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Boeing 787 (partie 1)

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Beochien
Whisky Charlie

Re: Boeing 787 (partie 1)

Message par Beochien le Mar 25 Jan 2011 - 13:07

Bonjour !

Je sens que la branche "Leasing" de Boeing, va s'enrichir d'une bonne douzaine de B787-8 à louer vers 2012, à côté des 717, ce qui d'ailleurs ne serait pas une si mauvaise idée !
Eviter les conflits avec les clients, et pouvoir dépanner les plus pressés !

Juste mon idée !

Poncho (Admin)
Whisky Charlie

Re: Boeing 787 (partie 1)

Message par Poncho (Admin) le Mar 25 Jan 2011 - 14:08

En attendant quelques news sur les essais

http://www.aviationweek.com/aw/blogs/commercial_aviation/ThingsWithWings/index.jsp?plckController=Blog&plckBlogPage=BlogViewPost&newspaperUserId=7a78f54e-b3dd-4fa6-ae6e-dff2ffd7bdbb&plckPostId=Blog%3a7a78f54e-b3dd-4fa6-ae6e-dff2ffd7bdbbPost%3a310a6801-0ad0-4760-b8d9-0802b8253e98&plckScript=blogScript&plckElementId=blogDest

Test "haut" à albuquerque et chauds à Puerto Rico pour le ZA005 GE

Notamment


As part of what is believed to be an extensive series of take-off and landing performance tests at various altitudes and temperatures, ZA005, the fifth 787 certification aircraft is heading to the Caribbean island of Puerto Rico. The General Electric GEnx-1B powered version will head south on Jan 25 from Albuquerque International which is 5,355 ft above sea level. The sea-level runway at Aguadilla is more than 11,700 ft long and the longest in the Caribbean.

Prior to its short stay in New Mexico, ZA005 has been based out of Victorville, Calif, from where it undertook an extensive series of long endurance flights aimed at measuring the fuel burn performance of the GEnx-1Bs. These so called NAMS (nautical air miles) flights concluded on Jan 21 with a flight to certify the steady-state performance of the engines, and to assess the degradation that occurs in all jet engines after initial use.

The remaining fleet meanwhile continues testing in less tropical surroundings. ZA001 is understood to be conducting certification testing this week on numerous flight control system and control software failure scenarios. ZA002, having been employed on detailed checks of its electronic circuit breaker system over the weekend, is destined for certification tests covering the high-lift system. Additional work may also include flight control modal suppression function evaluations.

ZA003’s long-anticipated return to flight may finally be close at hand, with engine runs expected on Tuesday. ZA003, which is primarily an interiors test and certification aircraft, has not flown since its short ferry flight to Boeing Field at the end of November. Following its return to the northwest from Yuma, Ariz, on Jan 21, ZA004 is busy boring holes through the sky evaluating the amount of fuel which can be certified as officially available for use in the aircraft’s center fuel tank.

ZA006, which had been tipped to return to flight as early as Jan 19, could now be aiming to resume flight tests on Jan 26. After several days of intensive systems checks, the second GEnx-powered 787 is set to undergo a set of Boeing B-1 standard flight ground tests on Tuesday.



Beochien
Whisky Charlie

Re: Boeing 787 (partie 1)

Message par Beochien le Jeu 27 Jan 2011 - 10:19

Bonjour !

2013, pour les premiers B787 de Jetstar, filiale low cost de Qantas !
Ben Sandilands n'a pas fini de pleurer dans sa chaumière ... et Qantas aussi, bien que le CE prétende cette foi que tout va bien, sous contrôle ... !

Et les vieux 767, vont être maintenus coûte que coûte ... et ça coûte plutôt cher !
Les A330 aident bien aussi Jet Star, mais 4 seulement ...

---------------- Le lien de FlightGlobal et the Australian !---------------

http://www.flightglobal.com/articles/2011/01/27/352396/jetstar-787s-delayed-six-months-to-2013.html

http://online.wsj.com/article/BT-CO-20110126-719387.html

http://www.flightglobal.com/articles/2011/01/27/352396/jetstar-787s-delayed-six-months-to-2013.html

JPRS



Beochien
Whisky Charlie

Re: Boeing 787 (partie 1)

Message par Beochien le Ven 28 Jan 2011 - 9:41

Bonour !

