Rute B787 Terjauh Bakal Dipegang Qantas Tahun Depan

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B787 Qantas

AVIATREN.com – Maskapai Australia Qantas resmi mengumumkan rute Perth-London yang akan dilayani menggunakan pesawat B787 Dreamliner, mulai Maret 2017 nanti.

Dikutip Aviatren dari AirwaysMag, Rabu (14/12/2016), rute Perth-London ini bakal menjadi rute penerbangan B787 terpanjang, yang memakan waktu hingga 17 jam (tergantung angin).

Sebelumnya, rekor rute penerbangan B787 terpanjang dipegang oleh United Airlines dengan penerbangan UAL1 rute San Francisco (SFO) – Singapura (SIN) dengan waktu tempuh 15 hingga 16 jam. Rute ini pertama kali dilncurkan pada Juni 2016 lalu.

Qantas sendiri telah menyiapkan B787-900 dengan kapasitas 236 tempat duduk yang terdiri atas 42 kelas Bisnis dengan konfigurasi 1-2-1, 28 kursi di kelas Premium Economy dengan konfigurasi 2-3-2, serta 166 kursi kelas Ekonomi dalam konfigurasi 3-3-3.

Namun belum diketahui, apakah konfigurasi ini yang bakal dipakai di rute Perth-London.

Secara jarak tempuh, rute Perth-London ini menempati peringkat ketiga rute terpanjang di dunia. Hingga kini, Air India memegang rute terjauh dengan penerbangan nonstop Delhi – San Francisco dengan B787. Disusul kemudian oleh Emirates dengan rute Auckland – Dubai dengan pesawat B777-200LR.

Rute milik Emirates itu juga bakal digeser oleh Qatar Airways pada 5 Februari 2017 mendatang saat rute Auckland – DOha diluncurkan dengan B777-200LR juga.

Citilink Jadi Operator A320neo Pertama di Indonesia?

by Aviatren | category Index, News | No Comments

AVIATREN.com – Maskapai AirAsia Malaysia telah mendatangkan seri Airbus A320neo pertamanya. AirAsia Malaysia menjadi maskapai pertama di kaawasan Asia tenggara yang mengoperasikan generais terbaru A320 tersebut. Bagaimana di Indonesia?

Maskapai Citilink mengklaim dirinya bakal menjadi operator A320 pertama di Indonesia. Hal itu disampaikan oleh Direktur Utama Citilink Indonesia, Albert Burhan ke sejumlah media pada awal September 2016 lalu.

“Armada pesawat Airbus A320neo kami akan tiba mulai Januari 2017 mendatang. Dengan ditambahkannya Airbus A320neo ke dalam jajaran armada pesawat Citilink, Citilink akan menjadi maskapai pertama di Indonesia yang memiliki pesawat seri ini,” kata Albert dalam keterangan tertulisnya.

Albert Burhan mengungkapkan pesawat Airbus keluaran terbaru itu akan menunjang ekspansi bisnis ke Kawasan Timur Indonesia (KTI) serta kawasan regional.

Selain untuk ekspansi bisnis ke Timur Indonesia, pesawat Airbus A320neo Citilink juga akan digunakan untuk penerbangan carter ke Tiongkok sehingga dapat mengurangi transit dan menghemat waktu perjalanan.

Citilink saat ini memiliki 39 armada pesawat yang seluruhnya merupakan Airbus A320. Untuk mengakomodir permintaan dan kebutuhan penerbangan. Kata Albert, ke depannya Citilink berencana untuk terus menambah armada Airbus A320neo yang akan dilakukan secara bertahap.

Tentang A320neo

A320neo merupakan generasi teranyar dari seri pendahulunya yakni A320. Seri baru tersebut dilengkapi mesin seri PW1100G yang disuplai dari pemasok mesin Pratt & Whitney dan LEAP-1A dari CFM.

Menurut Pratt & Whitney, seperti dikutip Forbes awal Januari 2016 lalu, mesin seri PW1100G yang dipakai A320neo memiliki sejumlah keunggulan, di antaranya yakni tingkat kebisingan pesawat yang dikliam lebih rendah 75 persen dari standar saat ini.

