AERO - Boeing
AEROB O E I N GNo.23
Aero magazine is published quarterly by BoeingCommercial Airplanesand is distributed atno cost to operators ofBoeing commercialairplanes. Aero providesoperators with supplemental technical information to promotecontinuous safety andefficiency in their dailyfleet operations. TheBoeing Company supports operators duringthe life of each Boeingcommercial airplane.Support includesstationing Field Servicerepresentatives in morethan 60 countries,furnishing spare partsand engineering support,training flight crews andmaintenance personnel,and providing operations and maintenancepublications. Boeingcontinuously communicates with operatorsthrough such vehiclesas technical meetings,service letters, andservice bulletins. Thisassists operators inaddressing regulatoryrequirements and AirTransport Associationspecifications.Editorial Board Richard Breuhaus, John Cashman,Michael DiDonato, Dick Elliott, Jeff Hawk, Al John,Bob Kelley-Wickemeyer, Elizabeth Lund, Jay Maloney,Tom Melody, Robert Rakestraw, Jerome Schmelzer,William Siegele, Roger Stropes, Bill WilliamsTechnical Review Committee Frank Billand,Richard Breuhaus, Roy Bruno, John Creighton,Edward Dobkoski, Dick Elliott, Giday Girmay, BruceGroenewegen, Al John, Warren Lamb, Bob Manelski,Tom Melody, Doug Mohl, Norm Pauk, Gary Prescott,Jerome Schmelzer, William Siegele, William Tsai,Joan Walsh, Todd ZarfosPan Am flight crewdisembarking model 314,circa 1939PublisherT. Craig MartinEditor-in-chiefStephen S. SzehnerArt director/designerFaye LomaxCopy/quality editorJulie O’DonnellProduction editorDaniel SheldonContributorLewis BrinsonDistribution managerJanet FosterIllustratorsScott HeinrichsRichard JacksonGail JohnsonPhotographersKuensel Corp., BhutanRandy ObrezarGreg ThonEd tion published in Aero magazine is intended to be accurate and authoritative. However, no material should be considered FAA approved unless specifically stated.Airline personnel are advised that their company’s policy may differ from or conflict with information in this publication. Customer airlines may republish articles from Aero without permission iffor distribution only within their own organizations. They thereby assume responsibility for the current accuracy of the republished material. All others must obtain written permission from Boeingbefore reprinting any Aero article. Aero is not available by subscription. Please address communications to Aero Magazine, Boeing Commercial Airplanes, P.O. Box 3707, MC 21-72, Seattle,Washington, 98124-2207, USA E-mail: aeromagazine@boeing.comCopyright 2003 The Boeing CompanyAero is printed on recyclable paper.
ContentsPERSPECTIVEIssue No. 23THIRD-QUARTER 2003 – JULY02 MIKE CAVE The one goal of BoeingCommercial Aviation Services is to ensureyour success by providing top-quality,high-value services through a phasedimplementation approach to growth.FLIGHT OPERATIONS03 737-700 TECHNICAL DEMONSTRATION FLIGHTSIN BHUTAN Recent tests at Paro InternationalAirport proved the performance capabilitiesof the 737-700 and verified procedures foroperations in high-elevation, high-terrainenvironments.TECHNOLOGY/PRODUCT DEVELOPMENTSAFETY16 ELECTRONIC FLIGHT BAG Boeing bringsa new level of digital information deliveryand management to the flight deckwith the Jeppesen Electronic Flight Bag,a major step toward the e-enabled airline.28 ERRONEOUS FLIGHT INSTRUMENTINFORMATION — SITUATIONS AND GUIDANCEFlight crews faced with flight instrumentanomalies should follow recommendedpiloting techniques and procedures toprevent airplane accidents and incidents.COVER737-700 over Bhutan
We at Boeing CommercialAviation Services haveone goal: to ensure yourMIKE CAVESENIOR VICE PRESIDENTsuccess by providingCOMMERCIAL AVIATION SERVICESBOEING COMMERCIAL AIRPLANEStop-quality, high-valueservices. This pledgerequires all of us at Boeing to commit first and foremost to meetingyour needs, putting your success first, and remembering that onlywhen the air transport industry is successful can we all be successful.PERSPECTIVEProviding world-class fleet supportis imperative for us. We will continue to pulltogether the right people, technology, andtools to create andIn January 2003, Mike Caveimplement innovawas named senior vice president tive ways to supportof Boeing Commercial Aviationyou. Examples