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The official delivery of the first Dreamliner takes place on Monday the 26th September. ANA is the launch customer for Boeing.
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Jordan-34092
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Didn't know where for sure to post this, it covering the emirates push for the new 777 but also the delay of the A350-1000 and 787 composites being put into the 777.
[textarea]Emirates airline pushing Boeing to update 777
Middle Eastern airline giant Emirates is demanding a 777 that will carry more passengers, fly farther and be 10 to 15 percent cheaper to operate. President Tim Clark announces Seattle to Dubai service starting March 1.
Tim Clark, president of Middle Eastern airline giant Emirates, has lavish expansion plans that should help both Boeing and the Pacific Northwest region to grow.
With Emirates already the largest operator of big 777 widebodies in the world, he'll visit Seattle on Monday to meet with Lars Andersen, Boeing's head of 777 advanced development. Clark is working closely with Andersen on Boeing's key project to design an updated 777.
Although Boeing has its hands full right now, Clark is pushing the company for a 777 revamp no later than 2018. He's demanding a 777 that will carry more passengers, fly farther and be 10 to 15 percent cheaper to operate.
"That's the task we set them," Clark said "And my goodness, they are moving on this."
As for the region, Emirates will soon fly 777s in and out of Seattle daily. In a phone interview Wednesday, Clark said the newly announced service from SeaTac to Dubai, starting March 1, will open up the city to the Middle East, Africa, India and other parts of Asia.
"We'll open the door," Clark said. "People will see what we are doing and move with us."
Boeing intends to bump up production of the 777, its most lucrative widebody program, to an unprecedented 100 jets per year by early 2013.
Airbus has no rival to the 777 but is preparing one — the mostly composite A350-1000. At the Paris Air Show in June, Airbus announced a two-year delay in that program until 2017 to give Rolls-Royce time to develop a new, bigger engine to power its jet.
That gives Boeing a little more time, too. But Clark said his older 777s will be retired in 2017 and he wants Boeing's upgraded version to replace them.
The 777 revamp will likely include a new 787-style carbon fiber-reinforced plastic composite wing that will save weight, Clark said.
"If they can get a ton or two out of the wing by going with composites, this is something they really ought to be getting on with," he said. "The industry is very, very hungry for technological advances to improve the cost of operation, particularly in fuel."
Happily for Boeing, Clark wasn't happy with Airbus' A350-1000 announcement in Paris, which he said was done without consulting him in advance.
He said Rolls is making a presentation on its proposed new engine for the Airbus jet to his engineers in Dubai on Thursday. But he's doubtful the latest design will be powerful enough for such a big airplane in the very hot temperatures and low-pressure conditions of Dubai in the summer.
Nevertheless, Clark said both Boeing and Airbus will emerge from all their current struggles with new airplanes with technology that greatly advances aviation.
Clark won't be ordering Boeing's newest widebody jet, the freshly delivered 787 Dreamliner, which is too small for his needs. But because its new technologies will transfer to the 777, he's paying close attention to its introduction into service.
Clark said the Japanese domestic routes will be a tough test, with short, full flights into busy airports where luggage carts and food carts will bang into the airplane. How will the composite skin and all the new airplane systems hold up?
"Everybody, including Boeing, is watching that with a magnifying glass," he said. "They'll learn from all of that. Everything will be plowed back into design and development at Boeing."
In the end, he said, the Dreamliner will be a great airplane. Looking back in 10 years, Boeing will conclude that, "Yes, it took a lot of pain; but now we have the platforms of technology on which we can do other things," Clark said.
And by then, Emirates could be much bigger than it is now, dominating the airlines of the world.
The U.S. expansion announced Wednesday, with new flights from Dubai to both Seattle and Dallas, comes as the world economy teeters on the brink of recession.
"It's not a good time," Clark admitted, "but when is?"
He said Emirates will take delivery of 52 widebody jets in the next 20 months — 777s from Boeing and A380 double-decker, superjumbos from Airbus — and "come hell or high water, nothing is going to stop us bringing those airplanes in."
London-based veteran airline consultant John Strickland said Seattle's gain is Vancouver's loss.
Emirates was keenly interested in expanding into Vancouver, B.C., but was blocked by the Canadian aviation authorities to protect Air Canada.
As a result, Seattle may see a boost in both business and tourist travel.
Strickland said Emirates has tended to expand business at all the airports it has gone into, generating new traffic.
