UNMATCHED ECONOMICS, PERFORMANCE AND PASSENGER APPEAL

The new-technology , which makes extensive use of composite materials, promises to revolutionize commercial air travel.

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In April 2004, All Nippon Airways launched the 787 program with an order for 50 aircraft. The Dreamliners are scheduled to begin replacing the Japanese airline’s fleet of -200s in 2008.

Picture this: You’re sitting in an 787. When it enters service in 787-8 will start in 2006, with economy-class window seat, jet- three years, the 787 will dramat- first flight in 2007 and certifica- ting across the Pacific Ocean at ically raise the bar in every tion and entry into service in 41,000 ft. The aircraft’s widest aspect of flight: aircraft econom- 2008. The 787-3 will enter serv- point is at eye level, giving you a ics, fuel efficiency, systems ice in 2010. sense of spaciousness in and design, maintenance, the passen- The final version, the around your seat. When you ger experience and more. This stretched 787-9, will follow turn to look out the window, will be a whole new airplane in about two to four years after the you’re doing just that—looking every sense of the phrase. 787-8, with the capacity to carry out, not down, with a vast view 259 passengers in a three-class of sky and Earth. And as night JUST THE FACTS configuration up to 8,300 naut. descends, the wash of color on More specifically, the 787 mi. The time between introduc- the ceiling deepens from sky blue will be a family of three air- tion of the first version and the to a deep nighttime purple. You planes. The baseline version, the third is Boeing’s normal interval, take a deep breath of satisfaction 787-8, will carry up to 223 pas- which should enable the later and realize that, too, is different. sengers 8,500 naut. mi. in a model to achieve an additional The air feels cleaner and fresher, three-class configuration. The 1% improvement in perform- which leaves you more alert. shorter-range version, the 787-3, ance through study of the first Sound like a dream? In fact, will carry up to 296 passengers model in real-world operations. it will be the Dreamliner, 3,500 naut. mi. in a two-class The airplane is designed to Boeing’s ultra-modern, high-tech configuration. Assembly on the be super efficient, using 20% less

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fuel on a per-passenger basis market for aircraft in the 787 ments, for two, four and six than today’s airplanes of this class to be 3,500 units worth units, respectively. Other same passenger capacity. The about $400 billion during the announced commitments for the 787 is expected to offer operat- next 20 years. The company 787 include: Primaris (20), Japan ing costs that are 10% lower anticipates winning more than Airlines (30), Continental than for today’s similarly sized half of those orders. Airlines (10), Vietnam Airlines commercial airplanes as a result By February 2005, less than (4), Ethiopian Airlines (5), of the 20% savings in fuel, a year after the manufacturer Icelandair (2) and six Chinese improvements in maintenance began offering the 787 for sale, carriers—Air China, China and lower weights (which are a the aircraft had racked up 62 Eastern Airlines, China Southern factor in determining airport firm orders with four airlines Airlines, Hainan Airlines, fees). On the revenue Shanghai Airlines and side, airlines will enjoy Xiamen Airlines— approximately 45% 20% less 10% lower which will take a total more cargo revenue fuel per person operating cost than of 60 787s. capacity. used by the 787 today’s similarly Notably, the 787 Environmental per- than today’s aircraft sized aircraft customer base includes formance will be a key a broad mix of opera- benefit of the 787. Since tors—start-ups, charter emissions are largely operators, international driven by fuel use, the 45% more $400 billion airlines and long-estab- cargo revenue estimated size of the 787 is designed to enable capacity than simi- market for a 787- lished major carriers. a 20% reduction in that larly sized aircraft sized aircraft during They all cite the air- area as well. By optimiz- the next 20 years craft’s anticipated supe- ing the design, the 787 rior economics as a will be quieter for com- major driver of their munities, crews and pas- 50% 10% purchase decisions. portion of the 787 percentage of com- sengers. Additionally, aircraft that will be posite materials Ralph Norris, Air new manufacturing made from compos- used on the 777 New Zealand’s manag- methods will result in a ite materials ing director and chief more efficient use of executive, says the 787 resources, with less waste “will provide Air New in production and fewer haz- Zealand with lower operating ardous materials. and 193 commitments from 16 costs and improved financial The 787 will replace two airlines. Also, Boeing has pro- performance over and above that Boeing aircraft—the single-aisle posals out for 600 airplanes at which could be achieved by 757, which seats 200-280 pas- approximately 30 customers. expanding the existing fleet of 10 sengers and is no longer in pro- All Nippon Airways (ANA) Boeing 767s.” duction; and the twin-aisle 767, helped launch the 787 program Similarly, ANA will reduce which seats 181-345 passengers. when it announced its order for its operating costs by replacing The 787 will compete with 50 aircraft in April 2004. Air its current fleet of Boeing 767- ’s A330-200 and the New Zealand, Blue Panorama 200s with the base 787-8 and recently announced A350. and First Choice Airways also short range 787-3 derivative. Its Ultimately, Boeing projects the have signed definitive agree- 787 deliveries are to begin in

