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qtr 0309A quarterly al Issueon OperationalEfficiency andEnvironmentalPerformance:777 PerformanceImprovementBlended WingletsEfficient CrewManagementCarbon BrakesFuel ConservationReal-Time AirplaneMonitoringEffective Flight Plans

Cover photo: Boeing airplane in production.

AEROContentsSpecial Issue: Operational Efficiency and Environmental Performance03Boeing technologies are helping operators be more efficient. Our goal is tohelp you drive reductions in fuel burn while increasing the efficiency of individualairplanes and entire fleets.Operational Efficiencyand EnvironmentalPerformanceOpportunities to improve operationalefficiency can be found in all phases ofan airplane’s life cycle.05Delivering Fuel and EmissionsSavings for the 7770509Blended Winglets ImprovePerformance13Crew Management Tools ImproveOperating Efficiency171709Operational Advantages ofCarbon Brakes19Fuel Conservation Information onMyBoeingFleet Web Portal22Monitoring Real-TimeEnvironmental Performance27Effective Flight Plans Can HelpAirlines EconomizeWWW.boeing.com/c o m m e r c ia l / a e r o ma g a z i n eIssue 35 Quarter 03 200901

AEROPublisherDesignCover photographyShannon FrewMethodologieJeff CorwinEditorial directorWriterPrinterJill LangerJeff FragaColorGraphicsEditor-in-chiefDistribution managerWeb site designJim LombardoNanci MoultrieMethodologieEditorial BoardGary Bartz, Frank Billand, Richard Breuhaus, Darrell Hokuf, Al John,Doug Lane, Jill Langer, Duke McMillin, Wade Price, Bob Rakestraw,Frank Santoni, Jerome Schmelzer, Paul Victor, Constantin ZadorojnyTechnical Review CommitteeGary Bartz, Frank Billand, Richard Breuhaus, David Carbaugh,Justin Hale, Darrell Hokuf, Al John, Doug Lane, Jill Langer, Duke McMillin,David Palmer, Wade Price, Jerome Schmelzer, William Tsai, Paul Victor,Constantin ZadorojnyAERO Onlinewww.boeing.com/commercial/aeromagazineAERO magazine is published quarterly by Boeing Commercial Airplanes and isdistributed at no cost to operators of Boeing commercial airplanes. AERO providesoperators with supplemental technical information to promote continuous safetyand efficiency in their daily fleet operations.The Boeing Company supports operators during the life of each Boeing commercialairplane. Support includes stationing Field Service representatives in more than60 countries, furnishing spare parts and engineering support, training flight crewsand maintenance personnel, and providing operations and maintenance publications.Boeing continually communicates with operators through such vehicles as technicalmeetings, service letters, and service bulletins. This assists operators in addressingregulatory requirements and Air Transport Association specifications.Copyright 2009 The Boeing CompanyInformation published in AERO magazine is intended to be accurate and authoritative.However, no material should be considered regulatory-approved unless specifically stated.Airline personnel are advised that their company’s policy may differ from or conflict withinformation in this publication. Customer airlines may republish articles from AEROwithout permission if for distribution only within their own organizations. They therebyassume responsibility for the current accuracy of the republished material. All othersmust obtain written permission from Boeing before reprinting any AERO article.Print copies of AERO are not available by subscription, but the publication may beviewed on the Web at www.boeing.com/commercial/aeromagazine.Please send address changes to me.boeing@boeing.com. Please send all othercommunications to AERO Magazine, Boeing Commercial Airplanes, P.O. Box 3707,MC 21-72, Seattle, Washington, 98124‑2207, USA.E-mail: WebMaster.BCA@boeing.comAERO is printed on Forest Stewardship Council Certified paper.02a e r o q u a r t e r lyqtr 03 09