Le résumé de Guy Norris sur AvWeek, pour le 787, et le 748 !
Pour le 787, tout tourne autour des ETOPS, une phrase intéressante concerne les méthodes de la FAA pour évaluer les dites ETOPS, plus sur plans et conditions d'essais qu'a travers des heures de vol ...que des cycles ... Hum !
Dans le cas de l'incendie, ce sont les cycles ou les essais spécifiques qui ont parlé ... un peu nébuleux tout ça !
Pour le 748, tout va bien, ils essayent les remèdes anti-flutter et Boeing ne paraît pas trop soucieux !
Une EIS du 748F avant celle du 787 à la vista !
Gare à ces 748, leurs moteurs ont 1/2 génération d'avance sur ceux du A380, ils vont être compétitifs en conso, Airbus devrait faire plus qu'y penser !

----------------- L'article de AviationWeek, le lien, un extrait ----------

http://www.aviationweek.com/aw/generic/story.jsp?id=news/avd/2011/01/28/10.xml&headline=Boeing%20787%20Test%20Priority%20Shifts%20To%20ETOPS&channel=comm


“We have a clear view of what we need to do. The FAA has been working very closely with us. ETOPS is different this time around than it was on the 777. The FAA has a new way of doing it. It used to be cycle-based and now it is fault-based and condition-based. The question is what test points are applicable for each test point, and we have to do it right.”

JPRS

Poncho (Admin)
Whisky Charlie

Re: Boeing 787 (partie 1)

Message par Poncho (Admin) le Ven 28 Jan 2011 - 15:54

Un petit point sur les livraisons de septembre

http://www.flightglobal.com/articles/2011/01/28/352446/september-handover-set-for-787.html


A September handover is set for the first 787, say industry sources, the first of at least a dozen of the twinjets Boeing hopes to deliver in 2011 as it maintains its path to building 10 aircraft a month by the end of 2013.

Boeing declines to confirm the September delivery target. However, while reporting its full-year earnings, Boeing declared its intention to deliver a combined 25-40 747-8s and 787s this year, with a roughly 50-50 split in its guidance, part of a production target of 485-500 aircraft

Boeing announced on 18 January that certification and first delivery to Japan's All Nippon Airways has slid to the third quarter of 2011, following a November electrical fire that halted certification activities for six weeks.

Boeing chief executive Jim McNerney says "we're getting pretty close to knowing" which 787s will be ready for delivery, although programme sources say the fleet of aircraft between 10 and 22 require significant rework before delivery. Boeing says it has completed 75% of flight-test activities covering more than 2,500h on more than 800 flights.

Early candidates for delivery are believed to be Rolls-Royce Trent 1000-powered Airplanes Seven, Eight and Nine, to ANA, as well as Airplane 23 for General Electric GEnx-1B engine launch customer Japan Airlines.
Boeing has its 31st 787 in final assembly, and McNerney says the completion of assembly and travelled work of newly arrived structural shipsets continues to increase.

"We are now through a lot of the issues that caused some of the backed-up work," he says, and adds that engineering changes from flight test are "under control".

As for the overall production ramp-up, McNerney says that the margin for achieving the record widebody production rate has shrunk and the bulk of the increase to 10 787s a month will push into 2012, rather than 2011 as previously planned.

Boeing will activate its new Charleston, South Carolina final assembly line in July, followed by a second "surge line" in its Everett, Washington facility in early 2012.

Boeing aimed to achieve a rate of nearly three aircraft a month in the latter part of 2010, though this has since returned to two a month, a plateau, factory sources add, that is likely to run into mid-2011.

After more than three years of delays, Boeing chief financial officer James Bell says the programme remains in a position of profitability over its assumed accounting block, a number the company declines to disclose. However, says Bell, the continued delays have put pressure on programme profitability.


Avions livrés en premier : 7, 8, 9 en RR pour ANA et 23 en GE pour JAL... les deux motorisations livrées quasi en même temps donc.



_________________
@avia.poncho

Beochien
Whisky Charlie

Re: Boeing 787 (partie 1)

Message par Beochien le Ven 28 Jan 2011 - 16:08

Oui Poncho !
Pas de jaloux chez les Jap's !

