Boeing 787 Dreamliner First Flight

[AlphaSierra]

ma è veritiero il dato di 290 posti sul 788?? Come c'entrano?!

[povvo]

ma è veritiero il dato di 290 posti sul 788?? Come c'entrano?!

290 il 787-3 il 787-8 210/250

[richelieu]

Con il T-33 .....



..... due generazioni (estreme) a confronto .....

[Atlantis]

Le ali sembrano fatte di gomma da quando flettono




guardate al minuto 3:34 come tornano in posizione appena tocca terra

[=Casio=]

Le ali sembrano fatte di gomma da quando flettono




guardate al minuto 3:34 come tornano in posizione appena tocca terra

Sembrano davvero di gomma

[aviation]

Domanda forse banale per gli espertissimi... ma perchè durante il primo volo test di un nuovo aereo non si retraggono mai i carrelli? Forse per il timore in caso di inconveniente di poterli azionare nuovamente?

[MarcoGT]

Domanda forse banale per gli espertissimi... ma perchè durante il primo volo test di un nuovo aereo non si retraggono mai i carrelli? Forse per il timore in caso di inconveniente di poterli azionare nuovamente?

Esatto, tra i tanti problemi che potrebbero esserci durante il primo volo...gli manca solo che si estraggono più le landing gear

[FAS]

Domanda forse banale per gli espertissimi... ma perchè durante il primo volo test di un nuovo aereo non si retraggono mai i carrelli? Forse per il timore in caso di inconveniente di poterli azionare nuovamente?

un'evenutale failure che escludi in partenza.... non utilizzandoli.....

ma ad esempio l'Airbus A400m li ha retratti

[aviation]

Si conosce già tutto il programma di test e collaudi che effettuerà credo in diversi aeroporti (come ha fatto l'A380)?

Tanto per sapere, magari passa dalle nostre parti... che dite? C'è speranza di vederlo in questa fase in Italia?

[MoFo]

Con tutte le prove ai carrelli che si fanno mi sembra un surplus di sicurezza il non retrarli...

Ma si sa su quali rotte sara' utilizzato?

[sidew]

Le stesse utilizzate dai 767-300 / 777-200 a seconda del payload e del range.

In generale tutte le rotte P2P

[Almost Blue]

Con tutte le prove ai carrelli che si fanno mi sembra un surplus di sicurezza il non retrarli...

No, non credo.
Per ogni prova, dovrebbero avere una lista di cose da fare. Al primo volo di diversi aerei, ho notato che non vanno a indagare il funzionamento o meno del carrello, lo lasciano fuori e poi ci atterrano.

[MoFo]

Le stesse utilizzate dai 767-300 / 777-200 a seconda del payload e del range.

In generale tutte le rotte P2P

Grazie
Intendevo pero' le prime ad essere operative...

[MoFo]

Con tutte le prove ai carrelli che si fanno mi sembra un surplus di sicurezza il non retrarli...

No, non credo.
Per ogni prova, dovrebbero avere una lista di cose da fare. Al primo volo di diversi aerei, ho notato che non vanno a indagare il funzionamento o meno del carrello, lo lasciano fuori e poi ci atterrano.

Ah...non lo sapevo
in manutenzione il carrello ha tante di quelle attenzioni che pensavo fosse lo stesso (o anzi di piu') per il suo primo utilizzo

[richelieu]

Ulteriori informazioni sul piano relativo ai voli di collaudo .....

Fonte: Aviation Week and Space Technology

Boeing Plans 8.5 Months Of 787 Testing

Dec 18, 2009

Michael Mecham and Guy Norris

Everett, Wash.

With the drama of first flight behind it, Boeing will pick up where it left off when the 787 flight test program was interrupted last June by the need for side-of-body modifications.

That schedule calls for earning type certification in 8.5-9 months, followed immediately by first-of-model testing and delivery to launch customer All Nippon Airways. Boeing's initial plan was for flight testing to begin in August 2007, and deliveries in May 2008.

Although the first flight Dec. 15 marked the start of flight testing, the road to full certification will not begin until the aircraft receives type inspection authorization, the milestone denoting the start of full-time FAA involvement. This is expected in February.