Operational Efficiencyand EnvironmentalPerformancePer A. NorénDirector of Aviation Infrastructure,Boeing Commercial Aviation Services(Formerly Director of EnvironmentalStrategy and Solutions)Working closely with airlines to optimizetheir operational efficiency — while at thesame time progressively improving theirenvironmental performance — is a passionof mine. Before joining Boeing, I was chiefexecutive officer of Carmen Systems, asoftware company providing crew and fleetmanagement efficiency solutions to airlinesaround the world. Carmen Systems isnow an integral part of Boeing subsidiaryJeppesen and The Boeing Company itself.Operational efficiency and environmentalperformance are a priority at Boeing, andI’m proud to introduce this issue of AEROmagazine, which is dedicated to thesetopics. Opportunities to improve operationalefficiency can be found in all phases of anairplane’s lifecycle. In this issue, you willsee how Boeing technologies are helpingoperators be more efficient — from fuelconservation to blended winglets to flightplanning to monitoring real-time airplaneperformance. Our goal is to help you drivereductions in fuel burn while increasingthe efficiency of individual airplanes andentire fleets.One of our more recent improvementsis the 777 Performance ImprovementPackage, which helps operators of 777sfly their airplanes more efficiently. Eachpackage installed on a 777-200ER canWWW.boeing.com/c o m m e r c ia l/ a er o ma g a zi n esave 1 percent of fuel and reduce carbondioxide emissions by 1,500 tons annually.Boeing is always looking for ways tohelp you, our valued customer, improvefleet efficiency. In fact, we recentlyannounced performance improvementsto the Next-Generation 737 that will reducefuel burn by 2 percent and maintenancecosts by 4 percent by 2011. You can findout more at http://boeing.mediaroom.com/index.php?s 43&item 633.At Boeing, we will continue to increasethe rate at which we offer technologysolutions that help you improve youroperational efficiency and environmentalperformance — and save you money. Weknow that each product improvement thatwe make — each new technology that weoffer — helps you release the full potentialof your Boeing airplanes.To learn more about Boeing’senvironmental commitment, see theBoeing 2009 Environmental Report athttp://www.boeing.com/environment.03

The 777 PIP packagelowers operationalcosts and improvesthe environmentalprofile of existing,in-service airplanes.

Delivering Fuel andEmissions Savingsfor the 777By Ken Thomson, Project Manager, Modification Services, Business Development & Strategy, Commercial Aviation Services; andE. Terry Schulze, Manager, AerodynamicsBoeing’s new 777 Performance Improvement Package (PIP) provides operators witha cost-effective way to retrofit their existing 777-200, 777‑200 Extended Range (ER),and 777-300 airplanes in order to save fuel and reduce carbon dioxide (CO2) and nitrogenoxide (NOx) emissions. The 777 PIP provides a typical 777-200ER airplane with an annualsavings of 1 million pounds of fuel and an annual reduction of CO2 emissions of more than3 million pounds (1,360,800 kilograms). Operators can realize tremendous savings whenmultiplying these benefits across their 777 fleet.When Boeing was designing the 777‑300ER,several performance enhance ments weremade to extend the airplane’s range andpayload capabilities. Boeing engineersrealized that many of these enhancementscould be retrofitted to earlier models of the777 to improve their performance.The result is the 777 PIP, which is avail ablefor 777-200, -200ER, and ‑300 air planes.It reduces fuel consumption by 1 percentor more, depending on range, with corre sponding reductions in CO2 and NOxemissions. Since Boeing made the PIPavailable in late 2008, kits for approxi mately 300 airplanes have been sold to17 customers.This article describes the elementscomprising the 777 PIP, the performanceimprovements the PIP makes possible,and information for operators consideringimplementing the PIP.Components of the 777 PIPThe 777 PIP has three separate elements:an improved ram air system, aileron droop,and resized vortex generators.Improved ram air system. The new exhausthousing has exit louvers that provideexhaust modulation to the environmentalcontrol system ram air sys tem. The ram airflow through the system is con trolled byWWW.boeing.com/c o m m e r c ia l / a e r o ma g a z i n eusing an optimized modulation schedulefor the ram air inlet door and the exit louverpositions. The improved system lowersairplane drag by improving thrust recoveryat the exit of the system (see fig. 1).Drooped aileron. This software-basedmodification reduces drag by creatinghigher aerodynamic loading on theoutboard part of the wing and making thespanwise loading more elliptical. As theaileron droops, the increased loading alsocauses a wing twist change that reducesthe local flow incidence toward the wingtip.This reduces the shock strength on theoutboard wing, thereby reducing drag evenfurther (see fig. 2).05

Figure 1: Ram air system improvementThe improved ram air system is designed to increase performance by reducing drag.Added exit louversFigure 2: Drooped aileronBoeing engineers determined that a 2-degree aileron droop was optimal for flight performance.Detail of aileron cross section2ºFigure 3: Improved vortex generatorsThe 777 PIP replaces all 32 vortex generators on the airplane’s wings with a newly designed version that reduces drag.Current vortex generator06737-size vortex generatorae r o q uar t e r ly    qtr 03 09

