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#11
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Boeing Reschedules Initial 787 Dreamliner Deliveries and First Flight
On Thu, 11 Oct 2007 22:41:28 GMT, Larry Dighera wrote:
On Thu, 11 Oct 2007 14:27:37 -0700, wrote in . com: On Oct 11, 2:23 pm, Larry Dighera wrote: On Thu, 11 Oct 2007 12:43:43 -0700, wrote in . com: None... the whistle blower has nothing to do with it. The delays are all due to systems integration problems... What is your source for that information? Here's one article: http://www.thenewstribune.com/busine...ry/176438.html Of course, it could just be a Boeing "cover story." What do you know about Weldon? His comment to the FAA sounds like he was unhappy with the lack of regard Boeing showed his engineering analysis, and when he retired... "Retired"? Not hardly. "Weldon was fired in July 2006. He alleged in a whistle-blower complaint with the U.S. Occupational Safety and Health Administration (OSHA) that the firing was 'retaliation for raising concerns throughout the last two years of his employment about the crashworthiness of the 787.' "But according to a summary of OSHA's findings, Boeing told investigators Weldon was fired for threatening a supervisor, specifically for stating he wanted to hang the African-American executive 'on a meat hook' and that he 'wouldn't mind' seeing a noose around the executive's neck." http://archives.seattletimes.nwsourc...&date=20070918 Ron Wanttaja |
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Boeing Reschedules Initial 787 Dreamliner Deliveries and First Flight
On Oct 11, 4:41 pm, Larry Dighera wrote:
On Thu, 11 Oct 2007 14:27:37 -0700, wrote in . com: On Oct 11, 2:23 pm, Larry Dighera wrote: On Thu, 11 Oct 2007 12:43:43 -0700, wrote in . com: None... the whistle blower has nothing to do with it. The delays are all due to systems integration problems... What is your source for that information? Friends (former co-workers) who work on the 787 program at Boeing. I have known that this was coming for about a year now, so I wasn't at all surprised by the announcement. What do you know about Weldon? His comment to the FAA sounds like he was unhappy with the lack of regard Boeing showed his engineering analysis, and when he retired, he sold his name and knowledge to Alcoa marketing. After all, if Boeing re-defines the jetliner as being of composite construction, aluminum foundries stand to lose a substantial portion of their market. Is his comment genuine or just underhanded aluminum industry propaganda? I don't know anything about Weldon. He worked in a completely different part of the company (military) than I did (commercial), and in a different discipline. Personally, I think that it sounds like he has an axe to grind, and that he has a different opinion than other experienced engineers at Boeing. There are too many good engineers there for a bunch of them to go along with a party line if they felt there was a legitimate saftey issue. Dean |
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Boeing Reschedules Initial 787 Dreamliner Deliveries and First Flight
("Larry Dighera" wrote)
snips There are a number of points raised in Weldon's comment: 1. The large number of failure modes for the relatively brittle composite structure used in the 787. 2. The difficulty in testing the composite structure used in the 787. 6. The sensitivity to hot/wet and freeze/thaw conditions an through-thickness crack growth that represent fatigue-like failure modes thought to be nonexistent in composites. 7. Visually undetectable impact caused micro-cracking as might occur with hail damage. Sounds like just what the Dr. ordered... From yesterday's e-Hotline (EAA eHotline Volume 7 Number 49) NANOTUBES DETECT, REPAIR WING DAMAGE "Adding even a small amount of carbon "nanotubes" can go a long way toward enhancing the strength, integrity, and safety of composite structures, according to a new study at Rensselaer Polytechnic Institute, New York. Researchers there have developed a simple new technique for identifying and repairing small, potentially dangerous cracks in high-performance aircraft wings and many other composite structures. By infusing the polymer with electrically conductive carbon nanotubes and monitoring the electrical resistance at different points in the structure, Professor Nikhil Koratkar, who developed the method, can pinpoint the location and length of even the tiniest stress-induced crack." A more detailed story from Science Daily: Oct 4, 2007 http://www.sciencedaily.com/releases/2007/09/070927132550.htm The majority of failures in any engineered structure are generally due to fatigue-induced microcracks that spread to dangerous proportions and eventually jeopardize the structure's integrity, Koratkar said. His research is looking to solve this problem with an elegant solution that allows for real-time diagnostics and no additional or expensive equipment. Koratkar's team made a structure from common epoxy, the kind used to make everything from the lightweight frames of fighter jet wings to countless devices and components used in manufacturing and industry, but added enough multi-walled carbon nanotubes to comprise 1 percent of the structure's total weight. The team mechanically mixed the liquid epoxy to ensure the carbon nanotubes were properly dispersed throughout the structure as it dried in a mold. The researchers also introduced into the structure a series of wires in the form of a grid, which can be used to measure electrical resistance and also apply control voltages to the structure. By sending a small amount of electricity through the carbon nanotubes, the research team was able to measure the electrical resistance between any two points on the wire grid. They then created a tiny crack in the structure, and measured the electrical resistance between the two nearest grid points. Because the electrical current now had to travel around the crack to get from one point to another, the electrical resistance - the difficulty electricity faces when moving from one place to the next - increased. The longer the crack grew, the higher the electrical resistance between the two points increased. Plus, Koratkar's system features a built-in repair kit. When a crack is detected, Koratkar can increase the voltage going through the carbon nanotubes at a particular point in the grid. This extra voltage creates heat, which in turn melts a commercially available healing agent that was mixed into the epoxy. The melted healing agent flows into the crack and cools down, effectively curing the crack. Koratkar shows that these mended structures are about 70 percent as strong as the original, uncracked structure - strong enough to prevent a complete, or catastrophic, structural failure. This method is an effective way to combat both microcracks, as well as a less-common form of structural damage called delamination. "What's novel about this application is that we're using carbon nanotubes not just to detect the crack, but also to heal the crack," he said. "We use the nanotubes to create localized heat, which melts the healing agent, and that's what cures the crack." Montblack https://secure.eaa.org/ehotline/subscribe.html |
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Boeing Reschedules Initial 787 Dreamliner Deliveries and First Flight
("Ron Wanttaja" wrote)
"But according to a summary of OSHA's findings, Boeing told investigators Weldon was fired for threatening a supervisor, specifically for stating he wanted to hang the African-American executive 'on a meat hook' and that he 'wouldn't mind' seeing a noose around the executive's neck." Brings immediately to mind (4) movies: 1. On the Waterfront (1953) 2. The Ox-Bow Incident (1943) NAC (Necessary Aviation Content) movies: 1. Goodfellas (1990) ...post Lufthansa/JFK-heist freezer scene 2. Airplane! (1980) Hanging Lady: "Nervous?" Ted Striker: "Yes." Hanging Lady: "First time?" Ted Striker: "No, I've been nervous lots of times." Montblack! "So there." |
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Boeing Reschedules Initial 787 Dreamliner Deliveries and FirstFlight
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Boeing Reschedules Initial 787 Dreamliner Deliveries and First Flight
On Oct 10, 10:18 pm, Kingfish wrote:
On Oct 10, 9:01 pm, Larry Dighera wrote: One wonders how much the setbacks in Boeing's 787 program are a result of the whistle-blowing former Boeing engineer's comments to the FAA citing shortcuts and unsound engineering decisions for the 787. Here's the link to the document:http://seattletimes.nwsource.com/ABP...2003889769.pdf Regardless of the alleged whistle blowing, program delays don't surprise me considering the complexity of 787. They need Revell or Monogram to fix the plastic airframe issues, until then I'm sticking with Airbus..JG |
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Boeing Reschedules Initial 787 Dreamliner Deliveries and First Flight
The Boeing Company http://www.boeing.com/news/releases/index.html
Boeing Revises 787 First Flight and Delivery Plans; Adds Schedule Margin to Reduce Risk of Further Delays * First flight moved into fourth-quarter 2008; deliveries to begin third-quarter 2009 * Production plan now targets approximately 25 787 deliveries in 2009 * Company expresses confidence in plans; will work closely with customers to minimize disruption * No change to 2008 earnings guidance; strong 2009 EPS growth still expected EVERETT, Wash., April 09, 2008 -- Boeing [NYSE: BA] today announced a revised plan for first flight and initial deliveries of the 787 Dreamliner that includes additional schedule margin to reduce risk of further delays on the program. While significant progress has been made assembling Airplane #1, first flight is being rescheduled due to slower than expected completion of work that traveled from supplier facilities into Boeing's final assembly line, unanticipated rework, and the addition of margin into the testing schedule. The new delivery schedule is based on a more conservative production plan developed with the 787 partner team. That schedule now targets approximately 25 deliveries in 2009. First flight of the all-new airplane will move into the fourth quarter of this year rather than the end of the second quarter, and first delivery is now planned for the third quarter of 2009 instead of first quarter. Company officials expressed confidence in the new plan and the steps being taken to accelerate program performance. "Over the past few months, we have taken strong actions to confront and overcome start-up issues on the program, and we have made solid progress," said Boeing Commercial Airplanes President and CEO Scott Carson. "Nevertheless, the traveled work situation and some unanticipated rework have prevented us from hitting the milestones we laid out in January. Our revised schedule is built upon an achievable, high-confidence plan for getting us to our power-on and first-flight milestones. Also, while the fundamental technologies and design of the 787 remain sound, we have inserted some additional schedule margin for dealing with other issues we may uncover in testing prior to first flight and in the flight test program." The company said in January it would be conducting a comprehensive assessment of its supply chain and production system capabilities to determine the details of the 787's flight test program and initial delivery profile. As a result of that assessment, the first-year delivery plan announced today will be followed by a more gradual ramp up to full-rate production than previously planned. "We deeply regret the disruption and disappointment these changes will cause for our customers, and we will work closely with each of them to minimize the impact," said Carson. "We have taken significant action to improve supply chain and production system performance, such as our investment in Global Aeronautica, but based on our assessment, the prudent course is to proceed with a more gradual ramp up to