Boeing 767

Federal regulators on Wednesday ordered operators to make safety adjustments to the fuel tanks of more than 400 Boeing 767s registered in the U.S. in order to prevent a devastating midflight explosion.

The safety directive issued by the Federal Aviation Administration gives operators of the popular airliner three years to install an automatic fuel pump shut-off system for the center fuel tanks on 767s. The concern is that if fuel in the tanks becomes too low while the pump is still operating, under certain conditions it could ignite fuel and air vapors, causing an explosion.

In the meantime, flight crews are supposed to shut-off the pumps themselves when fuel gets low.

The estimated fleetwide cost of complying with the order is $4.6 million.

Boeing spokeswoman Liz Verdier said the Chicago-based aircraft manufacturer sent operators of 767s a service bulletin two years ago recommending the changes in Wednesday's FAA order. Compliance with service bulletins is voluntary. Verdier said she didn't know how many operators may have already installed the automatic shut-off systems.

FAA has no authority to order foreign carriers operating 767s to install the shut-off systems, but most operators usually comply voluntarily or are ordered to do so by aviation authorities in their countries. There are about 960 of the 767s in operation worldwide, including 414 in the U.S., Verdier said.

The latest order is one of a lengthy series of steps taken in the last decade to prevent the possible ignition of vapors inside fuel tanks in response to the explosion of TWA Flight 800 off the coast of New York's Long Island in 1996. All 230 people on board the Boeing 747 were killed.

Analyst: Lower-cost Boeing 767 could fill niche of 787-3
A lean production line and winglets for Boeing's 767 could allow the plane to fill the niche the company had envisioned for the [Vous devez être inscrit et connecté pour voir ce lien], analyst Scott Hamilton [Vous devez être inscrit et connecté pour voir ce lien] on Saturday.
Boeing is [Vous devez être inscrit et connecté pour voir ce lien] the future of the 787-3 -- which would carry more passengers than the other 787 variants but with a shorter range -- after losing its last remaining order for the model.
The lean production line will cut Boeing's cost to produce the 767, while winglets will boost the aging plane's efficiency, although not to 787 levels, Hamilton noted.
This would help the company offer a lower price in the U.S. Air Force's aerial refueling [Vous devez être inscrit et connecté pour voir ce lien] competition and could breathe new life into the 767 as a commercial product, he wrote. "(A) lower-capital cost, more fuel-efficient 767 might well be repositioned by Boeing as a mid-market solution in a way that Airbus so-positioned the A330."
There, he's referring to Airbus finding a niche for the A330, amid the newer, more-efficient Boeing 787 and Airbus A350.

Jeannot a écrit:Un long article retrouvé sur ATW sur la bataille des bi-couloirs.

IN THE BATTLE FOR SUPREMACY TO SUPPLY THE LION'S SHARE OF twin-aisle aircraft, a market estimated at 7,925 planes over the next 20 years, 2010 will go down as a pivotal year that will set strategies and fortunes for decades to come. Overall, Airbus forecasts that the global market over the period is for 25,000 new passenger and freighter aircraft valued at $3.1 trillion made up of 1,700 very large types, 6,250 twin-aisles and almost 17,000 single-aisles.
The airline industry is watching and waiting for answers to a multitude of questions: Will Airbus solve the A380's production and nettlesome reliability issues? Will Boeing's 787 perform as promised and are its nightmare development problems behind it?

Will its 747-8 meet its brochure performance?

And how will it update its 777 to meet the promise of the A350-1000?

Quite possibly the biggest gamble belongs to Boeing, which has to decide the future strategy of its all-conquering 777, ..... Production rate of the 777 is currently five a month, down from a peak of around seven,

One airline that is very clear as to what it requires is Emirates, which has the world's largest fleet of 777s with more than 80 in service.

It wants an all-new 777 by 2018. "Our first [and oldest] 777 will leave the fleet in 2017," President Tim Clark explains to ATW.

