"AIRFRAMES" : Boeing 757 avec "Winglets"

Toucan a écrit:Retour sur un article d'Aviation Week qui traite du B 757 " Winglet equipped ", modification qui en fait un avion quasi intercontinental avec ce complément de Certificat de type.

Continental Airlines et Condor sont mentionnés :

[Vous devez être inscrit et connecté pour voir ce lien]

Continental Airlines' first winglet-equipped Boeing 757-300 was delivered from Seattle
to Los Angeles on Feb 3, clearing the way for the start of longer-range operations with the
model, including transatlantic routes.

The completion also marks a new phase for the Aviation Partners Boeing modification program that has now been applied to more than 2,730 Boeing 737s and 757s. The blended winglet design is also in the process of being certificated on the 767-300ER and is being evaluated by Airbus for potential application on the A320 family.

Continental became the first U.S. major to order blended winglets when it ordered the modification for both retrofit on 757-200 and for production line fit on 737 Next Generations in April 2004. APB was awarded an FAA supplemental type certificate for the winglet upgrade on the 757-200 in May 2005, and officially launched the retrofit for the stretched 757-300 in June 2008 when it won orders from Continental and German tour operator Condor.

The drag reducing winglet has been adopted wholesale by Continental, which blamed fuel costs as a major factor behind its 2008 net loss of $585 million. The airline's consolidated fuel cost totaled $5.9 billion in 2008, a $1.9 billion increase over 2007, with mainline fuel costs totaling $4.9 billion, a $1.6 billion increase over 2007.

As well as the 757-300 fleet, Continental is continuing with efforts to retrofit other models. It
installed winglets on 14 of 737-500 aircraft during the fourth quarter of 2008 and now has winglets on over 270 of its mainline aircraft.

[Vous devez être inscrit et connecté pour voir cette image]


All of the airline's 737-700s, 800s, 900s and 757-200s have winglets, as do some of the carrier's
737-300 and -500 'Classic' series fleets.
Continental also recently revealed plans to lease four additional 757-300s from Boeing Capital Corporation, and expects to place these aircraft in service in the first half of 2010. These
additional 757-300s are also likely to receive the winglet modification which, in the case of the stretch, is predicted to save up to $164,000 in fuel costs per aircraft, per year.
[Vous devez être inscrit et connecté pour voir ce lien]

Paddy a écrit:Merci Toucan

Intéressant aussi de voir que ces nouvelles capacités, grâce à APB, sont hors de portée pour....le B 737-900ER, ( soigneusement passé sous silence ? ) et pourtant !

Swift60 a écrit:Bonjour,

Une illustration des capacités de l'airframe B 757 par l'article de Siva Govindasamy sur FG :

"Northwest Airlines has won a license to fly from the USA to Vietnam, according to a report on the Vietnamese government's website.

The license comes into effect in June and allows the carrier to fly between San Francisco and Ho Chi Minh City, with a transit stop in Tokyo, using a Boeing 757 aircraft...."

[Vous devez être inscrit et connecté pour voir ce lien]

[Vous devez être inscrit et connecté pour voir cette image]

Aviation Partners Boeing set for 757 winglet trials
Icelandair emerges as second customer and evaluates the upgrade for 767-300Ers

Flight tests of the first Boeing 757 equipped with Aviation Partners Boeing (APB) blended winglets are set to begin next month, pending completion of installation of the first units in January.
The work on the first 757, a -200 belonging to launch customer Continental Airlines, comes as Icelandair emerges as the second customer for the modification. Icelandair has ordered seven ship-sets, plus options for 15. Deliveries of the first modified aircraft to the Icelandic carrier are expected to begin late this year. The overall order-book, including options, is also larger than the current Icelandair fleet, suggesting that the airline is already negotiating for more used aircraft.

The flight test and certification programme is expected to take about eight weeks, says Marino, who expects US Federal Aviation Administration approval around June. Deliveries to Continental will begin soon afterwards, with Icelandair deliveries dovetailing into the US airline's order stream.

Aviation Partners Boeing says the winglet is expected to lower fuel consumption by up to 5%, depending on route length, or to extend range capability by up to 370km (200nm).

Icelandair also acknowledges interest in the winglets for two 767-300ERs currently being operated by charter arm Loftleidir Icelandic. "There are other airlines we are also talking to about that who will probably launch first," says Marino, adding that the 767 programme is expected to get the go-ahead in the first quarter of 2005. Flight tests will follow "right on after those of the 757", he adds. Work on a possible 777 winglet is "still in the product development stage"......