When Emirates started flying to Shanghai, he said, unexpected traffic growth arose from Chinese businessmen and engineers traveling to Africa. When it opened its flights to São Paulo, Brazil, Japanese travelers filled planes en route to the thriving Japanese community there.
In India, said Strickland, Emirates has become the de facto national airline. "They are where Air India would have been if it had been better managed," he said.
Clark said he expects a healthy traffic between Seattle-area software companies and the "silicon areas" of India where software is a big export.
And of course, jet-setting Boeing executives will likely also be big users of the Emirates business-class cabins out of Seattle.
"They ought to be," said Clark. "I'll be telling them in no uncertain terms."
Source[/textarea]
[textarea]Emirates airline pushing Boeing to update 777
Middle Eastern airline giant Emirates is demanding a 777 that will carry more passengers, fly farther and be 10 to 15 percent cheaper to operate. President Tim Clark announces Seattle to Dubai service starting March 1.
Tim Clark, president of Middle Eastern airline giant Emirates, has lavish expansion plans that should help both Boeing and the Pacific Northwest region to grow.
With Emirates already the largest operator of big 777 widebodies in the world, he'll visit Seattle on Monday to meet with Lars Andersen, Boeing's head of 777 advanced development. Clark is working closely with Andersen on Boeing's key project to design an updated 777.
Although Boeing has its hands full right now, Clark is pushing the company for a 777 revamp no later than 2018. He's demanding a 777 that will carry more passengers, fly farther and be 10 to 15 percent cheaper to operate.
"That's the task we set them," Clark said "And my goodness, they are moving on this."
As for the region, Emirates will soon fly 777s in and out of Seattle daily. In a phone interview Wednesday, Clark said the newly announced service from SeaTac to Dubai, starting March 1, will open up the city to the Middle East, Africa, India and other parts of Asia.
"We'll open the door," Clark said. "People will see what we are doing and move with us."
Boeing intends to bump up production of the 777, its most lucrative widebody program, to an unprecedented 100 jets per year by early 2013.
Airbus has no rival to the 777 but is preparing one — the mostly composite A350-1000. At the Paris Air Show in June, Airbus announced a two-year delay in that program until 2017 to give Rolls-Royce time to develop a new, bigger engine to power its jet.
That gives Boeing a little more time, too. But Clark said his older 777s will be retired in 2017 and he wants Boeing's upgraded version to replace them.
The 777 revamp will likely include a new 787-style carbon fiber-reinforced plastic composite wing that will save weight, Clark said.
"If they can get a ton or two out of the wing by going with composites, this is something they really ought to be getting on with," he said. "The industry is very, very hungry for technological advances to improve the cost of operation, particularly in fuel."
Happily for Boeing, Clark wasn't happy with Airbus' A350-1000 announcement in Paris, which he said was done without consulting him in advance.
He said Rolls is making a presentation on its proposed new engine for the Airbus jet to his engineers in Dubai on Thursday. But he's doubtful the latest design will be powerful enough for such a big airplane in the very hot temperatures and low-pressure conditions of Dubai in the summer.
Nevertheless, Clark said both Boeing and Airbus will emerge from all their current struggles with new airplanes with technology that greatly advances aviation.
Clark won't be ordering Boeing's newest widebody jet, the freshly delivered 787 Dreamliner, which is too small for his needs. But because its new technologies will transfer to the 777, he's paying close attention to its introduction into service.
Clark said the Japanese domestic routes will be a tough test, with short, full flights into busy airports where luggage carts and food carts will bang into the airplane. How will the composite skin and all the new airplane systems hold up?
"Everybody, including Boeing, is watching that with a magnifying glass," he said. "They'll learn from all of that. Everything will be plowed back into design and development at Boeing."
In the end, he said, the Dreamliner will be a great airplane. Looking back in 10 years, Boeing will conclude that, "Yes, it took a lot of pain; but now we have the platforms of technology on which we can do other things," Clark said.
And by then, Emirates could be much bigger than it is now, dominating the airlines of the world.
The U.S. expansion announced Wednesday, with new flights from Dubai to both Seattle and Dallas, comes as the world economy teeters on the brink of recession.
"It's not a good time," Clark admitted, "but when is?"
He said Emirates will take delivery of 52 widebody jets in the next 20 months — 777s from Boeing and A380 double-decker, superjumbos from Airbus — and "come hell or high water, nothing is going to stop us bringing those airplanes in."
London-based veteran airline consultant John Strickland said Seattle's gain is Vancouver's loss.
