The New-technology Boeing 787 Dreamliner, Which Makes Extensive Use Of .
UNMATCHED ECONOMICS , PERFORMANCE AND PASSENGER APPEALThe new-technology Boeing 787 Dreamliner,which makes extensive use of compositematerials, promises to revolutionizecommercial air travel.www.AviationNow.com/awstAVIATION WEEK & SPACE TECHNOLOGY MARKET SUPPLEMENT/MARCH 14, 2005 S1
UNMATCHED ECONOMICS , PERFORMANCE AND PASSENGER APPEALIn April 2004, All Nippon Airways launched the 787 program with an order for 50 aircraft. The Dreamliners are scheduled to begin replacing theJapanese airline’s fleet of Boeing 767-200s in 2008.Picture this: You’re sitting in aneconomy-class window seat, jetting across the Pacific Ocean at41,000 ft. The aircraft’s widestpoint is at eye level, giving you asense of spaciousness in andaround your seat. When youturn to look out the window,you’re doing just that—lookingout, not down, with a vast viewof sky and Earth. And as nightdescends, the wash of color onthe ceiling deepens from sky blueto a deep nighttime purple. Youtake a deep breath of satisfactionand realize that, too, is different.The air feels cleaner and fresher,which leaves you more alert.Sound like a dream? In fact,it will be the Dreamliner,Boeing’s ultra-modern, high-techwww.AviationNow.com/awst787. When it enters service inthree years, the 787 will dramatically raise the bar in everyaspect of flight: aircraft economics, fuel efficiency, systemsdesign, maintenance, the passenger experience and more. Thiswill be a whole new airplane inevery sense of the phrase.JUST THE FACTSMore specifically, the 787will be a family of three airplanes. The baseline version, the787-8, will carry up to 223 passengers 8,500 naut. mi. in athree-class configuration. Theshorter-range version, the 787-3,will carry up to 296 passengers3,500 naut. mi. in a two-classconfiguration. Assembly on the787-8 will start in 2006, withfirst flight in 2007 and certification and entry into service in2008. The 787-3 will enter service in 2010.The final version, thestretched 787-9, will followabout two to four years after the787-8, with the capacity to carry259 passengers in a three-classconfiguration up to 8,300 naut.mi. The time between introduction of the first version and thethird is Boeing’s normal interval,which should enable the latermodel to achieve an additional1% improvement in performance through study of the firstmodel in real-world operations.The airplane is designed tobe super efficient, using 20% lessAVIATION WEEK & SPACE TECHNOLOGY MARKET SUPPLEMENT/MARCH 14, 2005 S3
UNMATCHED ECONOMICS , PERFORMANCE AND PASSENGER APPEALfuel on a per-passenger basis market for aircraft in the 787than today’s airplanes of this class to be 3,500 units worthsame passenger capacity. The about 400 billion during the787 is expected to offer operat- next 20 years. The companying costs that are 10% lower anticipates winning more thanthan for today’s similarly sized half of those orders.commercial airplanes as a resultBy February 2005, less thanof the 20% savings in fuel, a year after the manufacturerimprovements in maintenance began offering the 787 for sale,and lower weights (which are a the aircraft had racked up 62factor in determining airport firm orders with four airlinesfees). On the revenueside, airlines will enjoyapproximately45%lowerlessmore cargo revenueoperating cost thanfuel per personcapacity.today’s similarlyused by the 787Environmental perthan today’s aircraft sized aircraftformance will be a keybenefit of the 787. Sinceemissions are largelybillionmoredriven by fuel use, theestimated size of thecargo revenue787 is designed to enablemarket for a 787capacity than simia 20% reduction in thatsized aircraft duringlarly sized aircraftarea as well. By optimizthe next 20 yearsing the design, the 787will be quieter for communities, crews and paspercentage of comportion of the 787sengers.Additionally,posite materialsaircraft that will benewmanufacturingmade from compos- used on the 777methods will result in aite materialsmore efficient use ofresources, with less wastein production and fewer hazardous materials.and 193 commitments from 16The 787 will replace two airlines. Also, Boeing has proBoeing aircraft—the single-aisle posals out for 600 airplanes at757, which seats 200-280 pas- approximately 30 customers.sengers and is no longer in proAll Nippon Airways (ANA)duction; and the twin-aisle 767, helped launch the 787 programwhich seats 181-345 passengers. when it announced its order forThe 787 