Archive

Posts Tagged ‘boeing’

Unmatched Fuel Efficiency And Exceptional Environmental Performance of 787-8 Dreamliner

November 21, 2012 Leave a comment

Unmatched Fuel Efficiency And Exceptional Environmental Performance of 787-8 DreamlinerResponding to the overwhelming preference of airlines around the world, Boeing Commercial Airplanes’ launched the 787 Dreamliner, a super-efficient airplane. An international team of top aerospace companies is building the airplane, led by Boeing at its Everett, Wash. facility near Seattle.

Unparalleled Performance

The 787-8 Dreamliner will carry 210 – 250 passengers on routes of 7,650 to 8,200 nautical miles (14,200 to 15,200 kilometers), while the 787-9 Dreamliner will carry 250 – 290 passengers on routes of 8,000 to 8,500 nautical miles (14,800 to 15,750 kilometers).
In addition to bringing big-jet ranges to mid-size airplanes, the 787 provides airlines with unmatched fuel efficiency, resulting in exceptional environmental performance. The airplane uses 20 percent less fuel than today’s similarly sized airplanes. It will also travel at a similar speed as today’s fastest wide bodies, Mach 0.85. Airlines will enjoy more cargo revenue capacity.
Passengers will also see improvements on the 787 Dreamliner, from an interior environment with higher humidity to increased comfort and convenience.

Advanced Technology

The key to the exceptional performance of the 787 Dreamliner is a suite of new technologies developed and applied on the airplane.
Composite materials make up 50 percent of the primary structure of the 787 including the fuselage and wing.
Modern systems architecture is at the heart of the 787’s design. It is simpler than today’s airplanes and offers increased functionality and efficiency. For example, the team has incorporated airplane health-monitoring systems that allow the airplane to self-monitor and report systems maintenance requirements to ground-based computer systems.
New engines from General Electric and Rolls-Royce are used on the 787. Advances in engine technology are the biggest contributor to overall fuel efficiency improvements. The new engines represent nearly a two-generation jump in technology for the middle of the market.

The design and build process of the 787 has added further efficiency improvements. New technologies and processes have been developed to help Boeing and its supplier partners achieve the efficiency gains. For example, manufacturing a one-piece fuselage section has eliminated 1,500 aluminum sheets and 40,000 – 50,000 fasteners (source, more info)

Flying the Boeing 787 Dreamliner Sim

For all of our student pilots enrolled in flight training programs, below we outline the experience of flying Boeing 787 Dreamliner, written by By Les Abend and published in Flying Magazine. Read full story

I slid into the left seat and surveyed the entire cockpit. Except for the HD-quality flat screens and the virtual FMC (flight management computer ), the basic configuration was the same as the 777’s. I studied the instrument panel in an attempt not so much to acquaint myself with the array of information available but to figure out how to operate all the stuff.

As opposed to the 777, the screens are larger, giving them the capability of being split. In addition to standard map and PFD information, the screens can display checklists and system synoptics. The FMCs are simply virtual picture displays of the old models. Because they are virtual, most of their direct tactile key functions are absent. The same mouse pad found on the 777 directs a cursor for function selection on the FMC. A twist-knob and push-button combination similar to a Garmin GNS 530 can also move the cursor. What’s also really cool is the ability to “float” the cursor from the instrument panel screens down to the lower screens of the center console.

Another really neat feature is the flight profile on the lower portion of the pilot’s map screen. The profile adds an additional level of terrain situational awareness. The half-compass rose underneath the main PFD is more of a mini map and now has the ability to display either terrain or weather. On the 777, either can be displayed, but not both at the same time on the same pilot side.

Nothing new for my fellow GA pilots, but the 787 can display the airport diagram with a moving map. As a matter of fact, the detail allows me the ability to locate my arrival gate.

Another standard issue on the 787 is the HUD on both sides of the cockpit. For me, this was a new device. I struggled with the information, dividing my attention between the HUD and the instrument panel PFD. When it was diplomatically suggested that I keep the vector circles aligned, HUD flying became a whole lot easier.
My quick taxi to Boeing Field’s Runway 13R gave me the opportunity to sample both the moving map and the simulator’s virtual reality. The virtual reality was detailed enough to include perimeter road traffic. That being said, I was told that the boats from nearby Lake Union created wakes but no movement. I hope the programmers don’t lie awake at night attempting to find a solution for that discrepancy.

My coach, Randy Neville, the 787 chief test pilot, and Ted Grady, a 787 instructor, joined us before departure. With the visibility set at 300 feet RVR, I used the HUD for takeoff. I kept the blue side up without breaking anything. I felt almost immediately comfortable.

We selected an FMC course to Moses Lake, a joint-use military airport in the Washington state desert area. The airport was a typical Boeing test flight destination.