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2008, one year before the reduction in fuel burn should The landing gear will be metal planned expansion of Tokyo’s result in a 10% improvement in because its compression proper- Haneda airport. operating costs over the 767. ties are better suited to that par- To determine where it would ticular application. THE COMPOSITE EFFECT be best to use composites and But pretty much anything a The key to the 787’s revolu- where it would use metal, Boeing passenger sees when observing tionary design, economics, man- and its suppliers went through the aircraft parked on the ramp ufacturing technique and more the airplane piece-by-piece. will be composite—the skin, the lies in the extensive use of advanced composites. It has been written that the 787 is an all- composite aircraft; in truth, roughly 45% of the aircraft’s structure is made of graphite composites and another 5% or so is composed of fiberglass, for a total of about 50% of the air- craft. The 777, Boeing’s most recent model and the first in which composites were applied to the primary structure, is com- posed of about 7% graphite and 3% fiberglass, for a total of about 10% composites. The use of composites in the 787 is expected to provide a 3% fuel savings over the 767. But one of the real economic advan- tages of the 787 will be the addi- tional anticipated 17% in fuel- burn improvement, for a total of 20% savings over the 767. Boeing says the engines will con- A Boeing employee works on the nose section of the 787 high-speed wind tunnel model, which has tribute 8% of that number. An been used to confirm the advanced aerodynamic characteristics of the Dreamliner. improvement in aerodynamics, including subtle changes to the “We looked at how each tail, the wing box and wing curvature of the wing and the component would be asked to skins—all the large surface areas shape of certain fairings, con- perform and what the right of the aircraft. tributes another 3%. The final material was,” says Tom Cogan, The advantages of using so contributors are systems (3%) chief project engineer for the 787 much composite material instead and integration, and the cycling program. Thus, highly loaded of aluminum are far-reaching. effect of optimizing every aspect joints, such as where the wing For starters, there’s the weight of the aircraft from scratch connects to the body of the air- savings. The 787 is about 10,000 (3%). Altogether, the 20% craft, will be made of titanium. lb. lighter than it would be had

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aluminum been used instead of dropping a 10-lb. bowling ball maintenance requirements be- composites. That’s the equiva- from a three-story building—the come the real driver of airplane lent of 53 passengers. Compared damage would require repair. upkeep costs. to the similar-sized 767-300, the Apply the same force to a com- Those estimates are being lightness of composites is expect- posite structure and any result- proved out today on the 777, ed to enable 3% in fuel savings. ing damage would be insignifi- which has a composite horizon- Composites also offer innu- cant, not requiring repair. “We tal and vertical stabilizer, as well merable advantages from a typically talk in terms of com- as other composite components maintenance perspective. The aluminum used on aircraft flying today, for instance, corrodes and fatigues. Boeing protects its alu- minum structures against corro- General Electric’s GEnx sion, but “physics is physics,” powerplant offers a host of benefits over current-gen- says Cogan. “If aluminum is eration turbofan engines, repeatedly exposed to the envi- thanks in part to composite ronment, it tends to corrode.” components, which make the GEnx lighter than com- Likewise, it tends to with parably sized engines. repeated pressurization. And it yields fairly easily. So if a ground service vehicle hits the side of an aircraft with any real force, the structure will dent. All those problems can be fixed, of course, but that costs money and posites having a 30% better including floor beams, rudder requires airlines to pull planes strength-to-weight efficiency and elevator, and gear doors. out of service for repairs. than aluminum,” says Cogan. During D checks on all-metal Composites don’t corrode, “That’s in the lab. On the air- airplanes, airlines typically find and, in the design conditions for plane, you get about a 15% corrosion under galleys and lava- which they are being used on the strength-to-weight improvement tories, where leakage is almost 787, Cogan says they won’t by using composites.” impossible to avoid. On the 777, fatigue and are incredibly Boeing estimates mainte- Cogan says airlines are finding durable. Take the structural area nance cost savings of 32% at no corrosion under the compos- around an aircraft door, for maturity, thanks to the use of ite floor structure. instance. If it were made of alu- composites. Most of the savings D checks on the 787, there- minum and hit with a 3,500 in.- will be realized after about the fore, “will become much easier, lb. force—the equivalent of 12-year mark, when structural and we may be able to push

