Thread Boeing 787
- Autore Discussione FlyIce
- Data d'inizio
ZannaIT88
Utente Registrato
- 7 Maggio 2009
- 1,893
- 0
EVA Air li ha presi in consegna e li ha lasciati lì accantonati a PAE, sono tuttora registrati a Taiwan. Di solito i 77W e 77F che abbiamo visto non prendere in consegna sono andati a VCV, con matricola USA, per l'accantonamento prima di passare mesi dopo a un nuovo cliente.
- 1 Febbraio 2012
- 12,427
- 2,560
Un bel video da Boeing con una sintesi dei test di certificazione in atto ultimamente
http://www.boeing.com/Features/2010/10/bca_787_test_limits.html
http://www.boeing.com/Features/2010/10/bca_787_test_limits.html
andreapinti
Utente Registrato
http://www.boeing.com/newairplane/welcome/
Pubblicità.. solo a me le proporzioni sembrano assurde?
Edit: Guardate la mano con il bicchiere di vino... e poi guardatevi il video. Viva viva photoshop.
Nell'immagine di presentazione sembra che il secondo finestrino sià quello della poltrona, facendolo sembrare più che sproporzionato...
Pubblicità.. solo a me le proporzioni sembrano assurde?
Edit: Guardate la mano con il bicchiere di vino... e poi guardatevi il video. Viva viva photoshop.
Nell'immagine di presentazione sembra che il secondo finestrino sià quello della poltrona, facendolo sembrare più che sproporzionato...
ilPrincipeDiCasador
Utente Registrato
Secondo queste immagini il finestrino è alto circa 80 cm!! Ho fatto una proporzione tenendo presente che una mano media in quella posizione misura circa 9 cm. Non è un pò esagerato?
Stefanopv
Utente Registrato
andreapinti
Utente Registrato
E' talmente fotoritoccato che forse non vale la pena nemmeno mettersi a fare le proporzioni 
Certo che fa ridere
Mi sono permesso di aprire photoshop anche io.
Certo che fa ridere
Mi sono permesso di aprire photoshop anche io.
Alenia e 787
senza parole:
http://atwonline.com/aircraft-engin...-considers-moving-787-9-tail-build-house-1022
Boeing considers moving 787-9 tail build in-house
By Christine Boynton | October 25, 2010
Boeing Commercial Airplanes President and CEO Jim Albaugh said on Thursday that the company has "pulled back inside some elements of engineering [on the 787-9], which in the past had been on the outside—specifically activities surrounding composites."
The manufacturer confirmed to ATW on Friday that it is "taking a very hard look at where the 787-9 tails should be built," a structure that is supplied by Alenia Aeronautica for the -8 variant. Albaugh told the Seattle Times that "a lot of that will depend on how Alenia does as they progress." Alenia finalized a $1.1 billion contract with Boeing in August 2005 to supply the first 150 shipsets of 787 fuselage/tail components.
Albaugh added, "I think it's important that we build some of everything, not everything, but some of everything and having the ability to do a composite wing—and the horizontal stabilizer is in fact a composite wing—that’s something we need to look at. But again we have to look at it in concert with how Alenia does and the contract we have with them."
It appears Mitsubishi, manufacturer of the 787-8 wing, will remain as manufacturer for the -9 model. When asked by the Seattle Times if Boeing will consider bringing wing work back in for the -9 variant, Albaugh responded, "Mitsubishi is performing very well."
Delivery of the first 787-8 is currently slated for the middle of the 2011 first quarter. Boeing said in July the first -9 delivery is scheduled for late 2013
ATWOnline
senza parole:
http://atwonline.com/aircraft-engin...-considers-moving-787-9-tail-build-house-1022
Boeing considers moving 787-9 tail build in-house
By Christine Boynton | October 25, 2010
Boeing Commercial Airplanes President and CEO Jim Albaugh said on Thursday that the company has "pulled back inside some elements of engineering [on the 787-9], which in the past had been on the outside—specifically activities surrounding composites."
The manufacturer confirmed to ATW on Friday that it is "taking a very hard look at where the 787-9 tails should be built," a structure that is supplied by Alenia Aeronautica for the -8 variant. Albaugh told the Seattle Times that "a lot of that will depend on how Alenia does as they progress." Alenia finalized a $1.1 billion contract with Boeing in August 2005 to supply the first 150 shipsets of 787 fuselage/tail components.