Emirates was keenly interested in expanding into Vancouver, B.C., but was blocked by the Canadian aviation authorities to protect Air Canada.
As a result, Seattle may see a boost in both business and tourist travel.
Strickland said Emirates has tended to expand business at all the airports it has gone into, generating new traffic.
When Emirates started flying to Shanghai, he said, unexpected traffic growth arose from Chinese businessmen and engineers traveling to Africa. When it opened its flights to São Paulo, Brazil, Japanese travelers filled planes en route to the thriving Japanese community there.
In India, said Strickland, Emirates has become the de facto national airline. "They are where Air India would have been if it had been better managed," he said.
Clark said he expects a healthy traffic between Seattle-area software companies and the "silicon areas" of India where software is a big export.
And of course, jet-setting Boeing executives will likely also be big users of the Emirates business-class cabins out of Seattle.
"They ought to be," said Clark. "I'll be telling them in no uncertain terms."
Source[/textarea]
Jordan-34092
Well-Known Member
[textarea]Boeing completes 787-9 critical programme review
Boeing has completed its 787-9 critical programme review, progressing through detailed design and on to design releases by engineering teams.
A key progression on the twinjet will see the US airframer expand its use of composite on the second member of the 787 family, as it looks to trim the aircraft's weight.
As part of its upgraded design - which includes significant structural changes in some areas of the aircraft - Boeing will transition the larger -9 to a wing featuring more composite, with carbonfibre-reinforced plastic (CFRP) in-spar ribs supplied by Korean Aerospace Industries.
Mark Jenks, 787 vice-president of engineering, said the first four inboard ribs of the 787-9's wing will be made from composite, rather than the current aluminium design.
However, he said the trade-off between the weight saving and the complexity of the engineering required does not justify rolling out the CFRP ribs beyond the first four. He added that the 787-8's wing in-spar ribs would remain aluminium.
Boeing has been undertaking an aggressive weight reduction programme on both the 787-8 and -9. A report by Hong Kong-based consultancy Aspire Aviation said the early 787-8s - Airplanes 7-19 - are 6.1 tonnes overweight, and Airplanes 20-33 in excess of 4 tonnes overweight.
Additional savings will come with blockpoint updates on Airplane 34 and 50.
The aircraft will return to its "original weight target with no overweight issue" by Airplane 90, said Aspire.
For the larger 787-9, Jenks said the curing mandrels for both of the stretched sections are complete, growing the aircraft's fuselage by 6.1m (20ft).
This is made up of two 3m stretches of the Kawasaki Heavy Industries Section 43 and the Alenia Aeronautica Section 46, respectively.
Jenks said Boeing has not yet made a decision on whether or not the 787-9's new horizontal stabiliser architecture - which includes an integral multi-spar box design - will be incorporated back into the -8.
The new empennage also includes a centreline-spliced horizontal stabiliser, similar to the design of the 777, rather than the two co-cured boxes joined with a central junction base design, as on the 787-8.
Boeing has an order backlog of 266 aircraft for the 787-9, with Air New Zealand as the launch customer.
Source[/textarea]
Boeing has completed its 787-9 critical programme review, progressing through detailed design and on to design releases by engineering teams.
A key progression on the twinjet will see the US airframer expand its use of composite on the second member of the 787 family, as it looks to trim the aircraft's weight.
As part of its upgraded design - which includes significant structural changes in some areas of the aircraft - Boeing will transition the larger -9 to a wing featuring more composite, with carbonfibre-reinforced plastic (CFRP) in-spar ribs supplied by Korean Aerospace Industries.
Mark Jenks, 787 vice-president of engineering, said the first four inboard ribs of the 787-9's wing will be made from composite, rather than the current aluminium design.
However, he said the trade-off between the weight saving and the complexity of the engineering required does not justify rolling out the CFRP ribs beyond the first four. He added that the 787-8's wing in-spar ribs would remain aluminium.
Boeing has been undertaking an aggressive weight reduction programme on both the 787-8 and -9. A report by Hong Kong-based consultancy Aspire Aviation said the early 787-8s - Airplanes 7-19 - are 6.1 tonnes overweight, and Airplanes 20-33 in excess of 4 tonnes overweight.
Additional savings will come with blockpoint updates on Airplane 34 and 50.
The aircraft will return to its "original weight target with no overweight issue" by Airplane 90, said Aspire.