10,000 lb. 32% savings 350 lb. 11% less 30% more reduction in the in maintenance weight reduction in fuel consumption for time between over- weight of the aircraft costs saved at air- the new GEnx engine the Trent 1000 over hauls for the GEnx because of the use craft maturity due to due to use of com- the Trent 800 compared to the of composites composites posite materials CF6-80C2

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them out in time so airlines bulletins.” At the same time, the mulated about 35 million flying won’t have to do them as often,” engine has a 15% specific fuel hours. With so much operational says Cogan. “We expect, work- consumption advantage over the experience behind it, Rolls- ing with the FAA, that mainte- 767’s CF6-80C2. And the GEnx Royce has designed the Trent nance intervals will be improved will spend more time on wing 1000 with the target of achieving over the 767, possibly by as between overhauls—up to a 99.95% dispatch reliability, much as 60-100%.” In other 25,000 hr., versus around says Richard Goodhead, Rolls- words, where a 767 inspection 18,000 hr. for the CF6-80C2. Royce’s head of marketing for interval now may be at six years, Since the GEnx is a bigger Boeing programs. the 787 D-check interval could engine, shop visits will cost All Trents share the three- be as much as 10-12 years. about 25% more than the CF6- shaft design common to all of 80C2, says Brisken, but the Rolls-Royce’s large engines. The ADVANCED ENGINES other advantages will make over- availability of an additional shaft The durability and mainte- all maintenance costs equivalent: compared to more traditional nance advantages of composites also extend to the GEnx engine, one of the 787’s two power- plants. Both the front fan case and the fan blades of the GEnx Rolls-Royce’s Trent 1000 will be made of carbon fiber and engine has been selected to power the 787s ordered by epoxy resin composites, an inno- All Nippon Airways and Air vation that will reduce engine New Zealand. The power- weight by 350 lb. per engine plant has been designed with the goal of achieving a while substantially boosting 99.95% dispatch reliability. durability. Those fan blades have racked up more than 5 million hr. of operation on the GE90 during the past eight years. Only two blades have been removed, both for cosmetic reasons. Compare those numbers to sta- tistics for metal blades, which It’s a bigger engine for the same two-shaft engines has had signif- have about a 0.01% removal maintenance costs and substan- icant benefits for the 787’s more rate. An engine type operating tially improved fuel savings. electric architecture. Rolls-Royce with metal blades likely would Going head-to-head against is taking power off the extra have experienced 50 removals the GEnx is Rolls-Royce’s Trent shaft to drive the plane’s electri- during the same period of time, 1000, which was selected by cal power with a feature called says Tom Brisken, general man- both ANA and Air New IP (intermediate-pressure) off- ager of the GEnx project at GE Zealand. The 1000 is the fifth take. By using the IP offtake, Aircraft Engines. member of the Trent series, the says Goodhead, “you’re allow- “The GEnx outer case and first of which entered service in ing the HP (high-pressure) com- fan blades are maintenance- 1995. By the time the Trent 1000 pressor to do what it’s supposed free,” adds Brisken. “There are flies with ANA, previous ver- to do—compress air.” The HP no life limits, no ADs, no service sions of the Trent will have accu- , he adds, is more sta-

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ble and more efficient when The Trent 1000 is what type of cycles, Goodhead says you’re not driving electrical Rolls-Royce calls an “intelligent some components will be able to power with it. engine.” It will have its own stay on the engine longer than The IP offtake solution offers health-monitoring capabilities they do today, driving down significant fuel savings. On a and will be able to downlink key maintenance costs. In all, the 500-naut. mi. flight, operators operating data to the ground. Trent 1000 will have mainte- will use 6% less fuel with this But even more significant is the nance costs equivalent to the

Six Chinese air carriers—Air China, China Eastern Airlines, China Southern Airlines, Hainan Airlines, Shanghai Airlines and Xiamen Airlines—have placed orders for a total of 60 Dreamliners. solution than with a convention- fact that the powerplant will be 767’s CF6, with much increased al two-shaft engine, says able to differentiate between the performance and fuel burn. Goodhead. Over longer flights, types of cycles being put on the the benefits are reduced. Never- engine. A 500-naut. mi. cycle INSIDE THE CABIN theless, the Trent 1000 on a 787 and a 5,000-naut. mi. cycle, for The shape of the 787’s fuse- will have about an 11% instance, affect engine compo- lage is more oval instead of the improvement in specific fuel con- nents differently, says Good- traditional round, putting the sumption over the Trent 800 head. So by understanding not widest part of the cabin at seated used to power the 777. only the number but also the eye level. After years of study,

