![]() ![]() This reduced the wing upper surface camber forward of the front spar to increase ![]() The chord of the leading edge outboard of the engines was extended by 4.4%, The wings were extensively redesigned to enhance low speed performance and cruise efficiency. Wing spars, keel beams and main landing gear beams which improved their strengthīy up to 12 percent thereby increasing service life. Composite materials were used onĪll flight controls to reduce weight and aluminium alloys used in areas such as The wing and a 60in section aft of the wing. Two sections were added to the basic -200 fuselage a 44in section forward of ![]() The CFM56-3 proved to be almost 20% more efficient than the JT8D. Ground clearance but also directed the exhaust downwards which reduced theĮffects of pylon overheating and gave some vectored thrust to assist take-off Upper surface of the wing and tilted 5 degrees up which not only helped the This was overcome by mounting the accessories on the lower sides to flatten the nacelleīottom and intake lip to give the "hamster pouch" look. The main problem was the size of the engine for ground clearance, The fan, IP compressor, LP turbine, thrust reversers and all externalĪccessories. Is virtually identical to the F101 as used in the Rockwell B-1. The sole powerplant was the CFM-56, the core of which is produced by GE and Procedures to minimise training differences and permit a common type rating. Also theĪircraft was designed to have similar flying qualities, cockpit arrangements and This gives saving forĪirlines in maintenance, spares, tools for existing 737-200 operators. One of the objectives was to have a high degree of commonality with theħ37-200, the achieved figure was 67% by part count. The new model featured many aerodynamic, structural,Ĭockpit and cabin features developed for the new -generation 757/767. Larger and more economical aircraft and contained a host of ![]()
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