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Ultralight Engine
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More than two decades later, the exact cost of the 757 and 767 programs is still unclear. Boeing is said to have spent US$2.5 billion on expanding the Renton and Everett manufacturing and assembly sites, including US$500m on Computer Numerical Control (CNC)l plant. No details, for example, of the Japanese government's financial contribution to the 767 appear to have been made generally available.
The final Boeing 757 was delivered in April 2005 reflecting the market reality for the 757, which could no longer compete with the much younger Airbus A321. A total of 1,050 were made, making the 757 the sixth biggest selling jetliner in history, an impressive achievement given its poor sales performance during the 1980s. (Its sales boom came late in life as US airlines replaced their time-expired 727s.) A breakdown of these figures reveals that more than 700 of these orders were from US operators. This reflects a trend seen in most of Boeing's current family of aircraft: they sell better in America and Japan than the rest of the world.
Since 2000, it has become clear that the 767 is also approaching the end of its production life, though no official announcement has yet been made. In the 1990s, Airbus's A300-600 and A310 were reinforced by the A330-200, which is a fierce and successful competitor to both the 767 and the 777. Despite this, it was hoped to keep the 767 production line going with the projected KC-767 tanker deal with the USAF, worth US$23.5 billion. However, following procurement irregularities involving Boeing personnel, the US Congress killed off the lease deal.
Nevertheless, Boeing still hope to sell KC-767s to the USAF so the 767 may yet pass the magic 1000 units sales figure and help keep them in business until the 787 arrives.
RB211 757 maintenance
The RB211-535 is a three-shaft, high by-pass-ratio turbofan designed to power the Boeing 757. The engine's principal merit becomes most evident at 757 heavy maintenance checks, low maintenance costs! It entered service in 1983 and about 80% of 757 customers have this engine for their aircraft. This engine is highly reliable.
There are apparently more than 1,200 RB211 757 s all over the world with more than 50 airlines, and rated at 37,000 pounds of thrust.
Rolls-Royce agreed RB211 engine line maintenance with Monarch Airlines in 2007, whereby a long-term contract to support the RB211-535s that power Monarch's Boeing 757s was agreed at a fixed dollar rate per flying hour, eliminating unpredictability and hidden costs. The Rolls-Royce RB211, also powers Airbus A330s in the fleet and they are included in the RB211 engine line maintenance package.
Conclusion
The 757 and 767 were a response to Airbus's A300 and A310. After difficult starts, both went on to achieve good sales figures. However, they were not successful enough to prevent many airlines, particularly those outside the USA, from switching from Boeing aircraft to Airbus products, despite the product support and training complications such a move entailed.
As the newcomer Airbus found it difficult, but not impossible, to challenge Boeing's market position. The widebody twin concept was copied by Boeing on the 767, but not with sufficient effect to kill off the A300, which has now reached nearly 600 units sold, more than both the DC-10 and the L-1011. So, in other words, Airbus's first product was good enough to beat the offerings of the number two and three players in the US and also eat into the market share of the number one, Boeing.
So what went wrong for BCA? How did Airbus successfully challenge the incumbent? The truth is, Boeing got some of the technical decisions wrong. The aviation axiom that if you get the cross-section of an airliner wrong, it doesn't matter what else you get right, was borne out by the 757 and 767. There seems little doubt that if the 767 had had a wider cross-section it would have been a significantly more difficult aircraft for Airbus Industrie to counter, given its greater,stretch' and longer range. (The 767's replacement, the 787, will have a significantly wider cabin.)
Boeing's sales figures show that the 767 outsold the A310 by a ratio of three-to-one. However, that is a deliberate distortion of the data as the 767-300 is nearer in size to the A300B/A300-600R. Once the sales for these two Airbus subtypes are factored in we can see that the sales war was very close indeed.
Epilogue
In 1985, BCA launched the 747-400, a heavily revised version of its monopoly product, which took three years to bring to market. At the end of the 1980s it was the major contributor to record BCA revenues of US$8 billion, which generated an operating profit of US$317m or just 4.7%. The return on Boeing's defense sales, such as the AGM-86B cruise missile, was nearly twice as much.