Il me manque pour être content une déclaration RR/ Boeing, indiquant que tout est en ordre, côté FAA, ETOPS, EASA , ca ne serait pas du luxe !

Donc, au moins 3-4 avions cette année, après on verra !

Sauf peut être que ANA, client de lancement RR attendait un peu mieux !

Mais comme dirait M. Bell, au prix ou vous les avez payé, et avec ce que je paye en indemnités de tout type ...

Pas content pas raisonnable !

JPRS

Poncho (Admin)
Whisky Charlie

Re: Boeing 787 (partie 1)

Message par Poncho (Admin) le Jeu 3 Fév 2011 - 10:14

Bonjour à tous

http://nyc787.blogspot.com/2011/02/za004-to-get-trent-packageb-engines.html

Les package B en route pour être pendus sous l'aile du ZA004 qui devrait voler dans le courant (et plustôt) la seconde partie du mois de mars


Sources have confirmed to me that Boeing will be re-equipping ZA004 with the improve package "B" version of the Trent 1000 engine later this month. That engine has been undergoing testing on Rolls Royce's 747 engine test bed as well as at RR's engine test facilities for sometime now but installation on ZA004 was put off due to the fire on ZA002. Guy Norris summed up the package improvements nicely in an article from last September:


Rolls-Royce’s Trent 1000 built to the improved ‘Package B’ standard is designed to bring performance to within 1% of Boeing’s original specification. Package B includes enhanced aerodynamics in the six-stage low pressure (LP) turbine, improved cooling flow for the IP turbine and changes to the secondary air system to take off sealing and cooling air at a lower pressure stage. The root-to-tip twist of the fan blade is also slightly altered to match changes in the pressure ratio caused by a concurrent reduction in nozzle area. Rolls has run at least three Package B performance engines and, when last reporting on progress, says all were in line with expectations. In March Rolls was flight testing the first Package B engine on its company 747 flying testbed ahead of delivering finalized engines to Boeing for installation on ZA004.

ZA004 is scheduled to receive the engines over a two week period (Feb. 23rd to March 11th). Previously, the installation and ground testing was to take about a month before resuming flights with the improved engines. If that schedule holds true this time around, then we could see ZA004 returning to the skies with the new engines around the last week of March. It will undertake much of the same testing that the 787 program conducted using the Trent 1000 package "A" as well as conducting ETOPs testing with the improved package "B" engines.

Bonne journée


_________________
@avia.poncho

Poncho (Admin)
Whisky Charlie

Re: Boeing 787 (partie 1)

Message par Poncho (Admin) le Ven 4 Fév 2011 - 14:27

Bonjour à tous

Petite mise à jour sur les essais du 787

75% du programme réalisé avec les avions motorisé RR.
Test des GenX dans différentes configuration d'aéroport (hot, high ou les deux)

Bonne journée


Boeing has returned the last of its six dedicated 787 test aircraft to flying operations as it looks to complete the final 25% of conditions to achieve certification on Rolls Royce Trent 1000-powered aircraft by the US Federal Aviation Administration in the third quarter.

While the fleet of six test aircraft and one production aircraft have flown more than 2,700h since December 2009, Boeing says "at this point in testing, total hours are less important than getting through the conditions required" by the US Federal Aviation Administration.

The remaining 25% includes the extended twin-engine operations (ETOPS) and system functionality and reliability certification testing, which the company says will certify the 787 for long-range flying up to 330min from a suitable alternate airport.

CEO Jim McNerney says ETOPS will be a part of the basic certification of the 787. Boeing declines to specify a timeline for ETOPS testing, but says there is "no confusion" internally with the FAA as to when those tests will commence, although the airframer remains in what it considers perfectly normal "open discussion" with the US regulator regarding the "detailed test points" for ETOPS demonstrations.

Since mid-January, say programme sources, ZA001, the lead flight test aircraft, has devoted much of its flight testing to evaluating the response of the aircraft's primary flight control system under numerous failure scenarios for stability and control validation.

Aircraft ZA004 has concentrated on fuel system and fuel tank certification tests, including a 17 January fuel jettison test, while ZA002 has focused on certification of its high lift flap and slat system.

