New Boeing 787 Pictures Released
March 10, 2006 11:30 AM
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Is this 10 Forward or an airplane interior?
Boeing shows us a little more of their 787 Dreamliner
Boeing has posted some new images of its
including its interior and composite body. With the 787, Boeing hopes to block some of the blows thrown by Airbus in recent years
The Dreamliner will be available in three variants covering a wide gamut of passenger loads and route length:
The 787-8 Dreamliner will carry 210 - 250 passengers on routes of 8,000 to 8,500 nautical miles (14,800 to 15,700 kilometers), while the 787-9 Dreamliner will carry 250 - 290 passengers on routes of 8,600 to 8,800 nautical miles (15,900 to 16,300 km). A third 787 family member, the 787-3 Dreamliner, will accommodate 290 - 330 passengers and be optimized for routes of 3,000 to 3,500 nautical miles (5,550 to 6,500 km).
As much as 50% of the 787's primary structure including its wings and body will be composed of composite materials. The plane will be able to travel at Mach 0.85 and uses about 20% less fuel than planes of comparable size.
The 787 is scheduled to make its first flight in 2007 with first deliveries taking place in 2008.
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3/13/2006 2:55:02 PM
Military aircraft have been using composites for a long time now, and they take far more abuse than commercial aircraft do. The AV-8B Harrier has an all-composite wing and has been in service for two decades now; various other miltary use composite structures as well. Neither the JSF nor the F-22 would be possible without extensive use of composite stuctural elements, and Boeing is the contractor responsible for the composite wing on the F-22.
The fact is that any material will fail when stressed beyond its design limits.
Aircraft structures are built to meet their requirements plus a sizable safety margin -- exceed that, and the material will fail no matter what it is. There is nothing inherent to composite materials that would change that; afterall, aircraft used to be made mostly out of wood, which is a natural composite.
The primary concern with composites is inspection. Metal fatigue displays certain telltale signs (sometimes visible to the naked eye) and the industry has long experience with detecting them. Composites require different techniques (typically involving ultrasound) and there is less to see with the naked eye (though no one would rely on visual inspection exclusively with metal either). Airlines adopting aircraft using composite materials have to adopt the necessary inspection practices. But that has already been going on for some time: significant portions of the tail and structural elements in the 777 and several recent Airbus designs (320,330,340) use composite materials.
3/14/2006 8:42:20 AM
Thanks for making a useful post. It seems to be a rare thing on the internet. Everyone's just looking to start a flame war over the smallest things.
Someday we won't have problems with pilot error like that article mentions. They just need to get Skynet online.
But seriously, you would think that there could be a computer sensor measuring the stress on the rudder in that case and prevent to co-pilot from being a dumbass. I know those things are risky though. Computer programs try to be too smart and end up screwing things up.
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