Responder al tema

Mensaje: <blockquote data-quote="cosmiccomet74" data-source="post: 1564681" data-attributes="member: 4858">No existe ningun operador que haya hecho la conversión. Y lo que no dice el website es cuanto cuesta llevar los 65 tons en el 340 y cuanto 57 tons en el 767.Si todos van por dos bimotores, el A330 y el 767, porque inventar la rueda???ANALYSIS: Is the passenger-carrying 767 really dead?By: <a href="http://www.flightglobal.com/landingpage/Stephen%20Trimble.html">STEPHEN TRIMBLE</a>WASHINGTON DCSource: <a href="http://pro.flightglobal.com/pages/news/articleslist.aspx"><img src="http://www.flightglobal.com/images/articlesources/pro.png" alt="" class="fr-fic fr-dii fr-draggable " style="" /></a>15:59 12 May 2014Repeating a well-rehearsed ceremony, <a href="http://www.flightglobal.com/landingpage/Boeing.html">Boeing</a> will within the next few days or weeks deliver the 1,062nd <a href="http://www.flightglobal.com/landingpage/Boeing%20767.html">767</a> since 1982, to Kazakhstan flag carrier <a href="http://www.flightglobal.com/landingpage/Air%20Astana.html">Air Astana</a>.However, one fact makes this delivery ceremony stands out – even in Boeing’s nearly century-long history. The delivery of this 767-300ER completes – for now at least – the existing backlog of passenger-carrying versions of the aircraft, possibly ending an uninterrupted 32-year production run for passenger-carrying 767s in general, and a 26-year run for the small widebody’s most popular variant.Although orders for the passenger version have run dry, the 767 backlog is still healthy generally. Boeing has 44 767-300 Freighters and four 767-2C commercial freighters in the order backlog. The latter are the first of potentially 179 improved 767 freighters to be modified into KC-46A Pegasus tankers for the US Air Force under the KC-X programme signed in 2011.With no Boeing-built alternative available in the same segment for the foreseeable future, the market for 767 commercial and military freighters still has a future.However, demand for the passenger-carrying variant is less clear. The <a href="http://www.flightglobal.com/landingpage/Airbus%20A330.html">Airbus A330</a>’s arrival in 1997 hit the 767 hard, so Boeing launched the <a href="http://www.flightglobal.com/landingpage/Boeing%20787.html">787</a> to replace the passenger-carrying versions – including the less popular 767-400ER variant – in 2003. If Boeing’s original strategy had played out as envisioned and the 787 entered service on schedule in 2008, the 767-300ER may have ceased production already.<a href="http://www.flightglobal.com/landingpage/Airbus.html">Airbus</a> is still working out its strategy in the segment that the 767 and 787 occupies. The airframer is officially set on delivering the <a href="http://www.flightglobal.com/landingpage/Airbus%20A350-800.html">A350-800</a>, but is also entertaining calls for a re-engined <a href="http://www.flightglobal.com/landingpage/Airbus%20A330.html">A330</a>. The future of the 767 passenger variant is feasible only if Airbus remains locked on the A350-800 option, says Richard Aboulafia, vice-president of analysis at the Teal Group.“If Airbus doesn’t re-engine the A330, then maybe [the passenger 767 has a future],” he says.An A330neo would occupy shorter routes of 5,000nm (9,270km) or less in the passenger class – closer to the 767-300ER. “Then [the passenger 767] ends,” Aboulafia adds.Since Air Astana announced its order for four 767-300ERs more than two years ago in March 2012, the aircraft has won no new orders.There is a reason, however, that Boeing has no plans to especially highlight the delivery of the last 767-300ER in the current backlog: the manufacturer still believes there could be a future for the passenger-carrying variant.The KC-X programme envisions deliveries of 179 KC-46As through to 2027 – if the <a href="http://www.flightglobal.com/landingpage/USAF.html">USAF</a> exercises each annual option in the contract. That keeps the production line open, even as Boeing plots how to fill an acknowledged gap in the market between the 737-900ER and the 787-8. This is the segment currently occupied by the 767-300ER, with 218 seats in a three-class configuration.