After completing nautical air mileage testing in Victorville, California, on the General Electric GEnx-1B engines, ZA005 conducted lapse rate takeoff testing, evaluating the 787's performance at varying altitudes and temperatures.

The trials took the composite jet from Albuquerque, New Mexico, starting on 22 January at 5,355ft to Aguadilla, Puerto Rico, at sea level up to 13,325ft in La Paz, Bolivia, returning to the US on 2 February.

ZA006 and ZA003 returned to flight status on 26 and 29 January, respectively, the last of the test fleet to do so following a halt to the certification campaign after the 9 November electrical fire aboard ZA002 in Laredo, Texas.

Additionally, the first production aircraft to fly, ZA102, has been conducting landing gear actuation tests following its 19 January first flight. The aircraft is expected to more fully participate in the flight portion of ETOPS testing.

First delivery, say industry sources, points to a September handover to Japan's All Nippon Airways, the first of 11 to 20 787s slated for delivery in 2011.



_________________
@avia.poncho

Beochien
Whisky Charlie

Re: Boeing 787 (partie 1)

Message par Beochien le Ven 4 Fév 2011 - 14:39

Vu, et merci Poncho !

On peut supposer et espérer, que sauf nouveau pépin, c'est vraiment la dernière lign droite ... pour le 787-8 du moins !
Seul point à suivre, les ETOPS 330 !

Brrr, moi je n'aime pas les ETOPS ! C'est comme ça ! Pourtant j'ai souvent mes palmes avec moi dans l'avion !

JPRS

Beochien
Whisky Charlie

Re: Boeing 787 (partie 1)

Message par Beochien le Mar 15 Fév 2011 - 7:43

Bonjour !

On était sans nouvelles du 787 et des progrès et MAJ des T1000 !
Hier je râlais pour le manque de com's de RR chez Boeing, Bien, Boeing se charge des infos, symétriques, comme pour GE hier, pas le même ton, mais correcte !

Guy Norris, sur place à Everett, nous a entendu hier, la réponse est là ce matin ! Shocked

Bien la course aux specs, avance aussi sur le T1000, après qq fixing du côté des arbres de turbine ! Définitif ??? on ne sait pas !

Une version B++ arrive et devrait correspondre à ce qui sera livré sur les premiers ANA , consommation en progrès vers les spec's, Boeing n'en dira pas plus sur les versions précédentes, pour n'offenser personne !

------------------ le lien, l'Article Guy Norris AviationWeek ------------

http://www.aviationweek.com/aw/blogs/commercial_aviation/ThingsWithWings/index.jsp?plckController=Blog&plckBlogPage=BlogViewPost&newspaperUserId=7a78f54e-b3dd-4fa6-ae6e-dff2ffd7bdbb&plckPostId=Blog%3a7a78f54e-b3dd-4fa6-ae6e-dff2ffd7bdbbPost%3aa925aaed-8322-4233-9548-45f86dcce3d8&plckScript=blogScript&plckElementId=blogDest



787 test update
Posted by Guy Norris at 2/14/2011 5:45 PM CST

Scott Fancher, Vice President and General Manager for the 787 program says Boeing is now 80% of the way through its test program for the Rolls-Royce powered 787 and 60% for the General Electric version.

Speaking after the roll out of the 747-8I Intercontinental in Everett, Wash, Fancher says the focus now is “about getting the Rolls-Royce (version) through its final 20%.” The engine maker has delivered the first upgraded Package B variants, designed to bring fuel burn closer to specification. “We recently got the first engines and they will be put on aircraft in-flow,” says Fancher referring to the installation on the aircraft already moving through the Everett assembly process.

The initial Package A standard engines on the 787 “are coming along quite well and we made modifications to them (as a result of the post Trent 1000 test incident in August, and subsequent surge incident in New Mexico). Fancher refuses to be drawn, however, on the booked fuel burn performance of either the initial Rolls or GE engine standards, as measured during the recently completed NAMS (nautical air miles) fuel performance tests. “We’re not going to get into specifics.” He adds, “…we’re still looking through that data but we haven’t come to any conclusions.” However Fancher says that “we are in discussions with customers where appropriate,” indicating that an unspecified fuel burn shortfall remains.

