March 2010 Archives

On Sunday afternoon a JetBlue Airbus A320 (N646JB) departed JFK for Long Beach. The aircraft later returned to JFK after the airline announced that the aircraft had hit birds on climb out. That was later updated to hail, and later again diagnosing the cause of the early return as a tail strike on departure from runway 22R.

Sometime between the announcement of birds and the tail strike, the hail was the official story and it reminded me something Boeing Commercial Airplanes CEO, Jim Albaugh, said during the media roundtable two weeks ago week. He mentioned that composites scaled up much better than they scaled down. I asked why that was and if it was related to the pace of manufacturing. I was surprised to find out it had more to do with hail and other impacts. Here's his reply:

It's really not the ability to build. Composites are very strong, and we have sized the composite wing of the 787 to have the strength necessary to lift the airplane, but also resist impact - hail, mechanical impacts - start scaling it down and you have to have the same thickness for a smaller airplane that you have on a bigger airplane, not because of the stresses caused by lift, its really the impact of hail, equipment impacting the wings, you really don't get the efficiency scaling down right now, you get the efficiency scaling up.

In a high cycle environment where the aircraft is on the ground more frequently during the day being serviced, loaded and unloaded for flight, the chances of ground service equipment hitting the airframe goes up. It sheds some interesting light about the challenges for designing the future narrowbody replacements.

On Tuesday morning, I'll start a two day visit to Pratt & Whitney in Hartford, Connecticut. The first day is a day-long course on engine technology called Engines 101. The course is a primer on engine technology and the underlying fundamentals of powering aircraft, rotorcraft and spacecraft. One way to learn more about how engines work is to learn about what happens when they don't. This week's Movie Monday, Turbofan Jet Engine Failure Recognition, takes a close look the conditions and pilot response to troublesome engines. The training film runs 20min. Enjoy!

Boeing has completed the 150% ultimate load test on the 787 static test airframe - ZY997 - inside the 40-23 Building of the company's Everett factory, the company confirms.

LAN Airlines has confirmed that it plans to accelerate delivery of its first 787 from 2014 to the second quarter of 2011. 

Boeing is investigating an unexpected buffet in the inboard flaps of the 747-8F, a design issue that may prompt a costly redesign and put significant pressure on the flight test schedule.

The buffet was first discovered following the first flight of the 747-8F on February 8th, when the aircraft extended its flaps to the maximum setting of 30 with the landing gear fully extended, say program sources.

Two independent program sources say landings with flaps set to 30 are being avoided until the issue is addressed.

Boeing confirmed the flaps 30 buffet, saying: "It is a discovery we are addressing. We expect to have discoveries during the tests and we then address them in due course. This is the nature of testing. It is the fundamental reason why we conduct a thorough flight-test program. You find issues and resolve them."

The buffet, which has been described as "very apparent", has been traced to disruptive air flow coming off of the outboard landing gear doors.

Boeing ruled out a problem unique to RC501, the first 747-8F, as the same flap buffet was duplicated on RC522's March 15th first flight.

The second 747-8F test aircraft, RC521- the third to fly - made its maiden flight on March 17th.

The flaps on the 747-8F are one of the major aerodynamic changes incorporated into the latest version of Boeing's jumbo jet, with the outboard flaps single-slotted and inboard double-slotted.

By comparison, says one program source, the 747-400's flaps were triple-slotted allowing turbulent air to pass through; however, the single and double-slotted flaps provide "a lot more surface to cause a turbulent layer to form".

Unexpected structural buffet on aircraft surfaces can be common during flight testing, though the solution may vary from vortex generators to redirect the airflow or even a complete re-design of the disruptive part.

During the 777's flight test program in 1994, Boeing found the 777 discovered the aircraft's nose landing gear doors buffeted wildly when opening and closing at speed, prompting the installation of metal baffles in the nose landing gear well to redirect the airflow.

Boeing has devoted one of the three 747-8F test aircraft to addressing the flap buffet.

On March 22nd Boeing began flying RC522 with the outboard landing gear doors removed to assess the impact at the flaps 30 setting. The early flight tests confirmed that the source of the buffet was disruptive air flow from the landing gear doors. On March 23rd, RC522 flew with the upper portion of the outboard gear door re-attached.