By then, Boeing is likely to have three 787s in flight test. The first flight aircraft, ZA001, is due to return to work this week, and the second, ZA002, is set to join it. ZA003 should be in the air by the end of February. All are powered by Rolls-Royce Trent 1000 engines. First flight of a test aircraft with a General Electric GEnx-1B engine is expected about April.

Chief Test Pilot Mike Carriker and Engineering Test Pilot Randy Neville will switch seats for the inaugural ZA002 flight. Thereafter, piloting chores will be dispersed to three other project pilots--Mike Bryan, Heather Ross and Regis Hancock--backed by others from Boeing's flight-test staff. In all, about two dozen pilots will be involved in 787 testing. The beginning of 2010 will be busy for the company's test pilots--as early as mid-January, Boeing's other big wide-body test program--for the 747-8 Freighter--is expected to begin.

Boeing plans to conduct the 787's test and certification program in a relatively swift fashion compared to earlier programs. It will use around-the-clock test operations that will see the six-strong test fleet flown and maintained under an almost airline-like schedule.

The basic 24/7 routine will involve 16 hr. of maintenance and 8 hr. of testing, with daylight hours reserved for the latter. Within these windows, the aircraft will be released for flight testing by 7 a.m. and be back in the hands of the ground crew after 3 p.m. each day. Maintenance will carry on through midnight until the early hours, when aircraft release begins for the next round of flight testing. The cycle begins anew at 6 a.m. when the test crew starts work.

Unlike the 777, where test crews remained with specific aircraft, the test pilots and engineers for the 787, as well as the 747-8 and future programs, will be allocated to whatever aircraft is available to perform tests on a given day.

"We're moving to a fleet management process to make sure we've got the right 787 flying on a daily basis. So we're expecting to do that and keep the test program going," Boeing Flight Test Operations Director Frank Rasor said in May.

Although the basic plan compresses the flight-test schedule by almost 20%, the actual period devoted to flying the 787 test fleet remains comparable with other programs. As set last summer, Boeing's plans for the flight-test series called for the four Trent 1000- and two General Electric GEnx-1B-powered 787s to accumulate an estimated 3,100 flight hours between them. Of those, 2,430 hr. were to be dedicated to the Trent-powered versions. That plan remains in effect.

Similarly, total ground test hours will likely stack up to around 3,700, of which all but 600 hr. will be the Rolls-Royce-powered fleet.

The compressed schedule means the ground test and layup phases will now occupy 40% of the whole test program, rather than almost 50% in previous campaigns. Ice shapes to simulate worst-case icing conditions have been pre-fabricated and a pressure belt has already been prepared for loads tests.

Historically, items such as these take about a month to set up. But with the new test procedures in place, the work is expected to shrink to about seven days. Also, ground tests will also move increasingly into the second shift. Cumulatively, these changes will give the third shift more time to perform maintenance and repairs, and turn the aircraft.

The true, worst-case icing scenario will be undertaken using ZA002 and ZA005, both of which will fly with specially fitted ice probes.

Although certain aircraft have been assigned specific duties, such as ZA003's as a testbed for interior systems, the plan includes making more use of each test aircraft as an asset per flight. ZA001, sometimes simply referred to as Airplane 1 (AP1), will be used to prove initial airworthiness qualities, basic low-speed stability and control and its flutter limits. Assuming no adverse flutter is discovered, high-speed stability and control testing will get underway in late January or early February, with FAA and European Aviation Safety Agency certification testing expected to begin shortly thereafter.

For the remainder of its flight tests, ZA001 will be fitted with Trent 1000s that incorporate full performance measurement rakes, which the first test engines lack. The rakes enable thrust reversers to be used in early tests.

On and off from April to June, ZA001 is expected to be based temporarily at Edwards AFB, Calif., and Roswell, N.M. The first stint at Edwards in April will focus on takeoff and landing validation and certification work, with a break for ice shapes certification back in Seattle the following month.