will compete with 50 aircraft in April 2004. AirAirbus’s A330-200 and the New Zealand, Blue Panoramarecently announced A350. and First Choice Airways alsoUltimately, Boeing projects the have signed definitive agree-20%10%45% 40050%10%S4 AVIATION WEEK & SPACE TECHNOLOGY MARKET SUPPLEMENT/MARCH 14, 2005ments, for two, four and sixunits,respectively.Otherannounced commitments for the787 include: Primaris (20), JapanAirlines(30),ContinentalAirlines (10), Vietnam Airlines(4), Ethiopian Airlines (5),Icelandair (2) and six Chinesecarriers—Air China, ChinaEastern Airlines, China SouthernAirlines,HainanAirlines,Shanghai Airlines andXiamenAirlines—which will take a totalof 60 787s.Notably, the 787customer base includesa broad mix of operators—start-ups, charteroperators, internationalairlines and long-established major carriers.They all cite the aircraft’s anticipated superior economics as amajor driver of theirpurchase decisions.Ralph Norris, AirNew Zealand’s managing director and chiefexecutive, says the 787“will provide Air NewZealand with lower operatingcosts and improved financialperformance over and above thatwhich could be achieved byexpanding the existing fleet of 10Boeing 767s.”Similarly, ANA will reduceits operating costs by replacingits current fleet of Boeing 767200s with the base 787-8 andshort range 787-3 derivative. Its787 deliveries are to begin inwww.AviationNow.com/awst
UNMATCHED ECONOMICS , PERFORMANCE AND PASSENGER APPEAL2008, one year before theplanned expansion of Tokyo’sHaneda airport.THE COMPOSITE EFFECTThe key to the 787’s revolutionary design, economics, manufacturing technique and morelies in the extensive use ofadvanced composites. It has beenwritten that the 787 is an allcomposite aircraft; in truth,roughly 45% of the aircraft’sstructure is made of graphitecomposites and another 5% orso is composed of fiberglass, fora total of about 50% of the aircraft. The 777, Boeing’s mostrecent model and the first inwhich composites were appliedto the primary structure, is composed of about 7% graphite and3% fiberglass, for a total ofabout 10% composites.The use of composites in the787 is expected to provide a 3%fuel savings over the 767. Butone of the real economic advantages of the 787 will be the additional anticipated 17% in fuelburn improvement, for a total of20% savings over the 767.Boeing says the engines will contribute 8% of that number. Animprovement in aerodynamics,including subtle changes to thecurvature of the wing and theshape of certain fairings, contributes another 3%. The finalcontributors are systems (3%)and integration, and the cyclingeffect of optimizing every aspectof the aircraft from scratch(3%). Altogether, the 20%reduction in fuel burn shouldresult in a 10% improvement inoperating costs over the 767.To determine where it wouldbe best to use composites andwhere it would use metal, Boeingand its suppliers went throughthe airplane piece-by-piece.The landing gear will be metalbecause its compression properties are better suited to that particular application.But pretty much anything apassenger sees when observingthe aircraft parked on the rampwill be composite—the skin, theA Boeing employee works on the nose section of the 787 high-speed wind tunnel model, which hasbeen used to confirm the advanced aerodynamic characteristics of the Dreamliner.“We looked at how eachcomponent would be asked toperform and what the rightmaterial was,” says Tom Cogan,chief project engineer for the 787program. Thus, highly loadedjoints, such as where the wingconnects to the body of the aircraft, will be made of titanium.S6 AVIATION WEEK & SPACE TECHNOLOGY MARKET SUPPLEMENT/MARCH 14, 2005tail, the wing box and wingskins—all the large surface areasof the aircraft.The advantages of using somuch composite material insteadof aluminum are far-reaching.For starters, there’s the weightsavings. The 787 is about 10,000lb. lighter than it would be hadwww.AviationNow.com/awst