For the larger 787-9, Jenks said the curing mandrels for both of the stretched sections are complete, growing the aircraft's fuselage by 6.1m (20ft).
This is made up of two 3m stretches of the Kawasaki Heavy Industries Section 43 and the Alenia Aeronautica Section 46, respectively.
Jenks said Boeing has not yet made a decision on whether or not the 787-9's new horizontal stabiliser architecture - which includes an integral multi-spar box design - will be incorporated back into the -8.
The new empennage also includes a centreline-spliced horizontal stabiliser, similar to the design of the 777, rather than the two co-cured boxes joined with a central junction base design, as on the 787-8.
Boeing has an order backlog of 266 aircraft for the 787-9, with Air New Zealand as the launch customer.
Source[/textarea]
Jordan-34092
Well-Known Member
[textarea]737 Max to give BBJs 700nm range boost
Boeing Business Jets expects the new 737 Max platform to boost the range of the aircraft in a VIP configuration by several hundred nautical miles.
The Boeing-GE joint venture's studies have shown that the initial variant of the revamped 737 - the -8 model due to enter airline service in 2017 and equivalent in size to the existing -800, used as the platform for the BBJ2 - will offer "700nm [1,300km] more range, which makes the [Max-based] BBJ2 slightly longer-range than today's BBJ," said Boeing Business Jets president Steve Taylor.
A Max version of the BBJ2 is "likely to be the first product to market," he said at this morning's press conference, because the 737-8 will be the first of the new airline models to enter service.
Although it has yet to be decided when the first production slots will be offered for BBJ versions of the CFM International Leap X-powered 737 Max, "I would like to think that we would be towards the front end of the tree," said Taylor.
Boeing Business Jets has sold four BBJs since last year's NBAA in Atlanta, including two BBJs, a BBJ2 and a ninth 747-8 Intercontinental VIP. In the same period it has delivered five aircraft, with two more due to be handed over by the end of the year. A total of 205 aircraft have been sold since Boeing Business Jets was established 15 years ago.
Source[/textarea]
Boeing Business Jets expects the new 737 Max platform to boost the range of the aircraft in a VIP configuration by several hundred nautical miles.
The Boeing-GE joint venture's studies have shown that the initial variant of the revamped 737 - the -8 model due to enter airline service in 2017 and equivalent in size to the existing -800, used as the platform for the BBJ2 - will offer "700nm [1,300km] more range, which makes the [Max-based] BBJ2 slightly longer-range than today's BBJ," said Boeing Business Jets president Steve Taylor.
A Max version of the BBJ2 is "likely to be the first product to market," he said at this morning's press conference, because the 737-8 will be the first of the new airline models to enter service.
Although it has yet to be decided when the first production slots will be offered for BBJ versions of the CFM International Leap X-powered 737 Max, "I would like to think that we would be towards the front end of the tree," said Taylor.
Boeing Business Jets has sold four BBJs since last year's NBAA in Atlanta, including two BBJs, a BBJ2 and a ninth 747-8 Intercontinental VIP. In the same period it has delivered five aircraft, with two more due to be handed over by the end of the year. A total of 205 aircraft have been sold since Boeing Business Jets was established 15 years ago.
Source[/textarea]
Jordan-34092
Well-Known Member
[textarea]Boeing plots 787 line ramp up
Having overcome the psychological hurdle of completing the first delivery of its 787, Boeing is now concentrating on ramping up its production lines to deliver 10 aircraft a month by the end of 2013.
George Maffeo, vice-president 787 supplier management, said a key part of the rate increase will be delivered by its plant in North Charleston, South Carolina.
The first aircraft to be assembled at Charleston - for delivery to Air India - is being built on the site's line 46.
A second assembly line - number 54 - will come on stream in the "next several weeks" as the major structural components are delivered to the facility, said Maffeo.
He also expressed confidence that its supply chain, which was to blame for a large proportion of the aircraft's delays, will be able to handle the ramp up.
"The production system is working really well, our partners are doing exactly what we need them to be doing," he said.
"We had significant issues a year ago and we have resolved all of those."
Boeing has "sizeable resident teams" stationed at key suppliers in Japan and Italy to ensure there is no repeat, he added.
Meanwhile, the airframer is still attempting to cut the weight of its 787-8, although it declined to be drawn on how or when this will be achieved.
"I don't know specifically when we'll reach the design weight, but that's almost irrelevant now because we'll continue to push and plan further weight reduction opportunities forever," Maffeo said. "Anything that can save a pound of weight is a big deal."