The six-month schedule slide has forced Boeing again to shuffle hot and cold weather test locations. The mid-2009 start schedule provided opportunities for hot weather tests in southwestern U.S. deserts as well as cold weather evaluations in the north of the country toward the schedule's end. Now, the test team will hunt for cold weather conditions in the southern hemisphere, says 787 General Manager Scott Fancher.

Basic certification will cover temperatures to around -35C, but Transport Canada requires tests down to -55C.

*ZA001 will conduct rejected-takeoff-and-landing tests at Edwards and then head to Roswell for rejected-takeoff and other high-speed brake certification tests, as well as for Phase 2 of the stability and control program. This will continue into July-August; the first customer pilot demonstration flights are also expected in July.

Final test items in the last two months will include main landing gear actuation certification, as well as more refinement of the primary flight control system and the collection of data on flight characteristics for 787 simulators.

In addition to carrying a full data system, ZA001 incorporates special instrumentation for gear actuation, engine performance instrumentation, inertial measurement units (IMUs) to monitor fuselage body bending, and a telemetry system to download flight-test data to Boeing's ground station in real time.

*ZA002 will be outfitted with additional special instruments, including inertial measurement units to describe exact twist angles of the all-composite wing, load banks to absorb excess electrical energy created by the engines and auxiliary power unit (APU), and monitors for the APU and icing probe. The load banks are required because ZA002 will be the first 787 partly dedicated to tests of the engines and the many electrically driven systems. The aircraft's fuel tank system will be specially equipped with an oxygen analyzer and fiber optic temperature sensor.

The 787 is the first new airplane type being certified under the improved fuel tank flammability regulations devised after the loss of TWA Flight 800 off the U.S. East Coast in 1996. The Airbus A380 was already in process when those regulations were promulgated.

*ZA003 is configured with a representative interior but not the full production cabin. It will be used for testing systems, noise, flight deck, avionics and electro-magnetic/high-intensity radiated fields, as well as smoke penetration and evacuation work. Special equipment will include test instruments to measure flow in the environmental control system ducting, an in-service data system and temperature.

*ZA004 will be the first NAMS (nautical-air-miles) test aircraft and will measure efficiency with "pristine engines." It also will be used for the flight loads survey. That role has assumed greater importance since the side-of-body structural reinforcement issue.

To validate design assumptions, ZA004 will be equipped with IMUs, pressure belts and static data flush ports to gather data during the flight loads survey.

It will enter flight tests powered by Trent 1000 engines 10021 and 10023. But it will be re-engined in mid-year with the improved Package B Trents for a second phase of NAMS tests. Additional NAMS tests for the initial production batch also will be undertaken by ZA100, the Line 7 aircraft that will be delivered to launch customer All Nippon Airways and the first to incorporate structural weight improvements.

A further round of range performance tests will be conducted with Line 20 aircraft with a second set of production upgrades.

*ZA005 is the first 787 to be powered by General Electric GEnx-1B engines. It is expected to join the program as early as March and be equipped, like ZA002, with a full data system, load banks, an icing probe and GE-specific performance measuring instruments.

Tasks will include flutter tests, aerodynamic performance, stability and control, flight controls, propulsion and avionics tests. ZA005 also will undertake community noise work as well as extended operations (ETOPS) tests.

*ZA006, the last test airplane, will be fitted with an engine vibration and interior noise recording data array. The GE-powered aircraft will repeat baseline airworthiness tests as well as GEnx-specific work. And it will conduct lightning and high-intensity radiated field testing.

While flight testing is the most visible part of the type certification process, the documentation it generates is a fraction of what is needed. By last May, the 787 program office had already submitted nearly 60% of the regulatory paperwork, according to Chief 787 Project Engineer Mike Delaney. Of the 40% remaining, only 10% will flow from the flight tests.

Separately, Boeing submitted and the FAA accepted nearly 60% of the "conformities" required for the 787's production certificate. The term refers to assurances that its manufacturing processes conform to requirements necessary to make safe airplanes repeatedly. The company has requested 16 exemptions or special condition certificates, a process in which the FAA agrees to the manufacturer's suggestion that there are alternative ways to satisfy various certification issues. In addition, Boeing has filed 152 "issue" papers with the FAA. All of this is on a par with the 777 certification process, says Delaney.