ofServices. Cave previously served how we’ve partneredas senior vice president andto reduce airlinechief financial officer of Boeing operating costsinclude the everCommercial Airplanes. Heincreasing use ofreplaced Mike Bair, who nowMyBoeingFleet.comleads the Boeing 7E7 program.and user-friendly,more efficient service bulletins as well asthe replacement of our existing customercommunications tool, BOECOM.In addition, we are implementing a phasedapproach to growing our revenue business.Our initial emphasis is to ensure that ourcore businesses—Maintenance Services,Technical Services and Modifications, FlightServices, and Spares—are healthy, lean,and efficient.2AERODuring the next two phases, we will leverage our strengths, build partnerships, andhelp reshape airline economics by deliveringtailored solutions for crew productivity, fleetperformance, and maintenance efficiencies.We will create comprehensive services andsolutions to leverage scale, standardization,and customer and supplier partnerships.Solutions such as e-enabled airline operations will deliver significant benefits to you,our customers, while positioning BoeingCommercial Aviation Services as a largescale service provider.The business environment is challengingfor all of us in the aviation industry. But I amexcited about our long-term strategy and ourcommitment to your success.I hope you enjoy this issue of Aero!Third-Quarter 2003 — July
In the kingdom of Bhutan, high in the HimalayanMountains, is Paro International Airport. One of the world’smost challenging airports, Paro is 7,300 ft (2.23 km)above sea level and surrounded by deep valleys and18,000-ft (5.48-km) peaks. Here a Boeing 737-700recently completed successful technical demonstrationtest flights that proved its performance capabilities andverified procedures for safe takeoff and landing operations in high-elevation, high-terrain environments.FLIGHT OPERATIONSVAN CHANEYFLIGHT TEST PILOTFLIGHT OPERATIONS PRODUCTIONBOEING COMMERCIAL AIRPLANESMAGALY CRUZPERFORMANCE, AERODYNAMICS ENGINEERFLIGHT OPERATIONS ENGINEERINGBOEING COMMERCIAL AIRPLANES737-700BHUTANBUZZ NELSONCHIEF PROJECT PILOTFLIGHT OPERATIONSBOEING COMMERCIAL AIRPLANESTECHNICAL DEMONSTRATION FLIGHTS INThird-Quarter 2003 — JulyALLEN ROHNERREGIONAL DIRECTORMARKETINGBOEING COMMERCIAL AIRPLANESMIGUEL SANTOSDIRECTORINTERNATIONAL SALESBOEING COMMERCIAL AIRPLANESAERO3JAMES WILSONPERFORMANCE, AERODYNAMICS ENGINEERSALES SUPPORT AERODYNAMICSBOEING COMMERCIAL AIRPLANES
Paro International Airport,in the kingdom of Bhutan,is high in the HimalayanMountains. At 7,300 ft (2.23 km)above sea level, with a runway6,500 ft (1.99 km) long, surroundedby deep valleys and 18,000-ft(5.48-km) peaks, Paro is one of theworld’s most difficult airports fortakeoffs and landings.In February 2003, a Boeing737-700 successfully completed11 test flights at Paro InternationalAirport. The series included twotechnical demonstration flights andeight customer relations flights withDruk Air Royal Bhutan Airlines, thenational airline of Bhutan. Druk Air,which operates two 72-passengerBAe 146-100 jets from Paro to sixcities in five countries, is considering upgrading its fleet and extendingits routes. The rigorous test flightsproved that the 737-700 is capableof meeting all performance andprocedural requirements for safeoperations at Paro and other airportsin high-elevation, high-terrainenvironments.The 737-700 performed flightmaneuvers as predicted and met orexceeded performance expectationsfor simulated one-engine-inoperativemaneuvers, which were accomplishedby reducing thrust on one engineto idle power. The expected performance levels proved conservative whencompared with the demonstratedperformance of the 737-700.Test flight data were verifiedby flight data recorder (FDR) information, indicating that predictedairplane performance is representative of actual airplane performanceas recorded by the FDR.The test flights verified proceduresfor takeoff and landing operationsat Paro. The 737-700 demonstrated4AEROengine-out takeoff procedures, whichis required for Paro operations,engine-out missed approach andgo-around procedures, and Druk Airprocedures for landing on bothdirections of the runway at Paro.This article discusses1. Technical demonstrationtest flight airplane.2. Technical demonstrationtest flights