...He suggests that while the A350-1000 looks great and will cut fuel burn, it is a 10-12-hr. aircraft with full payload and "its performance falls away after that."

However, Rolls-Royce and Airbus say they have the engine power available to develop the -1000 further.

.... In January Boeing convinced the former VP and program manager of the 777, who retired in 2007, to return to consult to the Advanced 777 Product Development team. The manufacturer already is touting a 4%-5% improvement for the 777, which Clark describes as "meaningful but not enough."

New Models.

In the shorter term he would like to see some significant variants of the 777: A 777-250 sized between the -200LR and -300ER and also a slight stretch to create a -400ER to seat 400 in three classes.

In the longer term, a new wing and engines are needed, he maintains. "I expect to get more details in April and I hope GE comes up with the goods [more thrust]..."

".....The GE-90-115B is a superb engine with very few problems."

... Boeing needs to move on the 777 upgrade and successor this year if it is to remain the dominant player in that class, analysts suggest.

Airbus claims its A350 XWB is on track, ......Teal Group VP-Analysis Richard Aboulafia sees the A350 as a "crucial plane" for Airbus and likes it more and more. "The composite panel approach is good and may give Airbus more flexibility," he notes. While he is upbeat on the -900 version, he is lukewarm on the -800 and -1000 models. Responding to the manufacturer's announcement that it had abandoned the -800 as a standalone design and would simply shrink the -900, he says, "Shrinks don't work. Essentially, Airbus has given up on [competing with] the 787." .

COO-Customers John Leahy will have none of that, telling ATW at the Singapore Airshow last month that the A350-800 will play a role similar to that of the -200 in the A330 family and "enjoy the same success." The shortened version of the A330-300 is largely credited with driving the 767 out of the market, although Boeing's delays on the 787 ironically have breathed a bit of life into that program.

The changes to the A350-800 add 3 tonnes more payload and boost the range by 250 nm., Leahy claims, although he concedes they add a few percent to the fuel burn.

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Boeing 767 engine pylon cracks raise alarm

Boeing is drafting new guidelines for inspecting the structural integrity of its 767 jetliner after cracks were discovered in the engine pylons of at least two planes operated by American Airlines, The Wall Street Journal reported late Monday. The size of the cracks surprised Boeing officials and there is concern the problems could be more widespread, the newspaper said. Under new guidelines, the manufacturer will likely recommend stepped-up inspections. In one case, cracks in the jet's pylon were so bad that regulators said it could easily have lost an engine, the Journal said. Why the cracks are appearing isn't known. American parent AMR Corp. and the Federal Aviation Administration have inspected the bulk of the operator's 767 fleet and metallurgical tests were pending

Jeannot a écrit:Visiblement quelques soucis sur les pylones des 767 d'American. Suffisemment important pour alrter Boeing

Boeing 767 engine pylon cracks raise alarm

Boeing is drafting new guidelines for inspecting the structural integrity of its 767 jetliner after cracks were discovered in the engine pylons of at least two planes operated by American Airlines, The Wall Street Journal reported late Monday. The size of the cracks surprised Boeing officials and there is concern the problems could be more widespread, the newspaper said. Under new guidelines, the manufacturer will likely recommend stepped-up inspections. In one case, cracks in the jet's pylon were so bad that regulators said it could easily have lost an engine, the Journal said. Why the cracks are appearing isn't known. American parent AMR Corp. and the Federal Aviation Administration have inspected the bulk of the operator's 767 fleet and metallurgical tests were pending

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SEVRIEN a écrit:Merci, Jeannot ! C'est une vieille histoire qui revient !

"What goes around come around" ! [Vous devez être inscrit et connecté pour voir cette image]

Sevrien a écrit:
La bêtise est que vous ne tenez même pas compte du fait que :

-- (i) la FAA prend appui très sérieusement sur la base de données que constitue le « Directory of Ageing Aircraft », compilé par Flight International et d'autres organisations, y compris la FAA elle-même ;

-- (ii) la FAA a déjà émis un AD (en 2000 ? Voilà le sign-posting ! A vous de chercher), qui a fini, dans son application, par reconnaître la différenciation entre moteurs, [b]contrairement à ce que vous avez écrit!