Boeing originally expected to sell all the test airplanes, but it has given up on the first three because they are so heavily instrumented as to make rework impractical.

The 787 is the first commercial jet with a composite fuselage. However, the building materials used for the airframe are not of interest to the FAA because, regardless of what is used, the airplane still must meet basic safety standards.

.....

[Toeloop]

Questa è una domanda che mi sarebbe piaciuto ascoltare durante le interviste del dopo volo: se il volo sia stato effettuato tutto manualmente o se siano stati provati i sistemi di pilota automatico e quali.
Che voi sappiate che tipo di profilo di pilotaggio viene utilizzato durante il primo volo di un velivolo di questo tipo?

[sidew]

Oggi dovrebbe volare il secondo Dreamliner (ZA002) quello con i colori ANA.

Tempo permettendo , il decollo e' previsto per le 8.45 PST ( 17:45 nostri)


http://www.flightglobal.com/blogs/fligh ... d-wea.html

[richelieu]

Intanto .....
..... Boeing pigliatutto .....

DATE: 22/12/09
SOURCE: "Air Transport Intelligence" news (flightglobal.com)

Boeing to acquire remaining 50% of Global Aeronautica

By Jon Ostrower

Boeing will acquire the remaining 50% share of Global Aeronautica, its joint venture with Italy's Alenia Aeronautica, ATI has learned.

Global Aeronautica is responsible for the integration of the 787's center fuselage sections at the company's North Charleston, South Carolina site.

Alenia fabricates sections 44 and 46 in Grottalie, Italy, while Kawasaki and Fuji Heavy Industries are responsible for sections 43 and 45/11, respectively, with both built in Nagoya, Japan.

The four sections are flown to North Charleston where they are mated and stuffed with systems before being shipped to final assembly in Everett, Washington.

Boeing first purchased Vought's 50% share in Global Aeronautica back in March 2008 after the airframer moved to increase oversight at the North Charleston facility.

The company has slowly expanded its ownership of the site, later purchasing Vought's aft fuselage facility in July, raising the total share of ownership of the site to 75%.

In October, Boeing selected North Charleston as the site of the second 787 final assembly line.

Programme sources say an official announcement on the Global Aeronautica agreement is expected around 07:00EST.

Andrà a finire che vorranno comprarsi anche Grottaglie .....

[richelieu]

A tutta forza .....

Fonte: Aviation Daily (AW&ST)

787 Flight Tests Resume This Week

Dec 22, 2009

By Michael Mecham and Guy Norris

Boeing plans to use round-the-clock operations on the 787’s test program as it seeks to win type certification for the new jet within nine months, followed by a first delivery to launch customer All Nippon Airways before the end of 2010.

Although the 787’s first flight Dec. 15 marked the start of flight testing, the road to full certification will not begin until the aircraft receives type inspection authorization, the milestone denoting the start of full-time FAA involvement. This is expected in February.

By then, Boeing is likely to have three 787s in flight test. The first flight aircraft, ZA001, is due to return to work this week, and the second, ZA002, is set to join it today. ZA003 should be in the air by the end of February. All are powered by Rolls-Royce Trent 1000 engines. First flight of a test aircraft with a General Electric GEnx-1B engine is expected about April.

Chief Test Pilot Mike Carriker and Engineering Test Pilot Randy Neville will switch seats for the inaugural ZA002 flight. Thereafter, piloting chores will be dispersed to three other project pilots — Mike Bryan, Heather Ross and Regis Hancock — backed by others from Boeing’s flight-test staff. In all, about two dozen pilots will be involved in 787 testing.

Maintenance At Night

Boeing’s round-the-clock routine will involve 16 hours of maintenance and 8 hours of testing, with daylight hours reserved for the latter. Within these windows, the aircraft will be released for flight testing by 7 a.m. and be back in the hands of the ground crew after 3 p.m. each day. Maintenance will carry on through midnight until the early hours, when aircraft release begins for the next round of flight testing. The cycle begins anew at 6 a.m. when the test crew starts work.