description.3. Technical demonstrationtest flight analysis.1TECHNICAL DEMONSTRATIONTEST FLIGHT AIRPLANEThe demonstration airplane was a737-700 Boeing Business Jet (BBJ)configured with blended winglets and abusiness jet interior (fig. 1 and table 1).The 737-700 BBJ used for the demonstration flights is aerodynamicallyequivalent to the commercial variant ofthe 737-700 being offered to Druk Air.TECHNICAL DEMONSTRATIONTEST FLIGHTS DESCRIPTIONOn February 6, 2003, two technicaldemonstration test flights were accomplished from runways 33 and 152HotanGolmudCHINABHUTANNew oonBay of BengalThe kingdom of Bhutan is located near Nepal, between Chinain the north and India in the east, south, and west. The kingdom,which is roughly the size of Switzerland, has a population of750,000 people. The Bhutanese value their rich natural environment and ecosystem, which includes 770 species of birds and5,500 species of plants.Third-Quarter 2003 — July
1737-700 TECHNICAL FLIGHT DEMONSTRATION AIRPLANEFIGUREat Paro International Airport. BoeingDEMONSTRATION AIRPLANEpilots Captain Buzz Nelson andSPECIFICATIONSCaptain Van Chaney flew the 737-700 TABLEAirplane model Boeing 737-700 BBJaccompanied by the Druk Air chiefRegistration number N184QSpilot on the first flight and a seniorfirst officer on the second flight.Manufacturer’s serial number 30884To prove the capability of theMaximum taxi weight 171,500 lb (77,791 kg)737-700 at Paro, the technical demonstration flights had to show that theMaximum takeoff weight 171,000 lb (77,564 kg)airplane could take off following aMaximum landing weight 134,000 lb (60,781 kg)simulated single engine failure at theMaximum zero fuel weight 126,000 lb (57,153 kg)most critical point during the takeoffFuel capacity 9,700 U.S. gal (36,718 L)ground roll (V1) and safely returnto the airport on one engine.Engines CFM56-7BTerrain in the valleys surroundingParo limits takeoff performance.a turnback at the opposite end of theFlight operations into and out of Parovalley, and landing, with one engineonly occur when the visibility inremaining at idle (representing thethe valley is clear. This visibility isengine failure) throughout the demonstrarequired to allow an airplane to turntion. One technical flight demonstrationaround safely within the steep valleywas accomplished in each directionwalls and reach the minimum safe altifrom the runway at Paro.tude to depart the valley or return to theRunway 33 Technicalairport in the event of an engine failure.Demonstration Test FlightThe technical demonstration flightThe first technical demonstration testprofile consisted of a takeoff withflight was performed from runway 33a simulated single engine failure atV1, a turnback within the river valley, (fig. 2). After takeoff, a right bankwas initiated for a heading change ofa missed approach, a go-around,1Third-Quarter 2003 — Julyapproximately 30 deg to avoid terrainthat extends from the west valleywall. This maneuver was followed bya left bank to position the airplanealong the east wall of the west forkof the river. The climb continuedclose to the east wall until the turnback initiation point. A teardropturnback was initiated just afterpassing abeam the Chhukha village.Here the terrain falls away off theright wing where a stream emptiesinto the river. The turnback wasflown with a 30-deg bank whilemaintaining speed throughoutthe turn.After completing the teardropmaneuver, the pilots performeda flaps 15 (engine-out landing flap)missed approach to runway 15. Thiswas followed by a go-around and ateardrop turnback south of the runwayusing the Druk Air runway 15 turnback procedure. The condition wascompleted successfully with a normalflaps 40 landing using the Druk Airstraight-in landing procedure.The takeoff weight for runway 33 islimited by the turning radius requiredAERO5