Boeing is considering several solutions to the problem. One option involves reducing the flap extension to from 30 to 27. However, decreasing the maximum flap setting could raise the landing speed of the 747-8.

The airframer has ruled out installing vortex generators on the inboard flaps to redirect the airflow, program sources say. The over-wing emergency escape slides on the 747-8I passenger variant could tear on the vortex generators.

The final impact of the 747-8F flap buffet is yet unclear. Sources say that without a final low-speed configuration, the aircraft cannot conduct community noise evaluations.

While RC522 is assigned to resolve the flaps 30 buffet, RC501 conducted variable center of gravity stalls. RC521 remains in post-first flight layup at Boeing Field.

Boeing is targeting the fourth quarter for certification and first delivery of the 747-8F to Luxembourg-based Cargolux, following a 1,600h flight test period and 2,100h of ground testing.

UPDATE 5:36 PM ET: Boeing confirms that the ultimate load test is scheduled for Sunday, March 28th in the 40-23 Building of the Everett Factory. The company says that "testing is dynamic" and that March 28th date could change, adding that "We are not currently planning on breaking the wing."

It is not without a touch of irony that today's Movie Monday (planned severals weeks ago) falls during the British Airways cabin crew strike. The week's edition, titled A Tale of Two Jumbos, tracks eight days in the life of two British Airways 747-200 (G-BDXG & G-BDXE). The film begins as XG is being towed into a maintenance hangar at Heathrow at the same time XE is being prepared for departure to Johannesburg via Nairobi. The Heathrow to Johannesburg route was the first in the world served with a jet aircraft in May 1952. The operations of the two aircraft takes you behind the scenes of British Airways in the 1980s both inside the hangar and on routes across the planet.

I had an opportunity on Wednesday to participate in an hour-long media roundtable with Boeing Commercial Airplanes CEO James Albaugh, that turned into a wide-ranging conversation about the future of the company's commercial aircraft business. In addition to 737, 777 and 787, we discussed the future of the tanker and the potential for an ITAR line for the 767, production rates, China's capability as an aircraft manufacturer, the future of the relationship with SPEEA and IAM, engine exclusivity and the future of Charleston.

July's Farnborough Air Show is likely to feature a pair of new Boeing aircraft, says a report by Andrew Doyle, Flightglobal's head of content. Naturally, a visit by 787 and 747-8F is dependent on the state of the flight test programs, but there's certainly a strong desire to bring one or both of the aircraft to this summer's show.

The 787, which had its long-delayed first flight in mid-December, could spend as long as a day and a half at the show, marking the all-composite twinjet's first appearance at an international air show, say industry sources familiar with the plans.

Since last summer, Air Berlin has been rumored to be a likely candidate for canceling part of its 787 order. Today, the German carrier announced it has canceled 10 of 25 firm 787s it had on order, as well as an additional 5 options.If 787 profitability concerns are at the forefront of Mr. Albaugh's thinking, a cancellation could provide an opportunity for Boeing to re-negotiate prices with existing customers that want to move up in the delivery stream, while making way in the backlog for better pricing with future customers. 

This week's Movie Monday takes an early 90s look at the General Dynamics F-111 Aardvark. After watching the final public displays of the Royal Australian Air Force F-111s in Singapore in February, I was interested to delve into the history of this aircraft. 

I've received about a dozen emails this week asking me what ZA004 has been up to since its February 25th first flight. Here's the latest: Also, I'll have a complete month three 787 flight test update on (or around) March 15th, along with a "Better Know a Dreamliner" post about ZA003 before first flight on Sunday.

Photo Credit Andrew Sieber

Once upon a time, before a single 787 barrel had been wrapped, Boeing let itself dream big about the future of the 737. Not to say that the big dreaming stopped, but it was just over taken by the engineering need on 787 and a massively growing 737 backlog between 2006-2008 that pushed the need for a replacement to the early part of the next decade.