UNMATCHED ECONOMICS , PERFORMANCE AND PASSENGER APPEALaluminum been used instead ofcomposites. That’s the equivalent of 53 passengers. Comparedto the similar-sized 767-300, thelightness of composites is expected to enable 3% in fuel savings.Composites also offer innumerable advantages from amaintenance perspective. Thealuminum used on aircraft flyingtoday, for instance, corrodes andfatigues. Boeing protects its aluminum structures against corrosion, but “physics is physics,”says Cogan. “If aluminum isrepeatedly exposed to the environment, it tends to corrode.”Likewise, it tends to fatigue withrepeated pressurization. And ityields fairly easily. So if a groundservice vehicle hits the side of anaircraft with any real force, thestructure will dent. All thoseproblems can be fixed, of course,but that costs money andrequires airlines to pull planesout of service for repairs.Composites don’t corrode,and, in the design conditions forwhich they are being used on the787, Cogan says they won’tfatigue and are incrediblydurable. Take the structural areaaround an aircraft door, forinstance. If it were made of aluminum and hit with a 3,500 in.lb. force—the equivalent of10,000 lb.reduction in theweight of the aircraftbecause of the useof compositesdropping a 10-lb. bowling ballfrom a three-story building—thedamage would require repair.Apply the same force to a composite structure and any resulting damage would be insignificant, not requiring repair. “Wetypically talk in terms of com-maintenance requirements become the real driver of airplaneupkeep costs.Those estimates are beingproved out today on the 777,which has a composite horizontal and vertical stabilizer, as wellas other composite componentsGeneral Electric’s GEnxpowerplant offers a host ofbenefits over current-generation turbofan engines,thanks in part to compositecomponents, which makethe GEnx lighter than comparably sized engines.posites having a 30% betterstrength-to-weightefficiencythan aluminum,” says Cogan.“That’s in the lab. On the airplane, you get about a 15%strength-to-weight improvementby using composites.”Boeing estimates maintenance cost savings of 32% atmaturity, thanks to the use ofcomposites. Most of the savingswill be realized after about the12-year mark, when structural32% savings 350 lb.in maintenancecosts saved at aircraft maturity due tocompositesweight reduction inthe new GEnx enginedue to use of composite materialsincluding floor beams, rudderand elevator, and gear doors.During D checks on all-metalairplanes, airlines typically findcorrosion under galleys and lavatories, where leakage is almostimpossible to avoid. On the 777,Cogan says airlines are findingno corrosion under the composite floor structure.D checks on the 787, therefore, “will become much easier,and we may be able to push11% lessfuel consumption forthe Trent 1000 overthe Trent 800S8 AVIATION WEEK & SPACE TECHNOLOGY MARKET SUPPLEMENT/MARCH 14, 200530% moretime between overhauls for the GEnxcompared to theCF6-80C2www.AviationNow.com/awst
UNMATCHED ECONOMICS , PERFORMANCE AND PASSENGER APPEALthem out in time so airlineswon’t have to do them as often,”says Cogan. “We expect, working with the FAA, that maintenance intervals will be improvedover the 767, possibly by asmuch as 60-100%.” In otherwords, where a 767 inspectioninterval now may be at six years,the 787 D-check interval couldbe as much as 10-12 years.ADVANCED ENGINESThe durability and maintenance advantages of compositesalso extend to the GEnx engine,one of the 787’s two powerplants. Both the front fan caseand the fan blades of the GEnxwill be made of carbon fiber andepoxy resin composites, an innovation that will reduce engineweight by 350 lb. per enginewhile substantially boostingdurability. Those fan blades haveracked up more than 5 millionhr. of operation on the GE90during the past eight years. Onlytwo blades have been removed,both for cosmetic reasons.Compare those numbers to statistics for metal blades, whichhave about a 0.01% removalrate. An engine type operatingwith metal blades likely wouldhave experienced 50 removalsduring the same period of time,says Tom Brisken, general manager of the GEnx project at GEAircraft Engines.“The GEnx outer case andfan blades are maintenancefree,” adds Brisken. “There areno life limits, no ADs, no servicebulletins.” At the same time, theengine has a 15% specific fuelconsumption advantage over the767’s CF6-80C2. And the GEnxwill spend more time on wingbetweenoverhauls—upto25,000 hr., versus around18,000 hr. for the CF6-80C2.Since the GEnx is a biggerengine, shop visits will costabout 25% more than the CF680C2, says Brisken, but theother advantages will make overall maintenance costs equivalent:mulated about 35 million flyinghours. With so much operationalexperience behind it, RollsRoyce has designed the Trent1000 with the target of achievinga 99.95% dispatch reliability,says Richard Goodhead, RollsRoyce’s head of marketing forBoeing programs.All Trents share the threeshaft design common to all ofRolls-Royce’s large engines. Theavailability