Vous refusez de reconnaître les faits, et ne faites qu'avancer vos opinions, truffées de contradictions inhérentes, qui reçoivent le démenti de la FAA, qui,
-- dans le contexte des moteurs qui « tombaient des ailes des avions » (« became detached from the aircraft’s wing ») ,
-- a déterminé que ce « detachment » fut dû à des vibrations excessives, qui usaient prématurément les « broches de fixation » du combiné « moteur-nacelle » au pylône,
-- et contribuaient à une usure prématurée de l'ensemble « nacelle-broche-pylône ».
.............
Au début, dans cette affaire, la FAA n'a fait aucune différenciation entre les différents moteurs !

C'est Boeing qui a défendu RR, qui a fini par avoir un traitement équitable de souplesse, qui reconnaissait qu’il y avait bel et bien une différenciation entre moteurs. Et ceci a bien était reconnu, par la FAA, dans :

-- (a) la célérité avec laquelle elle a exempté RR des mêmes contraintes que celles imposées à GE & P&W (fréquence de remplacement des broches ne dépassant pas la moitié de celle frappant GE et P&W ; plus question de "one size must fit all" !) ;

--(b) la restauration quasi-immédiate des ETOPS 180 minutes aux avions en question à motorisation RR, alors que GE & P&W ont dû patienter bien plus longtemps, avant de récupérer d'abord ETOPS 90 minutes, avant de passer à 120, et ensuite, à 180 minutes !

Voici les extraits de mes posts (vulgarisés, nécessairement, par rapport aux texte et jargon de la FAA et de son AD !

Sevrien a écrit:
21/09/2006 (dans un post sur l'Airbus A380, .....)
............................

Quand le FAA a paniqué, et donné l'ordre de faire changer les broches de fixation (ensemble moteur, nacelle, pylône, aile ) des avions à moteurs à forte poussée (> 37, 000 à 40,000lbs, paramètre bas.... ),

-- en raison des problèmes dus à l'usure excessive & prématurée par vibrations (cela concernait les GE & P&W -- architecture 'à 2 arbres' --, pas les RR -- architecture à 3 arbres'), pendant des semaines, la BA, entre autres, ramenait les avions au bercail de LHR, selon un système de rotation,

et les ingénieurs de Boeing travaillaient nuit & jour, sur le 'tablier', non pas dans les hangars, pour remplacer toutes les pièces (saines, en fait), par celles qui arrivaient par paquets, tous les jours, jusqu'à ce que toute les flottes BA de B757 / -767 / -747 soient rééquipées et contrôlées, sans que la BA subisse une minute de retard au décollage du fait de ces opérations.

Sevrien a écrit:
14/10/2006 .........
Lorsque P&W & GE sont en train de voir leur 'rétention d'efficacité' chuter vers 98.5% par rapport à leur base 100% (RR -- et je ne roule pour aucun motoriste -- toujours à, par exemple, 99, 96% par rapport à la sienne) et qu'après, ......
-- c'est l'accélération de 'dégradation' vers les 95%-96%,

-- et que RR reste au-dessus des 99%, les P&W & GE sont obligés de faire de la maintenance , y compris des pièces chères, non seulement pour la maintenance 'pur jus', mais , aussi, pour rattraper leur performance en consommation visée.

Indépendamment de l'avantage de l'architecture des 3-arbres de RR, sur celle à 2-arbres des deux autres, ......

.....RR prépare TOUS ses moteurs depuis au moins 2 décennies aux règles et normes ETOPS 180 minutes, 'out of the box'. Résultats de 'non dégradation' époustouflants, bien au-delà de ce que RR avait espéré.