The next step will be production and certification of the -9 variant. Boeing has completed its detailed design review of the aircraft and will begin assembly next year, with flight testing and certification scheduled for early 2013.
Maffeo also reaffirmed that the airframer's forecast of 25 to 30 combined 787 and 747 deliveries this year.
Source[/textarea]
Having overcome the psychological hurdle of completing the first delivery of its 787, Boeing is now concentrating on ramping up its production lines to deliver 10 aircraft a month by the end of 2013.
George Maffeo, vice-president 787 supplier management, said a key part of the rate increase will be delivered by its plant in North Charleston, South Carolina.
The first aircraft to be assembled at Charleston - for delivery to Air India - is being built on the site's line 46.
A second assembly line - number 54 - will come on stream in the "next several weeks" as the major structural components are delivered to the facility, said Maffeo.
He also expressed confidence that its supply chain, which was to blame for a large proportion of the aircraft's delays, will be able to handle the ramp up.
"The production system is working really well, our partners are doing exactly what we need them to be doing," he said.
"We had significant issues a year ago and we have resolved all of those."
Boeing has "sizeable resident teams" stationed at key suppliers in Japan and Italy to ensure there is no repeat, he added.
Meanwhile, the airframer is still attempting to cut the weight of its 787-8, although it declined to be drawn on how or when this will be achieved.
"I don't know specifically when we'll reach the design weight, but that's almost irrelevant now because we'll continue to push and plan further weight reduction opportunities forever," Maffeo said. "Anything that can save a pound of weight is a big deal."
The next step will be production and certification of the -9 variant. Boeing has completed its detailed design review of the aircraft and will begin assembly next year, with flight testing and certification scheduled for early 2013.
Maffeo also reaffirmed that the airframer's forecast of 25 to 30 combined 787 and 747 deliveries this year.
Source[/textarea]
Jordan-34092
Well-Known Member
Boeing picks up awards for record-breaking 787 flight
Boeing has been presented with twin official records for the 787's December 2011 attempt to break the longest flight for an aircraft in its weight class and establishing an around-the-world speed record.
The National Aeronautic Association (NAA) on 28 February presented Boeing with two certificates confirming its record flights.
ZA006, Boeing's sixth 787 flight test aircraft, fitted with General Electric GEnx-1B engines, departed Boeing Field, Seattle, US, on 6 December 2011 en route for Dhaka, Bangladesh, weighing 212t (467,375lb), including 103t of fuel, the volumetric shut-off limit for the aircraft.
Rod Skaar, assistant chief production pilot for Boeing Commercial Airplanes, called the flight "delightfully" boring, as was intended. "You don't want any excitement, you don't want any adventure, you don't want any drama," he said.
After flying 10,710nm (19,814km), ZA006 landed in Dhaka with 13.6t of fuel remaining. Boeing officially received credit from the NAA for 10,336nm flown. The distance record for the 200-250t weight class was held by an Airbus A330 that flew 9,127nm in 2002.
After 200 people toured the new twinjet during a 1h 52min refuelling stop on the ground in the Bangladeshi capital, the 787 departed Dhaka heading eastbound, having taken on 86t of fuel for the second leg of the journey.
The 787's lateral and vertical navigation modes (LNAV and VNAV) were used to fly the overwhelming majority of the record-breaking flights, said Mike Carriker, chief pilot for Boeing product development.
As NAA rules prohibit cutting a waypoint corner short, as the LNAV function is designed to do to optimise routing, the 787 was required to switch to heading select mode, overflying predetermined turn points in New York, Luxor, Egypt, and southern India before proceeding on course.
On its return leg to Seattle, the 787 landed with 9.08t of fuel remaining, even after accelerating the Dreamliner to Mach 0.88 for the final 6h of the flight. The global circumnavigation lasted 42h 26min.
Six pilots, on rotating 4h shifts throughout the flight, were among 13 people on board ZA006, including two NAA observers.
Source
Boeing has been presented with twin official records for the 787's December 2011 attempt to break the longest flight for an aircraft in its weight class and establishing an around-the-world speed record.
The National Aeronautic Association (NAA) on 28 February presented Boeing with two certificates confirming its record flights.
ZA006, Boeing's sixth 787 flight test aircraft, fitted with General Electric GEnx-1B engines, departed Boeing Field, Seattle, US, on 6 December 2011 en route for Dhaka, Bangladesh, weighing 212t (467,375lb), including 103t of fuel, the volumetric shut-off limit for the aircraft.
