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Aviation History
1999
1999 - 1500.PDF
FLIGHT TEST Steel brakes proved robust during taxiing while (right) the bucket-type thrust reversers on the BR 715 are cleared for ground operations feels as up to date as that of Boeing's larger and more expensive 777. Before flying the 717,1 spent some time in an MD-11 fixed-base simulator with Tim Dineen, deputy chief experimental test pilot. I was able to familiarise myself with the operation of the autoflight and flight management systems. Although developed from those in the MD-11, the 717's systems are similar to those on other Boeing aircraft. While there are some differ ences, any pilot moving from another "glass- cockpit" aircraft would have little difficulty in mastering their operation. I was able to fly the first production 717-2 00, N717XD, with 21,0001b-thrust BR715 engines. Painted in AirTran colours, "P-l" has been used to develop cabin interiors and sound dampening. Zero fuel weight of the aircraft was 31,600kg (69,7001b). With 4,900kg of Jet-A fuel, the aircraft's take-off weight would be 36,500kg, well under its maximum of 54,900kg. After a thorough preflight briefing, Dineen and I walked around the aircraft at Long Beach. Even though the Sundstrand APS2100 auxil iary power unit (APU) was running, we were able to carry on a normal conversation as he pointed out some of the 717's features. All cargo doors are accessible from ramp level without the use of stands or loaders. The preflight was straightforward and accomplished in minutes. We entered the aircraft via its self-contained forward airstair. Ralph Luczak, Boeing's 717 project pilot, took the right seat. Dineen took the jumpseat between the pilot seats, while flight test engineer Brett Burgeles rode in the passenger cabin. As I settled into the left seat, I noted there was ample room to stow my flight briefcase to my left. The 16g seat, with adjustable lumbar support, was comfortable, an important fatigue-reducing feature in an air craft designed for high-frequency operations. The cockpit overhead panel contains control panels for the aircraft's major systems: hydraulic, electrical, pneumatic and fuel. Panel layout is straightforward and logical for each system. In general, when a system is configured for normal operations, all switches are put for ward. Exterior and cockpit light switches are on the overhead panel. FIELD OF VIEW Field of view out of the cockpit's nine windows was quite good. The autoflight system's glareshield-mounted control panel was easily accessible from either pilot seat. Mounted on the centre pedestal, the two throttles and thrust- reverser levers fell easily to hand. In a testament to simplicity, the fuel crossfeed control lever is located to the right of the throttle quadrant. Unlike other Boeing aircraft, this long-throw lever moves a cable that physically opens and closes the crossfeed valve. With clearance from ground personnel, both engines were started with bleed air from the APU. While the 717 has an auto-start capabili ty, we were required to motor/cool the engines for 30s before manually starting them. The 30s motoring period extends engine life, and is only required during a certain window following a recent shutdown. The production auto-start system will incorporate this requirement in its control logic. During the start sequence each engine reached a peak turbine gas temperature of 550°C, well short of the 700°C limit. After the simple post-start procedures were accomplished, Luczak requested taxi clearance to Long Beach's runway 30. Little more than idle thrust was required to get the 717 rolling. Once moving, the relatively light aircraft easily accelerated to 25kt (45km/h) and I used the robust steel brakes to control taxi speed. The thrust reversers could have been used to slow taxi speed, as they are authorised for ground operations, including gate power-back. Tiller- controlled nosewheel steering (NWS), provid ing +/-82° of articulation, was required to negotiate several 90° turns en route to die run way. Rudder-pedal NWS, providing +/-17" of articulation, allowed me to track accurately straight taxiway centrelines. Take-off CG was 22.7%, and the flaps were set to 13 °. In addition to this preset take-off flap position, the 717 has a "Dial-a-Flap" selector for settings of less than 13°. The Dial-a-Flap feature allows operators to select the optimum flap position for runway and gross weight con ditions. The pre-take-off checklist was com pleted, read off of a laminated card as mere is no electronic one, and air traffic control cleared us on to the runway. Once aligned on the runway centreline, I stopped the aircraft and armed the autothrotdes. The winds were calm when ATC cleared "Boeing 4" for take-off. I simultaneously released the brakes and pushed die throtdes for ward until the autothrotdes engaged and moved them to die maximum take-off exhaust pressure ratio: 1.53 for this 19°C day. The runway cen treline was tracked with rudder pedals only. Acceleration was brisk and die 117kt indicated airspeed (IAS) decision speed (Vj) was reached in seconds. Rotation, initiated at 12 5kt, required moderate control force to attain a target pitch rate of 2.57s until a 12° nose-high attitude was obtained. The aircraft lifted off 730m (2,400ft) from brake release and quickly accelerated through the 132kt take-off safety speed (V2). 44 FLIGHT INTERNATIONAL 26 May - 1 June 1999
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