2PARO RUNWAY 33 TECHNICAL DEMONSTRATION TEST FLIGHT OVERVIEWFIGURE6,0001,200 ft4,000Lateral displacement from runway centerline, mTakeoff weight: 115,633 lb (52,450 kg) at 7 CV1, 125 kias; VR, 130 kias; V2, 136 kiasFlaps 5 takeoffFlaps 15 missed approach and go-aroundFlaps 40 landingAir conditioning off; anti-ice off540 ft2,0001,200 ft540 0540 ftContour heightsabove airport elevation1,200 ,0008,00010,000Distance from brake release, mDEMONSTRATION AIRCRAFTTAKEOFF GROSS WEIGHT2TABLEZero fuel weight*Runway 33 Fuel100,433 lb (45,556 kg)15,200 lb (6,895 kg)Takeoff weight115,633 lb (52,450 kg)Zero fuel weight*100,433 lb (45,556 kg)Runway 15 FuelTakeoff weight13,900 lb (6,305 kg)114,333 lb (51,861 kg)*Includes the weight of three crewmembers,ten passengers, amenities, and potable water.to perform a 30-deg bank turnback.The available turning radius is basedon the valley width at the net heightachievable while maintaining notless than 492 ft (150 m) of lateralseparation to the terrain and all obstacles on either side of the intendedtrack. The limit weight calculationswere based on the valley width atthe net height for turnback initiation,6AERO3assuming that the airplanewas positioned within 492 ft(150 m) of the valley wall.The takeoff gross weight forthe technical demonstrationwas calculated based on theairplane empty weight and theweight of the crew, passengers,and fuel on board (table 2).Table 3 lists the airport conditions and airplane configuration and takeoff speeds.Engine failure was simulated bythrottling back the left engine to idleat 125 kias, the V1 speed for takeoff.Runway 15 TechnicalDemonstration Test FlightThe second technical demonstrationtest flight was performed fromrunway 15 (fig. 3).After liftoff, a right bank was performed for a 10-deg heading change,followed by a left bank for a 60-degPARO RUNWAY 33 TEST FLIGHT PARAMETERSTABLEAirport conditionsTakeoff time: 03:58 ZuluLanding time: 04:10 ZuluTower-measured temperature: 7 CTower QNH: 1,021 mbar 7,140 ft pressure altitudeTower wind: 190 deg at 6 knAirplane takeoff speedsV1, 125 kias; VR, 130 kias; V2, 136 kiasAirplane configurationTakeoff gross weight: 115,633 lb (52,450 kg)Takeoff thrust rating: CFM56-7B26Center of gravity: 18.1%MACStab trim: 5.25 unitsFlaps 5 takeoffFlaps 15 missed approach and go-aroundFlaps 40 landingAir conditioning off; anti-ice offLeft engine pulled to idle at V1Third-Quarter 2003 — July
3PARO RUNWAY 15 TECHNICAL DEMONSTRATION TEST FLIGHT OVERVIEW6,000FIGURETakeoff weight: 114,333 lb (51,861 kg) at 9 CV1, 124 kias; VR, 130 kias; V2, 136 kiasFlaps 5 takeoffFlaps 15 missed approach, go-around, andlandingAir conditioning off; anti-ice offLateral displacement from runway centerline, m4,000540 ft2,0001,200 ft1,200 ft540 ftRunway15Runway33Landing0TakeoffBrake release-2,000Contour heightsabove airport elevation540 ft-4,000-6,000-8,0001,200 tance from brake release, mheading change. The left bank took theairplane across the valley toward theeast wall and avoided a hill that extendsfrom the west wall of the valley.A right bank was then held foran approximate 95-deg heading change,which directed the airplane from theeast side of the valley back toward thewest side and the Silung Nang village.The airplane flew over Silung Nangand the ridge behind it, which requiredan altitude of 9,100 ft (2.77 km).After the airplane cleared the ridge,a turnback was initiated with a 30-degbank while maintaining the designatedV2 speed.After completing the turnbackmaneuver, the pilots performed aflaps 15 (engine-out landing flap)missed approach to runway 33, followed by a go-around and a teardropturnback north of the runway usingthe runway 33 turnback procedure.The condition was completedThird-Quarter 2003 — Julysuccessfully with a normal flaps 15landing using the Druk Air straight-inlanding procedure on runway 15.The turnback procedure limitfor runway 15 originally was determined to be the turning radiusrequired to perform the 30-deg bankturnback. This limit was based onthe valley width at the net heightachieved while maintaining a minimum 492-ft (150-m) splay outsidethe intended track.4However, before the technicaldemonstration flights, Boeing andDruk Air pilots flew practice flights.After these flights, the pilots determined that the critical requirement wasclearing the ridge beyond the villageof Silung Nang, which requires a netheight of 9,100 ft (2.77 km) at theturn initiation point. The limit weightcalculations were based on therequirement to achieve this height onthe net flight path. The turn radiusPARO RUNWAY 15 TEST FLIGHT PARAMETERSTABLEAirport conditionsTakeoff time: 04:22 ZuluLanding time: 04:30 ZuluTower-measured temperature: 9 CTower QNH: 1,020 mbar 7,140 ft pressure altitudeTower wind: 140 deg at 6 knAirplane takeoff speedsV1, 124 kias; VR, 130 kias; V2, 136 kiasAirplane configurationTakeoff gross weight: 114,333 lb (51,861 kg)Takeoff thrust rating: CFM56-7B26Center of gravity: 18.1%MACStab trim: 5.25 unitsFlaps 5 takeoffFlaps 15 missed approach, go-around,and landingAir conditioning off; anti-ice offRight engine pulled to idle at V1AERO7