Figure 4: 777-200/-200ER/-300 block fuel vs. rangeBoeing typical mission rules with 2,000-ft cruise steps, 210-lb passenger allowance, and standard day temperatures.777-200 with PIP777-300 with PIP777-200ER with PIPBlock Fuel(% 007,0008,000Range (Nautical Miles)Resized vortex generators. Replacingthe original 777 vortex generators with thesmaller 737-type vortex generators reducesdrag while maintaining the effectiveness ofthe original design (see fig. 3).How the 777 PIP improvesperformanceThe 777 PIP makes possible threeoperational improvements to previouslydelivered 777 airplanes. These improve ments are mutually exclusive — anoperator can realize one effect per flight.nnnFor an operation carrying the samepayload as a non-PIP airplane, thePIP‑equipped airplane will fly farther.For an operation flying the same rangeas a non-PIP airplane, the PIP-equippedairplane will carry more payload.For an operation carrying the samepayload and flying the same range asa non-PIP airplane, the PIP-equippedairplane will reduce fuel consumptionas well as reducing CO2 and NOxemissions commensurately (see fig. 4).Operator informationThe 777 PIP comprises three separateservice bulletins, one for each of theelements in the PIP. While maximumperformance gains are realized by equipping an airplane with all three elements,operators may choose to implement themseparately in a way that corresponds totheir maintenance schedule.The drooped aileron is a softwaremodification that can be accomplishedwithin three hours. The vortex generatorscan be replaced overnight. Because theram air system involves modifications to theairplane’s environmental control system, itrequires several days. As a result, operatorsmay choose to perform this modificationduring a heavy maintenance check. Thefirst two modifications alone will enableoperators to realize about 60 percent of thetotal PIP benefit until the ram airmodification can be scheduled.WWW.boeing.com/c o m m e r c ia l / a e r o ma g a z i n eIn most cases, Boeing anticipates thatoperators should experience a 12- to18-month payback period when implement ing the full complement of PIP elements.SummaryBoeing is committed to improving existing,in-service airplanes. The 777 PIP packagelowers operational costs and improves theenvironmental signature of the airplanes.For more information, please contactKen Thomson at kenneth.a.thomson@boeing.com or Terry Schulze ate.t.schulze@boeing.com.07

Blended wingletsare a proven way toreduce drag, save fuel,cut CO2 and NOxemissions, and reducecommunity noise.

Blended WingletsImprove PerformanceBy William Freitag, Winglet Program Manager, Commercial Aviation Services; andE. Terry Schulze, Manager, AerodynamicsBlended winglets are wingtip devices that improve airplane performance by reducingdrag. Boeing and Aviation Partners Boeing (APB) began making them available on theBoeing Business Jet (BBJ) and Next-Generation 737-800 in 2001. Flight test datademonstrate that blended winglets lower block fuel and carbon dioxide (CO2) emissionsby up to 4 percent on the 737 and up to 5 percent on the 757 and 767. Blended wingletsalso improve takeoff performance on the 737, 757, and 767, allowing deeper takeoffthrust derates that result in lower emissions and lower community noise.Boeing offers blended winglets asstandard equipment on the BBJ and asoptional equipment on the 737-700, -800,and -900 Extended Range (ER). Blendedwinglets also are available as a retrofitinstallation from Aviation Partners Boeingfor the 737-300/-500/-700/-800/-900,757-200/-300, and 767-300ER (bothpassenger and freighter variants)commercial airplanes. More than 2,850Boeing airplanes have been equippedwith blended winglets.The carbon-fiber composite wingletsallow an airplane to save on fuel andthereby reduce emissions. The fuel burnimprovement with blended winglets at theairplane’s design range is 4 to 5 percent.For a 767 airplane, saving half a millionU.S. gallons of jet fuel a year per airplanetranslates into an annual reduction of morethan 4,790 tonnes of CO2 for each airplane.The addition of winglets can also be usedto increase the payload/range capabilityof the airplane instead of reducing thefuel consumption. Airplanes with blendedwinglets also show a significant reductionin takeoff and landing drag.This article provides backgroundabout the development of blendedwinglets, describes the principle behindtheir operation, and outlines the types ofperformance improvements operatorscan expect from them.WWW.boeing.com/c o m m e r c ia l / a e r o ma g a z i n eThe development of blendedwingletsBlended winglets were initially investigatedby Boeing in the mid-1980s and furtherdeveloped in the early 1990s by AviationPartners, Inc., a Seattle, Wash., corporationof aerospace professionals consistingprimarily of aeronautical engineers andflight test department directors.The blended winglet provides a tran si tion region between the outboard wing,which is typically designed for a plain tip,and the winglet. Without this transition region,the outer wing would require aero dynamicredesign to allow for the interferencebetween the wing and winglet surfaces.09

