EVA Air 777-35E(ER) (32643/572) B-16703 arrives at Los Angeles International Airport (LAX/KLAX) on January 15, 2014 sporting the special "Hello Kitty" livery.
(Photo by Michael Carter)
Boeing is upgrading the efficiency of its current 777 aircraft as it strives to win enough new orders to keep production running full out until the new 777X arrives.
Five changes, announced at the International Society of Transport Aircraft Traders conference in Phoenix this week, should cut fuel burn by 2 percent by 2016, according to Boeing marketing vice president Randy Tinseth.
Winning enough orders to keep the Everett 777 line running at its current 8.3 monthly until 2020, when deliveries of the new 777X will start, has been a pressing issue for Boeing.
Executives have repeatedly insisted it's doable, but the fact that the company is willing to invest in substantial upgrades for an aircraft near the end of its product runs suggests customers are telling the company they need a little something extra.
Offering a more-efficient current-model 777 might keep the order books full enough, especially since Boeing can offer relatively rapid delivery, compared to the large backlog for the new 777X.
The popular 777 300ER is an important cash cow for the company, and Boeing (NYSE: BA) doesn't want to be forced into a situation similar to the one Airbus currently faces. Airbus last month announced it's lowering production of its somewhat-smaller A330 from 10 to six a month.
In that case the A330 is being re-engined and turned into the A330neo, a less sweeping upgrade than Boeing's 777X, which will include new carbon composite wings. The 777X plant in Everett is driving expansion in the region as suppliers rush to set up shop next to the massive production facility.
The 777 300 ER lists for $330 million.
Many of the planned 777 improvements are subtle changes in aerodynamics, including a new trailing edge device, a thinner trailing edge, and changes in how flaps fit against the wings, all to reduce drag.
The passenger windows are being redesigned to fit more closely to the fuselage and cut friction.
Weight also is being removed. New flight software has improved the control of the aircraft, allowing Boeing to remove the physical tail skid. Boeing has also made changes to the interior structure, and will use low-density hydraulic fluid and lighter insulation. All of these together will remove about 1,200 pounds from the jet.
Coupled with additional changes in galley and lavatory configuration, which will allow carriers to add up to 14 more seats, per-seat fuel efficiency could rise 5 percent, Tinseth said.
(Steve Wilhelm - Puget Sound Business Journal)
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