Dans ma note sur le problème des changements des 'broches' (de pylone) sur "big-twins", imposés par la FAA, aux moteurs "big fan" à forte poussée (> 37, 000lbs, sur les B767 et B757, par exemple). Le FAA a reconnu que les RR RB211-535 C / et -E4, et les RB211-524 (toutes les versions) par rapport aux moteurs correspondants de PW & GE :
-- subissaient moins de 'dégradation',

-- causaient moins de vibrations, susceptibles de causer le détachement des moteurs, en vol, en raison de l'usure prématuré des 'broches' qui 'lâchent' (soit 'dégradations' hors moteur, causées par le moteur ! ),

-- et étaient quasi-automatiquement / très rapidement ré-autorisés ETOPS 180 minutes, pour toutes les flottes de toutes les Cies. concernées, ...

-- alors que, s'agissant des moteurs rivaux, il y a eu une longue période de limitation à 120 minutes de 're-proving', et, le comble ....
-- les broches, même renforcées, étaient / sont obligées d'être changées, par ordre FAA, (coût 'caché' d'entretien dont on ne parle pas ! )...après seulement deux-tiers du temps autorisé à ceux sur les mêmes types d'avions motorisés par les RR correspondants !

American explains detection of cracks on two 767s

[Vous devez être inscrit et connecté pour voir ce lien] has sent one of its [Vous devez être inscrit et connecté pour voir ce lien] engine pylons for metallurgical testing by a third party on behalf of [Vous devez être inscrit et connecté pour voir ce lien], after a crack was discovered in the strut midspar.
The carrier detected the crack while the aircraft was recently undergoing other maintenance at its Alliance Fort Worth maintenance base, says the airline.
American then brought the issue to the US Federal Aviation Administration's attention, and the regulator and airline worked out an inspection schedule that spanned a week-and-a-half for a total of 56 aircraft - 15 767-200s and 41 767-300s. The carrier says that 17 of American's total fleet of 58 767-300s were excluded from the inspections since they are newer model aircraft with a different pylon configuration.
The inspections were carried out during overnight line maintenance at stations across the carrier's system, and cracks were discovered on a total of two aircraft, including the first aircraft that triggered the inspections.
Boeing, meanwhile, confirms that an operator has found cracking on the 767 strut midspar ahead of an inspection interval featured in a manufacturer service bulletin and FAA airworthiness directive.
The airframer says it is "moving toward issuing a revised service bulletin on this matter that will call for a change to the recommended inspection interval for the strut midspar".

Boeing moving to recommend more 767 wing checks

Boeing said it is likely to recommend more inspections for some of its 767s after American Airlines found cracks where the engine attaches to the wing, The Associated Press [Vous devez être inscrit et connecté pour voir ce lien] Thursday.
Boeing is considering asking airlines to inspect the wings every 400 flights, up from the Federal Aviation Administration requirement of inspections every 1,500 flights, spokesman Peter Conte told The AP. He said the company expects to issue a service bulletin in July

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Boeing starts work on 1,000 767

Boeing Co. is starting assembly of its 1,000th 767 jetliner.
Boeing is marking the occasion with a ceremony Tuesday at its widebody assembly plant in Everett. The jet is a 767-300 extended range passenger version for All Nippon Airways, to be delivered in February.
The 767 first flew in 1981. More than half of those sold have been the 767-300ER model, which can carry 220 passengers.
Orders for 767s have declined in recent years, but Azerbaijan Airlines ordered three in July and Boeing still has a backlog of 44 planes. It's building a new assembly bay for 767s at Everett, in part to free additional space to assemble its new 787 jetliner. Boeing also hopes to land a $35 billion Air Force contract to build aerial tankers based on the 767.

"Two hundred tons is a lot of weight, more than what our overhead cranes can handle," said Boeing tooling engineer Kelson Na.