full-rate production." Pat Shanahan, 787 vice president and program manager, echoed Carson's comments about the progress being made in 787 factories. "The work that remains to be done on Airplane #1 is well defined, and we can see our way to -- and have confidence in -- the new mil estones we have set for it," said Shanahan. "We have addressed the major challenges that slowed our progress while trying to complete the primary structure -- the parts shortages, engineering changes, and manufacturing changes -- and we are well into the systems installation that is the precursor to putting power on the airplane for the first time. We have also worked closely with our partners to achieve higher levels of completion of their parts of subsequent airplanes, and we will continue to drive improvements in the supply chain and production system performance," he said. For tracking program progress, Shanahan outlined a series of milestones that will occur before June 30: 787 static and fatigue structural test airplanes will move to their testing locations; Airplanes #3 and #4 will enter final assembly; hardware airworthiness qualifications will be complete; and power on will be achieved. Shanahan also said the program has changed the timing of the introduction of two 787 derivatives. The 787-9, a larger variant of the airplane, will be the first derivative of the baseline 787 with delivery planned for early 2012. The 787-3, a shorter-range model previously slated to deliver in 2010, will now become the second derivative of the airplane family. While research and development costs will likely increase as a result of the 787 schedule change, Boeing expects no change to 2008 earnings guidance. The company continues to expect strong earnings per share growth in 2009 and will provide complete 2009 financial guidance when it holds its first-quarter 2008 earnings conference call later this month. The outlook for the company's defense business and in-production commercial airplane programs remains strong. Boeing will hold a conference call http://phx.corporate-ir.net/playerlink.zhtml?c=85482&s=wm&e=1814923 with Scott Carson and Pat Shanahan to discuss the 787 program today at 11:00 a.m. EDT, 8:00 a.m., PDT. |
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Boeing Reschedules Initial 787 Dreamliner Deliveries and FirstFlight
Boeing press release snipped
Personally, I think that this is the right move to make if there is a design problem with the wing box. That is the most critical structural area on the airplane, and an in-flight failure of the wing box would be a complete disaster. This is the first all-composite commercial airliner ever designed and built. It absolutely needs to be done right. I'm sure that the structural engineers took their best shot at the initial design, but then realized after testing the initial units that were produced that something was inadequate and needed to be fixed. If engineering was easy and could be done without a degree of trial and error, anybody with a high school diploma could do it! On a development program like this, every group is racing to get their stuff done on time, and at the very least ahead of the slowest group. You never want to be the part of the effort that causes the delay, it's not fun! It's like the old joke about hikers running from a grizzly bear. They can't outrun the bear, but they only need to outrun the slowest hiker... Fortunately on the 777, we managed to pull everything together on time. The 787 is more challenging than the 777 for a number of reasons, and unfortunately they are behind schedule. I guarantee that there will be a "lessons learned" document that come out after this project that is pretty hefty. Dean |
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Boeing Reschedules Initial 787 Dreamliner Deliveries and First Flight
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#20
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787 Dreamliner Power On Sequence Underway (Was: Boeing Reschedules Initial 787 Dreamliner Deliveries and First Flight)
http://www.newairplane.com/787/en-US...eves787PowerOn Everett, Washington, June 20, 2008 Boeing Achieves 787 Power On The Boeing Company has completed the Power On sequence for the first 787 Dreamliner, marking the completion of the next major milestone on the path to first flight later this year. Power On is a complex series of tasks and tests that bring electrical power into the airplane and begin to exercise the use of the electrical systems. The 787 is a more-electric airplane with the pneumatic, or bleed air, system being totally replaced by electronics. "The team has made great progress in bringing the bold innovation of the 787 to reality," said Pat Shanahan, vice president and general manager of the 787 program. "There is plenty of work to be done between now and the first flight, but with every step forward we grow more and more confident." The power On sequence began in early June with a series of pretest continuity checks to verify that the wiring installed in the airplane had been connected properly. Upon completion of those checks, the Boeing team plugged in an external power cart and slowly began to bring full power into each segment of the system, beginning with the flight deck displays. From that point forward, the pilot's controls were used to direct the addition of new systems to the power grid. At each step of the testing, power is allowed to flow into one additional area and gauges are used to verify that the right level of electrical power is reached the intended area. "We are very methodical in ensuring the integrity of the airplane's systems," said Shanahan. "In completing the Power On sequence, we have verified both that the electrical power distribution system is installed as designed and that it functions as intended." An inside look at the Power On testing sequence will be featured on www.boeing.com and newairplane.com beginning Monday at 5 a.m. PDT. |
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