Figure 1: Blended winglet retrofit certification historyBlended winglets are available for retrofit through APB on the 737, 757, and 767 models.AirplaneModelBlended WingletRetrofitCertification Date737-300May 2003757-200May 2005737-500May 2007737-900October 2007767-300ERMarch 2009757-300July 2009The first blended winglets were installedon Gulfstream II airplanes. The resultingimprovements in range and fuel efficiencyinterested Boeing, and in 1999, Boeingformed the joint venture company APB withAviation Partners, Inc., to develop blendedwinglets for Boeing airplanes. Boeingadopted the blended winglet technology asstandard equipment for the BBJ in 2000and APB certified the winglets for the 737700 and 737-800 airplanes in 2001. Sincethen, APB has certified blended wingletsfor retrofit installation on other Boeingairplane models (see fig. 1). Blendedwinglets are also installed in production onNext-Generation 737-700/-800/-900ERmodels.How blended wingletsreduce dragThe motivation behind all wingtip devicesis to reduce induced drag. Induced drag isthe part of the airplane drag due to globaleffects of generating lift. In general, wingswill produce air motion, called circulation,as a result of generating lift. This motion ischaracterized by downward flow betweenthe wingtips and upward flow outboardof the wingtips (see fig. 2). As a result,10the wing flies in a downdraft of its ownmaking. The lift vector is thereby tiltedslightly backward (see fig. 3). It is thisbackward component of lift that is felt asinduced drag.The magnitude of the induced drag isdetermined by the spanwise lift distributionand the resulting distribution of vortices(see fig. 4). The vortex cores that form areoften referred to as “wingtip vortices,” butas is shown, the entire wing span feeds thecores. Any significant reduction in induceddrag requires a change in this global flowfield to reduce the total kinetic energy. Thiscan be accomplished by increasing thehorizontal span of the lifting system or byintroducing a nonplanar element that has asimilar effect. (More information about theaerodynamic principles of blended wingletscan be found in AERO 17, January 2002.)Blended winglets are upward-sweptextensions to airplane wings. They featurea large radius and a smooth chord variationin the transition section. This feature sacri fices some of the potential induced dragreduction in return for less viscous drag andless need for tailoring the sections locally.Although winglets installed by retrofitcan require significant changes to thewing structure, they are a viable solutionwhen gate limitations make it impracticalto add to wingspan with a device such asa raked wingtip.Blended winglet performanceimprovementsThe drag reduction provided by blendedwinglets improves fuel efficiency andthereby reduces emissions (see fig. 5).Depending on the airplane, its cargo, theairline’s routes, and other factors, blendedwinglets can:Lower operating costs by reducing blockfuel burn by 4 to 5 percent on missionsnear the airplane’s design range.n Increase the payload/range capability ofthe airplane instead of reducing the fuelconsumption.n Reduce engine maintenance costs.n Improve takeoff performance andobstacle clearance, allowing airlinesto derate engine thrust.n Increase optimum cruise altitudecapability.nReduction in emissions andcommunity noiseOperators of blended winglets are able togain the additional environmentally friendlybenefit of reducing engine emissions andcommunity noise. CO2 emissions arereduced in direct proportion to fuel burn, soa 5 percent reduction in fuel burn will resultin a 5 percent reduction in CO2. Nitrogenoxide (NOx) emissions are reduced inpercentages that are a function of theae r o q uar t e r ly    qtr 03 09

Figure 2: Motion of the air behind a lifting wingWithout wingletFigure 3: Blended winglets affect induced dragFigure 4: The vortex wake behind a lifting wingInduced dragcomponentLiftcomponentLift forcevectorInducedangleDirection of flightWWW.boeing.com/c o m m e r c ia l / a e r o ma g a z i n e11

Figure 5: Estimated fuel savings on airplanes equipped with blended wingletsEstimate will vary depending on the mission tical miles)Fuel Use WithoutWinglets (lbs)Fuel Use WithWinglets (lbs)EstimatedFuel 8862,4194.4%airplane, engine, and combustorconfiguration.At airports that charge landing feesbased on an airplane’s noise profile,blended winglets can save airlines moneyevery time they land. The noise affectedarea on takeoff can be reduced by up to6.5 percent. With requirements pending inmany European airports for airplanes tomeet Stage 4/Chapter 4 noise limits, theaddition of blended winglets may result inlower landing fees if the winglet noisereduction drops the airplane into a lowercharging noise category. The noisereduction offered by blended winglets canalso help prevent airport fines for violatingmonitored noise limits.Benefits from operators usingblended wingletsAirlines have been gathering operationaldata on blended winglets since they firstbegan flying airplanes equipped withthe modification in 2001. These benefitsinclude:One operator flying 737-700s had threeyears of data showing a fuel savings of3 percent.nAnother operator fly

drag. boeing and Aviation partners boeing (Apb) began making them available on the boeing business Jet (bbJ) and next-generation 737-800 in 2001. Flight test data demonstrate that blended winglets lower block fuel and carbon dioxide (co2) emissions by up to 4 percent on the 737 and up to 5 percent on the 757 and 767. blended winglets

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