Inside Boeing's final assembly plant in Everett, Wash., Na and others are dealing with these logistical challenges as they reposition the 767 production line toward a leaner operation.

Recently, the team moved a behemoth jig that is encased in scaffolding. The 200-ton tool is used to build the nose of a 767 jetliner.

"We've never done this before," said Boeing toolmaker Mark Severson.

Since the apparatus was too heavy for the overhead cranes in the factory, the initial plan was to dismantle it piece by piece and then rebuild it.

"Having to put it together is very difficult and time-consuming," said Denise Dell-Stewart, 767 tooling manager.

Forsythe a écrit:Problème moteur sur un B-767 de DL

Version 1

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Version 2

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A Delta Airlines Boeing 767-300, registration N1200K performing flight DL-30 from New York,JFK (USA) to Moscow Sheremetyevo (Russia) with 193 passengers, was in the initial climb out of JFK's runway 04L when the crew declared emergency about 80 seconds after receiving take off clearance.

Tower asked the next departure waiting for takeoff clearance whether they had seen any fire or smoke from the #1 engine of the departing aircraft with a negative reply, another crew and tower reported seeing a flash from the departing aircraft during takeoff.

A third crew reported seeing a flame out and smoke from the departing aircraft.

The Boeing 767 crew reported they had lost the left hand engine (PW4060), climbed to 5000 feet, dumped fuel and returned for a safe landing on runway 04L about 50 minutes after departure. Emergency services found no traces of an engine fire.

The FAA said, the crew reported engine problems, turned back to New York, landed safely and taxied to the apron. Initial reports of an engine fire were incorrect.

Jetblue flight B6-74, next in line to depart after the Delta Boeing, declined takeoff clearance from runway 04L twice requesting a runway inspection before departure. The airplane departed 10 minutes after the first takeoff clearance following ground vehicles reporting the runway was clear.

Local news helicopters started swarming the airport about 10 minutes after the departure of DL-30.

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A suivre (ou va-t-on taire la suite ?) !

Les autorités de l'aviation civile américaine (FAA) ont annoncé lundi soir que les compagnies aériennes devaient mener une inspection sur les moteurs Pratt & Whitney (groupe United Technologies) de type PW4000 Series, afin de vérifier l'absence de fuite d'huile sur un tuyau.


© 2010 AFP

Farr2 a écrit:CF-6 " loud bang " sur un B 767 d'American Airlines. Engine surge.

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An American Airlines Boeing 767-300, registration N355AA performing flight AA-930 from Sao Paulo Guarulhos,SP (Brazil) to Miami,FL (USA), was climbing through FL250 out of Sao Paulo about 11 minutes into the flight when the right hand engine (CF6) emitted a loud bang and the crew received engine indications consistent with an engine surge.

The crew shut the engine down and returned to Sao Paulo for a safe landing on runway 09R about 23 minutes later.

A post flight inspection revealed damage to the engine that required an engine change.

Boeing is making 1,000th 767; but will it hit 1,050?