Unlike the 777, where test crews remained with specific aircraft, the test pilots and engineers for the 787, as well as the 747-8 and future programs, will be allocated to whatever aircraft is available to perform tests on a given day.

“We’re moving to a fleet management process to make sure we’ve got the right 787 flying on a daily basis. So we’re expecting to do that and keep the test program going,” Boeing Flight Test Operations Director Frank Rasor said in May.

Although the basic plan compresses the flight-test schedule by almost 20%, the actual period devoted to flying the 787 test fleet remains comparable with other programs. As set last summer, Boeing’s plans for the flight-test series called for the four Trent 1000- and two General Electric GEnx-1B-powered 787s to accumulate an estimated 3,100 flight hours between them. Of those, 2,430 hours were to be dedicated to the Trent-powered versions. That plan remains in effect.

Similarly, total ground test hours will likely stack up to around 3,700, of which all but 600 hours will be on the Rolls-Royce-powered fleet.

The compressed schedule means the ground test and layup phases will now occupy 40% of the whole test program, rather than almost 50% in previous campaigns. Ice shapes to simulate worst-case icing conditions have been pre-fabricated and a pressure belt has already been prepared for loads tests.

Historically, items such as these take about a month to set up. But with the new test procedures in place, the work is expected to shrink to about seven days. Also, ground tests will also move increasingly into the second shift. Cumulatively, these changes will give the third shift more time to perform maintenance and repairs, and turn the aircraft.

Worst-Case Icing

The true, worst-case icing scenario will be undertaken using ZA002 and ZA005, both of which will fly with specially fitted ice probes.

Although certain aircraft have been assigned specific duties, such as ZA003’s as a testbed for interior systems, the plan includes making more use of each test aircraft as an asset per flight. ZA001, sometimes simply referred to as Airplane 1 (AP1), will be used to prove initial airworthiness qualities, basic low-speed stability and control, and its flutter limits.

Assuming no adverse flutter is discovered, high-speed stability and control testing will get under way in late January or early February, with FAA and European Aviation Safety Agency certification testing expected to begin shortly thereafter.

For the remainder of its flight tests, ZA001 will be fitted with Trent 1000s that incorporate full performance measurement rakes, which the first test engines lack. The rakes enable thrust reversers to be used in early tests.

On and off from April to June, ZA001 is expected to be based temporarily at Edwards AFB, Calif., and Roswell, N.M. The first stint at Edwards in April will focus on takeoff and landing validation and certification work, with a break for ice shapes certification back in Seattle the following month.

The six-month schedule slide has forced Boeing again to shuffle hot and cold weather test locations. The mid-2009 start schedule provided opportunities for hot weather tests in southwestern U.S. deserts as well as cold weather evaluations in the north of the country toward the schedule’s end. Now, the test team will hunt for cold weather conditions in the southern hemisphere, said 787 General Manager Scott Fancher.

Boeing originally expected to sell all the test airplanes, but it has given up on the first three because they are so heavily instrumented as to make rework impractical.

[Toeloop]

ZA002 (quello ANA) sta per fare il suo primo volo (lo sto guardando sulla CNN)
Sarebbe dovuto partire alle 11.45 (costa orientale), quindi 17.45 in Italia, ma sta avendo dei ritardi. Poco fa stava facendo taxi sulla pista per andare al punto di decollo. Hanno detto che seguiranno il decollo in diretta, quindi io resto incollato alla TV

[sochmer]

conosci per caso qualche live streaming?

[Toeloop]

conosci per caso qualche live streaming?