Bagi penumpang, rendahnya tingkat kebisingan pesawat akan membuat suasana kabin menjadi lebih senyap.

Pratt & Whitney menyebut bahwa A320neo lebih senyap 50 persen dari generasi pendahulunya yakni A320.

Selain itu, mesin seri PW1100G juga diklaim lebih hemat bahan bakar dan rendah emisi gas karbon. Lantaran teknologi baru dari Pratt & Whitney dan CFM, A320neo menjadi pesawat yang lebih ramah lingkungan.

Di Indonesia, A320neo sudah dipesan oleh Citilink dan Lion Air. Rencananya Citilink akan mendatangkan 10 pesawat A320neo hingga 2018 mendatang.

Sementara Lion Air, berdasarkan keterangan resmi di situs Airbus pada Maret 2013 lalu, sudah memesan 234 unit seri A320 yang 109 di antaranya adalah A320neo

Boeing 737 MAX

Boeing 737 MAX
Boeing 737 MAX during a flight display
Role	Narrow-body twin-engine jet airliner
National origin	United States
Manufacturer	Boeing Commercial Airplanes
First flight	January 29, 2016[1]
Introduction	May 2017 (scheduled, with Norwegian Air Shuttle)[2]
Status	Under development
Produced	2014-present[3]
Number built	4 prototypes[4][5]
Unit cost	737-7: US$90.2 million[6] 737-8: US$110.0 million[6] 737MAX-200: US$112.9 million[6] 737-9: US$116.6 million[6]
Developed from	Boeing 737 Next Generation

The Boeing 737 MAX is an American narrow-body jetliner series being developed by Boeing Commercial Airplanes as the successor to the Boeing 737 Next Generation series. The 737 MAX is the fourth generation of the 737 family, with the primary change being the use of the larger and more efficient CFM International LEAP-1B engines, split-tip winglets, and modifications to the airframe. As of October 31, 2016, Boeing has 3,331 firm orders for the aircraft.^[7] The 737 MAX first flew on January 29, 2016, nearly 49 years after the maiden flight of the 737 on April 9, 1967.^[8] First delivery is promised in May 2017 to launch operator Norwegian Air Shuttle.^[2]

Contents

  [hide] 

• 1Development
  • 1.1Background and program launch
  • 1.2Into production
  • 1.3Customers
• 2Design
  • 2.1Improving fuel efficiency
  • 2.2Flight deck and flight controls
  • 2.3Engines
• 3Variants
• 4Orders and deliveries
• 5Specifications
• 6See also
• 7References
• 8External links

Development[edit]

Background and program launch[edit]

Since 2006, Boeing has discussed replacing the 737 with a "clean-sheet" design that could follow the Boeing 787 Dreamliner,^[9] but a decision on this replacement was postponed into 2011.^[10] In November 2014, it was reported that Boeing intends to replace the 737 by 2030 with a new airplane, possibly with a composite airframe, internally named Boeing Y1.^[11]

In 2010, Boeing's competitor, Airbus, launched the Airbus A320neo, which boasted new engines which improve fuel burn and operating efficiency. The decision was met with positive reaction by many airlines and they began making major orders for the aircraft.^[12][13][14] Pressure from airlines for more fuel efficient aircraft forced Boeing to shelve plans for developing a replacement aircraft, the Boeing Y1, and instead focus on upgrading the 737.^[15] On August 30, 2011, the company's board of directors approved the 737 MAX project. Boeing predicts that the 737 MAX will provide a 16% lower fuel burn than the current Airbus A320, and 4% lower than the Airbus A320neo.^[16] Boeing expects the 737 MAX to meet or exceed the range of the Airbus A320neo.^[17] The first 737 MAX aircraft is scheduled to be delivered in May 2017.^[2]

