In mid-May, Boeing 787 Vice President and General Manager Pat Shanahan expected the crucial power-on milestone to be a "photo finish" for Dreamliner One, but affirmed the milestone was "on track" for the end of June. With the end of June just three and a half weeks away, the final path to 787 power-on is in sight.According to program sources familiar with the schedule, the "photo finish" assessment is apt with the pace of working tracking closely to, or narrowly behind, where it needs to be, though major progress for Dreamliner One has picked up in recent weeks.
Power-on, according to several 787 program sources, is targeted for the middle of this month, though Boeing has built in a buffer to utilize the entire month of June for preparations if needed.
David Hess, President of Hamilton Sundstrand told a group of reporters, including FlightBlogger, visiting its Rockford, Il facility earlier this week that, "The power-on software is done and delivered, [Boeing's] got 100% of the hardware and software they need for power on."
"I fully expect [Boeing] to achieve that milestone by the end of the month," Hess declared.
According to Hamilton Sundstrand, the " full-up red label" power-on software build was delivered May 28. On the same day, Hamilton Sundstrand also delivered the first "blue label" Safety of Flight software build for additional lab testing to Boeing.
The power-on software differs from the Safety of Flight software because the power-on software is only intended for us in ground testing and does not require equipment such as the engines to be installed. Hamilton Sundstrand anticipates further changes to the Safety of Flight software as it matures in preparation for first flight. The more finalized Safety of Flight software build is to be delivered to Boeing in the next 30 days.
Hess added that for Hamilton Sundstrand, the pacing item continues to be software development, though progress was steady.
"A month ago Boeing was pretty uncomfortable with the risk levels as they looked at our schedules as to what we had to get done. Not that we were delaying the program, but if they look out ahead of us, they had some concerns in terms of the risk levels and the amount of software work we had complete in the coming months. Now we've since had reviews with them, shown them schedules, and I think they're, and I wouldn't say comfortable, but I think we've shown them a plan that supports their program and we're executing the plan."
Shanahan told reporters in mid-May that at the time he was still waiting on items from Hamilton Sundstrand for Dreamliner One.
"I told my friend Mr. Hess, I'll give you the best meal you've ever had if you get [the power supply] to me by the end of June", Shanahan said of Hess.
Hess tells FlightBlogger that he and Shanahan had been exchanging emails in recent days regarding their deal and that, "it was time for Pat to get out his wallet."
CONTINUED BELOW
Progress for ZA001
As the 787 continues on its path to power-on vital assembly milestones are being accomplished in Everett. According to a program source close to work being completed on Dreamliner One, the aircraft has recently received its flight deck, including its five 15-inch liquid crystal displays, electronic flight bags, overhead panel, and bulkhead. The source added that the flight deck was, "basically complete minus the chairs."
When discussing the 787 flight deck completion, a veteran Boeing engineer jokingly speculated the seats might not be entirely necessary, telling FlightBlogger that, "Company folklore has it that when the 727 made its first flight, the pilots were basically sitting on milk crates." Adding that it's, "Probably an urban legend."
As work toward power-on progresses, continuity testing of the electrical current return network is now underway in Everett on Dreamliner One's electrical system. The goal is to ensure the 60 miles of wiring is properly connected before activating power for the first time.
Flipping the Switch
When power-on testing gets under way, the cold and dark flight deck will come alive when the battery switch on the left side of the overhead panel is pressed for the first time. This moment, in essence, is the first beat of the aircraft's heart.
Once that switch is pressed the 787s onboard bus power units will come online, allowing a checkout process for the overall status of the aircraft. Initially, the minimum amount of flight deck displays will be illuminated to diagnose the health of the aircraft.
The aircraft's circuit breakers will almost all be open at the time power is first applied, then closed one system at a time to validate the flow of electricity across the aircraft before moving to the next.
Shanahan detailed the importance of these first steps for power-on during his mid-May media briefing.
"We'll have a good understanding of how well we've done systems integration and it's really at that point we understand what kind of airplane we have and a bunch of risk gets retired.
"So, if you called up July first and said, "Pat, how's it going? What do you know about this airplane?" I'll know significant amount more about the airplane and our ability to meet schedule on July first. We'll have taken all our work in the lab and put it in one airplane, so it's a big deal for us."