Rod Skaar, assistant chief production pilot for Boeing Commercial Airplanes, called the flight "delightfully" boring, as was intended. "You don't want any excitement, you don't want any adventure, you don't want any drama," he said.
After flying 10,710nm (19,814km), ZA006 landed in Dhaka with 13.6t of fuel remaining. Boeing officially received credit from the NAA for 10,336nm flown. The distance record for the 200-250t weight class was held by an Airbus A330 that flew 9,127nm in 2002.
After 200 people toured the new twinjet during a 1h 52min refuelling stop on the ground in the Bangladeshi capital, the 787 departed Dhaka heading eastbound, having taken on 86t of fuel for the second leg of the journey.
The 787's lateral and vertical navigation modes (LNAV and VNAV) were used to fly the overwhelming majority of the record-breaking flights, said Mike Carriker, chief pilot for Boeing product development.
As NAA rules prohibit cutting a waypoint corner short, as the LNAV function is designed to do to optimise routing, the 787 was required to switch to heading select mode, overflying predetermined turn points in New York, Luxor, Egypt, and southern India before proceeding on course.
On its return leg to Seattle, the 787 landed with 9.08t of fuel remaining, even after accelerating the Dreamliner to Mach 0.88 for the final 6h of the flight. The global circumnavigation lasted 42h 26min.
Six pilots, on rotating 4h shifts throughout the flight, were among 13 people on board ZA006, including two NAA observers.
Source
Jordan-34092
Well-Known Member
Boeing Gets Seven Plane Air Astana Order
Boeing said on Thursday that Kazakhstan's Air Astana has ordered three 787 Dreamliners and four extended-range 767s in a deal valued at USD$1.3 billion at current list prices.
This brings Boeing's gross order commercial plane tally for the year to date as of February 28 to 387, including 13 orders for the lightweight, carbon-composite 787.
Boeing delivered its first 787 last year after three years of delays.
Source
Boeing said on Thursday that Kazakhstan's Air Astana has ordered three 787 Dreamliners and four extended-range 767s in a deal valued at USD$1.3 billion at current list prices.
This brings Boeing's gross order commercial plane tally for the year to date as of February 28 to 387, including 13 orders for the lightweight, carbon-composite 787.
Boeing delivered its first 787 last year after three years of delays.
Source
Jordan-34092
Well-Known Member
Rolls-Royce pushes new engine concept for 777X
Source
Rolls-Royce has unveiled its all-new RB3025 engine concept for the 777X, responding to the airframer's 2011 request for information issued to itself, GE and Pratt & Whitney for Boeing's conceptual widebody.
"Boeing asked the three engine [manufacturers] what we could do in terms of product for what is now called the 777X, at around the end of this decade," says Rolls Royce vice-president of strategic marketing, Robert Nuttall.
Most observers predicted that GE would retain the exclusivity it currently enjoys with its GE90 which powers the 777-300ER, -200LR and Freighter, on Boeing's next-generation 777, by offering its conceptual GE9X. However, the emergence of additional proposals kicks off what is likely to be a fierce battle to power the 777X-family of aircraft.
Rated at 99,500lbs with a 337cm (132.5in) fan for the baseline 407-seat 777-9X, giving the RB3025 a bypass ratio of 12:1, Rolls touts a "better than 10%" improvement in fuel burn over the incumbent GE90-115B engine and 15% better than its Trent 800 which powers early model 777s.
Rolls says the current concept provides a low specific thrust and "excellent" propulsive efficiency, along with a 62:1 overall pressure ratio, which, if achieved, would be the highest OPR demonstrated in a commercial turbofan engine.
The RB3025 builds on the Trent 1000 and XWB engines, but Nuttall says the concept is built around its Advance3 environmentally friendly engine (EFE) technology development programme, which includes a Trent 1000-derived core, lean-burn combustor, composite fan and advanced materials in the combustor and high pressure elements of the core.
"We're pleased to be dependent on Boeing's decision-making here," says Nuttall of a development schedule. "We're targeting an end of the decade timescale, but that will be entirely down to what Boeing tells us. Then obviously we'll work backwards from that date."
Boeing declines to say whether or not it will offer multiple engine choices for the 777X: "It would have to be a programme before we made a decision like that," it says.
The airframer aims for a late-2012 official launch from the company's board of directors.
