Date: 01 Dec 97 02:33:53 From: firstname.lastname@example.org (James Matthew Weber) Organization: Customer of Access One Pty Ltd, Melbourne, Australia References: 1 2 3 4 5 6 7 Followups: 1
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>The JT9D certainly was big enough for the 767-300 -- the first flight >of a 767-300 was powered by JT9D engines! JAL was the only customer, >however, with 18 examples. Perhaps for the -300, certainly not for the -300ER. I am are of no -300ER's that are JT9D powered. The -300 ER's MGTOW is up to 71,000 pounds higher than the -300. The -300 MGTOW is well below even the -200ER's MGTOW. >Qantas placed their initial 767-300 order on April 24, 1987. By then, >the 767-300 had been delivered with JT9D and CF6-80 engines. It had >also flown with PW4000s, but that combination had not yet been >delivered. QANTAS only bought the -300ER variant, and while you probably could use the JT9D on the -300ER, I don't know of anyone who did. It would imply a fairly sizeable loss in MGTOW. The largest JT9D is 56,000 pounds, the CF6-80 used on the -300ER's is rated at 60,800 pounds thrust, and also has an SFC advantage over the largest of the JT9D's almost 10%. On the long haul routes QANTAS operates the -300ER's, the loss of payload and the higher fuel burn on the JT9's would have been a significant problem. >Lack of deliveries at time of order is not in itself a plausible >reason for an airline to avoid an engine, however, since *somebody* >has to take the first step. More plausible is that Qantas, like many >JT9D operators, had not had a good experience with them. When they >ordered their 767-300s, they weren't about to repeat their mistake and >order more Pratts, old or new. They switched from the JT9D to RB.211 >for later 747 orders for the same reason. I don't believe that was the reason. They bought the 767-200's long after the airline was buying 747's with RR engines. My understanding is they got better fuel economy on the RB211-524D4D's. On the QANTAS route structure, that was not a trivial issue. A few per cent difference in SFC if you keep flying 5-7000 miles leg is a lot of money as both fuel saved, and cargo carried. >>RR had only one customer (I think it still does, BA). > >At the time of Qantas' order, RR had no customers at all, since the BA >order for 25 767-300s with RB.211 engines wasn't placed until August >14, 1987. There's one other customer for RR-powered 767s -- China >Yunnan has three, the last delivered just this past January, with >options for two more. Nice engines, but you've got to be nuts to buy >them on the 767 because the small world-wide fleet means their resale >value is extremely low. QANTAS knows all about that, they have a couple of 747-SP's that are unique. (They have the only SP's with RB211-524D4D's in the world), in fact there appear to be only 3 or 4 RR equpped SP's ever built.