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ALENIA: FOUR DECADES OF AEROSTRUCTURE EXPERIENCE

Alenia Aeronautica S.p.A.’s extensive aerostructures experience spans more than 40 years and more than 6,000 com- mercial aircraft. Alenia perhaps is best known for its role in manufacturing the ATR series of 50-70-seat regional turbo- props, of which more than 700 have been delivered worldwide. For the 787, Alenia will produce the center sections 44 and 46, as well as the horizontal stabilizer. The fuselage sections will be manufactured in Alenia’s new 60,000-sq.-meter facili- ty in Grottaglie, Italy, then shipped to Global Aeronautica, a joint venture between Alenia North America and Vought Aircraft Industries that has an integration facility in Charleston, S.C. Oversized windows and overhead storage bins, a vaulted ceiling, wider aisles, special lighting and other innovative interior design features promise to make the 787 appealing to airline passengers. Global Aeronautica will integrate more than 60% of the 787 fuselage, combin- ing sections provided by Alenia, Vought Boeing has found the amount of that are 30% larger than on cur- and other partners. ■ space at seated eye level has the rent commercial airplanes. “We most direct correlation to pas- wanted to reconnect passengers EATON PROVIDES RAT PUMP AND senger satisfaction, says Klaus to the flying experience,” says ELECTRICAL CONTACTORS Brauer, director of passenger sat- Brauer. “As we explored the win- isfaction and revenue for Boeing dow, we realized that what con- Eaton has won two 787 con- Commercial Airplanes. nects you to flying is looking tracts, both in partnership with Hamilton Sundstrand. In other words, the historical down on the Earth and seeing Eaton Aerospace will supply the quest by commercial aircraft sky touch land. Today’s windows Ram Air Turbine (RAT) 5,000-psi pump, manufacturers to provide more are good for looking down, but which provides back-up emergency room at the armrest level was all not for seeing the horizon.” hydraulic power to the aircraft’s flight for naught; passengers perceive a So Boeing left the bottom of control systems. greater sense of cabin spacious- the window where it was and In addition, Eaton Aerospace will ness if there’s room around them stretched the top by about 5 in., supply the 270-volt DC electrical con- at eye level, not at hip level. resulting in a window that is 19 tactors for the 787’s power distribution electrical system. Thus, Boeing targeted an inside in. tall and 11 in. wide. These Eaton designs, manufactures and width of 205.6 in. at 50 in. numbers mean that the manufac- supports higher-pressure fluid power, above the floor, a number that turer’s tallest reference passen- fluid control and fluid conveyance, makes the aircraft 14 in. wider ger, a 6-ft. 3-in. person, sitting in electromechanical motion control, elec- than the competition at seated a window seat, will be able to see trical distribution and control, eye level. 10 deg. above the horizon look- controls and displays, and fluid monitor- Composites provided some ing out. On today’s airplanes, he ing and sensor products and systems. additional advantages, most would see sidewall. And since Eaton’s customer base is a global group of civil and military original equipment notably in the area of the cabin the top of the window will be manufacturers and air carriers. ■ experience. It enabled windows above seat-top height, travelers Continued on page S20

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The Passenger Experience

Boeing could create the lightest, most efficient and cost-effective ease. Finally, the lavatories will be more spacious as well, with each commercial passenger jet ever made, but it would all be for naught accessible by a standard-sized lav wheelchair. if passengers weren’t wowed enough to return again and again. Ever notice the ceiling on the aircraft you’ve flown? You will That is why the 787 interior is designed to be just as striking to soon in the 787. It will be illuminated by arrays of light-emitting passengers as the plane’s economics will be to airlines. diodes, which flight attendants will be able to control to give pas- It starts with the first step onto the plane. The entryway will sengers a sense of bright daylight or, to help passengers sleep, sim- be a dramatically lit vaulted ceiling, designed to look infinitely tall, ulate a rich, dark nighttime sky. Flight crews also will be able to con- followed by a lower ceiling. The change in ceiling height is aimed trol the amount of light coming in the windows. During a movie, for at putting passengers into a dif- instance, they will be able to ferent space psychologically, con- lower the transparency level to veying to them that the problems around 5%, which will block associated with getting to the air- most of the light coming in while plane are behind them and they still enabling passengers to see now can relax. the passing terrain outside. And The overhead bins were individual passengers will retain designed with the same goal— control of their window shading. relaxation. Typically, passengers Finally, the interior was rush onto the plane at their earli- designed to maximize the poten- est opportunity to secure a space tial for passengers to have an for their bags somewhere near empty seat next to them—a phe- their seats. And if they don’t find nomenon that makes people per- it, their stress level goes up. The ceive their seats are 4.25-in. 787’s bins were designed to wider than they really are, and allow for one 11-in. x 16-in. x 22- this has a huge impact on cus- in. bag for each passenger at his tomer comfort and satisfaction, or her seat. The goal, say Boeing says Klaus Brauer, Boeing officials, is that when passengers Commercial Airplanes’ director of at last sink into their seats, they passenger satisfaction and rev- are stress-free and ready to fly. enue. The mock-up of the eight- From those seats, passen- abreast economy cabin shows a gers will notice several improve- 3-2-3 seat arrangement that ments over the aircraft cabins of maximizes the use of empty today. First, the 787’s interior will seats. Airlines can opt for a 2-4-2 include a series of arches along the length of the fuselage, dividing arrangement in the eight-abreast section, says Brauer, but at a load it into smaller, room-like cabins that feel more spacious than a sin- factor of 70%, there will be 12% more passengers seated next to gle long tube. The windows will be the largest on any commercial empty seats in the 3-2-3 arrangement than in the 2-4-2 arrange- airplane.There will be more space at seated eye level, which should ment. The 787’s nine-abreast economy-class cabin layout has provide a sense of more personal space per passenger. And there 3-3-3 seating, which, says Brauer, is the most effective configura- will be more space in the aisles—typically 55 cm. of width in the tion in using empty seats. 787’s economy class, which is more than 6 cm. wider than for most With all these interior improvements, almost every passenger two-aisle airplanes. In business class, the aisles will be 65 cm. should have a better flying experience on the 787 than on the air- wide, which will allow passengers to move past serving carts with planes flying today. ◆