I sampled an ILS approach first. Randy helped with the electronic checklists while I moved the flaps and the gear. A great feature of the checklist is that an EICAS message will be displayed if an item is not completed.

Without knowing speeds or power settings, I accomplished the arrival with a limited amount of issues. As a matter of fact, my touchdowns for the session received accolades. Apparently this particular simulator had a reputation for “stiff legs.” Beginner’s luck?

A glutton for punishment, I requested an engine failure for the next takeoff. Out of courtesy, Ted asked me if I wanted to know which engine would be unfortunate.
“Surprise me,” I responded.

If I had allowed the airplane to perform by itself through the very responsive TAC (Thrust Asymmetry Compensator), the engine failure would have gone almost unnoticed. Instead, I assisted and then succeeded in making the process more difficult. The 777 has a TAC and associated switch on the overhead panel. The 787 has no switch; the system is always available.

We conducted a VNAV approach, which was as simple as selecting it from the database . No more gyrations of recalling procedures and setting altitudes on the mode control panel. Just press the “approach” button. The end.
Our return to Boeing Field involved a relatively new procedure called a GLS approach. A ground-based station uses GPS signals to compute precise data to create a virtual ILS for not just one airport but for many airports in the surrounding area. No signal interference from an airplane or vehicle can occur, and the accuracy exceeds that of a traditional ILS. Execution of the approach was transparent to normal procedures.

Almost transparent was the actual flying of the 787. If the FAA-approved, five-day 777/787 differences training is adopted by the airlines, I don’t expect major issues.

My only complaint? I wished I hadn’t waited so long to experience Airline Pilot Disney World.

Distributed by Viestly

Advertisements

FAA News and Rising Demand for Airline Pilots

FAA News and Rising Demand for Airline PilotsWASHINGTON – An industry forecast that nearly half a million new airline pilots will be needed worldwide over the next 20 years as airlines expand their fleets has raised safety concerns that airlines will hire lower caliber pilots as they struggle to fill slots.

Boeing, one of the world’s largest makers of commercial jetliners, forecasts about 460,000 new pilots will be needed worldwide between now and 2031 as global economies expand and airlines take deliveries of tens of thousands of new commercial jetliners. The forecast includes 69,000 new pilots in the North America, mostly in the U.S. The greatest growth will be in the Asia-Pacific region, where an estimated 185,600 new pilots will be needed.
Likewise, Boeing predicts 601,000 new aircraft maintenance technicians will be needed over the same period, with greatest demand — 243,500 technicians — in the Asia-Pacific region. An estimated 92,500 new technicians will North America.

FAA Industry News

Industry and government officials anticipate a wave of pilot retirements at U.S. airlines beginning this year. Five years ago, the FAA raised the mandatory retirement age for pilots from 60 to 65. The fifth anniversary of that decision is Dec. 13. Pilots who were age 60 on that date five years ago are reaching the age where they have to retire.

Also, FAA regulations created in response to an aviation safety law passed by Congress two years ago will raise the experience threshold required to be an airline first officer from the current 250 hours of flying time to 1,500 hours, the same level as required of captains. That’s expected to make it harder for airlines to find qualified new applicants.

FAA Announces Plans for Industry Working Group to Study Portable Electronics Usage

WASHINGTON – Given the widespread consumer use of portable electronic devices (PEDs), the Federal Aviation Administration (FAA) is forming a government-industry group to study the current PED policies and procedures aircraft operators use to determine when these devices can be used safely during flight. Current FAA regulations require an aircraft operator to determine that radio frequency interference from PEDs are not a flight safety risk before the operator authorizes them for use during certain phases of flight.

“With so many different types of devices available, we recognize that this is an issue of consumer interest,” said Transportation Secretary Ray LaHood. “Safety is our highest priority, and we must set appropriate standards as we help the industry consider when passengers can use the latest technologies safely during a flight.”

Opportunities For Flight Training Students

The current recession has created fierce competition for jobs in all industries. Now is the perfect opportunity for you to start your flight training in an industry that has tremendous potential!

  • The demand is beginning to increase. For many current airline pilots, the mandatory retirement age is approaching!
  • The FAA is now taking a more serious look at airline pilot flight training. This is forcing the airline industry to take a harder look at candidates for pilot replacements!
  • Professional Pilots must now have first-rate knowledge and continually upgraded skills to have the cutting edge
  • Professionalism and knowledge are now prerequisites for entrance into the worldwide airline industry.
  • Fast paced, “fast track” programs, or self-study courses will not meet the new airline industry standards.
Flight School and Flight Training Programs

For more than 27 years Aviator has been the leader in multi-engine flight training. We have provided over 5000 professional pilots to the airline industry, both nationally and worldwide, through our Professional Pilot Flight Training Programs. Our FAA-certified Part 141 approved flight programs provide students with the skills and experience demanded by today’s commercial aviation industry. Aviator is accredited by the ACCSC (Accrediting Commission of Career Schools and Colleges).