Albaugh added, "I think it's important that we build some of everything, not everything, but some of everything and having the ability to do a composite wing—and the horizontal stabilizer is in fact a composite wing—that’s something we need to look at. But again we have to look at it in concert with how Alenia does and the contract we have with them."
It appears Mitsubishi, manufacturer of the 787-8 wing, will remain as manufacturer for the -9 model. When asked by the Seattle Times if Boeing will consider bringing wing work back in for the -9 variant, Albaugh responded, "Mitsubishi is performing very well."
Delivery of the first 787-8 is currently slated for the middle of the 2011 first quarter. Boeing said in July the first -9 delivery is scheduled for late 2013
ATWOnline
Ultima modifica da un moderatore:
speedbird437
Utente Registrato
Un bel pacco se fosse vero. Quant'è costato rifare l'aeroporto di Taranto?
andreapinti
Utente Registrato
Vorrei far notare soltanto come mantenere e sviluppare competenze "in house" sia di vitale importanza per le aziende che lavorano in settori ad alta tecnologia.
james84
Utente Registrato
"a lot of that will depend on how Alenia does as they progress"
e
"It appears Mitsubishi, manufacturer of the 787-8 wing, will remain as manufacturer for the -9 model. When asked by the Seattle Times if Boeing will consider bringing wing work back in for the -9 variant, Albaugh responded, "Mitsubishi is performing very well"
Mi sembra chiaro. Purtroppo.
e
"It appears Mitsubishi, manufacturer of the 787-8 wing, will remain as manufacturer for the -9 model. When asked by the Seattle Times if Boeing will consider bringing wing work back in for the -9 variant, Albaugh responded, "Mitsubishi is performing very well"
Mi sembra chiaro. Purtroppo.
fabioPSR
Utente Registrato
speedbird437
Utente Registrato
sui vari siti giornalistici d' Italia si fa un gran baccano sullo scandalo - ancora presunto - di possibili fondi neri Finmeccanica, ma su questa che e' una bomba vera, che matura da tempo, tutti zitti e coperti.
TW 843
Senior Member
malpensante
Bannato
October 27, 2010
Boeing stops shipments of 787 parts for two weeks
By:Linda Blachly
Boeing confirmed to ATW that the manufacturer is telling its suppliers to halt deliveries of 787sections for two weeks owing to delays from Italian supplier Alenia Aeronautica, which makes the horizontal stabilizer for the aircraft, according to spokesperson Loretta Gunter.
“The issue at Alenia is the same issue we’ve been dealing with and talking about since summer,” Gunter told ATW. “They needed a little extra time to complete the next horizontal stabilizer so that it meets our requirements. In the interest of keeping the supply chain on the same delivery pace, we’ve asked everyone to hold so that the parts arrive in Everett at the same time.”
ATWOnline
Boeing stops shipments of 787 parts for two weeks
By:Linda Blachly
Boeing confirmed to ATW that the manufacturer is telling its suppliers to halt deliveries of 787sections for two weeks owing to delays from Italian supplier Alenia Aeronautica, which makes the horizontal stabilizer for the aircraft, according to spokesperson Loretta Gunter.
“The issue at Alenia is the same issue we’ve been dealing with and talking about since summer,” Gunter told ATW. “They needed a little extra time to complete the next horizontal stabilizer so that it meets our requirements. In the interest of keeping the supply chain on the same delivery pace, we’ve asked everyone to hold so that the parts arrive in Everett at the same time.”
ATWOnline
andreapinti
Utente Registrato
- 10 Dicembre 2007
- 14,966
- 3,193
Sembra incredibile, ma pare siano in arrivo altri ritardi. Addirittura c'è il rischio che le consegne slittino al 2012...
Boeing reviewing 787 delivery schedule as post-certification rework looms
By Jon Ostrower on November 1, 2010 10:03 PM
Boeing is once again examining its 787 delivery schedule as it seeks to address the mountain of post-certification rework required to turn partially completed airframes into deliverable passenger aircraft, confirm multiple program sources.
Staff from around Boeing and its supply chain tell FlightBlogger that driving the current schedule review is the formulation of a plan on how to tackle the expansive amount of work required to bring each airframe up to a certified production standard.
Today, Boeing is aiming to hand over its first 787 to Japan's All Nippon Airways in February, just shy of three years since the original May 2008 delivery, though a verdict on the necessary rework is expected in the coming weeks and could impact initial deliveries anywhere from weeks to several months depending on the customer.