With sales of the new 757 and 767 aircraft below expectations, Boeing concluded its capital could be more profitably employed developing new non-airliner products and, like MDC before it, decided to concentrate on derivatives of its existing family of airliners. It is arguable that that decision, more than any of the shortcomings of the 757 and 767 outlined here, was ultimately the most damaging to BCA's long-term prospects. It was certainly the beginning of the end for Boeing as the market leader in large commercial aircraft.
aviation-database.com is a great help to anyone operating within the industry. "Buying from" or "selling to" aerospace companies, you can put contact emails straight into your address book in Outlook Express, you can compile a list of addresses in a print basket, you can use hotlinks to bounce straight onto other aerospace company websites. RB211 757 maintenance is the traditional specialism of ATC Lasham. In recognition of the website's value to the industry as a means of targeting advertising, they wish now to push the available capacity for Airbus maintenance at their Southend base.
Who Else Wants to Fly Without Engine?
The aircraft fuel prices go up like crazy. This is making flying an airplane a very expensive venture. Wouldn't you be happy do discover a way to fly without buying fuel?
That is possible if you try flying an ultralight glider - an aircraft without engine. There are several types of gliders and in this article I'll let you know about the most important and popular of them.
Ultralight Gliders
The gliders are airplanes which can fly without without engine and fuel. They look very much like normal airplanes and can have a closed or open cockpit and various kinds of wings.
A good glider will let you soar in the sky like a bird - for hours. And the only time you need power will be the time of taking off the ground.
There are two ways to take off the glider. With the most popular method you need another airplane which has engine. The glider and the airplane are connected with a rope. Once your glider get high enough to soar freely, the rope is released and you are free. The motorized airplane can land. Thus you have to pay only for few minutes powered fly. However, obviously there is another pilot engaged in this operation.
The other method is usually more cost effective. It's called winch launching. Here you use a land locked engine which is connected thru a long rope to your glider. The which quickly picks up the glider and the pilot releases the rope when he is ready to fly on his own.
The glider prices are close to the prices of an ultralight airplane, but the glider's usage is much cheaper, because you don't need fuel. The only problem is that you must to to an airport which offers service for taking off gliders - either winch launching or thru another airplane who can take your off.
Hang Gliders
The hand gliders known also as deltaplanes are a lighter version of the gliders discussed above. They are constructed for one or two pilots and are attached directly to your body. You are freely soaring, there is no cockpit or anything like that.
The hang gliders are cheap and easy to use. You don't need other airplane or a winch launching engine to take of. Instead of that you just need to go to a high place (for example the closest to you mountain) and run for few meters on your feet. Then jump, and here you are flying!
The hang glider will also let you fly for hours as long as there are appropriate weather conditions and wind. No special education or license is required.
A brand new hang glider can be bought for about $5,000, but you can find second hand much cheaper (under 2k).
Paragliders
If you think flying a hang glider is not easier enough, I'll suggest you look at even simpler option. The Paragliders are lighter than the hang gliders/deltaplanes. Instead of having hard wing, their wing is soft and looks like a parachute. When you are done with your flying you can pick up your paraglider, put it in a large backpack and go home.
The hang glider wing needs storage place, while the paraglider can be put in your wardrobe.
The paragliders - just like hang gliders - don't need anyone to take them off. You just need to go at a high place, run, jump and start flying.
The paragliders are probably the easiest and cheapest method for flying and sky diving. A brand new paraglider can cost about $3,000. An used one can be found for less than $1000. If you really want to fly but have not done that yet, I can only ask you what else are you waiting for.
Flying for fun is possible without engine, expensive aircraft or license. It is easy, cheap and ecological.
About the Author
Learn more about Ultralight Gliders and Aircrafts
If u had a jet engine with 300lbs of thrust...
...and u put it on a go cart frame, then added another jet engine with the same amount of thrust would it double the amount of thrust and speed? If so could u add wings and an outer shell so it is aerodynamic and can fly around like an airplane, and no i do not want to buy one, nor do i want to buy an ultralight.
Cool idea. It will double the thrust but not speed. That sound fun. If you are able to get the engine, let me design the body for u.
Pilot lands plane on lake, taken to hospital
The pilot of a small airplane that was forced to land at Elephant Butte Lake on Sunday was rescued by park officials.
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