Thread Boeing 787

FlyIce

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EVERETT, Wash., March 19, 2009 -- The sixth and final Boeing 787 Dreamliner designated for flight test is now undergoing final assembly in Everett, Wash. The airplane, designated ZA006, will be powered with General Electric GEnx engines.

Progress continues on the fleet. The first flight test airplane, ZA001, is getting its paint touched up this week before finishing factory testing. Power was brought onto the second airplane, ZA002, in late February and build verification tests are progressing well. Production work continues on ZA003, ZA004 and ZA005. In all, assemblies for 31 Dreamliners are currently in production throughout the supply chain.

The 787 Dreamliner has orders for 878 airplanes from 57 customers.
[Boeing.com]
 

Seaking

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Un'altra milestone nei test del 787 Dreamliner

Proseguono i test del 787, in questi giorni è il turno del Gauntlet Test.

Fonte: FlightGlobal



The first of three phases of gauntlet testing is currently underway for ZA001, as the first 787 edges ever closer to its maiden flight, Boeing confirms.

The factory gauntlet is the first phase of full integrated systems testing that sees ZA001 hooked up to an external computer and "flown" in a simulated environment to see how systems react.

The testing, which began around 6:30 AM local time, is expected to be conducted in two ten-hour blocks and wrap up early tomorrow morning, says one source familiar with the tests.

The commencement of the testing also marks the handover of the first 787 to the Flight Test team as it closely examines the performance of the integrated onboard systems.

Most of the aircraft's systems will be tested during the first phase of the gauntlet and the aircraft's power will be drawn from ground cart and battery power. The engines and APU will not be turned on during this indoor phase of gauntlet testing.

The final two phases of gauntlet testing, intermediate and final, will both take place once ZA001 exits Building 40-24 for the Everett flight line.

UPDATE 4:32 PM ET: Boeing says that the factory gauntlet does not take place in two ten-hour blocks. Previous schedules have indicated that up to three days were budgeted for the testing.

As far as the status of the current testing, one source tells FlightBlogger that the early gauntlet "is going great so far!"



___________________________


Qui sotto riporto invece la spiegazione delle milestone principali da completare prima del primo volo, atteso secondo FlightGlobal tra la fine dell'anno e l'inizio del prossimo

Fonte: FlightGlobal

________________________________

GROUND VIBRATION TESTING
Dreamliner Two will be moved from Building 40-26 to the 767 line (Building 40-24) where the second flight test 787 will undergo ground vibration testing to preliminarily check out the airframe for in-flight wing flutter testing. Wing flutter is defined as "a self-starting and potentially destructive vibration where aerodynamic forces on an object couple with a structure's natural mode of vibration to produce rapid periodic motion."

In English: the wing can shake itself to destruction under certain conditions. Residents of the Pacific Northwest have a famous (non-aviation) example of flutter in the collapse of the Tacoma Narrows Bridge in 1940. Wing flutter testing will be a central part of the in-flight test regimen for ZA001.

STATIC TESTING
ZY997, the static test airframe, must complete three structural tests before ZA001 is given a green light for first flight. These tests evaluate the overall strength of the aircraft structure. The first was the high-blow cabin pressurization test completed in late September 2008.
  • 1G CHECKOUT
The second is the 1G check out that flexes the wings to loads equivalent to flying straight and level, a deflection of about 10 feet. This test looks for any gaps or interferences on the movable leading and trailing edges of the wing, also known as the slats and the flaps. This test was completed on March 20th.
  • WING LIMIT LOAD
The third is a limit load test that flexes the wings to 100% of the maximum loads 787 is expected to encounter in flight. This is different from the critical load test that takes the wing to above 26 feet of deflection and 150% of limit load. The critical/ultimate load test will be run after first flight.

GAUNTLET TESTING
With Dreamliner One out of the paint shop and back in the factory, the aircraft will soon begin the first of three stages of rigorous gauntlet testing.

"Gauntlet testing is where we attach a closed loop simulation to the airplane while it's on the ground so we can demonstrate the basic function of the flight controls and other systems," said Pat Shanahan VP and General Manager of Airplane Programs.

There are 92 systems that are required to support this testing, all of which have been cleared for first flight. During the testing, the aircraft "electrical power distribution and utilization are tested and pushed, and systems are put through their paces for one last time before flight," said Boeing.
  • FACTORY GAUNTLET
The factory gauntlet is the first stage of systems integration. The first phase, which takes place in doors, will test most, but not all, of the airplane's systems integrated on ZA001. The Flight Test team will look closely at the onboard systems and verify they function as expected. Most of the aircraft's systems will be tested and the aircraft's power will be drawn from ground cart and battery power. The engines and APU will not be turned on during the indoor phase of gauntlet testing.
  • INTERMEDIATE GAUNTLET
The second phase of gauntlet testing will see ZA001 moved to the flight line where Dreamliner One will fueled up and run under its own power for the first time. The Hamilton Sundstrand Auxiliary Power Unit in the tail cone of the aircraft will be spooled up and will supply power to the aircraft's systems for continued integration testing. This phase of the gauntlet will also see the twin Rolls-Royce Trent 1000 engines powered up for the first time as well. This is an incredibly key series of tests that will serve to validate the integrated more electric aircraft systems architecture that is the foundation for the 787.
  • FINAL GAUNTLET
During final gauntlet testing, the systems are left running for eight straight days for extensive testing. This phase of testing will simulate every imaginable failure to see how the aircraft software reacts.