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GOODRICH GETS SEVEN 787 Continued from page S14 CONTRACTS in the center of the aircraft will “They know they had a good Goodrich Corp. is a leading global sup- at last have views. experience with Airline X, and plier of systems and services to the “I think we’ll get a big buzz given two flights that suit their aerospace and defense industry. from the windows,” says John schedule and have similar fares, Goodrich has won seven contracts Feren, vice president marketing, they’ll choose the one on which on the Boeing 787, including the elec- tric braking system (which will be the sales and in-service support for they had a good experience.” first to fly on a commercial ), the 787 program. “It will be a Since composites don’t engine nacelles and thrust reversers, visual cue that there’s something fatigue like aluminum, the 787 proximity sensing system, fuel quantity different about this airplane.” In cabin will be pressurized at indicating system and fuel manage- focus groups, Feren says passen- 6,000 ft. instead of the 8,000-ft. ment software, exterior lighting and gers consistently gave higher rat- level on most commercial air- the entire cargo handling system ings to cabins with larger win- planes flying today. In studies (which includes the mechanical sys- dows than to cabins with small- done during the past four years tem, power drive units, electrical con- trol system and floor panels). er ones, even though they at Oklahoma State University In addition, Rolls-Royce selected weren’t consciously aware of the and the Technical University of Goodrich’s engine control system for the size difference. Denmark, Boeing looked at vari- Trent 1000 powerplant. Goodrich expects these 787-relat- ed contracts to generate more than $7.5 “In the past, the penalty to pressurize at 6,000 ft. was billion in original equipment and after- too high—several thousand pounds of structural market sales through 2028. ■ weight to overcome the fatigue problems. But with a GREEN HILLS SOFTWARE USED TO composite fuselage, fatigue is not one of the driving DEVELOP FLIGHT CONTROLS concerns.” Green Hills Software, Inc., which is based in Santa Barbara, Calif., will sup- — Mike Sinnett, chief systems engineer for the 787 program ply its memory-protected Integrity-178B real-time operating system (RTOS) and Finally, passengers can thank ous levels of pressurization to Multi development tools to Honeywell composites for an anticipated determine where the greatest International. increase in cabin pressurization benefits occurred. The software will be used to and humidity, which means they “We found a real knee in the develop the 787’s flight controls elec- should arrive feeling more alert, curve at 6,000 ft.,” says Mike tronics system, including the new air- line transport’s fly-by wire system and more refreshed and less fatigued Sinnett, chief systems engineer autopilot. than they do today. for the 787 program. “In the The Green Hills operating system As with the windows, travel- past, the penalty to pressurize at was designed from the ground up to ers may not know why they feel 6,000 ft. was too high—several meet the safety and performance great about their experience on thousand pounds of structural requirements of flight-critical systems. the 787, but Boeing argues that weight to overcome the fatigue Integrity-178B complies with the avia- a positive image will mean problems. But with a composite tion industry standard Arinc 653-1 future bookings and increased fuselage, fatigue is not one of the applications software interface and has been used in numerous systems certi- revenues for operators. driving concerns.” fied to the most stringent avionics soft- “We believe that a good At the same time, humidity is ware safety standard, RTCA/DO-178B experience casts a halo over the expected to be higher because Level A. ■ whole airline,” explains Brauer. the 787 will have fresh, outside