.....with varying shapes and configurations currently under evaluation, but the 747 winglet effort has been shelved.
Meanwhile, Aviation Partners Boeing's large 737 winglet orderbook has received another boost with the decision by UK-based Flyglobespan to order shipsets for three 737-800s, plus options for 47 aircraft.
Initial shipsets will be installed post-delivery in March, April and May 2005, and mean that the total winglet ship-set backlog has now risen to around 300, with more than 500 delivered.

SEATTLE, March 11 /PRNewswire/ -- On March 9th a Continental Airlines Boeing 757-200, outfitted with 8 foot 2 inch tall Aviation Partners Boeing Blended Winglets, flew from Everett, WA to Los Angeles with a brief stop en route at Boeing Field Seattle. "The first flight was a complete success," says Aviation Partners Boeing Vice President of Programs Jay Inman.

FAA certification of 757-200 Blended Winglets is anticipated in May 2005 with first customer installations beginning in July. Initial launch customers Continental Airlines and Icelandair are the first operators that will take advantage of patented* Blended Winglet Technology on their 757-200's.

"Market interest in this program has been unprecedented," says Aviation Partners Boeing CEO Mike Marino. "The 757-200 is a very popular aircraft that has been coming up in value lately. More and more airlines are looking to increase the utilization of one of the most efficient aircraft every designed on a cost-per-seat basis. Blended Winglet Technology, now available for the 757-200, is helping to make this possible."

Jeannot a écrit:Merci sevrien pour ces posts. Si on suit votre raisonnement, il devient clair que le 757 avec Winglets faisait de l'ombre au 787-8 mais Boeing ne pensait alors pas avoir autant de soucis sur l'oiseau de rêve.

Alphajet a écrit:American Airlines possède des 757 avec winglets.

Leur utilisation est essentiellement sur liaisons intérieures, c'est pourquoi G.Arpey songe à un remplaçant.

Alphajet a écrit: Il est question du 737-900, pas du 787 bien sûr........

The airline, which operates 124 Rolls-Royce RB211-powered 757-200s retrofitted with [Vous devez être inscrit et connecté pour voir ce lien] blended winglets, has previously indicated that it could be interested in replacing the twinjets with the 737-900ER.

Jeannot a écrit:Il y a quelques temps j'avais posté ce lien dans le fil sur American Airways. Il semble que nos amis de flightglobal fassent parfois des doublons. [Vous devez être inscrit et connecté pour voir cette image]

[Vous devez être inscrit et connecté pour voir ce lien] is confident that performance upgrades in the pipeline for its single-aisle ­family will give its largest model, the A321, a sufficient range boost for a genuine shot at the huge ­[Vous devez être inscrit et connecté pour voir ce lien] 757-200 replacement ­market.

The airframer's chief operating officer for customers, John Leahy, believes that the new 'sharklet' winglets, which will provide a 3.7% reduction in fuel burn and around 220km (120nm) more range on the A321 from 2012, means there are "great opportunities to replace the 757-200".

According to Airbus there are 689 passenger 757-200s in service, with several large fleets operating with US carriers including American Airlines, Continental Airlines, Delta Air Lines and [Vous devez être inscrit et connecté pour voir ce lien]. The latter is in the early stages of a fleet renewal evaluation for its 96 aircraft, although this may be affected by its proposed merger with Continental Airlines.

The 757, which is slightly larger than the A321, has always had superior payload-range, but the sharklet upgrade gives the Airbus single-aisle "true US transcontinental range capability", says Leahy.

He adds that the sharklet-outfitted A321 will be able to operate between Boston and San Francisco or San Francisco and Maui, Hawaii, with maximum passengers - similar to routes flown by the US 757 operators - but with a 17% per seat fuel burn advantage, based on a 185-seat A321 and 192-seat 757-200.

Equipped with Aviation Partners Boeing winglets, the 757 has a range of 8,300km, which is around 2,600km more than the A321, giving it transatlantic range.

Airbus vice-president for customer affairs Andy Shankland concedes that the transatlantic routes flown by some US 757 operators are beyond the capability of the A321, and says that the primary focus centres on US transcontinental routes.

[Vous devez être inscrit et connecté pour voir ce lien] chief executive Akbar Al Baker, whose airline is a major [Vous devez être inscrit et connecté pour voir ce lien]-family operator, said recently that Airbus' proposed 'new engine option' re-engining with advanced turbofans would provide an even more significant boost in performance for the A321.

Boeing is not being idle on its current narrowbody family, and will decide this year on re-engining for the 737 to give a potential fuel burn improvement of 10-15%.