Distributed by Viestly

Why FAA Safetfy Regulations are Important to Know During Flight Training

If you are aspiring to be a pilot, it is important during your flight training to pay attention to safety regulations and directives passed by the Federal Aviation Administration. Being a pilot can be a dangerous job and if operating aircraft is your dream, be sure to consider all of the factors involved.

Window Inspections

As recently as July 9, Bloomberg Businessweek reported that the Federal Aviation Administration said US operators of Boeing Co. 757, 767, and 777 aircraft must inspect or replace the forward-facing cockpit windows. There is a risk of fire caused by loose electrical connections used to heat the window to prevent ice from forming.

In the past two decades, there were only 11 reports of fire or flames. The most recent incident was on May 16 when a United Airlines 757 was forced to make an emergency landing at Washington Dulles International Airport.

The airworthiness directive is assigning operators to being with inspections within 500 flight hours, or simply install a new, redesigned window. The FAA announced the intentions for the Boeing 747’s later this year. Although there have not been any reported fires, the windows are very similar.

The directive covers 1,212 US aircraft and will cost carriers about $103,020. The directive is in effect today, July 13.

Recent Aircraft Accident

According to the Aviation Safety Network the most recent fatal accident involving a Boeing aircraft, occurred in India. A Boeing 737-800 passenger plane operated by Air India Express, was destroyed when it crashed while landing at Mangalore-Bajpe Airport.

Preliminary reports suggest that the airplane overran the runway and slid down a wooded valley, bursting into flames. There were 160 passengers and six crew members on board. Only eight occupants survived the accident.

Flight Training Safety

Safety is likely the most important aspect of flight training you will take away from flight training school. Websites like the Aviation Safety Network and the FAA can help you stay up to date with passing regulations and accident occurrences during your flight training.

The Boeing 787 Dreamliner – from blueprints to blue skies

Boeing has leapt miles into the future. With the newly developed Boeing 787 Dreamliner, the all electric, all composite aircraft, continuing to undergo several tests and even the first few flights, Boeing has received an incredible amount of press coverage and positive attention.

If you choose to be a commercial pilot, you will learn during flight training all the technicalities of flighing an airliner jet and maybe someday you’ll have an opportunity fly the awesomeness that is the Boeing 787 Dreamliner.

The idea for this primarily-electric aircraft has been in progress since 2002. Boeing has made very bold choices in the design of the airplane and the system’s architecture. Here is a list according to the 787 Dreamliner Flight Testing website, of milestones Boeing has achieved since the beginning of this project.

Power On

June, 2008

Power On is a multi-stage process bringing power on to an all-new commercial jetliner for the first time. There is approximately 60 miles of wiring stretched throughout the airplane. The first elements to receive power are the fans so that the electronics are properly cooled. After several complicated steps, the remote power distribution system is verified as operational.

Gear Up

August, 2008

Many different systems are installed and implemented to make the landing gear work. These systems include the common core system, the remote power distribution system, the landing gear system, they hydraulics system, and everything working together in order to extend and retract the landing gear system. Because the gear swing is being controlled by wires, it is lighter and much more efficient than anything before.

Wing Break Test

September, 2008

The wings of the aircraft were replicated and scaled in order to test the wing load. A weight was steadily increased in 10 percent increments, all the way to 150 percent limit. Once the wing was loaded beyond the 150 percent limit, it snapped, representing a first for the aviation industry. This was the exact location engineers expected the wing to fail, bringing the team that much closer to the construction of the 787.

Move To Field

May, 2009

The first Boeing 787 Dreamliner moved from the paint hangar out to the fuel dock at the Boeing facility in Everett, Washington to begin fuel testing. Now on the flight line, the aircraft will undergo additional airplane power and systems tests as well as engine runs. After completing final systems checks and high-speed taxi tests, the airplane will be ready for first flight. The 787 Dreamliner has orders for 886 airplanes from 57 customers.

Gauntlet Test

June, 2009

The aircraft is operated for 24/7 for an extended period of time in simulated ground and flight modes. The focus of this test is on determining the robustness of the system and its ability to sustain operations during flight. Also different single and multiple failure situations were simulated. All systems were validated and approved for flight testing.

High Speed Taxi Test

December 12, 2009

Taxi testing is the last test before flight testing. It is a fully operational test that gives a complete and comprehensive perspective on the integrated systems of the aircraft. With two pilots and 14 engineers to monitor all the systems on the aircraft, the 787 taxied at high speeds at an exceptional level.

First Flight Test

December 21, 2009

The first Boeing 787 ever created, affectionately named ZA001, experienced its first flight on December 21, 2009 at 10:27 a.m. for three hours before the rain forced test pilots Mike Carriker and Randy Neville to land. Both pilots called the flight “flawless.” They reached an altitude of 31,200 feet.