Revised power panels, redesigned as a result of last November’s electrical fire on test aircraft ZA002 in Laredo, Texas, are also arriving for installation on the line. The increasing drive to get the aircraft to a final level of final entry-into-service standard will help determine which aircraft is added to the test fleet to help wrap up functionality and reliability tests, as well as ETOPS flights. Aircraft 7, 8 or 9 all appear to be in the potential mix for the test role at this stage, but the final choice will be made depending on how close to the final configuration standard each of the aircraft are close to the end of the baseline certification tests.

ZA003, the interiors test aircraft, is meanwhile expected to depart on Feb 15 for Fairbanks, Alaska for cold weather tests where Fancher says the aircraft is expected to encounter temperatures “somewhere in the minus 40s.” The 787 will join 747-8F freighter RC522 which is also in Fairbanks for similar tests.

JPRS

Beochien
Whisky Charlie

Re: Boeing 787 (partie 1)

Message par Beochien le Mar 15 Fév 2011 - 9:50

Bonjour !

Presque la même, reprise par le Seattle Times, avec qq détails nouveaux !
les T1000, version B(++) qu'ils vont recevoir (Essais d'ETOPS), devraient bien fonctionner, et faire l'affaire pour Boeing, ils le disent, c'est bien, on peut penser que tout est enfin en ordre !
Les roulements SKF dans des boites renforcées,côté Turbines, c'est bien possible ??
Mêmes les consos devraient être plus proches des specs !

Ils vont enfin pouvoir accrocher qq chose, Boeing, sous les ailes des 787 en attente pour les test de production !
A 6 mois de la prochaine date d'EIS, ça doit enfin être bon !
Peut être plus que qq unités de prêtes avant la fin de l'année !

les ETOPS, la certification etc ... vont être largement dépendants de la FAA, maintenant !

-------------- Le lien et l'Article du Seattle PI -------------

http://blog.seattlepi.com/aerospace/2011/02/14/boeing-787-dreamliner-is-80-percent-through-flight-testing/

Boeing’s 787 Dreamliner is now 80 percent through flight testing needed for certification and on track for the company’s latest delivery date of the third quarter of this year, the program’s chief said Monday.

“The airplane is flying quite well,” Scott Fancher, vice president and general manager of the 787 program, told reporters at the Future of Flight Aviation Center, beside Boeing’s Everett wide-body plant. The 787s with GEnx engines (as opposed to Rolls-Royce Trent 1000 engines that will be on the first 787s delivered) ares 60 percent through flight testing, he said.

Boeing had aimed to deliver the first 787 in the middle of the first quarter before a fire aboard the second flight-test 787 in November grounded the fleet. After investigators determined the fire started in an electrical panel, Boeing said the 787 would need minor design changes to power distribution panels and an update of systems software that manages and protects power distribution on the airplane.

“We’ve implemented the first tranche of fixes associated with the power-panel incident that occurred last fall,” Fancher said. “That’s been operating extremely well and, in fact, we’re in the process of receiving the first set of production-configuration power panels. The first ship set arrived over the weekend.”

Boeing also has received the first two Package B Rolls-Royce Trent 1000 engines, which include a series of improvements from the initial 787 engines, Fancher said. “They’ll be put on airplanes in flow at the appropriate time.”

After a Trent 1000 engine failed on a test stand in August, a Trent 900 engine on a Qantas Airbus A380 exploded after takeoff from Singapore Nov. 4.

Asked about the Trent 900 incident, Fancher said Boeing worked with Rolls-Royce to understand what happened and any potential applicability to the Trent 1000 engines, and found no changes were needed as a result of the failure.

The fifth flight-test 787 just finished a 24-day trip in which it visited California, New Mexico, Puerto Rico, Bolivia and Texas before returning to Seattle, flying in all but two days, when it took a break for planned maintenance, Fancher noted. “The airplane performed beautifully.”

“Tomorrow we’re sending an airplane up to Fairbanks, Alaska, for some cold weather testing,” he added. “I understand we’ll get one day of 40-plus-below weather up there.”

Some of the last testing is for ETOPS certification, which allows twin engine planes to fly far from the nearest airport, enabling routes across oceans and poles, and function and reliability testing.

One production 787, the ninth built, already is in flight testing and the seventh or eighth 787 will join it to help with these final tests, which require a planes as close to final production aircraft as possible, Fancher said. “It’s kind of a graduation exercise, if you will.”