Ho provato a vedere su boeing ma nulla. Ad ora ancora non hanno trasmesso nulla su CNN. Io resto di guardia. Stava facendo taxi sulla pista, non credo che ci volesse così tanto tempo per decollare Se ne saranno scordati

[sochmer]

io stavo guardando sulla kirotv http://www.kirotv.com/video/21972903/index.html


EVERETT, Wash. -- Boeing's second 787 took to the skies on Tuesday.
The test flight for its second 787 jet began at about 9:10 a.m. The plane took off from Paine Field.
The first 787 test flight was last Tuesday as about 25,000 people turned out to see the widebody jet takeoff. It's the first commercial airplane made mostly of lightweight composite materials.
The 787 program has been plagued by ill-fitting parts and other problems. The first flight was supposed to be in 2007, but Boeing has been forced to push that back five times.
Boeing has orders for 840 of the jets, plans to make the first delivery to Japan's All Nippon Airways late next year.

http://www.kirotv.com/news/22030037/detail.html

già decollato

[Toeloop]

Confermo che non lo hanno fatto vedere in diretta. Hanno detto che attualmente è in volo, probabilmente dopo questo passaggio pubblicitario faranno vedere il decollo: si sono fermati all'allineamento in pista.

[sidew]

[sidew]

le tracce: http://flightaware.com/live/flight/BOE2

[sochmer]

ecco qui

[albert]

Interessante il dialogo dopo il decollo....

ciao!

[richelieu]

..... Boeing pigliatutto - 2 .....

Fonte: AviationWeek.com

Boeing Buys Alenia Share Of 787 Factory

Dec 22, 2009
Joseph C. Anselmo/Washington


Boeing's acquisition of the remaining half of a South Carolina fuselage integration center culminates a series of moves aimed at bringing critical work on the 787 jet in house and establishing a bigger manufacturing footprint in the U.S. south.

Boeing announced today that it has acquired Alenia's 50% stake in Global Aeronautica, a five-year-old joint venture that assembles the 787's center fuselage in North Charleston, S.C. Terms were not disclosed.

The deal with Alenia, a unit of Italian defense giant Finmeccanica, comes 21 months after Boeing acquired Vought's half of Global Aeronautica and five months after the company ponied up $1 billion for an adjacent 787 aft fuselage production facility owned by Vought. It gives Boeing complete ownership of a vital 787 production facility as it ramps up production of the new aircraft and works to establish a second 787 assembly line in North Charleston by mid-2011. Boeing shook up its unionized workforce in the Seattle area when it confirmed on Oct. 28 that the second 787 line would be built in South Carolina, a right-to-work state.

The Global Aeronautica venture was one of the cornerstones of Boeing's original strategy of outsourcing major 787 assemblies to a global network of suppliers. The South Carolina facility assembles seven composite fuselage assemblies into two barrel sections, which are then flown to a final assembly factory in Everett, Wash. But Global Aeronautica's problems delivering assemblies fully "stuffed" with wiring, hydraulics, floors and systems contributed to a 27-month slip in the 787's first flight, which did not occur until last week.

"Taking Alenia out of the ownership equation tidies up the situation in Charleston," said Macquarie Equities Research analyst Robert Stallard. He believes Boeing had been willing to buy out Alenia's share "for some time, but the sticking point apparently has been outstanding claims from the Italian company regarding charges and delays on the 787. To have closed the deal suggests that this logjam is finally being broken."

[aviation]

ecco qui

Ma il link non mi funziona...

[sochmer]

ecco qui

Ma il link non mi funziona...

provo a ricontrollare

[MarcoLIN72]

Secondo 787 testato, con i colori ANA
http://jetphotos.net/viewphoto.php?id=6736951

Ciao

[aviation]

ecco qui

Ma il link non mi funziona...

provo a ricontrollare

OK. Adesso funziona. Molto bello il video.

Due domande, forse banali. A che serve quel cavo che penzola dall'alto del timone di coda? Per verificare il flusso aerodinamico?

E poi quest'aereo già con livrea ANA, verrà messo in servizio o serve solo a scopo di testing, dando il giusto risalto alla prima compagnia a cui verrà consegnato?

[sochmer]

per la prima se non erro è il trailing cone http://en.wikipedia.org/wiki/Trailing_Cone http://www.spaceagecontrol.com/trailing-cone.htm

e per la seconda...
l'aereo verrà consegnato ad ANA dopo aver effettuato tutti i test

[MarcoGT]

Due domande, forse banali. A che serve quel cavo che penzola dall'alto del timone di coda? Per verificare il flusso aerodinamico?

Come già detto da sochmer, è il trailing cone e server per calibrare le sonde pitot.

Dai un occhio qui