According to industrial sources, Boeing has accelerated the pace of the 737RS study effort and even plans to make its initial pass on prospective supplier teams by mid-2006. The RS/Y1 concept is based around an all-composite 787-like structure, fly-by-wire, more-electric system architecture, EVS-integrated avionics flightdeck, and a cabin cross-section "wider than A320". Aerodynamic improvements include a longer span wing, single-slotted flaps, raked and blended-winglet wingtip options, blended fin root and 787-like Section 41 (nose and flightdeck).

Airbus launched its own NSR (new single aisle replacement) study and reached similar conclusions about what a 2012 narrowbody replacement could provide for gains in efficiency.

Initial results from both NSR and RS/Y1 studies have, apparently, been less than stellar. Acting completely independently, the two studies have come up with similar results for their individual concepts, which fall far short of the ideal targets set for the 2012 timeframe airliner.

Airbus NSR Phase 1 results, for example, are believed to have indicated that if all the advanced technology (available and considered mature and sufficiently low-risk for entry into service in 2012) was poured into the aircraft, the best specific fuel consumption reduction would be 4%, the best operating cost reduction 3% and the best emissions reduction would be 5%. The numbers are also said to be within 0.5-1% for all parameters for the initial phases of Boeing's RS/Y1.

These results therefore mean the aggregate benefit of all the combined results indicates a maximum efficiency improvement of only around 9-10% over the current A320/737 models. Given the estimated $7 billion development pricetag (airframe, systems and engine technology) involved in the NSR, insiders say Airbus in particular is asking if the venture is "too much, too soon".

Then, like now, the engine technology was the driving factor in getting narrowbody efficiency gains of 20%. However, as Boeing and Airbus target 15% improvement with re-engined 737s and A320s, next generation engine technology found in the LEAP-X, PW1000G and RB285 has provided a 50% boost in efficiency expectations from the RS/Y1 & NSR original studies. 

After more than a year of calls for cutting production of narrowbody aircraft, Airbus and Boeing are headed in the opposite direction. Airbus announced Tuesday that it will increase rates on A320 starting in December, going from 34 to 36 aircraft per month and Boeing Commercial Airplanes CEO, Jim Albaugh, says that a decision will be made in April and this summer on 777 and 737 rates, respectively.

Just in case you were worried that there weren't enough 70-100-seat commercial aircraft being offered in the next decade, a newly funded and resurrected Fokker Aircraft is hoping to join the fray with a next generation F-100 and F-70. 

Last year, I managed to catch the last 10 minutes of this week's Movie Monday. After seeing that last bit of Inside American Airlines - A Week in The Life, I scoured the internet in search of the program. I was less than successful. Though a huge hat tip goes to AirShowFan for the find. 

The second 787 test aircraft (ZA002) is leaving the nest as early as Tuesday, headed to Southern California Logistics Airport in Victorville, California about 50mi outside of Los Angeles. This will be the first out of state trip for 787 Flight Test after more than two and a half months of testing at airports in Washington. 

Boeing will shift control of its fleet of four modified 747-400 large cargo freighters or 'Dreamlifters' to Atlas Air Worldwide Holdings as part of a compensation deal in the wake of delays incurred by the airframer's 747-8 program, sources close to the agreement confirm.

Atlas would not "confirm nor deny" that the nine-year Dreamlifter deal is part of compensation package for its delayed order for 747-8F aircraft, now scheduled to begin delivery in early 2011.

The carrier emphasizes that the outsourcing model which Atlas operates under creates a "cost-effective" operation for operating the Dreamlifters on worldwide operations.

Atlas, which is the largest customer for the 747-8F, holds orders for 12 of the 76 freighter aircraft Boeing has on order.

Atlas originally planned to take delivery six 747-8Fs in 2010 and the remaining six in 2011. Now deliveries will be completed during the first half of 2013, says Ed McGarvey, vice president and treasurer of Atlas Air Worldwide Holdings.

Boeing has incurred more than a year of delays on its 747-8 program after design changes and supply chain woes stalled the development of the company's largest aircraft.

Boeing declines to "publicly share the ins-and-outs" of the contract, but is not offering an explicit denial that the deal was part of a compensation package related to the 747-8F.

As part of the operational agreement, Boeing will retain ownership of the Dreamlifter fleet, and handle certain costs such as fuel, while Atlas pilots and crews will operate the aircraft.