There are three main variants of the new family, the 737 MAX 7, 737 MAX 8 and 737 MAX 9 which are based on the 737-700, -800 and -900ER, respectively,^[18] the best-selling versions of the 737 Next Generation family.^[7] Boeing has stated that the fuselage lengths and door configurations from the Boeing 737 Next Generation family will be retained on the first three 737 MAX variants. On July 23, 2013, Boeing completed the firm configuration for the 737 MAX 8.^[19] In December 2013, Boeing stated that a recent internal audit forecasts a 14% lower fuel burn than current 737NG series aircraft.^[20] In September 2014, Boeing launched a high density version of the 737 MAX 8, named the 737 MAX 200. The MAX 200 is named for its seating for up to 200 passengers in a single-class high-density configuration with slimline seats. An extra exit door is required because of the higher passenger capacity. Three of eight galley trolleys^[21] are removed to accommodate more passenger space.^[22] Boeing states that this version will be 20% more cost efficient per seat than current 737 models, and will be the most efficient narrow-body on the market when delivered, including 5% lower operating costs than the 737 MAX 8.^[23]

Into production[edit]

Boeing has increased 737 production to 42 per month in 2014, and plans to increase rates to 47 per month in 2017 and 52 per month in 2018.^[24][25] Spirit Aerosystems manufactures the 737 MAX's thrust reversers. A shortage of a critical component for the thrust reverser has developed; supplier GKN PLC has had difficulty producing the titanium honeycomb inner wall. While early test components met Boeing's specifications, GKN is unable to ramp up production, threatening Boeing's goal of producing up to 52 MAX versions per month by 2020.^[26]

Boeing 737 MAX roll-out in December 2015, featuring the first 737 MAX 8

The first 737 MAX fuselage completed assembly at Spirit Aerosystems in Wichita, Kansas, on August 13, 2015. It will be a test aircraft and eventually be delivered to launch customer Southwest Airlines.^[27] On December 8, 2015, the first 737 MAX was rolled out at Boeing's Renton, Washington, factory; this 737 MAX 8 is named "Spirit of Renton".^[28][29] The first flight took place on January 29, 2016.^[30]

At the Farnborough Air Show in July 2016, Boeing announced the redesign of the MAX 7 derived from the MAX 8 and referred to as "Improved 737 MAX 7" by Boeing. It is to accommodate two more seat rows than the 737-700 for 138 seats, up 12 seats.^{[31][32][33][34]}

On the other side of the family, the MAX 9 has been outsold five-to-one by the Airbus A321neo; Boeing is studying the feasibility of a further stretch with the proposed MAX 10, but this would need a larger engine, stronger wing, and telescoping landing gear.^[35] A simpler, lower-risk derivative would be a modest stretch of 6–7 feet (1.8–2.1 m) to 143–144 feet (44–44 m), seating 12-18 more passengers for 192-198 in dual class or 226-232 in single class ; it would need an uprated 31,000 pounds-force (140 kN) CFM LEAP-1B that could be available by 2019 or 2020 and would likely require a simple landing gear modification to move the rotation point slightly aft.^[36]

While the market has responded generally well to the 737 MAX, Boeing's hesitation in replacing the larger Boeing 757 has cost the company sales. Airbus has aimed the Airbus A321neo at customers looking for more range than the 737 MAX, intended to serve routes where a widebody aircraft could not turn a profit. Boeing does not have a simple way to respond, because installing more powerful engines on the MAX 9 would require substantial redesign to increase ground clearance to accommodate the engines' larger fan diameter.^[37] Boeing's responses about replacing the 757 has suggested that the market is very small, but some airline operators have indicated their disagreement, and some have placed orders for the A321.^[38][39] Some analysts have also pointed to a substantial market opportunity to replace both the 757 and the Boeing 767 on routes without passengers to adequately fill the Boeing 787, as well as serve airports with short runways, or at high altitudes, something the 757 does well.^[40]

Customers[edit]

See also: List of Boeing 737 MAX orders, History of orders

Initially, the customers for the 737 MAX were not disclosed, except for American Airlines. On November 17, 2011, Boeing released the names of two other customers – Lion Air and Aviation Capital Group. At that time, Boeing reported 700 commitments from 9 customers for the 737 MAX.^[41][42] On December 13, 2011, Southwest Airlines ordered 150 737 MAX aircraft with 150 options.^[43]

