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 -------------
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.”