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MOOG TO PROVIDE PRIMARY FLIGHT CONTROL ACTUATION

Moog Inc. will supply the primary flight control actuation system for the 787. The Moog system will control all of the primary flight control surfaces on the airplane, as well as the spoilers and the horizontal stabilizer. Shipsets will include 30 actuators and associated control electronics. Design and development of the equip- ment will be done at the company’s East Aurora, N.Y.; Salt Lake City; Torrance, Calif.; and Tewkesbury, was the first major U.S. carrier to order the 787. The Houston-based airline is England, facilities. scheduled to begin taking delivery of its Dreamliners in 2009. The company also will supply rotary actuation components to Smiths Aerospace for use in the high-lift sys- air brought in on a per-passen- organic compounds from the air. tem of the 787. ger, not a per-seat, basis. When “Removing compounds had Moog’s high-performance actua- that very dry air is brought in on much more of an impact on the tion products also control military air- a per-seat basis and there are few symptoms associated with dehy- craft, , launch vehicles, mis- passengers to restore humidity, dration than did humidity,” says siles, automated industrial machinery relative humidity can be as low Sinnett. “Removing the com- and medical equipment. ■ as 5%, says Sinnett. Flight atten- pounds was like raising relative dants will ensure incoming fresh humidity 25-30%.” PARKER HANNIFIN TO SUPPLY air is always in balance with pas- So like today’s airplanes, the 5,000-PSI HYDRAULIC SUBSYSTEM senger loads using the 787’s dig- 787 will remove particulates Parker Hannifin Corp., a leading maker ital environmental control unit. down to the viral and bacterial of motion and control systems, will pro- Also, less moisture is expect- levels, but also will use gaseous vide the hydraulic subsystem for the ed to escape from the fuselage filtration to remove alcohol— 787 through its Abex Div. The subsys- since less heat is transferred found in everything from drinks tem will operate at 5,000 psi, reducing through the composite fuselage. to hand wipes—as well as per- equipment size and weight compared to Plus, there’s higher moisture con- fumes and other gases. “When the 3,000-psi systems on commercial tent in 6,000-ft. air than in these contaminants are removed aircraft today. 8,000-ft. air—enough to make a through purification,” says Parker’s Nichols Airborne Div. will supply liquid-cooling pumps and reser- 4% difference in relative humid- Sinnett, “some of the symptoms voirs for Hamilton Sundstrand’s 787 pri- ity. Boeing’s goal for the 787 is of dehydration are relieved.” mary electronics cooling air manage- 16% relative humidity at 6,000 ment system. And Parker’s Gas Turbine ft., a number that would feel like SYSTEM INNOVATIONS Fuel Systems Div. is working with both 20% at 8,000 ft.—substantially Systems will contribute a 3% 787 engine suppliers. With GE, it is higher than the 5-15% relative savings thanks to a new architec- working on new low-NOx combustor humidity in aircraft today. ture that reduces the power technology. For Rolls-Royce’s Trent Still, Boeing engineers dis- required of the engines and 1000, Parker will supply and manage the fuel system, including the fuel covered that the impact of high- reduces the structural weight, atomization nozzles. These contracts er humidity by itself wasn’t that says Walt Gillette, vice president are worth in excess of $1.2 billion. ■ great. The real driver of passen- for engineering, manufacturing ger well-being is the removal of and partner alignment on the