Asked about workmanship issues Boeing has experienced with 787 horizontal stabilizers from Italy’s Alenia Aeronautica, Fancher said Boeing put a “significant” team on site to ensure the two companies were working closely together and had a common set of expectations and understanding of steps that needed to be taken.

“We’ve made significant progress,” he said. “I’m actually pretty pleased with the rebound that we’ve seen.”

As for Alenia’s prospects for building horizontal stabilizers for the next 787 model, the 787-9, Fancher said: “There are some configuration changes on -9 that will lead us to making sourcing decisions that may be different than we did on the -8, but we’re really not at the point to lay that landscape out yet.”

With Boeing poised to move ahead on replacing its 737, Fancher addressed the possible use of 787 technology to the single-aisle airliner.

“There a number of applications of composites on the 787, some of which scale down quite nicely, others of which don’t,” he said, adding that systems technology from the 787 probably has a broader application.

Would it make sense to use a 787-style composite barrel fuselage for the 737 replacement?

While that technology can scale down, “there may be crossovers where a metal structure may become more efficient,” Fancher said. “It really depends upon the details of the design and the architecture.”

JPRS

voodoo
Whisky Quebec

Re: Boeing 787 (partie 1)

Message par voodoo le Mar 22 Fév 2011 - 9:03

à lire chez nos voisins d'aeronews sur le fil 787 chez aronews.
Malgré les élucubrations de certains qui font des amalgames, et ne
savent pas interpréter ce qu'ils lisent (on se demande même s'ils
arrivent à comprendre ce qu'ils lisent ; et ils ne font que se fier aux
auteurs des media bourrés de parti pris en faveur de P&W ! )
je reprends quelques points qui se dégagent de ces affaires d'infractions de brevets incontestables de P&W.
-------------------------------------------------

(i) Le
droit, les Autorités américaines qui le préservent (sur le sol
américain et dans le contexte international) , et les Avocats de RR et
de Boeing, sont suffisamment armés, pour empêcher P&W / UTC et ses
avocats de lier l'affaire de l'infraction des brevets RR par P&W (et
les accusations contraires ,.... infondées et fausses, bien sûr,
lancées par P&W contre RR) à un problème d'importation des RR Trent
1000 pour les B787.


Aucun risque là, pour RR ou le programme B787. Sauf pour P&W, qui ne s'est pas fait beaucoup d'amis ces temps-ci !

Comment pouvoir affirmer que ces infractions de brevets sont incontestables ? Y a-t-il eu jugement ? Voulez-vous remettre en cause l'autorité de la chose jugée ? Ainsi les accusations contraires sont infondées et fausses.
J'ai un apriori pour RR dans cette affaire, ce n'est qu'un apriori, car cela n'a pas été jugé.

(ii) Le
risque contre P&W / UTC et son GTF reste,...... soit l'interdiction
de produire et de vendre des GTF, dont le design de la soufflante (
notamment les "fan blades" de forme 'cimeterre') réfléchit l'infraction
du brevet RR, sans que ladite soufflante soit modifiée suffisamment
(risque de "order of specific performance").

-------------------------
Pour résumer, aucun risque pour RR, mais PW risque carrément l'interdiction de production. Seriez-vous dans le secret des Dieux, des juges ? Que vous le soyez chez RR et consorts, pourquoi pas, mais chez les juges ?


(iii) Comme
nous l'avons toujours dit & écrit, il y a des chances pour que les
effets des infractions de brevets précitées , sur d'autres produits /
moteurs de P&W, ou de consortia auxquels appartient P&W, sans la
présence de RR (notamment le GP 7200 de l'EA, pour la motorisation de
l'A380) soient réglées par les paiements de royalties à un niveau
équitable. D'ailleurs, ce sont précisément le principe d'équité /
"EQUITY", et celui de 'praticabilité', aspects centraux dans le droit
dit "Equity Law", qui militent nécessairement en faveur de cette
solution financière pour le cas spécifique des moteurs déjà en service,
où les effets seraient iniques pour les clients ayant opté pour ces
moteurs ! Mais, pour les moteurs en gestation, tels que le GTF de
P&W, non encore réalisés, remplissent toutes les conditions
prélables, tombant sous le joug de 'the order of specifc performance"
que j'ai mentionné. Surtout dans une situation de Contempt of Court ! Et
votre observation sur le TM (Tradmark) est parlante et fondée !