of an additional shaftcompared to more traditionalRolls-Royce’s Trent 1000engine has been selected topower the 787s ordered byAll Nippon Airways and AirNew Zealand. The powerplant has been designedwith the goal of achieving a99.95% dispatch reliability.It’s a bigger engine for the samemaintenance costs and substantially improved fuel savings.Going head-to-head againstthe GEnx is Rolls-Royce’s Trent1000, which was selected byboth ANA and Air NewZealand. The 1000 is the fifthmember of the Trent series, thefirst of which entered service in1995. By the time the Trent 1000flies with ANA, previous versions of the Trent will have accu-S10 AVIATION WEEK & SPACE TECHNOLOGY MARKET SUPPLEMENT/MARCH 14, 2005two-shaft engines has had significant benefits for the 787’s moreelectric architecture. Rolls-Royceis taking power off the extrashaft to drive the plane’s electrical power with a feature calledIP (intermediate-pressure) offtake. By using the IP offtake,says Goodhead, “you’re allowing the HP (high-pressure) compressor to do what it’s supposedto do—compress air.” The HPcompressor, he adds, is more sta-www.AviationNow.com/awst
UNMATCHED ECONOMICS , PERFORMANCE AND PASSENGER APPEALble and more efficient whenyou’re not driving electricalpower with it.The IP offtake solution offerssignificant fuel savings. On a500-naut. mi. flight, operatorswill use 6% less fuel with thisThe Trent 1000 is whatRolls-Royce calls an “intelligentengine.” It will have its ownhealth-monitoring capabilitiesand will be able to downlink keyoperating data to the ground.But even more significant is thetype of cycles, Goodhead sayssome components will be able tostay on the engine longer thanthey do today, driving downmaintenance costs. In all, theTrent 1000 will have maintenance costs equivalent to theSix Chinese air carriers—Air China, China Eastern Airlines, China Southern Airlines, Hainan Airlines, Shanghai Airlines and Xiamen Airlines—haveplaced orders for a total of 60 Dreamliners.solution than with a conventional two-shaft engine, saysGoodhead. Over longer flights,the benefits are reduced. Nevertheless, the Trent 1000 on a 787will have about an 11%improvement in specific fuel consumption over the Trent 800used to power the 777.fact that the powerplant will beable to differentiate between thetypes of cycles being put on theengine. A 500-naut. mi. cycleand a 5,000-naut. mi. cycle, forinstance, affect engine components differently, says Goodhead. So by understanding notonly the number but also theS12 AVIATION WEEK & SPACE TECHNOLOGY MARKET SUPPLEMENT/MARCH 14, 2005767’s CF6, with much increasedperformance and fuel burn.INSIDE THE CABINThe shape of the 787’s fuselage is more oval instead of thetraditional round, putting thewidest part of the cabin at seatedeye level. After years of study,www.AviationNow.com/awst
UNMATCHED ECONOMICS , PERFORMANCE AND PASSENGER APPEALALENIA: FOUR DECADES OFAEROSTRUCTURE EXPERIENCEAlenia Aeronautica S.p.A.’s extensiveaerostructures experience spans morethan 40 years and more than 6,000 commercial aircraft. Alenia perhaps is bestknown for its role in manufacturing theATR series of 50-70-seat regional turboprops, of which more than 700 havebeen delivered worldwide.For the 787, Alenia will producethe center fuselage sections 44 and 46,as well as the horizontal stabilizer. Thefuselage sections will be manufacturedin Alenia’s new 60,000-sq.-meter facility in Grottaglie, Italy, then shipped toGlobal Aeronautica, a joint venturebetween Alenia North America andVought Aircraft Industries that has anintegration facility in Charleston, S.C.Global Aeronautica will integrate morethan 60% of the 787 fuselage, combining sections provided by Alenia, Voughtand other partners. EATON PROVIDES RAT PUMP ANDELECTRICAL CONTACTORSEaton Aerospace has won two 787 contracts, both in partnership withHamilton Sundstrand.Eaton Aerospace will supply theRam Air Turbine (RAT) 5,000-psi pump,which provides back-up emergencyhydraulic power to the aircraft’s flightcontrol systems.In addition, Eaton Aerospace willsupply the 270-volt DC electrical contactors for the 787’s power distributionelectrical system.Eaton designs, manufactures andsupports higher-pressure fluid power,fluid control and fluid conveyance,electromechanical motion control, electrical distribution and control, cockpitcontrols and displays, and fluid monitoring and sensor products and systems.Eaton’s customer base is a global groupof civil and military original equipmentmanufacturers