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Boeing on Monday celebrated the start of assembly of the 1,000th 767. There are serious doubts, however, about whether the company will build many more of the aircraft.
"It takes an incredible airplane to make it to the 1,000th unit," Kim Pastega, vice president and general manager of the 767 program, told program employees in Boeing's wide-body plant in Everett on, Monday. She stood in front of the 1,000th 767, a 767-300ER for Japan's All Nippon Airways.
Boeing delivered 994 767s through the end of 2010 and has orders for just 50 more, for a total of 1,044. That's just over two years' worth of production, at the current rate of two per month.
While Boeing continues to market the aircraft to commercial customers, its future depends heavily on whether the company wins the Air Force's $35 billion, 179-plane aerial refueling [Vous devez être inscrit et connecté pour voir ce lien] contract.
The Air Force is scheduled to choose between Boeing's 767-based [Vous devez être inscrit et connecté pour voir ce lien] and EADS North America's Airbus A330-based [Vous devez être inscrit et connecté pour voir ce lien] early this year. Boeing officials are in the "final throes" of answering questions from the Air Force and hope to turn in their final price in the next month or so, Pastega said.
Asked about recent [Vous devez être inscrit et connecté pour voir ce lien] saying Boeing executives fear EADS will win the competition, Pastega said: "We think we have a very competitive proposal."
But the 767 isn't dead as a commercial proposition, Pastega insisted. "We still have, actually, a fair amount of active sales campaigns, and we're going to continue building it commercially as long as there's demand."
Boeing has continuously improved the aircraft, said Darrel Larson, director of 767 manufacturing. "It's not the same airplane that we started with 30 years ago."
Duncan Moore worked on the wings for the first 767 three decades ago (and now works on the [Vous devez être inscrit et connecté pour voir ce lien] program).
"If you look at its performance for its airline customers, it has been an excellent airplane. It has had a very low seat cost," he said Monday. "And it's still a competitive airplane that is good for its slot in the market."
To make room for increased 787 production and streamline 767 assembly, Boeing is moving the 767 program to a new part of its Everett plant, where it will take up 44 percent less space. Assembly will start in the new site with the 1,001st 767.

Jeannot a écrit:Mise en fabrication du 1000 ième 767...

Boeing is making 1,000th 767; but will it hit 1,050?

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Boeing on Monday celebrated the start of assembly of the 1,000th 767. There are serious doubts, however, about whether the company will build many more of the aircraft.
"It takes an incredible airplane to make it to the 1,000th unit," Kim Pastega, vice president and general manager of the 767 program, told program employees in Boeing's wide-body plant in Everett on, Monday. She stood in front of the 1,000th 767, a 767-300ER for Japan's All Nippon Airways.
Boeing delivered 994 767s through the end of 2010 and has orders for just 50 more, for a total of 1,044. That's just over two years' worth of production, at the current rate of two per month.
While Boeing continues to market the aircraft to commercial customers, its future depends heavily on whether the company wins the Air Force's $35 billion, 179-plane aerial refueling [Vous devez être inscrit et connecté pour voir ce lien] contract.
The Air Force is scheduled to choose between Boeing's 767-based [Vous devez être inscrit et connecté pour voir ce lien] and EADS North America's Airbus A330-based [Vous devez être inscrit et connecté pour voir ce lien] early this year. Boeing officials are in the "final throes" of answering questions from the Air Force and hope to turn in their final price in the next month or so, Pastega said.
Asked about recent [Vous devez être inscrit et connecté pour voir ce lien] saying Boeing executives fear EADS will win the competition, Pastega said: "We think we have a very competitive proposal."
But the 767 isn't dead as a commercial proposition, Pastega insisted. "We still have, actually, a fair amount of active sales campaigns, and we're going to continue building it commercially as long as there's demand."
Boeing has continuously improved the aircraft, said Darrel Larson, director of 767 manufacturing. "It's not the same airplane that we started with 30 years ago."
Duncan Moore worked on the wings for the first 767 three decades ago (and now works on the [Vous devez être inscrit et connecté pour voir ce lien] program).
"If you look at its performance for its airline customers, it has been an excellent airplane. It has had a very low seat cost," he said Monday. "And it's still a competitive airplane that is good for its slot in the market."
To make room for increased 787 production and streamline 767 assembly, Boeing is moving the 767 program to a new part of its Everett plant, where it will take up 44 percent less space. Assembly will start in the new site with the 1,001st 767.

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LAN is looking at acquiring additional widebody passenger aircraft this year to offset the latest delay in Boeing 787 eliveries.

Prior to the new 787 programme delay announced by Boeing earlier this month, LAN was expecting to receive its first two 787s in September of 2011. LAN now anticipates these two deliveries will be delayed until 2012 although it has not yet formally received a new delivery schedule from Boeing.