----------------------



Réactions ?
EA eux ne risquent que des royalties car le moteur vole déjà. Le fait que RR aie laissé ce moteur voler n'intervient pas dans votre réflexion ? Cela pourrait-il influer ?

Ne pas être stricto sensu d'accord avec vous, M. Sevrien, implique-t-il que je sois PWCL (pour ne pas dire fan de PW) ?

NB : Je ne commenterai plus vos interventions par forum interposé, ce serait faire injure à avia.superforum qui a d'autres chats à fouetter, je suppose.
NB2 : Vous oubliez vite les personnes qui vous ont permis de vous exprimer quand vous fûtes renvoyé d'Aweb.
NB3 : Vos principes sont Tornado wings, c'est à dire à géométrie variable.


Dernière édition par voodoo le Mar 22 Fév 2011 - 10:24, édité 2 fois (Raison : rajout d'un jeu de mot foireux et lien vers aeronewsline)

Rasta'
Modérateur

Re: Boeing 787 (partie 1)

Message par Rasta' le Mar 22 Fév 2011 - 10:53

Merci, Voodoo pour ce développement. Il va de soi que le point de vue de Sevrien nous intéresse au plus haut point et qu'il a tout loisir de venir s'exprimer ici car son compte est toujours fonctionnel.

Vector
Whisky Quebec

Re: Boeing 787 (partie 1)

Message par Vector le Mer 23 Fév 2011 - 14:15

Excellente analyse, Voodoo, une contrefaçon, ça se démontre et ce n'est pas facile car tous les motoristes déposent brevets sur brevets. De plus, la loi américaine sur la propriété intellectuelle est très différente de celle qui a cours en Europe.

aubla
Whisky Quebec

Re: Boeing 787 (partie 1)

Message par aubla le Ven 25 Fév 2011 - 7:00

Bonjour,

Le 787 vient de franchir le cap des 1000 vols :

http://www.flightglobal.com/articles/2011/02/24/353640/picture-boeing-passes-1000-787-flights.html

On progresse vers la certification, mais le chemin est encore long :
pour le 787 à motorisation RR, 80% du programme d'essais sont réalisés,
60% pour la version motorisée par GE, dixit Randy Tinseth vice président du marketing de Boeing.

La 1ère livraison est toujours annoncée pour le 3ième trimestre de cette année . . .

Bonne journée
Cordialement
aubla

Beochien
Whisky Charlie

Re: Boeing 787 (partie 1)

Message par Beochien le Ven 25 Fév 2011 - 20:05

Bonjour !

Je joyeux bazar de l'assemblage et des modifs et autres reworks du 787 , ca se met en place doucement, le centre de San Antonio, est prêt à accueillir des avions !
Bien, il faut les équiper d'abord, pour les faire voler, armoires électriques qui arrivent, et les premiers Trent 1000 dans une nouvelle version B++! Juste ce mois !

Allez courage !
Il reste du temps avant que les tankers ne se bousculent à Everett !

--------------- Le lien, De FlightGlobal ---------

http://www.flightglobal.com/articles/2011/02/25/353638/boeing-looks-to-ease-overcrowding-at-paine-field.html

JPRS

Poncho (Admin)
Whisky Charlie

Re: Boeing 787 (partie 1)

Message par Poncho (Admin) le Mer 2 Mar 2011 - 14:33

Bonjour à tous

Le premier 787 GE de série a volé

http://blog.seattlepi.com/aerospace/2011/03/01/boeing-flies-first-customer-787-with-ge-engines/


Boeing’s first 787 Dreamliner with GEnx engines set for customer delivery took off on its first flight Tuesday from Paine Field, in Everett, Wash., beside Boeing’s wide-body plant.

The jet, designated ZA177 and painted in the livery of customer Japan Airlines, took off at 12:38 p.m. and is scheduled to return at 2:06 p.m., according to FlightAware. The video above comes from the Future of Flight Aviation Center.

The first 787s to be delivered will have Rolls-Royce Trent 1000 engines. Boeing flew the first customer 787 with Rolls engines, for 787 launch customer All Nippon Airways, in January.

