Update – Boeing 747-400

Probably the most profound effect on fuel efficiency will come from the introduction of a new generation of high bypass ratio turbofans. Boeing are offering three engines for their -400 from GE, Pratts and Rolls Royce. Pratt & Whitney have available the all-new PW4000, a vastly updated and re-designed version of the long-serving JT9. General Electric have available the CF6-80C2, which is already in service on Thai International A300-600s (refer 29 Jan 86 AA) and destined for that carrier’s 747-300s due for initial delivery later this year. Finally, Rolls Royce will offer the RB211-524D4D, an improved version of the basic unit now flown aboard the Qantas 747 fleet. The 524D4D will deliver 56,000lb thrust (like its competitors) though the GE and Pratt products in the longer term are eventually capable of upwards of 60,000lb plus thrust.

Rolls actually is in an excellent position in the long term as by 1988 it will be responsible for building 25% of the GE CF6-80C2 engines as part of their technology-work share agreement with the US company. On a per pound of thrust basis, all three engines are delivering around 50% more energy than the first generation of such engines back in the late sixties in addition to being somewhat quieter, indeed a considerable technological achievement.

Overall, a -400 will consume around 1 O to 12% less fuel per aircraft mile than a -300 and up to 16% as against a -200 and, claim Northwest Orient, around 22% compared with a -100 while carrying a greater number of passengers than the standard body aircraft. This decrease in fuel burn virtually allows the -400 a full one thousand nautical mile range extension over its -300 cousin while carrying the same number of passengers.

While the passengers may not notice all this hi-tech he or she will certainly notice the new cabin sidewalls, better standard of movies through new video projectors, better toilets and an audio system that really works. Boeing are also hoping to develop flat seatback video screens that will enable passengers to watch up to a dozen different video shows including documentaries and travelogues on their approaching port of call. This would also enable passengers to make their own selection from a number of movies and watch them at their leisure, certainly a much better situation than that found at present. New methods of wiring the floor and providing the required ‘plumbing’ arrangements for the toilets would also allow operators greater flexibility in altering internal configurations with a minimum of aircraft downtime.

Boeing were originally planning to use the new aluminium lithium alloys in the -400 but have decided against this as they won’t be commercially available till around 1990 so in the meantime something like 8,000lb has been saved by using the new generation of alloys presently being employed in the 757 and 767 programmes.

Probably the area of most change though is in the area of the flight deck. Boeing have on offer two standards of cockpit, both essentially two crew operations though a third member may be carried if so desired by the carrier concerned. Option one is to use what is essentially the configuration and systems of the 757/ 767 cockpits with obvious updating for four-engine operations, etc. Option two is to move into the future with a vastly improved cockpit using the latest range of flat panel CRTs and computers available, this option resembles the A320 layout to some extent. In both units, most FE functions such as electrical power distribution, hydraulic power control and fuel management would be automated. Additionally fuel management data would be removed from the overhead panel as it is on the 757/767 to the forward panel or otherwise the EICAS display with monitoring of fuel flows at regular intervals and flaggings as specified as to fuel status at various predetermined intervals.

Using option one, Boeing claim that the approximately 690 advisory and warning lights on the present 747 will be reduced to fewer than 300 while switches which presently number around 280 would be reduced to less than 200 with expected reductions in related crew workload and procedures. Naturally, as is the present procedure, carriers flying long range missions would carry backup crews so while the -400 is essentially a two crew aircraft there will be no real reduction in the pilot crewing situation. Readers wishing additional information on the specific technical function of the basic systems employed in the 757/767 cockpit may like to refer to our in-depth description of such systems in our September 85 Qantas 767ER (p24) feature.

Sales-wise the future of the world’s largest airliner looks good.

There are presently a large number of airlines that operate 747 fleets approaching between eleven and fifteen years of age, in fact an age regime that accounts for more than 300 aircraft! Airlines that have already declared their intentions to re-equip in great numbers of new 747s over the next few years are Air France (with 32 747s purchased – figures are total acquired, not presently operated in some instances) British Airways (33), Lufthansa (26), JAL (54), KLM (19) PanAm (48), United (18), Qantas (28), TWA (19), and SIA with 33 747 purchases to date with many more to come due to their high rollover rate. Overall it is expected that if the world’s economies maintain their present levels of growth through the coming five years then at least 400 747-400s will be ultimately required to replace and augment present capacity

This is of course an excellent scenario for Boeing who have no real competition to the 747 and indeed one that may well prove conservative in the long term. Closer to home, Qantas are of course extremely interested in the -400 for it would give them the ultra-long range heavy-lift capability that would enable them to serve non-stop a number of key routes they presently are restricted on.

First metal is scheduled to be cut on the new superjet this winter while rollout is targeted for early 1988 with full FAA Certification planned for the third quarter of that year and initial airline deliveries (to Northwest Orient) occurring before the close of 1988.

Boeing have now been making money out of the 747 for more than a decade and a half and with sales approaching 700 it is confidently expected that when the US dollar devalues a whole new surge of 747-400 orders will take the superjet line past 1000 deliveries before the end of this decade. That is certainly Boeing’s wish and we for one cannot see it being too far off the mark