“The 767-300ER continues to serve the market niche between the 737-900ER and the 787-8,” says Boeing. “The 767 aircraft is the only Boeing product that addresses the freighter, passenger and tanker markets – making the possibilities for new 767 orders optimistic for decades to come.”Boeing has dropped the slow-selling 767-400ER from its marketing strategy, but the 767-300ER is still on offer with a list price of $186 million.A decade ago, Boeing ceased production of the 757-200, a narrowbody aircraft with 3,900nm range. Neither the 737-900ER in production or the 737-9 in development come within 300nm of the 757-200’s maximum range, leaving a hole in the market that is actively being considered by both Airbus and Boeing.However, Boeing could struggle to make the 767-300ER a viable option as a gap filler for the 757-200 on transatlantic routes, even though no new aircraft is likely to arrive until at least 2022.This is when the 777-8X is scheduled to enter service – the last of seven commercial aircraft now in Boeing’s developmental pipeline.The lack of other options, however, still makes the 767-300ER an odd fit for a <a href="http://www.flightglobal.com/landingpage/Boeing%20757.html">757</a> replacement. Although the 767-300ER easily surpasses the range of the 757-200, it is also priced far beyond the price tag of the long-range narrowbody.Boeing listed the price of the 757 at $65 million in 2002. A consumer price index inflation calculator raises that value to $85.4 million in current dollars – so airlines would have to be inclined to replace an aircraft with more than twice the list value of a new 757.The 767-300ER list price has grown by one-fifth over the past five years, in real terms. The escalating cost of the aircraft has continued despite Boeing’s efforts to make a slower production rate more efficient.In 2011, as <a href="http://www.flightglobal.com/landingpage/Seattle%20Tacoma%20International.html">Seattle</a> delivered the 1,000th 767 aircraft to <a href="http://www.flightglobal.com/landingpage/ANA%20-%20All%20Nippon%20Airways.html">All Nippon Airways</a>, the company also unveiled a new production line.The 767 prompted Boeing to expand the Everett final assembly factory in the late 1970s. The 767 had been in the 40-24 assembly bay for more than 30 years, but was moved in 2011 to make room for the surge line on the 787 programme.Boeing opened a new line for the 767 with two assembly positions in the 40-33 assembly bay, which faces the rear of the structure. The new location reduced the aircraft’s factory footprint by about 50%.At the same time, Boeing started introducing upgrades to the 767 to accommodate USAF requirements. The 767-2C, offered as a commercial freighter, will feature 787-derived <a href="http://www.flightglobal.com/landingpage/Rockwell%20Collins.html">Rockwell Collins</a> displays.USAF officials, including former KC-X programme manager Lt Gen Christopher Bogdan, has linked<a href="http://www.flightglobal.com/landingpage/FedEx.html">FedEx</a> as a future operator of the 767-2C variant, although the company is officially in the backlog as ordering the 767-300F.As the KC-46A, the 767-2C is expected to achieve first flight later this year. The USAF tanker programme is another door-opening opportunity for the 767 production line, as it could be a decade or more before Boeing is ready to convert the 787 into a military aircraft. That is if its composite structure allows the kind of modifications required for special missions.The 767 airframe has already entered service in a variety of roles. In addition to the KC-46A, the Japanese air force operates an airborne early warning and control aircraft based on the 767-200ER. The Italian air force uses a different modification of the same variant as an in-flight refuelling tanker.“The 767 has a bright future in expanded applications, particularly for military use in tanker and command-and-control applications,” Boeing says.The USAF attempted to assign a command-and-control role to the 767 about a decade ago. As part of the multisensor command-and-control aircraft (MC2A) programme, the Boeing KC-135-based E-8C joint surveillance target attack radar system (JSTARS) and E-3 AWACS fleet was to be replaced with a common fleet based on the 767-400ER.The MC2A programme was later cancelled – although the requirement still remains. The USAF is pursuing a new strategy to replace the JSTARS fleet with a business jet-based platform. No replacement for the E-3A fleet is currently planned, but the 767 could still be a candidate for such a requirement.That leaves the commercial market for the passenger version as the last marketing possibility for the 767 family.Airbus plans to continue selling and building A330s long after the <a href="http://www.flightglobal.com/landingpage/Airbus%20A350.html">A350</a> enters service. However, the lifespan of the A330 could only approach the longevity of the 767 if Airbus decides to re-engine the widebody</blockquote>

Verificación: Guerra desarrollada entre Argentina y el Reino Unido en 1982