and air carriers. Oversized windows and overhead storage bins, a vaulted ceiling, wider aisles, special lighting andother innovative interior design features promise to make the 787 appealing to airline passengers.Boeing has found the amount ofspace at seated eye level has themost direct correlation to passenger satisfaction, says KlausBrauer, director of passenger satisfaction and revenue for BoeingCommercial Airplanes.In other words, the historicalquest by commercial aircraftmanufacturers to provide moreroom at the armrest level was allfor naught; passengers perceive agreater sense of cabin spaciousness if there’s room around themat eye level, not at hip level.Thus, Boeing targeted an insidewidth of 205.6 in. at 50 in.above the floor, a number thatmakes the aircraft 14 in. widerthan the competition at seatedeye level.Composites provided someadditional advantages, mostnotably in the area of the cabinexperience. It enabled windowsthat are 30% larger than on current commercial airplanes. “Wewanted to reconnect passengersto the flying experience,” saysBrauer. “As we explored the window, we realized that what connects you to flying is lookingdown on the Earth and seeingsky touch land. Today’s windowsare good for looking down, butnot for seeing the horizon.”So Boeing left the bottom ofthe window where it was andstretched the top by about 5 in.,resulting in a window that is 19in. tall and 11 in. wide. Thesenumbers mean that the manufacturer’s tallest reference passenger, a 6-ft. 3-in. person, sitting ina window seat, will be able to see10 deg. above the horizon looking out. On today’s airplanes, hewould see sidewall. And sincethe top of the window will beabove seat-top height, travelersContinued on page S20S14 AVIATION WEEK & SPACE TECHNOLOGY MARKET SUPPLEMENT/MARCH 14, 2005www.AviationNow.com/awst
UNMATCHED ECONOMICS , PERFORMANCE AND PASSENGER APPEALThe Passenger ExperienceBoeing could create the lightest, most efficient and cost-effectivecommercial passenger jet ever made, but it would all be for naughtif passengers weren’t wowed enough to return again and again.That is why the 787 interior is designed to be just as striking topassengers as the plane’s economics will be to airlines.It starts with the first step onto the plane. The entryway willbe a dramatically lit vaulted ceiling, designed to look infinitely tall,followed by a lower ceiling. The change in ceiling height is aimedat putting passengers into a different space psychologically, conveying to them that the problemsassociated with getting to the airplane are behind them and theynow can relax.The overhead bins weredesigned with the same goal—relaxation. Typically, passengersrush onto the plane at their earliest opportunity to secure a spacefor their bags somewhere neartheir seats. And if they don’t findit, their stress level goes up. The787’s bins were designed toallow for one 11-in. x 16-in. x 22in. bag for each passenger at hisor her seat. The goal, say Boeingofficials, is that when passengersat last sink into their seats, theyare stress-free and ready to fly.From those seats, passengers will notice several improvements over the aircraft cabins oftoday. First, the 787’s interior willinclude a series of arches along the length of the fuselage, dividingit into smaller, room-like cabins that feel more spacious than a single long tube. The windows will be the largest on any commercialairplane. There will be more space at seated eye level, which shouldprovide a sense of more personal space per passenger. And therewill be more space in the aisles—typically 55 cm. of width in the787’s economy class, which is more than 6 cm. wider than for mosttwo-aisle airplanes. In business class, the aisles will be 65 cm.wide, which will allow passengers to move past serving carts withwww.AviationNow.com/awstease. Finally, the lavatories will be more spacious as well, with eachaccessible by a standard-sized lav wheelchair.Ever notice the ceiling on the aircraft you’ve flown? You willsoon in the 787. It will be illuminated by arrays of light-emittingdiodes, which flight attendants will be able to control to give passengers a sense of bright daylight or, to help passengers sleep, simulate a rich, dark nighttime sky. Flight crews also will be able to control the amount of light coming in the windows. During a movie, forinstance, they will be able tolower the transparency level toaround 5%, which will blockmost of the light coming in whilestill enabling passengers to seethe