Max Kingsley-Jones/SEATTLE
Boeing CLAIMs that it has put itself "ten years ahead" of Airbus Industrie in the short-haul, jet-powered-airliner technology/low-cost stakes with the official unveiling of its first next-generation 737 (a -700) at its Renton plant, near Seattle, Washington, on 8 December.
Sales of next-generation 737s at the time of the roll-out stood at 501, from 21 customers, unprecedented for a new-aircraft programme. Orders were revealed for a further 16 aircraft for delivery from 1998, including six -800s for Jet Airways of India and ten -700s, plus ten options, for US lessor Tombo Aviation. Jet Airways also ordered four 737-400s.
The new 737s are faster and have more range than the current models. They have new, larger wings, CFM International CFM56-7 engines, and a flight deck with advanced liquid-crystal displays. Boeing decided to retain the existing 737 flying controls, rather than fit fly-by-wire avionics, as it believes that the customers' chief requirement is low cost.
Boeing Commercial president Ron Woodard says that he believes that the new models offer the best combination of low costs and new technology. "Airbus can no longer toot its technology horn. We have taken the lead," he says.
Airbus commercial director John Leahy describes such claims as "outrageous" and questions Boeing's claims that it will not now need to launch a new narrow-body for the next 20 years.
Although the new family has just 20% spares commonality with existing 737 models, Boeing intends to certificate the aircraft as a derivative, but to the latest US Federal Aviation Regulation Part 25 standards.
Harry Arnold, chief project engineer on the new 737, says that the issue with the Joint Aviation Authorities (JAA) over exit-limit maximum seating has not yet been resolved (Flight International, 13-19 December 1995, P4). New legislation, introduced since the 737 was first certificated, has forced more recent designs such as the A320 to be approved with fewer seats than were previously possible, and Boeing had planned to use its grandfather rights to gain approval for the new 737 on the back of the existing aircraft.
"The FAA and Boeing believe that the 149 [-700] and 189 [-800] passenger maximums are safe," says Arnold. "For JAA approval, however, we are looking at two options: either a redesign of the over-wing escape hatch or the relocation of flight-attendant seating-a final decision will be taken within a month," he adds.
The 737-700 will be flown in February 1997 and is to receive FAA certification in September of that year. The first aircraft is to be delivered to Southwest Airlines the following month.
Assembly of the new models is being undertaken on one of the two dedicated 737 lines at Renton.
Source: Flight International
