The business end of Dreamliner Three
Two more after the jump.
This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.
This post originally appeared at Flightglobal.com from 2007 to 2012.
SEATTLE – Pat Shanahan, Vice President and General Manager of the 787 Program provided a wide ranging briefing in which he laid out the areas of responsibility for each of the six flight test 787 aircraft.
The flight test program, according to program sources, is scheduled to begin in late October of this year, though Boeing has targeted the entire fourth quarter as the window for first flight.
Dreamliner One (ZA001), which is set to be the first 787 to fly, will begin the flight test program by validating the structural and aerodynamic performance of the aircraft.
Shanahan detailed the global stage the 787 flight test program will take place on.
“This is the really fun part if you’re a flight test engineer,” said Shanahan. “Pack your bags, head down to Victorville, California to do take off and landing and performance tests, then to Roswell [New Mexico] to do brake tests, go to Bolivia for high and hot, and planned Iceland or Alaska and get to do some really crazy things.”
The first airplane will be demonstrating classic flight test manuvers such as stalls and giant windmill turns.
Dreamliner Two (ZA002) will occupy its time in the flight test program by rigorously testing the systems of the 787.
“Do the radios work? Is there noise? How do the displays work?” said Shanahan. “Does the symbology do the things they’re supposed to do? Are there time delays that are unacceptable.”
Shanahan also added that Dreamliner Two will test the in-flight relight capability of the Trent 1000 engines. The same tests will also be conducted on the ground as well.
Dreamliner Three, which will feature the signature 787 interior, will demonstrate the passenger environment. For example, Boeing will test the cabin air system, passenger noise levels and the behavior of interior structure.
Dreamliner Four and Five will be used for validation for the Rolls-Royce Trent 1000 and General Electric GEnx engines respectively. Dreamliner Four will also undergo high speed testing while Dreamliner Five will incorporate elements of the testing from Dreamliners One through Four in order to gain certification for a GEnx powered 787.
Lastly, Dreamliner Six is to test the service readiness of the 787 Dreamliner.
According to program sources, all 787 flight test aircraft are expected to be airborne by the beginning of January 2009.
Dreamliner Seven will be the first production 787 and will be delivered to ANA in the 3rd quarter of 2009.
This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.
This post originally appeared at Flightglobal.com from 2007 to 2012.
EVERETT — Boeing announced today it would make a decision on whether or not to break the wing of the static test aircraft in early 2009.
787 VP of Engineering and Technology Randy Harley said the decision will come early next year because, “we want to make sure you can learn as much as possible,” before you test to failure.
Harley added that, “We’ve made provisions to test to failure if we decide to do so.”
Boeing indicated that it expects the wing to deflect about 26 feet when 150% of maximum load is applied.
Blogged live from the 787 Final Assembly Line
This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.
This post originally appeared at Flightglobal.com from 2007 to 2012.
This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.
This post originally appeared at Flightglobal.com from 2007 to 2012.
EVERETT — Boeing to firm up its 787-9 configuration in one year.
“We’re still studying the market [for the -10], but we’re looking to lock configuration one year from now [for the -9],” said 787 program manager Pat Shanahan.
Blogged live from inside the 787 final assembly line.
CORRECTION: The original story carried the headline Shanahan: 787-10 Configuration Locked in One Year. In fact, Mr. Shanahan mixed the two variants and was discussing the 787-9 firm configuration, not the 787-10 which Boeing is still studying the market for. FlightBlogger apologizes for any confusion on the matter.
This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.
This post originally appeared at Flightglobal.com from 2007 to 2012.
This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.
This post originally appeared at Flightglobal.com from 2007 to 2012.
This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.
This post originally appeared at Flightglobal.com from 2007 to 2012.
This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.
This post originally appeared at Flightglobal.com from 2007 to 2012.
The good news is I have the benefit of jetlag for an early start here in Seattle. However, it’s either jetlag from the East Coast or jetlag from Europe, not totally sure.
Either way, I’ve arrived here in Seattle and it looks as though it’s going to be a beautiful Pacific Northwestern day today. I’m heading up to Everett this morning for the 787 Media Day and I’ll be covering 787 and 777F developments throughout the week live (as possible) on location.
We’ll be getting a tour of the 787 production line, including a peek inside Dreamliner Two and the Static Test Airframe and some Q&A time with Pat Shanahan, Vice President and General Manager of the 787 Program, and Randy Harley, Vice President of Engineering & Technology for the 787 program.
It’s going to be one busy week. Stay tuned.
My arrival yesterday over Seattle took us right over Boeing Field. If you look closely, you can see the new TAAG 777 on the ramp.
This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.
This post originally appeared at Flightglobal.com from 2007 to 2012.
Los Angeles — For my flight to Seattle, I jumped at the opportunity to try Virgin America for the first time.
I’ve spent plenty of time analyzing the new airline andwhat it means for the global Virgin brand, but had yet to have the chance to see it first hand.
With the limited route network of this new airline, it did mean I would have to connect in Los Angeles to get to Seattle, however the tech and plane aficionado in me wanted to get hands-on with the unique experience in the cabin of N526VA, a four month-old Airbus A319.
When boarding I was immediately struck by the purple and pink signature mood-lighting has found its way onto Virgin America’s fleet.
Yet, the real gem on this A319 lives in the headrest at every seat.
Each seat’s IFE hosts a 9″ Linux based touch screen user interface called Red that allows users to watch live TV, watch new-release movies on-demand, hop into a chat room or instant message another passenger with the QWERTY keyboard on each hand controller, play games (including Doom – which this blogger enjoyed greatly) and create a custom playlist of songs from 240 artists you’ve actually heard of. As the flight progressed, all these events were saved in a section called ‘my media’ which allowed me to flip between the TV station I last watched, the movie I had rented (a free TEDTalks seminar with Sir Richard Branson), and my playlist, which was getting quite long packed with The Who, Bruce Springsteen and U2.
This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.
This post originally appeared at Flightglobal.com from 2007 to 2012.