Atlas says at this point it doesn't believe it will need to add any additional pilots to operate the Dreamlifters, as the aircraft is largely based on the 747-400. The company currently employs roughly 650 747-400 pilots, but does acknowledge some crew will need "differences training" to operate the modified Dreamlifter.

Starting in September, Atlas will assume control of the Dreamlifter cargo flights from Everegreen International Airlines, which won a contract from Boeing for the operation in December 2005. Evergreen inaugurated its Dreamlifter flights in August 2007.

Evergreen was formally notified of the contract cancellation on 2 March, but Boeing offered no explanation for the abrupt termination, says Tim Wahlberg, chairman of holding company Evergreen International Aviation.

He adds that Boeing informed the airline of a "best value" review it was conducting as a part of normal business, and to "not worry about it" as Everegreen was "doing a great job".

"I can't even tell you how disappointed we are," says Wahlberg, who adds that 75 pilots, mechanics and ground crew supporting the Dreamlifter operations will be difficult to retain.

Wahlberg says Everegreen, which achieved 93% on-time performance with the Dreamlifter, will bid to operate the aircraft again at the end of Atlas' nine-year contract.

Wahlberg adds that Evergreen beat Atlas Air during the initial 2005 bid for the contract.

At the time Evergreen assumed control in 2007, the contract life was 20 years, renewable every five years over the life of the 787 program.

The four aircraft, which were specially modified in Taiwan from passenger 747-400 aircraft, are the backbone of the 787's global supply chain, ferrying over-sized structural components and tooling between Asia, Europe and the USA to integration and final assembly sites.

At Darwin Airport in Northern Territory, Australia an Airbus A340-300 has been undergoing flight testing since the February 21st. The curious arrival of the aircraft - MSN001 (F-WWAI) - was noted by the Northern Territory News under the headline A340 arrives in Top End for ice testing, stating that the aircraft is "being put through its paces in the Territory after a major air disaster off the coast of South America."

The article then goes on to state that the aircraft is "testing new engines at high altitude", citing an industry source. While the article begins to draw a link to the testing in Darwin to the A330-200 Air France 447 crash in June, the relationship is anything but clear. This particular A340-300 is powered by four CFM56-5C engines while Air France's fleet of A330-200s are powered by two General Electric CF6-80E1.

An Airliners.net photo of F-WWAI arriving in Darwin on February 21st provides an interesting clue. Mounted on the partially painted nosecone are two red protrusions, and a third just aft of the cone, that appear to be external sensors.

Much of the discussion regarding Air France 447 has been related to the A330/A340's pitot tubes and sensors potentially returning bad airspeed data under certain icing conditions.

At first glance, engine icing tests appear far less likely in this case if the purpose of the A340's testing is related to Air France 447, especially when matched against the new hardware installed on the front of the aircraft.

I've put in a formal query with Airbus about the A340-300 testing in Darwin and will update this post with additional information as it becomes available.

I'm a big believer in anniversaries and birthdays, recognizing the accumulation of years, especially in aviation, is an important way to mark the passage of time and technological progress. Today is one of those days. Forty-one years ago, the Concorde (F-WTSS) prototype - one of two built - made its first flight from Toulouse on March 2, 1969. I found the original raw footage on Youtube in its original French. For those of us who don't speak French (like myself), the action begins around 55 seconds. Enjoy!

With June set for firming the configuration of the 787-9, Boeing is taking major strides to incorporate what it has learned on testing the 787-8 in the air and on the ground to optimize the aircraft. The first 787-9 was initially intended to be Airplane 88, which later became Airplane 109 and now stands at Airplane 139 (ZB001). The first 787-9 will be delivered to Air New Zealand at the end of 2013.

Saturday, February 27th would have been the 100th birthday of Clarence "Kelly" Johnson, leader of Lockheed Skunk Works, who was responsible for the design of iconic aircraft like the SR-71 Blackbird, P-38 Lightning, F-80 Shooting Star, U-2 Dragon Lady and the family of Constellation propliners. His extraordinary accomplishments are an encyclopedia of aviation history and twice earned him the Collier Trophy. Air and Space magazine also looked back on his storied career in an extensive feature that takes a close look at many of his projects.