By December 2011, Boeing had 948 commitments and firm orders from 13 customers for the 737 MAX.^[44] On September 8, 2014, Ryanair signed an agreement with Boeing to purchase up to 200 new Boeing 737 MAX 200 "gamechanger" aircraft - comprising 100 firm orders and 100 options.^[45]

Norwegian Air Shuttle is to be the launch operator when deliveries begin in May 2017.^[2]

Design[edit]

As production standard, the 737 MAX will feature the Boeing Sky Interior with overhead bins and LED lighting based on the Boeing 787's interior, as well as split scimitar winglets.^[46]

Improving fuel efficiency[edit]

Boeing's new "split tip" winglet on the 737 MAX

The 737 MAX is to introduce Boeing's Advanced Technology Winglet featuring a split tip. Boeing designed the device to maximize lift specifically on airplanes with wingspans that fit airport gates dimensioned to ICAO Annex 14 code letter C. The device is a direct descendant of the winglet designed for the McDonnell Douglas MD-12. Resembling a three-way hybrid between a blended winglet, wingtip fence, and raked wingtip, Boeing states that this new design should deliver an additional 1.5% improvement in fuel economy over the 10–12% improvement already expected for the 737 MAX. Aviation Partners Boeing is offering a similar "Split-Tip Scimitar" winglet for previous 737NG models.^[47][48] The fuel savings could be even higher if a laminar flow surface treatment being applied meets expectations. Boeing stated in 2013 that the 737-8 MAX with the new winglet can have a 1.8% better fuel burn than a blended winglet-equipped aircraft on flights of 3,000 nautical miles (5,600 km) with 162 passengers. The advantage increases with flight length, but a short flight of 500 nmi (930 km) has a 1% lower fuel burn with the aircraft flying at Mach 0.79.^[49]

Flight deck and flight controls[edit]

Boeing plans no major modifications for the 737 MAX flight deck, as it wants to maintain commonality with the 737 Next Generation family.^{[citation needed]} The 737 MAX will, however, feature four new large-format display screens supplied by Rockwell Collins. The 15.1-inch (380 mm) landscape LCD displays, as used on the 787 Dreamliner, are intended to improve pilots' situational awareness and efficiency.^[50][51] Boeing also plans to add more fly-by-wire control systems to the 737 MAX family, although Boeing Commercial Airplanes CEO Jim Albaugh said that changes would be "very minimal." Boeing has confirmed that fly-by-wire controls will be added to the spoilers.^{[citation needed]}

Engines[edit]

Main article: CFM International LEAP

Boeing spent most of 2011 evaluating two fan diameters of the CFM International Leap-1B engine: 66.1 in (168 cm) or 68.1 in (173 cm), both of which would require few changes to the landing gear to maintain a 16.9 in (42.9 cm) ground clearance beneath the engines. Albaugh stated the larger fan diameter would produce less fuel burn, but because it is bigger, it produces more drag and is heavier, and would need more extensive airframe changes.^[52]

Both fan diameters are an increase from the 61.8 in (157 cm) CFM56-7B engine on the Boeing 737 Next Generation. The updated airliner is also expected to feature external nacelle chevrons for noise reduction, similar to those on the 787 and 747-8. While the smaller Leap-1B engine would have a lower bypass ratio and higher specific fuel consumption (SFC) than the baseline 78 in (198 cm) Leap-X and 80.7 in (205 cm) Pratt & Whitney PW1100G engine options for the A320neo, the smaller engine will weigh less and create less drag on the airframe. The 66.1 in (168 cm) engine integrated on the airframe would offer an SFC improvement of 10–12% over the current 737NG CFM56-7B engine. Industry sources report that assessments are underway to revise the tail cone, natural laminar flow nacelle and a hybrid laminar flow vertical stabilizer for additional fuel burn decrease and drag reduction.^[53]