FINAL TESTING

  • HOT RUN
Before the first flight of any Boeing aircraft, production or other wise, the engines will be pushed to full power in an exercise called the "hot run". The Trent 1000s will be run to full power for 90 seconds simulating a takeoff run then pulled back slightly for a simulated climb to altitude. The Trent 1000 engines will be evaluated at different power settings throughout the final weeks before first flight.
  • SLOW/MEDIUM SPEED TAXI TESTS
After gauntlet testing is completed, taxi tests will validate and check out the nosewheel, steering, brakes and anti-skid systems to evaluate ground handing qualities of the 787.
  • HIGH SPEED TAXI TEST
Just before first flight, ZA001 will be pushed to just before the V1 speed, lifting the nosewheel off the ground followed immediately by deployment of the spoilers, thrust reversers and brakes to validate the stopping capability of the aircraft. This is done to ensure that in case of an emergency during the first takeoff roll, ZA001 can stop safely. This test historically has been conducted on the day prior to first flight.
 

Seaking

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Vuol dire che è ancora più in ritardo del previsto !!!
Si, anche se relativamente alla stima tempi del primo volo, si tratta di commenti sul blog di FlightGlobal, quindi da prendere con le pinze (ma a mio avviso realistici).

Vedremo, intanto ben venga la positiva conclusione di questo test che, nella sua seconda e terza fase, prevede anche l'engine run...:p
 

janmnastami

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In tema di aviazione sono ignorante, posso solo giudicare se l'aereo è bello o no e su quelle foto mi viene da dire... tutto qui?

Io aspetto il 748, quello si che sarà uno spettacolo ;) .
 

Lattughino

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Molo Beverello - Napoli
sicuramente l'abito non fa il monaco ma quest'aereo se saprà confermare tutte le promesse fatte da Boeing significherebbe davvero un'ottima mossa dell'industria di Seattle nonostante i notevoli ritardi accumulati. Adesso servono i fatti, non più le parole.
Resta inteso che questa livrea è davvero spettacolare, pochi giorno fa ho volato su EI-DCL il 737-800 Ryanair con la stessa livrea, davvero una figata!
 

alpino1977

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più che altro tre foto di cui 1 il gruppo di coda e le altre 2 per 3/4 di dietro... MA UN PROFILO PIENO NOOOOOOO????????
 

rick@BCN

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Intanto... nuovi ritardi all'orizzonte...

Bernstein Research sees further 787 delays, bigger range shortfall

Boeing's 787 customers face delivery delays of up to an additional six months, according to a report issued Friday by New York-based Bernstein Research that also suggest a 10%-15% range shortfall for early delivery aircraft.

The May 1 client report, a wrapup after Boeing's 787 certification briefing on April 29 (ATWOnline, April 30), is Bernstein's sixth reassessment of 787 production and forecasts that the manufacturer will not reach its target production rate of 10 aircraft per month until mid-2013, six months later than the latest target (ATWOnline, Feb. 9).

Bernstein warned that it is "not comfortable with assuming that [Boeing] will achieve its goal of making first delivery in Q1 2010 to All Nippon Airways, and even less comfortable assuming a production rate of 10 per month by the end of 2012," and has thus "stretched the time from first flight to the target production rate by an additional six months, with production rates reaching six per month at the end of 2012 and reaching 10 per month in mid-2013." At its April 29 briefing, Boeing reiterated its plan to fly the 787 by June 30.

The report also expressed concern about the effect on production rates of the redesign required to address weight issues. Bernstein said it understands from customer and supplier discussions that the first production 787s are likely to be roughly 8% overweight, with range 10%-15% less than promised. "That will translate into a range near 6,900 nm., well below the promised 7,700-8,200 nm. range," it claimed.

"These values are worse than for most development programs and suggest that substantial redesign work will be necessary. . .but the Tier 1 suppliers have not yet validated their production capacities with the new production technology, and if substantial redesign is needed to reduce weight, it will further complicate a rapid increase in delivery rates," the report added.

In more bad news Bernstein cast doubt on the ambitious certification timeline for the 787, which it termed "challenging." It warned that the program involves substantial changes in materials, systems and manufacturing technology, creating many opportunities for surprises to emerge during the test program. "There will also be the challenge of getting all six aircraft ready for testing as planned," it said. Boeing was unable to respond to the report by publication deadline.

Geoffrey Thomas - ATW May 4th 2009
 

Reverser

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Scusate ma nell'ultima foto compare un 747 diverso dal solito
non l'ho mai visto cosi
ne sapete di piu

??
 

rick@BCN

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Scusate ma nell'ultima foto compare un 747 diverso dal solito
non l'ho mai visto cosi
ne sapete di piu

??
E' il "DreamLifter", un 747 cargo modificato che serve per trasportare i pezzi del 787 alla linea di assemblaggio a Seattle.

Il corrispettivo del "Beluga" di Airbus. ;)