passing terrain outside. Andindividual passengers will retaincontrol of their window shading.Finally, the interior wasdesigned to maximize the potential for passengers to have anempty seat next to them—a phenomenon that makes people perceive their seats are 4.25-in.wider than they really are, andthis has a huge impact on customer comfort and satisfaction,says Klaus Brauer, BoeingCommercial Airplanes’ director ofpassenger satisfaction and revenue. The mock-up of the eightabreast economy cabin shows a3-2-3 seat arrangement thatmaximizes the use of emptyseats. Airlines can opt for a 2-4-2arrangement in the eight-abreast section, says Brauer, but at a loadfactor of 70%, there will be 12% more passengers seated next toempty seats in the 3-2-3 arrangement than in the 2-4-2 arrangement. The 787’s nine-abreast economy-class cabin layout has3-3-3 seating, which, says Brauer, is the most effective configuration in using empty seats.With all these interior improvements, almost every passengershould have a better flying experience on the 787 than on the airplanes flying today. AVIATION WEEK & SPACE TECHNOLOGY MARKET SUPPLEMENT/MARCH 14, 2005 S19
UNMATCHED ECONOMICS , PERFORMANCE AND PASSENGER APPEALGOODRICH GETS SEVEN 787CONTRACTSGoodrich Corp. is a leading global supplier of systems and services to theaerospace and defense industry.Goodrich has won seven contractson the Boeing 787, including the electric braking system (which will be thefirst to fly on a commercial airliner),engine nacelles and thrust reversers,proximity sensing system, fuel quantityindicating system and fuel management software, exterior lighting andthe entire cargo handling system(which includes the mechanical system, power drive units, electrical control system and floor panels).In addition, Rolls-Royce selectedGoodrich’s engine control system for theTrent 1000 powerplant.Goodrich expects these 787-related contracts to generate more than 7.5billion in original equipment and aftermarket sales through 2028. GREEN HILLS SOFTWARE USED TODEVELOP FLIGHT CONTROLSGreen Hills Software, Inc., which isbased in Santa Barbara, Calif., will supply its memory-protected Integrity-178Breal-time operating system (RTOS) andMulti development tools to HoneywellInternational.The software will be used todevelop the 787’s flight controls electronics system, including the new airline transport’s fly-by wire system andautopilot.The Green Hills operating systemwas designed from the ground up tomeet the safety and performancerequirements of flight-critical systems.Integrity-178B complies with the aviation industry standard Arinc 653-1applications software interface and hasbeen used in numerous systems certified to the most stringent avionics software safety standard, RTCA/DO-178BLevel A. Continued from page S14in the center of the aircraft willat last have views.“I think we’ll get a big buzzfrom the windows,” says JohnFeren, vice president marketing,sales and in-service support forthe 787 program. “It will be avisual cue that there’s somethingdifferent about this airplane.” Infocus groups, Feren says passengers consistently gave higher ratings to cabins with larger windows than to cabins with smaller ones, even though theyweren’t consciously aware of thesize difference.“They know they had a goodexperience with Airline X, andgiven two flights that suit theirschedule and have similar fares,they’ll choose the one on whichthey had a good experience.”Since composites don’tfatigue like aluminum, the 787cabin will be pressurized at6,000 ft. instead of the 8,000-ft.level on most commercial airplanes flying today. In studiesdone during the past four yearsat Oklahoma State Universityand the Technical University ofDenmark, Boeing looked at vari-“In the past, the penalty to pressurize at 6,000 ft. wastoo high—several thousand pounds of structuralweight to overcome the fatigue problems. But with acomposite fuselage, fatigue is not one of the drivingconcerns.”— Mike Sinnett, chief systems engineer for the 787 programFinally, passengers can thankcomposites for an anticipatedincrease in cabin pressurizationand humidity, which means theyshould arrive feeling more alert,more refreshed and less fatiguedthan they do today.As with the windows, travelers may not know why they feelgreat about their experience onthe 787, but Boeing argues thata positive image will meanfuture bookings and increasedrevenues for operators.“We believe that a goodexperience casts a halo over thewhole airline,” explains Brauer.S20 AVIATION WEEK & SPACE TECHNOLOGY MARKET SUPPLEMENT/MARCH 14, 2005ous levels of pressurization todetermine where the greatestbenefits occurred.“We found a real knee in thecurve at 6,000 ft.,” says MikeSinnett, chief systems engineerfor the 787 program. “In thepast, the penalty to pressurize at6,000 ft. was too high—severalthousand pounds of structuralweight to overcome the fatigueproblems. But with a compositefuselage, fatigue is not one of thedriving concerns.”At the same time, humidity isexpected to be higher becausethe 787 will have fresh, outsidewww.AviationNow.com/awst