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ROCKWELL TO PROVIDE PILOT CONTROLS, COMMUNICATIONS/ Modern aircraft engines generate about 60 kilovolts SURVEILLANCE SYSTEMS of electricity to power today’s electrical systems...in Rockwell Collins, a leader in communi- cations and avionics, will provide the the 787, they will generate more than a megawatt, 787’s pilot controls through its Kaiser Electroprecision business in Irvine, which is enough to power 250 homes in the middle of Calif. In addition, Rockwell will supply the aircraft’s head-up and head-down a Phoenix summer. displays, communication and surveil- lance systems, and the core network, — Tom Brisken, general manager of the GEnx project at GE Aircraft Engines which include advanced VHF, HF and satellite communication radios, terrain 787 program. For starters, the Most striking, however, may awareness warning systems, weather 787 combines roughly 80 func- be that the 787 virtually will radar, and traffic alert and collision tions into one computer system, have eliminated an entire aircraft avoidance systems. All the file servers, routers and more than any aircraft previous- system, replacing the traditional avionics interfaces are included in a sin- ly. Altogether, there are just 30 engine-bleed-air-driven pneu- gle cabinet, with growth slots for future separate computer systems on matic architecture with a more enhancements. Rockwell also is assist- the 787, compared to 80—with efficient electric-motor-driven ing Smiths Aerospace on the develop- about 100 different devices—on air-compression system. Rather ment of the common data network. The the 777. than using engine as the awards could be worth up to $3.5 billion Just as important, those power source for the environ- over the life of the program. ■ computer systems have been mental control systems, the 787 designed to a common stan- will use electric power. Only the VOUGHT AND PARTNERS TO dard—Arinc 653—rather than a engine nacelle heat and cowl SUPPLY 60% OF THE 787 proprietary standard, which is anti-ice will be provided by FUSELAGE expected to reduce dramatically engine bleed air. Vought Aircraft Industries offers a full the cost of change downstream. The shift is huge: Modern range of design, testing, manufacturing Say, for instance, technology aircraft engines generate about and support capabilities to aerospace evolves one day to allow pilots 60 kilovolts of electricity to manufacturers. On the 787 program, to see and avoid clear air turbu- power today’s electrical systems, Vought is positioned as a Tier I lence (CAT), says Sinnett. CAT according to GE’s Brisken. In the Integrator, filling the gap between software would be written to 787, they will generate more prime contractors and traditional sub- Arinc 653 standards, which than a megawatt, which is contractors by providing large, integrat- ed aerostructures on a turnkey basis. means airlines essentially will be enough to power 250 homes in For the 787 program, Vought and able to plug in the new software the middle of a Phoenix summer. Alenia North America formed a joint overnight. In today’s airplanes, The biggest advantage of an venture called Global Aeronautica, installing new software means electrical system over a pneumat- which will join and integrate fuselage “tearing the airplane apart and ic system is that operators will be sections from Vought, Alenia and other putting in 30 different boxes,” able to match the electricity they structural partners. Together, the sec- Sinnett says. So the 787’s open, generate to the energy they need, tions represent more than 60% of the common architecture is designed says Bob Guirl, director of 787 787 fuselage. Vought will produce its aft fuselage sections 47 and 48 in a to enable it to keep up with tech- programs at Hamilton Sund- new 340,000-sq.-ft. building co-located nology changes in everything strand, which has won eight con- with the Global Aeronautica integration from avionics to passenger enter- tracts on the 787, more than any facility in Charleston, S.C. ■ tainment. other company. During cruise, Continued on page S27

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Manufacturing Success

If composites make so much sense, why have they not been used ity in Grottaglie, Italy, where it will build the two fuselage pieces. extensively in commercial aircraft before? Quite simply, it’s been a The facility will be finished by early next year, and the machinery to matter of cost. The lay-up work for high-performance composites make the parts will start being delivered in April 2006, according has been done manually, which is fine for applications such as to Alenia officials. satellites and fighter jets where performance is paramount, but the Alenia then will ship its fuselage sections to Charleston (S.C.) process didn’t make sense for commercial aircraft. No airline would International Airport, where Global Aeronautica, the joint venture have paid the sky-high price tag for a manually produced compos- of Vought Aircraft Industries and Alenia North America, will join ite aircraft. and integrate fuselage sections from Vought, Alenia and other The trick for Boeing was to figure out a way to automate the structural partners, which together represent more than 60% of composite lay-up process. In addition, the manufacturer the 787 fuselage. From there, the assemblies will be sent to Seattle, wanted machines to lay down composites at a rate of 10-30 times where Boeing will join the parts, hook up the systems and put in faster than previously possible, while still producing the highest- the interior. quality material. In mid- The sections will be trans- January, Boeing unveiled ported in Boeing’s new Large proof it had reached its Cargo Freighter, a modified goal with the rollout of the 747-400F that will serve as first full-scale composite the primary means of trans- one-piece fuselage section. porting 787 major assemblies Building the 22-ft.- from partner locations around long, 19-ft.-wide section the world to the final assem- started with computerized bly line. lay-down of composite The freighter airplane’s tape on an enormous design enables the entire aft mold. That mold was fuselage to swing open, thus mounted on a tool that allowing 787 fuselage and rotated the barrel as the wing components to be tape was applied. Then the loaded more easily. The structure was wrapped and expanded girth of the Large placed in Boeing’s autoclave for curing. The final steps were Cargo Freighter will hold 300% more cargo above the main deck unwrapping the structure, inspecting it and removing tools. than the current -400F. That single structure has enormous implications for aircraft Gillette says final assembly is as easy as it sounds because assembly. Had the same section been constructed of aluminum, it carbon fiber structure is very stiff and holds its shape. With metal, would have been made out of many pieces with “hundreds and which tends to flex, assembly workers often have to install shims hundreds” of rivets, says Walt Gillette, vice president of engineer- to make everything fit. That won’t be the case with composites. “It ing, manufacturing and partner alignment on the 787 program. In will be like Fisher-Price on Christmas Eve. The parts just snap all, the switch to composites is enabling a reduction of thousands together,” says Gillette. of parts and tens of thousands of rivets. Consequently, final assembly time for the 787 will be cut by a The fuselage sections will be built by various Boeing partners third to a quarter, compared to metal airplanes. For airlines, that and shipped to Seattle for assembly. One of the partners is Alenia means a longer time for making decisions. Aeronautica of Italy, which is responsible for constructing center “Today, airlines have to make final decisions almost a year in fuselage sections 44 and 46 and the horizontal stabilizer. Soon the advance of delivery,” says Gillette. “These manufacturing initiatives European company will break ground on a 60,000-sq.-meter facil- will cut that time at least in half.” ◆