"Flight testing is a dynamic process and we constantly review and manage risks and opportunities to the program schedule. Our plan remains first delivery of the Boeing 787 mid-first-quarter 2011," says the airframer.
One program engineer says that in order to meet the mid-February delivery target for ANA all of the design changes for Airplane Seven (JA801A), the first production 787, had to be released by engineering by the close of October, however the source adds "there are some design changes that are not released yet but must be implemented to have the airplane certified" ahead of first delivery.
Program and industry sources suggested Airplane Seven's delivery could be made to ANA on time in February, but how long after it entered revenue service pending additional changes, and how long after that more deliveries followed, remained an open question.
Boeing has remained reluctant to provide guidance on how many 787s it expects to hand over to carriers in 2011, though Jim McNerney, the company's CEO, identified post certification rework a chief priority for the program.
"We are intensely focused on managing the change incorporation process on airplanes already built or in flow," McNerney said in the company's third quarter earnings, which maintained the February first delivery target. "The early delivery schedule is comprised of a mix of airplanes coming off the production line and airplanes completing the change incorporation process."
Photos Credit Airlinereporter.com
Program sources emphasize none of the issues on their own equal the magnitude of Boeing's June 2009 side-of-body announcement which single-handedly crippled the program for six months, but all told add up a time-consuming and arduous process to prepare each aircraft for delivery. The aircraft's highly integrated systems, says one industry source, means "you can't touch one thing in isolation."
Post-certification rework is meant to pool everything Boeing learned about the 787 during flight test and feed the required changes back into aircraft's structure and systems before they are deemed ready for delivery. Part of the review includes determining how much post-certification rework can and cannot be done concurrently with other modifications.
Boeing has been building production 787s since June 2009 when it began assembling Airplane Seven, the first of its non-flight test airframes. To date, Boeing has built 22 production aircraft that are scattered around the company's Everett, Washington final assembly and flight lines, many of which are buttoned up for extended storage, without engines, doors, windshields and control surfaces.
The earliest planned deliveries, Airplane Seven, Eight and Nine are positioned inside the factory or at rented hangar space at Aviation Technical Services on the south side of Paine Field. Airplanes Eight and Nine both have Package A Rolls-Royce Trent 1000 engines and are slated to join flight test before the close of the year for extended twin engine operations (ETOPS) testing, however Airplane Seven, is currently swarmed with engineers and machinists aiming to have the aircraft in ANA's hands in February.
For the assembled production aircraft for customers ANA, Japan Airlines, Royal Air Maroc, LAN and Air India that cover Everett, a myriad amount of rework from nose-to-tail on the 787 is expected to get underway following the 787's certification early next year.
Issues ranging from a flight deck window popping sound discovered during flight test, addressing cabin condensation issues, reworking passenger doors, resolving workmanship issues on the aircraft's horizontal stabilizer and incorporating changes to the Trent 1000 engine, are among the issues that add up to slide the deliveries to the 787's earliest customers well into 2011 or potentially even 2012.
Another factory engineer says: "If final assembly were the only thing that had to be done in Everett, they would crank those airplanes through the factory in no time. Unfortunately, the bulk of the activity on the line appears to be rework of supplier-sourced assemblies."
Production of new airframes is expected to continue through the end of flight testing once deliveries from suppliers are resumed as early as this week, while the challenge remains to reach a point of equilibrium where rework is no longer the primary task in Everett.
Further, adds the engineer, "The line is littered with bins that are filled with parts removed to gain access to areas that need to be reworked. It would be impossible to assess how much of the work going on out there is out of sequence."
Boeing has always anticipated a process of change incorporation following flight test as it has with all its previous programs. The airframer plans to use its facility at Port San Antonio at Lackland Air Force Base in Texas to perform some of the change incorporation once aircraft are in a flyable condition to make the trip south.
http://www.flightglobal.com/blogs/flightblogger/2010/11/exclusive-boeing-reviewing-787.html
Boeing reviewing 787 delivery schedule as post-certification rework looms
By Jon Ostrower on November 1, 2010 10:03 PM
Boeing is once again examining its 787 delivery schedule as it seeks to address the mountain of post-certification rework required to turn partially completed airframes into deliverable passenger aircraft, confirm multiple program sources.