UNMATCHED ECONOMICS , PERFORMANCE AND PASSENGER APPEALMOOG TO PROVIDE PRIMARYFLIGHT CONTROL ACTUATIONMoog Inc. will supply the primary flightcontrol actuation system for the 787.The Moog system will control all of theprimary flight control surfaces on theairplane, as well as the spoilers and thehorizontal stabilizer.Shipsets will include 30 actuatorsand associated control electronics.Design and development of the equipment will be done at the company’sEast Aurora, N.Y.; Salt Lake City;Torrance, Calif.; and Tewkesbury,England, facilities.The company also will supplyrotary actuation components to SmithsAerospace for use in the high-lift system of the 787.Moog’s high-performance actuation products also control military aircraft, spacecraft, launch vehicles, missiles, automated industrial machineryand medical equipment. PARKER HANNIFIN TO SUPPLY5,000-PSI HYDRAULIC SUBSYSTEMParker Hannifin Corp., a leading makerof motion and control systems, will provide the hydraulic subsystem for the787 through its Abex Div. The subsystem will operate at 5,000 psi, reducingequipment size and weight compared tothe 3,000-psi systems on commercialaircraft today.Parker’s Nichols Airborne Div. willsupply liquid-cooling pumps and reservoirs for Hamilton Sundstrand’s 787 primary electronics cooling air management system. And Parker’s Gas TurbineFuel Systems Div. is working with both787 engine suppliers. With GE, it isworking on new low-NOx combustortechnology. For Rolls-Royce’s Trent1000, Parker will supply and managethe fuel system, including the fuelatomization nozzles. These contractsare worth in excess of 1.2 billion. Continental Airlines was the first major U.S. carrier to order the 787. The Houston-based airline isscheduled to begin taking delivery of its Dreamliners in 2009.air brought in on a per-passenger, not a per-seat, basis. Whenthat very dry air is brought in ona per-seat basis and there are fewpassengers to restore humidity,relative humidity can be as lowas 5%, says Sinnett. Flight attendants will ensure incoming freshair is always in balance with passenger loads using the 787’s digital environmental control unit.Also, less moisture is expected to escape from the fuselagesince less heat is transferredthrough the composite fuselage.Plus, there’s higher moisture content in 6,000-ft. air than in8,000-ft. air—enough to make a4% difference in relative humidity. Boeing’s goal for the 787 is16% relative humidity at 6,000ft., a number that wou
787-8, will carry up to 223 pas-sengers 8,500 naut. mi. in a three-class configuration. The shorter-range version, the 787-3, will carry up to 296 passengers 3,500 naut. mi. in a two-class configuration. Assembly on the 787-8 will start in 2006, with first flight in 2007 and certifica-tion and entry into service in 2008. The 787-3 will enter .
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Dr. Sunita Bharatwal** Dr. Pawan Garga*** Abstract Customer satisfaction is derived from thè functionalities and values, a product or Service can provide. The current study aims to segregate thè dimensions of ordine Service quality and gather insights on its impact on web shopping. The trends of purchases have
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Airbus A320, Airbus A330, Bell Boeing V-22 Osprey, Boeing 737, Boeing 787 Dreamliner, Boeing F/A-18 Super Hornet, Boeing T-7A Red Hawk, Dassault Rafale, Eurofighter Typhoon, Sikorsky S-70A Black Hawk See also: Smith Equipment Columbia Research Laboratories Inc (U.S.A.) 1925 Mac Dade Blvd,
Community Mental Health Care in Trieste and Beyond An ‘‘Open DoorYNo Restraint’’ System of Care for Recovery and Citizenship Roberto Mezzina, MD Abstract: Since Franco Basaglia’s appointment in 1971 as director of the former San Giovanni mental hospital, Trieste has played an international benchmark role in community mental health care. Moving from deinstitu- tionalization, the .