Two flight-test 787s have GEnx engines.


A suivre


_________________
@avia.poncho

Poncho (Admin)
Whisky Charlie

Re: Boeing 787 (partie 1)

Message par Poncho (Admin) le Mer 9 Mar 2011 - 9:00

Bonjour à tous
Nouveau planning pour le 787
http://www.flightglobal.com/blogs/flightblogger/2011/03/boeing-sends-z23-to-customers.html
A découvrir

Boeing's 787 updated production schedule - also known as Z23 - is now out and being shared with customers, who in turn, are providing delivery guidance publicly on the arrival of their first Dreamliners, if they choose to do so.

Yesterday, LOT announced that it would receive five of its eight in 2012, with the first arriving in April and today Air Canada says it will receive its first five in the fourth quarter 2013 and the first half of 2014. Air Canada's delay represents an additional five to seven month slip on average says Boeing continues to evaluate the delivery schedule of the remaining 32 firm orders.


None of the previously provided guidance for a third quarter first delivery to All Nippon Airways has changed. Though Z23 appears to expand beyond Air India, JAL and ANA in 2011, so the likelihood of hearing more revised 787 delivery dates is quite high.


Additionally, program sources indicate Z23 includes an earlier airframer than first planned loaded into the Charleston line for final assembly in July. Airplane 56 for Air India had initially been planned, though the slower than expected 2011 production ramp up toward 10 aircraft per month in 2013 has made Airplane 46 for United Airlines the first to be built in South Carolina.Boeing's 787 updated production schedule - also known as Z23 - is now out and being shared with customers, who in turn, are providing delivery guidance publicly on the arrival of their first Dreamliners, if they choose to do so.

Yesterday, LOT announced that it would receive five of its eight in 2012, with the first arriving in April and today Air Canada says it will receive its first five in the fourth quarter 2013 and the first half of 2014. Air Canada's delay represents an additional five to seven month slip on average says Boeing continues to evaluate the delivery schedule of the remaining 32 firm orders.


None of the previously provided guidance for a third quarter first delivery to All Nippon Airways has changed. Though Z23 appears to expand beyond Air India, JAL and ANA in 2011, so the likelihood of hearing more revised 787 delivery dates is quite high.


Additionally, program sources indicate Z23 includes an earlier airframer than first planned loaded into the Charleston line for final assembly in July. Airplane 56 for Air India had initially been planned, though the slower than expected 2011 production ramp up toward 10 aircraft per month in 2013 has made Airplane 46 for United Airlines the first to be built in South Carolina.

A noter que finalement le premier avion à être monté sur la chaine de charleston sera le n°46 et non le n°56 comme initialement prévu. Signe d'une montée en cadence moins bonne que prévue pour le moment dans le Puget sound.


_________________
@avia.poncho

Beochien
Whisky Charlie

Re: Boeing 787 (partie 1)

Message par Beochien le Sam 12 Mar 2011 - 15:10

Bonjour !

Plus trop d'ennuis depuis 2-3 mois sur le 787 !
C'est presque une breaking nouvelle !
La dernière ligne droite peut être !
Les ETOP's pour le Bourget Qui sait !

Le PR commence d'ailleurs à s'agiter de nouveau pour le cas du 787-10 !
Vu sur Aweb, merci le Cousin !
12% plus performant que le A359 ... limite comique la Nicole Piasecki !
Menfin, depuis qq années, les promesses de Boeing, n'engagent ... que ceux qui y croient!
Par contre il faut espérer que le TXWB tienne ses promesses et Airbus ses devis de poids pour ne pas lui donner raison !

Ce qui pourrait quand même confirmer que le re-vamp du 777, ce n'est pas pour demain !

----------- Le Lien Flight Global --------------

http://www.flightglobal.com/articles/2011/03/11/354280/boeing-moves-closer-to-regulatory-approval-of-the-787.html

-------- Et vu sur Aweb, Merci Cousin Le Seattle Times, le lien ----------

http://seattletimes.nwsource.com/html/businesstechnology/2014471679_boeing12.html

JPRS

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http://avia.superforum.fr/viewtopic.forum?t=1227

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Re: Boeing 787 (partie 1)

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