Staff from around Boeing and its supply chain tell FlightBlogger that driving the current schedule review is the formulation of a plan on how to tackle the expansive amount of work required to bring each airframe up to a certified production standard.
Today, Boeing is aiming to hand over its first 787 to Japan's All Nippon Airways in February, just shy of three years since the original May 2008 delivery, though a verdict on the necessary rework is expected in the coming weeks and could impact initial deliveries anywhere from weeks to several months depending on the customer.
"Flight testing is a dynamic process and we constantly review and manage risks and opportunities to the program schedule. Our plan remains first delivery of the Boeing 787 mid-first-quarter 2011," says the airframer.
One program engineer says that in order to meet the mid-February delivery target for ANA all of the design changes for Airplane Seven (JA801A), the first production 787, had to be released by engineering by the close of October, however the source adds "there are some design changes that are not released yet but must be implemented to have the airplane certified" ahead of first delivery.
Program and industry sources suggested Airplane Seven's delivery could be made to ANA on time in February, but how long after it entered revenue service pending additional changes, and how long after that more deliveries followed, remained an open question.
Boeing has remained reluctant to provide guidance on how many 787s it expects to hand over to carriers in 2011, though Jim McNerney, the company's CEO, identified post certification rework a chief priority for the program.
"We are intensely focused on managing the change incorporation process on airplanes already built or in flow," McNerney said in the company's third quarter earnings, which maintained the February first delivery target. "The early delivery schedule is comprised of a mix of airplanes coming off the production line and airplanes completing the change incorporation process."
Photos Credit Airlinereporter.com
Program sources emphasize none of the issues on their own equal the magnitude of Boeing's June 2009 side-of-body announcement which single-handedly crippled the program for six months, but all told add up a time-consuming and arduous process to prepare each aircraft for delivery. The aircraft's highly integrated systems, says one industry source, means "you can't touch one thing in isolation."
Post-certification rework is meant to pool everything Boeing learned about the 787 during flight test and feed the required changes back into aircraft's structure and systems before they are deemed ready for delivery. Part of the review includes determining how much post-certification rework can and cannot be done concurrently with other modifications.
Boeing has been building production 787s since June 2009 when it began assembling Airplane Seven, the first of its non-flight test airframes. To date, Boeing has built 22 production aircraft that are scattered around the company's Everett, Washington final assembly and flight lines, many of which are buttoned up for extended storage, without engines, doors, windshields and control surfaces.
The earliest planned deliveries, Airplane Seven, Eight and Nine are positioned inside the factory or at rented hangar space at Aviation Technical Services on the south side of Paine Field. Airplanes Eight and Nine both have Package A Rolls-Royce Trent 1000 engines and are slated to join flight test before the close of the year for extended twin engine operations (ETOPS) testing, however Airplane Seven, is currently swarmed with engineers and machinists aiming to have the aircraft in ANA's hands in February.
For the assembled production aircraft for customers ANA, Japan Airlines, Royal Air Maroc, LAN and Air India that cover Everett, a myriad amount of rework from nose-to-tail on the 787 is expected to get underway following the 787's certification early next year.
Issues ranging from a flight deck window popping sound discovered during flight test, addressing cabin condensation issues, reworking passenger doors, resolving workmanship issues on the aircraft's horizontal stabilizer and incorporating changes to the Trent 1000 engine, are among the issues that add up to slide the deliveries to the 787's earliest customers well into 2011 or potentially even 2012.
Another factory engineer says: "If final assembly were the only thing that had to be done in Everett, they would crank those airplanes through the factory in no time. Unfortunately, the bulk of the activity on the line appears to be rework of supplier-sourced assemblies."
Production of new airframes is expected to continue through the end of flight testing once deliveries from suppliers are resumed as early as this week, while the challenge remains to reach a point of equilibrium where rework is no longer the primary task in Everett.
Further, adds the engineer, "The line is littered with bins that are filled with parts removed to gain access to areas that need to be reworked. It would be impossible to assess how much of the work going on out there is out of sequence."
Boeing has always anticipated a process of change incorporation following flight test as it has with all its previous programs. The airframer plans to use its facility at Port San Antonio at Lackland Air Force Base in Texas to perform some of the change incorporation once aircraft are in a flyable condition to make the trip south.
http://www.flightglobal.com/blogs/flightblogger/2010/11/exclusive-boeing-reviewing-787.html