was not limiting at this condition,assuming a 30-deg bank.Table 2 shows the airplane takeoffgross weight for the runway 15 technical demonstration flight. Table 4lists the airport conditions and airplaneconfiguration and takeoff speeds.Engine failure was simulated bythrottling back the right engine to idleat 124 kias, the V1 speed for takeoff.4TECHNICAL DEMONSTRATIONTEST FLIGHT ANALYSIS3FDR AnalysisFDR information was downloadedfrom the airplane after the technicaldemonstration test flights. The FDRflight paths were compared withprofiles of predicted performance toverify the capability to match actualflight profiles.Figures 4 and 5 show the groundtracks and altitude profiles for thedemonstration test flights from runways33 and 15, respectively. The calculated flight paths with one enginepulled back to idle thrust closelymatch the demonstrated flight paths.PARO RUNWAY 33 TEST FLIGHT GROUND TRACK AND ALTITUDE PROFILEFIGURE3,000Data from flight data recorderPredicted data, one engine at idleLateral displacement from runway centerline, m940 ft1,070 ft1,000Runway15Runway33-1,0001,200 ftChhukhaLiftoff540 ftBrakerelease540 ft-3,000Contour heightsabove airport elevation1,200 004,00002,0004,000Distance from liftoff end, mBarometric altitude, ft9,000Outboundterrain within150 istance from liftoff end, m8AEROThird-Quarter 2003 — July
5PARO RUNWAY 15 TEST FLIGHT GROUND TRACK AND ALTITUDE PROFILEFIGURELateral displacement from runway centerline, m4,000Data from flight data recorderPredicted data, one engine at idle2,0001,200 ft540 ftRunway150-2,000Runway33BrakereleaseSilungNang540 ftContour heightsabove airport elevation1,200 000Distance from brake release, mBarometric altitude, ft11,000Outboundterrain within150 14,000Distance from brake release, mThe calculated altitudes at the turnbackinitiation points for both flights werewithin 50 ft (15 m) on the conservativeside of the predicted a
BOEING COMMERCIAL AIRPLANES PERSPECTIVE AERO Third-Quarter 2003—July In January 2003, Mike Cave was named senior vice president of Boeing Commercial Aviation Services. Cave previously served as senior vice president and chief financial officer of Boeing Commercial Airplanes. He replaced Mike Bair, who now leads the Boeing 7E7 program.
The AERO Revision process was funded by three grants written by Christine Brown, supported by Dr. Beatrice Cameron and funded from the Office of Overseas Schools. The first two grants helped to establish a team of experienced, AERO trained language leaders who then collaborated to review and revise the 2005 AERO World
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Vice President-Investor Relations, The Boeing Co. Thank you, John. Good morning. Welcome to Boeing's Fourth Quarter 2020 Earnings Call. I'm Maurita Sutedja, and with me today are Dave Calhoun, Boeing's President and Chief Executive Officer; and Greg Smith, Boeing's Executive Vice Presid
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To the Stockholders of Boeing Airplane Company: The Annual Report for the year 1945 covering the operations of Boeing Airplane Company and its subsidiary companies is sub mitted herewith. BOEING'S WAR RECORD . The past year has seen the successful completion by Boeing of a most difficult and comprehensive war production program. The
reduction in diffraction-limited performance. Because the aero-optic effects on ALL were only about 5%, by the end of the 1980s, all funding for research in aero-optics had come to an end, and system designers took this as reassurance that overall system impact of aero-optics on airborne-laser performance could always be esti-
Accounting records will be maintained in accordance with ORGANIZATION NAME's fiscal year, ie. January 1-December 31. 2. The double-entry method of bookkeeping and the accrual method of accounting shall be used. 3. ORGANIZATION NAME's computer system will be utilized in maintaining and creating the general ledger, all related journals and financial reports. 4. All revenues, support and expenses .
