engine is a further enhancement of GE’s rapidly growing association with the aviation industry in Australia. From virtually nowhere they are taking an increasingly important stance in the Australian aviation scene. The only General Electric gas turbine engines in evidence in this region 10-15 years ago were installed in Ansett’s S-61s and the RAAF’s Mystere 20s. Learjets swelled this number slightly but the big impetus came from the recent TAA and Ansett wide-body orders. The RAAF GE-powered F/A-18s will further increase the number of GE engines here considerably, while the Royal Australian Navy operates twin GE LM2500 turbines in each of its FFG destroyers.

The Boeing 767 is available with either the Pratt & Whitney JT9D-7R4D or General Electric CF6-80A powerplants. After a careful investigation, Ansett opted for the latter engine. To give some idea of the success of the CF-6 family as a whole, as at 31 March of this year, 77 customers had 612 aircraft in operation and 2457 CF6 engines had been shipped. They had accumulated 29. 3 million flight hours. During March a 99. 9% dispatch reliability rate was achieved, the inflight shutdown rate was . 03/1000 hours and shop visit rate . 2/1000 hours. The daily aircraft utilisation for March was 7. 8 hours combined with 1610 departures. The CF6-80A version first entered commercial service in November 1982 and by June 1983 had accumulated 24,000 flight hours. The fuel burn achieved in service was 5. 5% lower per 1000 nautical mile trip than the flight manual prediction. The CF6-80A has a by-pass ratio of 4. 70, pressure ratio of 27. 30, fan tip diameter of 86. 4 inches, length of 157 inches and uninstalled weight of 8660 lb. It has a sea level static thrust rating of 48,000 lb at 33°C.

The Ansett 1983 Travel and Transport Writers’ Seminar was held in Sydney during the week the first 767 was to be delivered. One of the key speakers was. Harry Stonecipher, Vice President and General Manager of the Commercial and Military Operations for General Electric’s Aircraft Engine Business Group. During an illuminating speech, he had these thoughts on some of the members of the CF6 family. ‘But the most widely used of GE’s transport engines is the CF6-50. It is, unquestionably, the world’s most successful turbofan engine, the industry standard. In virtually every measurement of excellence set by the industry, the-50 leads the pack. The experience of this engine has weighed heavily in our advanced technology programmes. That is, in many cases, fine-tuning the things we are doing best, polishing and enhancing a proven concept.

‘The CF6 fleet sets the reliability standard for the industry. The fleet is made up largely of -50-powered airplanes. In shop visits, an important reliability measure, the CF6 fleet leads the industry with an impressive . 32 visits per 1000 hours. And again, well below the industry, the in-flight shutdown rate is . 03 per 1000 hours.

‘Equally impressive are maintenance costs for the CF6 fleet.

Looking at an example, the -50 on the Boeing 747, we see nearly $50 per hour between that engine and others powering the 747. These are the kinds of reliability and cost standards built upon when we developed the CF6-80A. Ansett’s new 767s are powered with high technology -80As based on proven technology. The 80A was optimised for the 767, and the 80A1 for the A310. Compared with the -50C/E, it is shorter and lighter in weight. The average cruise-specific fuel consumption is about 6% better than CF6-50C/E. Product improvements such as steel compressors and long-life combusters were incorporated into the -80.

‘And today, with about 20,000 flight hours in service with American, Delta and Lufthansa, the CF6-80A is performing well. It’s meeting fuel burn expectations and some early in-service difficulties are under control. The -80-powered 767 should prove to be the fuel-efficient workhorse of the Ansett fleet. We believe the -80 will pick up where the -50 leaves off, taking airlines economically and reliably well into the next century. ‘

The introduction of any major new aircraft invariably necessitates much preparatory work and the advanced technology of the 767 has made even greater demands on the Ansett management. Many new facilities were built and these had to be constructed in a relatively short space of time. Apart from the $42 million cost of each 767 and a further $30 million to establish spare parts holding, an additional $30 million has been invested in a new engineering complex. $14 million has been spent on a new hangar that can accommodate two 767s and one 727 or five other aircraft made up of 727s, 737s and an F27. The hangar is 115 metres wide, 65 metres in depth and has an unobstructed internal height of 21. 5 metres. A comprehensive docking system provides access to all external parts of the aircraft during overhaul or maintenance. An interesting inclusion is a system of wheel pits which allows the aircraft to be positioned at its usual height above the hangar floor level during undercarriage maintenance. The aircraft is located in the hangar with its wheels resting on steel plates that cover the wheel pits. Jacks are placed underneath the aircraft to hold it at that height, the plates are then lowered, exposing the pit to allow the undercarriage to be dropped for inspection and maintenance.