The 777-8X concept, a 353-seat stretch of the 777-200ER, would have a thrust requirement of 88,000lb and Nuttall says Rolls aims to have a "single bill of materials" for the RB3025 engines on both the -8X and larger -9X, in which the lower thrust is achieved through a simple engine de-rate.
Nuttall says Rolls will take the next "year or two" of design work with Boeing to optimise the engine around the conceptual aircraft, requiring roughly six years ahead of a service entry to fully develop a new engine.
"The design is already quite comprehensive, but we would flesh that out in more and more detail, getting much more down to component level [design]," says Nuttall of its plans for 2012.
"The design we've got, most people wouldn't be able to tell the difference between [the RB3025] and the finished engine. We've got tremendous amounts of detail that we're sharing with Boeing currently," he adds.
Rolls has historically voiced its opposition to aircraft re-engining programmes, though the company looks to enthusiastically pitch the RB3025 for the re-winged, re-engined 777X, citing the aircraft's new composite wing as a key component for achieving the overall optimisation the engine maker prefers when making such a large-scale investment.
"As far as fuel burn is concerned, the wing on an aircraft is the predominant technology, I think we're quite comfortable that 777X is a re-optimised aircraft with a new wing and new engine.
"That's not just the same as only optimising the engine for example. We're very comfortable with this position," says Nuttall.
Source
Rolls-Royce has unveiled its all-new RB3025 engine concept for the 777X, responding to the airframer's 2011 request for information issued to itself, GE and Pratt & Whitney for Boeing's conceptual widebody.
"Boeing asked the three engine [manufacturers] what we could do in terms of product for what is now called the 777X, at around the end of this decade," says Rolls Royce vice-president of strategic marketing, Robert Nuttall.
Most observers predicted that GE would retain the exclusivity it currently enjoys with its GE90 which powers the 777-300ER, -200LR and Freighter, on Boeing's next-generation 777, by offering its conceptual GE9X. However, the emergence of additional proposals kicks off what is likely to be a fierce battle to power the 777X-family of aircraft.
Rated at 99,500lbs with a 337cm (132.5in) fan for the baseline 407-seat 777-9X, giving the RB3025 a bypass ratio of 12:1, Rolls touts a "better than 10%" improvement in fuel burn over the incumbent GE90-115B engine and 15% better than its Trent 800 which powers early model 777s.
Rolls says the current concept provides a low specific thrust and "excellent" propulsive efficiency, along with a 62:1 overall pressure ratio, which, if achieved, would be the highest OPR demonstrated in a commercial turbofan engine.
The RB3025 builds on the Trent 1000 and XWB engines, but Nuttall says the concept is built around its Advance3 environmentally friendly engine (EFE) technology development programme, which includes a Trent 1000-derived core, lean-burn combustor, composite fan and advanced materials in the combustor and high pressure elements of the core.
"We're pleased to be dependent on Boeing's decision-making here," says Nuttall of a development schedule. "We're targeting an end of the decade timescale, but that will be entirely down to what Boeing tells us. Then obviously we'll work backwards from that date."
Boeing declines to say whether or not it will offer multiple engine choices for the 777X: "It would have to be a programme before we made a decision like that," it says.
The airframer aims for a late-2012 official launch from the company's board of directors.
The 777-8X concept, a 353-seat stretch of the 777-200ER, would have a thrust requirement of 88,000lb and Nuttall says Rolls aims to have a "single bill of materials" for the RB3025 engines on both the -8X and larger -9X, in which the lower thrust is achieved through a simple engine de-rate.
Nuttall says Rolls will take the next "year or two" of design work with Boeing to optimise the engine around the conceptual aircraft, requiring roughly six years ahead of a service entry to fully develop a new engine.
"The design is already quite comprehensive, but we would flesh that out in more and more detail, getting much more down to component level [design]," says Nuttall of its plans for 2012.
"The design we've got, most people wouldn't be able to tell the difference between [the RB3025] and the finished engine. We've got tremendous amounts of detail that we're sharing with Boeing currently," he adds.
Rolls has historically voiced its opposition to aircraft re-engining programmes, though the company looks to enthusiastically pitch the RB3025 for the re-winged, re-engined 777X, citing the aircraft's new composite wing as a key component for achieving the overall optimisation the engine maker prefers when making such a large-scale investment.
"As far as fuel burn is concerned, the wing on an aircraft is the predominant technology, I think we're quite comfortable that 777X is a re-optimised aircraft with a new wing and new engine.