In November 2011, Boeing selected the 68.1 in (173 cm) fan diameter. Because of the larger fan diameter compared to the 737 Next Generation family, the nose landing gear will have to be lengthened by 6–8 inches (15–20 cm) to maintain the required ground clearance.^[54][55] Firm configuration for the 737 MAX is currently scheduled for 2013.^[56] On May 17, 2012, Boeing further modified the fan diameter with an increase to 69.4 inches (176.3 cm). The larger fan will be paired with a smaller engine core than previously identified as part of a series of minor design changes before the final configuration is set in mid-2013.^[57]

There will also be a new digital regulator for the engine bleed air systems to improve its reliability.^[58]

Variants[edit]

• 737 MAX 7 – Replacement for the 737-700 and 737-700ER. The Improved MAX 7 is stretched to add two more seat rows than the 737-700 for 138 seats, up 12 seats.^[32]The redesign uses the 737-8 wing and landing gear; a pair of overwing exits rather than the single-door configuration; a 46-inch-longer aft fuselage and a 30-inch-longer forward fuselage; structural re-gauging and strengthening; and systems and interior modifications to accommodate the longer length.^[59]
• 737 MAX 8 – Replacement for the 737-800; longer fuselage than the -700/MAX 7; first variant developed in the 737 MAX series.
  • 737 MAX 200 – A version of the 737 MAX 8 incorporating a mid-exit door increasing the exit limit and allowing higher density seating up to 200 seats.^[60][61]
• 737 MAX 9 – Replacement for the 737-900/-900ER; longer fuselage than the -800/MAX 8
• BBJ MAX 8 and BBJ MAX 9 are proposed business jets variants of the Boeing 737 MAX 8 and 9 with new CFM LEAP-1B engines and advanced winglets providing 13% better fuel burn; the BBJ MAX 8 will have a 6,325 nmi range and the BBJ MAX 9 a 6,255 nmi range.^[62]
• BBJ MAX 7, unveiled in October 2016 with a 7,000 nmi range, with 10% lower operating costs than the original BBJ while being larger.^[63]

After 2021, Boeing plans improvement performance levels:^[64]

• for the 737 Max 8: improving range to 3,610nmi from 3,515nmi
• for the 737 Max 9: improving range to 3,605nmi from 3,510nmi
• for the 737 Max 7: improving range to 3915nmi from 3,850nmi

Orders and deliveries[edit]

Main article: List of Boeing 737 MAX orders

The 737 MAX has firm orders totaling 3,339 as of October 31, 2016.^[7]

Specifications[edit]

737 MAX Brochure,^[65]

	737 MAX 7	737 MAX 8 / MAX 200	737 MAX 9
Seating [66]	138 (2-class) to 172 max	162 (12F + 150Y)[65] to 200 max	180 (12F + 168Y)[65] to 220 max
Seat pitch	29 in (74 cm) in high density, 31–32 in (79–81 cm) in economy, 36 in (91 cm) in first class
Cargo capacity		1,543 cu ft (43.7 m3)	1,814 cu ft (51.4 m3)
Length[66]	116 ft 9 in (35.6 m)[59]	129 ft 8 in (39.5 m)	138 ft 4 in (42.2 m)
Wingspan	117 ft 10 in (35.9 m)
Overall height[66]	40 ft 4 in (12.3 m)
Cruising speed	Mach 0.79[67] (453 kn or 521 mph or 839 km/h)
Maximum takeoff weight[66]	177,000 lb (80,286 kg)[59]	181,200 lb (82,191 kg)	194,700 lb (88,314 kg)
Maximum landing weight	145,600 lb (66,043 kg)[59]	152,800 lb (69,309 kg)	163,900 lb (74,344 kg)
Maximum zero fuel weight	138,700 lb (62,913 kg)[59]	145,400 lb (65,952 kg)	156,500 lb (70,987 kg)
Fuel capacity	6,853 US gal (25,941 L)
Range (2-class)[66]	3,825 nmi (4,402 mi; 7,084 km)	3,515 nmi (4,045 mi; 6,510 km) MAX 200: 2,700 nmi (3,107 mi; 5,000 km)[68]	3,515 nmi (4,045 mi; 6,510 km)
Engine (× 2)	CFM International LEAP-1B
Fan diameter	69 inches (175 cm)[69]
Thrust (× 2)	up to 28,000 lbf (125 kN)[69]