Image Credit FlightBlogger - 787 overhead panel mock-up at the Dreamliner Gallery
Very exciting! Can't wait for that moment to come!
Jon, thank you for your efforts. I look forward to reading your posts each day.
This blog frequently reads like a Boeing commercial.
I don't think Boeing would share your assessment…
It's amazing that some people would post that this blog reads like a Boeing comercial! I've been following this blog for a while and since I can remember it was a 787 blog, later also applied to the A380. This is purely information about a plane (in this case the 787) as it was for the A380 in other posts. Why it has to be this way with people all the time? Give us a break!! This is not politics. If you don't like it, fine. I'm really happy with the way Jon is putting his time and eforts so that we might have an idea about what's going on with this plane and others. After all, none of us can change the actual outcome with the planes themselves.
Just needed to put my two cents!!
Jon reports the facts and educates without the spin of most other sources, please... tell me which part of this article reads like a Boeing commercial? I am a huge Airbus fan, yet I love Jon's site and his info about the 787. The 787 will be a great plane when it enters service.
Jon recently gave us lots of pages and pictures about Airbus, and this site performs an excellent service fairly and accurately. It is a pleasure to get so much information from his efforts, no matter which manufacturer. It is not possible for the public to be kept informed of the manufacturing challenges in the industry without the efforts of someone like Jon to share the information. Well done!
If you don't like Jon's blog, don't come again bothering us with your silly comments.
Jon
One of the new technologies on the 787 is the z-axis damping. Does H/S do the integration on this? Is another vendor involved? Does this feature need to be fully functional before first flight? With appreciation to Flight magazine and Flight Global.
Power on will be a great if late milestone.
A question please!
Much has been made on some sites about the electric braking system.
Does anyone know what the back up is to this other than reverse thrust?
Just wondering what happens if a circuit breaker trips during a rejected take-off or during landing.
JE, to my understanding the z-axis dampening (gust alleviation) is part of the flight control software made by Honeywell. H/S doesn't do integration on this, just the power and environmental control system. I would imagine it's a central part of the flight control system software and will fly for first flight. Boeing borrowed a AA 777 to test the flight control software including the gust alleviation system a while back, so one would assume it will be an active feature in the FCS when 787 flies for the first time.
Andrew, as far as the breaking system goes, I'm sure there are multiple redundancies on those circuit breakers for exactly the eventuality you specified. Though I'm not sure of specifics. I'll defer to one of the many Boeing engineers and mechanics who frequent this blog to better answer the question than I did.
Or if they feel more comfortable, I'm happy to serve as the relay for that answer via flightblogger (at) gmail (dot) com.
Onward,
Jon
Refering to a recent Dreamliner thread on airliners.net:
Does anybody know the current status of the 787's brakes?
My understanding is that electric brakes have only ever been tested as prototypes on much smaller aircraft?
Reffering to a recent Dreamliner thread on airliners.net:
Does anybody know the current status of the 787's brakes?
My understanding is that electric brakes have only ever been tested as prototypes on much smaller aircraft?
Power On is scheduled for Monday, 9 June at 6:30am
Messier-bugatti tested an electrical brake system on an Airbus 340-600 earlier this year.
see:
http://www.le-webmag.com/article.php3?id_article=204&lang=en
My understanding from previous releases by Messier-bugatti is that they were going to test the 787 brake system on an Airbus testbed.
see the last paragraph of the second page:
http://www.messier-bugattiusa.com/IMG/pdf/elecbrake.pdf
I don't know for sure that the tests on the A340 used the B787 brake system, but it would appear that way to my untrained eye.
On the brakes --- Goodrich is providing them and no evidence of full scale A/C testing, so LN1 may be it. Scary.
Seems the whole plane is just a concept vehicle with a long list of ideas that may not work or may not work together. Rather foolish for Boeing to push it into production without knowng more.
To (patrly) answer andrew's query.
The braking system will, if it follows standard practice, be dual channel with electrical power supplied via independent busses. Also, in the vent of a complet eloss of teh brakes, the thrust reversers and spoilers are considered part of the deceleration system. A complet loss of brakes might therefore be HAZARDOUS, but NOT CATASTROPHIC (under CS25/FAR25 definitions)