par Beochien Dim 17 Juin 2012 - 9:52
Bonjour !
Guy Norris et Michael Mecham, font le point pour le B737 MAX, avec le directeur du projet Michael Teal
Lequel vient de diriger la réforme du B748 !
Ca c'est un signe, il ne veut plus jamais voir ça !
Une certaine volonté de Boeing d'aller au plus simple, léger, et efficace, beaucoup de "Gadgets" en développement ont été écartés !
Bien, 4 pages bien faites, à lire pour voir plus clair dans le Projet 737 Max !
Noté : Les séquences et les dates, qui se confirment, et avec certainement 6 mois de marge de sécurité ... bien sûr la tentation des Mktg de la vendre, où de la promettre, doit être bien grande !
Firm configuration, pour Mi 2013 ... hum les clients qui exigent des assurances "fermes", attendront encore un peu ...
Vu aussi : que les épaisseurs des peaux, et de longerons ou poutres vont changer dans de nombreux endroits ...
Donc, une certification à revoir sérieusement, je pensais aussi que quitte à re-dimentionner poutres et panneaux d'aile, l'introduction de l'Al-Li, pourrait en être facilitée, changement ... pour changement, hum, chez B comme chez A d'ailleurs !
---------- Bien, à lire, 4 pages, le lien et 3 extraits de Aviation Week -----------
http://www.aviationweek.com/Article.aspx?id=/article-xml/AW_06_18_2012_p54-465857.xml&p=1
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With the MAX, Boeing wants to avoid the temptation of adding cost and complexity to the 737 program; it needs to stay focused on what airlines value most, says the MAX's chief project engineer, Michael Teal. “Customers are looking for improved economics,” he says.
Teal comes to the MAX from the Boeing 747-8 where, as chief engineer, he witnessed firsthand what can happen when unexpected issues turn a fast-tracked derivative into an over-budget development marathon. Those harsh lessons are keeping the MAX team focused on its development schedule.
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Boeing Commercial Airplanes President and CEO Jim Albaugh has hinted that a service entry for the first MAX might be brought forward from the official goal of the fourth quarter of 2017. But Teal says that is only “if we can.” There will be no overconfident promises like those made early in the 787 and 747-8 programs that erupted into embarrassing schedule lapses. “I was on those phone calls in 2008, and I didn't like” them, he says.
Boeing will spend the rest of this year “getting the final concept done” before marching on to a firm configuration in mid-2013, Teal says. Design will take place in 2014, assembly in 2015 and first flight in 2016. The 737-800-sized MAX 8 is to be produced first.
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To handle higher loads associated with the MAX's heavier operating weight, the airframe will be locally strengthened with regauging of skins, spars and structures in the fuselage, empennage, wing and landing gear. “If you have heavier engines, this increases the torsion loads into the body and these are reacted through pickle forks,” Teal says, referring to structures in the wing-fuselage join area. The existing design will be retained but “just gauged up” for the MAX, he adds.
Also under consideration is the replacement of the longitudinal beam—called a crease beam—which, in the dual-lobe configuration of the 737 fuselage, works with the floor beams to smooth out-of-plane loads at the intersection of the two lobes. “As we work through the certification basis, if the decompression analysis works out, there might be an opportunity to go to a one-piece truss,” Teal says.
By the time the MAX enters production in Renton, Boeing expects the factory to be producing 42 airplanes per month from the plant's two final assembly lines. Changes needed to accommodate the new airplane are still being considered, but the general goal is for MAX fuselages to flow seamlessly down the line with the NG's. Early planning includes the possibility of shifting an engine buildup area off Line 1 in Renton's Building 4-82 elsewhere to make room for a proving line for early MAX production.
Spirit AeroSystems provides the 737's fuselages from Wichita and is still in the early planning stages for what accommodations will be necessary for the MAX. But Vice President Forrest Urban, who leads MAX integration as head of advanced projects, says only minor tooling changes are anticipated. The company wants to avoid significant changes to the assembly process in its big Plant 2.
Fuselage alterations, such as in Section 48 or at the doghouse, will be accommodated offline and brought to the plant's final assembly, Urban says. This same approach is used for Boeing's P-8 Poseidon maritime patrol aircraft, which is based on the 737NG fuselage. Urban expects changes for the MAX to be less extensive than those for the P-8.
“We think the NG is the most efficient, highest-quality production process anywhere,” he says. To keep it that way, the company will turn to its Spirit Exact design-build software process to smooth the MAX's transition into the 737 line.
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