"There have been additional delays in this plane but we have not yet confirmed a new delivery schedule," LAN CFO Alejandro de la Fuente explained to analysts during a 26 January conference call.
"Nevertheless we are evaluating alternatives to bridge this gap caused by this delay of the aircraft and compensate the impact it will have on our long-haul growth plans."
LAN executives told analysts one option being looked at is acquiring additional 767s although they say other undisclosed aircraft types are also currently being evaluated.

LAN in 2007 placed orders for 26 787s and committed to leasing six additional 787s from ILFC. The first of these 32 787s were originally scheduled to be delivered from 2011. LAN last year announced a three-year acceleration in 10 of its 787 deliveries, offsetting earlier delays which had pushed back delivery of its first aircraft from 2011 to 2014.
As part of the acceleration LAN took over a couple of very early delivery positions that are only a few months behind the first production aircraft. Boeing now expects to deliver the first production 787 to launch customer All Nippon Airways in the third quarter of this year.
In a new fleet plan published with its fourth quarter 2010 results, LAN now estimates it will take its first seven 787s in 2012 and five more 787s in 2013.

LAN's widebody passenger aircraft fleet currently consists of 28 767s and five Airbus A340s. It is already committed to adding three 767s this year and three more 767s next year, giving it a 767 passenger fleet of 34 aircraft by the end of 2012.
LAN executives told analysts they do not expect to receive any compensation from Boeing as a result of the delays in the 787 programme. They explain the carrier is only entitled to compensation if they cancel its 787 order but LAN has no intention of cancelling.

Boeing suggests long life for 767

Boeing rolled out the 1,000th 767 Wednesday (Feb. 2) and BCA CEO Jim Albaugh suggested there is a longer life for the airplane even if the USAF doesn’t choose the KC-767 for its next tanker.
Dominic Gates has [Vous devez être inscrit et connecté pour voir ce lien] about the event. The Seattle PI quotes Albaugh as predicting 2,000 767s before the line peters out in [Vous devez être inscrit et connecté pour voir ce lien].
We first suggested there might be a longer life in January 2010 with [Vous devez être inscrit et connecté pour voir ce lien].
We don’t really have much to add to Gates’ story or our previous post except for this refreshed analysis:
Boeing has the opportunity to refresh the 767 into an “Advanced” model (we’re not sure the “Next Generation” would accurately reflect an upgrade, but it might) that, coupled with a dramatic price reduction in actual sales prices if not published list prices might be fairly attractive for cheap lift, especially for airlines unable to afford the going rates on 787s and Airbus A330s or A350s.
Consider the following hypothetical in product improvement, none of which is out of the realm of possibility:

• Winglets: 3.5%-4% fuel savings, already implemented as an after-market approach–make this standard equipment;
  
• Aerodynamic improvements: 1%-2%; and
  
• Engine improvements: 1%-2%.
  

If Boeing and the engine makers could achieve these savings, you have a combined reduction in 5.5%-8%, at least in theory. While this is still well short of the savings promised by the 787 and A350, coupled with low capital costs (both in the acquisition price and the attendant financing costs), and an airline could buy a lot of fuel.
If Boeing further spruces up the airplane with the Sky Interior along the lines of the 787 and adapted for the 737 and 747-8I, and you could have a pretty attractive airplane.

Questar a écrit:Trois Boeing 767-300ER supplémentaires pour LAN

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Boeing announced Friday that Chile's LAN Airlines ordered three 767-300ERs valued at $493 million at list prices.

With the new order, LAN has ordered 33 passenger 767s in total, the manufacturer said.

LAN took delivery of two 767-300 freighters during the 2010 fourth quarter.

Its fleet currently features 28 767-300ERs and 11 767-300Fs.

"This order for additional 767s builds on the long-standing relationship between Boeing and LAN," said Boeing VP-Sales Marlin Dailey.

Le montant annoncé semble délirant, car chacun aura sans doute fait le rapprochement avec les 787 que LAN attend toujours : il s'agit bien de pax versions