Airbus claims that the A321 with sharklets has an 8% fuel-burn advantage over the current version of the largest 737, the 173-seat -900ER. However Boeing plans to deliver a 2% improvement in fuel burn for the 737 next year through the new [Vous devez être inscrit et connecté pour voir ce lien]-7BE engine and an aerodynamic clean-up.

• nous avons posté des analyses qui démontrent comment l'A330-300 est devenu un concurrent su B77-300ER, là ou personne ne l'attendait ; on avait découvert que les opérateurs des B777-300ER auraient pu réaliser entre 95% & 98 % de leurs "missions" long-courrier avec des A330-300, ... ce qui aurait réduit substantiellement les DOC de leur flotte & de leurs opérations ;
  
• nous connaissons les résultats pratiques de cette découverte de l'aspect "overperforming" / 'surperformant' et non nécessaire du B777-300ER.
  

Jeannot a écrit:Beoieng prèche pour sa paroisse concerant le remplacement du 757 et met en avant le 737-900ER

Boeing exec: 737-900ER, not Airbus A321, best replaces 757

[Vous devez être inscrit et connecté pour voir ce lien]

Boeing isn't sitting idly by while Airbus pitches its "sharklet"-
equipped A321 as a potential replacement for Boeing's 757.
"(T)he best possible 757 replacement already exists -- the 737-900ER," Boeing Commercial Airplanes marketing chief Randy Tinseth [Vous devez être inscrit et connecté pour voir ce lien] on his blog Wednesday.
Comparing it to the A321, he said: "(T)he 737-900ER is virtually the same size, yet travels farther for less fuel and less money and does it more reliably."
Specifically, he wrote:

• The 737-900ER carries 180 passengers in a standard two-class configuration -- just three fewer than the A321, according to Tinseth, but five fewer, according to Airbus.
  
• The 737-900ER has a maximum range of 3,265 nautical miles -- 210 more than the A321, according to Tinseth, but just 65 more, according to Airbus.
  
• The A321 is nearly 10 percent heavier, and consumes 4 percent to 5 percent more fuel per seat, according to Tinseth (I don't have Airbus numbers on that at the moment).
  
• The A321 is 7 percent to 8 percent more expensive to operate per-trip, 5 percent to 6 percent more expensive to operate per-seat mile and less reliable, according to Tinseth (I don't have Airbus numbers on that either, but Airbus says on its [Vous devez être inscrit et connecté pour voir ce lien] that: "The A321 offers the best seat-mile costs of any single-aisle aircraft.").
  

It's worth noting that the 757-200 and 757-300, respectively, can carry 200 and 243 passengers in a typical two-class configuration, with a range of 3,900 and 3,395 nautical miles. So it looks to me like neither the 737-900ER nor the A321 fully replaces the 757.
Pivoting to Airbus' sharklets, Tinseth noted that Boeing's winglets have been in service for more than a decade and, unlike sharklets, can be retrofitted to existing planes.
"So, too bad if you own one of the more than 4,290 A320 family aircraft already delivered -- no winglets for you!" he wrote.

[Vous devez être inscrit et connecté pour voir ce lien]

• le fuselage de l'Airbus A321, plus large (et plus confortable), permet de transporter du "belly freight" en container std., ce qui est impossible dans n'importe quel B737 ; ceci est une source très importante de revenus, inaccessible aux opérateurs de B737-NG, quelle qu'en soit la variante ;
  
• 
  
• le B737-900ER ne peut décoller à pleine charge de nombreux aéroports "hot & high" (et "hot" tout court) de la planète, ce qui oblige Boeing à revoir ses chiffres, .... vers le "moins avantageux" ; pour ceux qui exploitent l'A321 à motorisation IAE V2500, .... ceci n'est pas un facteur négatif ;
  
• 
  
• le "time on wing" des moteurs qui propulsent le B737-900ER atteint à peine 67% de celui des moteurs IAE V2500 sur l'A321 ; d'où frais d'entretien accrus sur B737-900ER ;
  
• 
  
• la 'rétention d'efficacité' / "efficiency retention" des moteurs IAE V2500 sur A321 est, au bas mot, de 1% meilleure que celle des moteurs qui propulsent le B737-900ER ; en consommation seule, ceci représente une économie d'environ US$ 130,000 par avion, par an ; aussi, ceci vient en sus de l'aspect "time on wing", déjà défavorable pour Boeing, car les opérateurs du B737-900ER sont obligés de déposer les moteurs,plus fréquemment, non seulement pour des questions d'entretine pur jus, mais aussi pour restaurer le niveau de "fuel-burn efficiency" promis aux clients !