To look after the engines, a new $11 million engine overhaul shop has been set up to service the entire Ansett fleet. A sizable number of engines will be handled at this facility. Apart from the 15 CF6-80A engines for the 767, 58 Boeing 727 engines, 31 Boeing 737 engines, 25 F28 engines and 62 auxiliary power units will be maintained here. To complement the maintenance side, a new computer-controlled engine test cell was built as the size and thrust of the CF6-80A were beyond the limit of the existing test cell. For crew training, a new centre has been built housing new 767 and 737 simulators. The net result of all this planning and construction gives Ansett a most modern series of facilities to cope with their needs in the years ahead.

How does Ansett 767 differ from other versions supplied, or on order, to other operators? Contrary to what many people may think, these aircraft are not bought off the shelf fully equipped. Much effort is expended amassing optional equipment and features which are believed to be the most suitable. To begin with, their 767s are the only ones set up for three crew operations. Should the aircraft be sold in the future to another operator they can easily be converted to a two-crew configuration. Ansett will be the first user in the Asia Pacific region of a VHF digital data system known as Aircom. The compact 17 kg unit on board will automatically monitor such information as flight plans, weight and balance, fuel status engine thrust levels etc. Considerable attention has been paid to providing an aircraft fitted out with what they feel is the best equipment available. The seating, for example, reflects the efforts they have gone to. The Ansett 767 has a seating layout for 201, 48 in first class and 153 in economy class. The twin aisles allow a 2,2,2 arrangement in first class and 2,3,2 in economy. A load factor in excess of 85% would be needed before the centre row of seats in the economy would need to be used. Different sources have been used for the supply of seats. The first class ones come from a French manufacturer and the economy ones from an English supplier.

Special facilities have been provided for disabled persons, including an onboard wheelchair, toilet facilities, and six seats with fold-up armrests to allow disabled travellers to be easily moved from wheelchair to seat. The main ATLAS standard galley, which is the same as those fitted in the Ansett 727s and 737s is built by JAMCO in Japan. Much attention has been paid to creature comforts with the provision of fine bone china, attractive cutlery and a top-class coffee-making unit (from the US, of course). Whilst many of these items may seem minor, they do give an insight into the research that has been done putting together a technically advanced and comfortable environment for both crew and passengers.

On the important cargo capability side of operations, the 767 holds much appeal. The combined total of the cargo holds is 3070 cubic feet. Two types of containers will be used, the LD2F and the LD4. The smaller. LD2F which measures 58″ x 44″ x 59″ can be carried by a forklift truck. The larger LD4 which is 96″ wide, incorporates rollers. Fourteen LD2F containers or an equivalent number of either type can be carried on each flight giving a cargo lifting capacity of 15 tonnes. Obviously, the introduction of the 767 will greatly increase Ansett’s freight capacity.

Ansett’s first Boeing 767-277, VH-RMD, was number 24 on the production line and was originally due to be delivered in November 1982. Because of the downturn in Australian domestic airline traffic and delays in the cockpit conversion, both Ansett and Boeing agreed to defer delivery until mid-1983. The first flight was on 4 May 1983 and the aircraft was handed over to Ansett on 6 June. It was the 51st 767 to be delivered, behind No. 50 which went to Delta. The delivery flight to Australia was flown Seattle-Honolulu-Port Moresby-Sydney. At the time of its arrival in Port Moresby, VH-RMD had about 30 hours’ flight time notched up. The flight plan for the Port Moresby-Sydney leg showed a course via POLIS, LAMEP, LANAG, Rockhampton, and then to the west of Brisbane, Tamworth, Singleton, Sydney. Predicted elapsed time of 3 hours 14 minutes, distance 1488 miles, fuel used 14,907 kg. Total fuel load of 50,000 kg was made up as follows.