"That's not just the same as only optimising the engine for example. We're very comfortable with this position," says Nuttall.
Jordan-34092
Well-Known Member
The first B747-800 has finally entered commercial service, with launch customer Luthansa.
Lufthansa, the launch customer for the Boeing 747-8 Intercontinental passenger jet, initiated commercial passenger service of the new 747 model on June 1, 2012.
The inaugural revenue flight of the Lufthansa Boeing 747-8 Intercontinental was between Frankfurt Airport (FRA) and Washington Dulles International Airport (IAD)..........
Full Story Here
Lufthansa, the launch customer for the Boeing 747-8 Intercontinental passenger jet, initiated commercial passenger service of the new 747 model on June 1, 2012.
The inaugural revenue flight of the Lufthansa Boeing 747-8 Intercontinental was between Frankfurt Airport (FRA) and Washington Dulles International Airport (IAD)..........
Full Story Here
stephendavion
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- Apr 18, 2013
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It's a super looking aircraft. Those engines look massive. What's the fundamental difference between the 8 and the 9, is it longer?
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- #34
Thanks Ray Finkle
Similarly to the A350 extended versions then. That explains why most airlines are opting for the extended version with the A350, so the same will probably happen with the 787-9 series.
Similarly to the A350 extended versions then. That explains why most airlines are opting for the extended version with the A350, so the same will probably happen with the 787-9 series.
stephendavion
Member
- Apr 18, 2013
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- 0
This image will explain the difference .....
stephendavion
Member
- Apr 18, 2013
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Boeing, GECAS Finalize Order for 10 787-10 Dreamliners
Boeing (NYSE: BA) and GE Capital Aviation Services (GECAS), the commercial aircraft leasing and financing arm of General Electric (NYSE: GE), announced today that they have completed an order for 10 787-10 Dreamliners. The order, valued at $2.9 billion at list prices, completes the commitment originally announced during the 2013 Paris Air Show in June and builds momentum in the airplane leasing market for the 787-10. (source)
Boeing (NYSE: BA) and GE Capital Aviation Services (GECAS), the commercial aircraft leasing and financing arm of General Electric (NYSE: GE), announced today that they have completed an order for 10 787-10 Dreamliners. The order, valued at $2.9 billion at list prices, completes the commitment originally announced during the 2013 Paris Air Show in June and builds momentum in the airplane leasing market for the 787-10. (source)
stephendavion
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- Apr 18, 2013
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- #38
[textarea]Boeing Reduces 747 Production Rate as Demand Lags
[album]2082[/album]
Picture by Geoffh
Boeing will slow down production of its double-decker 747 jumbo jet as demand continues to be weak.
Counting cancellations, Boeing has not booked any new orders this year for that plane.
Boeing said on Friday that it will slow 747 production to 18 per year, or 1.5 per month. Boeing originally planned to build 24 per year, but slow sales had already prompted it to make plans to cut the rate to 21 per year.
The slowdown begins early next year, and Boeing said it will stay at that lower rate through 2015.
Read more: http://www.theepochtimes.com/n3/323099- ... mand-lags/[/textarea]
[album]2082[/album]
Picture by Geoffh
Boeing will slow down production of its double-decker 747 jumbo jet as demand continues to be weak.
Counting cancellations, Boeing has not booked any new orders this year for that plane.
Boeing said on Friday that it will slow 747 production to 18 per year, or 1.5 per month. Boeing originally planned to build 24 per year, but slow sales had already prompted it to make plans to cut the rate to 21 per year.
The slowdown begins early next year, and Boeing said it will stay at that lower rate through 2015.
Read more: http://www.theepochtimes.com/n3/323099- ... mand-lags/[/textarea]
stephendavion
Member
- Apr 18, 2013
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News Guru said:
I hope they dont stop the production completely ... but lack of demand and orders may force it to happen ...
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- #40
Absolutely, it will be such a shame if they ever do end production. Sadly four engine aircraft don't generally pay their way. Purchases of the A340 have also seen significant reductions in production. In fact, according to Wikipedia there were only 2 sales during 2012 of the A340-500 series.
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Well it looks like I'm off to Australia and New Zealand next year! Booked with BA from Manchester via Heathrow with a stop in Singapore and returning with Air New Zealand and BA via LAX to Heathrow. Will circumnavigate the globe and be my first trans-Pacific flight. First long haul flight with BA as well and of course Air NZ.
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