During the course of the flight the opportunity arose to have a look over the flight deck. Because of the large media representation on board, comprising four television crews and interested parties from various papers and aviation magazines, inspections were arranged on a roster system. The aircraft was under the command of Captain Mal Wheaton, Ansett’s Flight Development Manager. Assisting were two other pilots and three flight engineers. The flight deck is roomy despite the extra position for the flight engineer. The most apparent departure from the normal layout has been brought about by the various displays. These extremely high-definition rock steady displays are a marked step forward over existing instruments. The clarity and ease with which the information can be read must be of assistance to the crew. Because of the lateness of our departure from Port Moresby, which was 11 minutes behind schedule, the cruising speed was higher than normal to make up the leeway. The Machmeter was reading . 837 which is approximately. 05 Mach above the the usual cruise reading. Indicated airspeed was273 kts, TAS470ktsand GS489kts. For these reasons, the actual details regarding the waypoints in the prepared flight plan would be different and the fuel consumption would have been greater.

At 12.00 noon the descent commenced and as we approached Sydney a turn to the south east was made over the northern suburbs, taking us out past South Head for a landing on runway 25 into a stiff westerly. Touchdown was at 12. 21 p. m. , just hours 10 minutes after liftoff from Port Moresby. VH-RMD parked at the International Terminal at 12. 24, bringing to an end a most enjoyable flight.

After the passengers and crew left the aircraft, VH-RMD taxied to the Ansett Terminal where she was parked at position No. 5. Sir Peter Abeles held a press conference in the adjoining lounge before the 767 left on the final leg of the delivery flight to Melbourne at2. 45. By the time this article appears there will be four Ansett 767s in service, to be joined by a fifth aircraft during August 1984. There is no doubt that VH-RMD and her sister aircraft will be a familiar sight around Australia, as they head the Ansett fleet for many years to come.

Like any thoroughbred aircraft, the 767 has already had two new versions announced. A new long-range version of the 767 was announced in late 1982, resulting in what will be the longest-range commercial twin-engine aircraft in production. The maximum range of the 767-200ER will be more than 5600 statute miles nonstop with a full passenger payload. Such a capability will permit flights on sectors, for example, from London to Bombay or Tokyo to Sydney. Some changes would be made to the existing wing, fuselage and main landing gear and powerplants will be the CF6-80A2 or JT9D-7R4E of 50,000 lb thrust. Gross weight will be345,000 lb and the first delivery is scheduled for March 1984. The other proposed version is the 767-300 with an 18. 3 ft fuselage stretch, which could carry 262 passengers over a range of about 4100 miles. Gross weight, like the 767-200ER, will be 345,000 lb. Deliveries could commence in March 1986. With versions like these in prospect, the 767 family seems assured of a long production life.

Specifications of the 767-277 version used by Ansett are as follows.

Powerplant, two General Electric CF6-80A of 48,000 lb SLST.

Span, 156′ 1″. Length, 159’2″. Height,52′. Wingsweep, 31. 5 deg. Wing area, 3050 sq. ft. Tread, 30′ 6″. Wheel base, 64’7″. Cabin length, 116′. Maximum taxi wt,312,000lb. Maximum takeoff wt, 310,000 lb. * Maximum landing wt, 270,000lb. Maximum zero fuel wt,248,000lb. Design range,3080 nm. Approach speed at MLW, 136 kts. Takeoff field length at SL 28. 9 deg. C, 5900 ft. Engine out altitude at weight for 1000 nm, 23,800 ft. Block fuel per passenger, 500 nm 27. 1 kg, 1000 nm 47. 5 kg, 2000 nm 90. 4 kg, Passengers, 201, 48 in first class and 153 in economy.

* The first four aircraft are initially restricted to a 300,000 lb MTOW pending formal FAA approval, expected October 1983.