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Continued from page S24 engines today bleed off air in from that they were able to put trical system’s four main work excess of their needs, which ulti- together affordable motor-con- packages: the electrical power mately means engines are burn- trol solutions for the 787. More generation and start system, the ing more fuel than they need to. importantly, “we’re getting out primary power distribution sys- Now, says Guirl, “you’ll use only of an environment where we’re tem (in partnership with Zodiac the fuel you need to run the gen- making aerospace-unique solu- ECE) and the remote power dis- erator to support the loads you tions and aligning with a tech- tribution system. (The fourth require.” nology path that is driven by a package, awarded to Thales, is The switch in systems was broader industry,” says Guirl. for the conversion system.) In possible because of recent “This will allow us to harvest the short, Hamilton Sundstrand will advances in electrical systems, benefits and the technology generate, distribute and use the most notably on the industrial advances that occur to allow for power, as well as cool the loads front. Hamilton Sundstrand lower-cost solutions.” on the 787. And as a result, it engineers went to sister United has found ways to optimize solu- Technologies company Otis HAMILTON SUNDSTRAND tions and eliminate redundancies Elevator Co. to examine the POWER in ways that would not have work it was doing to electrify Hamilton Sundstrand is been apparent in a single-system hoists and lifts in elevators, and responsible for three of the elec- environment.

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Boeing’s new production system for the 787 will include air transport of many major assemblies via the Large Cargo Freighter, a modified 747-400F that will feature an aft fuselage that can swing open during loading and unloading operations.

Take the company’s modular dence; it represents a conscious making the best design decisions design for the motor controllers. shift by Boeing to reduce the for the lowest cost” from the “We will use like design practices number of Tier 1 suppliers and outset, says Gillette. and circuit applications in the become more of an Boeing works with its suppli- motor controls for the electric integrator/architect, with part- ers in a real-time collaborative motor pump controllers, the ners providing more of their own environment, with every supplier main engine start controllers and development, design and manu- using the same methods, proce- the APU start controller,” says facturing funding. Suppliers on dures and software. Guirl. “This helps ensure com- the 787 program are true part- “If we want to discuss a part mon requirements flow down, ners, offering their innovation of the fuselage with Alenia, which drives re-use across the and expertise to bring a superior Vought, Kawasaki and airplane, resulting in ease of use product to market. Mitsubishi, we link in digitally in service, standardized diagnos- As a result, Boeing reduced to every part of the world,” says tics, common spares and simpler its supplier list from hundreds on Gillette. repair, all of which push the cost the 777 to fewer than 50 for the Every participant sees on a of ownership down.” 787, including internal Boeing computer the component being division suppliers. And it select- discussed, every participant THE SUPPLIER CONNECTION ed most of its suppliers about a talks, and everyone else hears The fact that Hamilton year and a half earlier than on what is said. Any participant can Sundstrand won so much of the other programs so they “could modify parts until everyone electrical work was no coinci- influence the Boeing team on agrees and the final design is

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locked in. At the same time, every change made cascades downstream, altering everything that would be affected by the change right down to re- writing codes for the robots that will eventual- ly build the part. So if Boeing changes a single door, everything associ- ated with that door is changed automatically; even its manufacturing process is digitally rede- fined. Just as important, every partner knows about it. Traditionally, part- Boeing’s Global Collaboration Center in Everett, Wash., is a virtual workspace that enables engineers from part- ner companies around the world to make concurrent design changes to the airplane in real time. ners designed their parts on their own systems and then shipped them to Boeing asts, who are part of what fulfill their dreams of traveling to for integration. The method took Boeing calls its World Design new places, experiencing new time and sometimes resulted in Team (WDT), to weigh in. It was cultures and staying connected communication errors. the public, for instance, that to one another.” “With everyone working in picked the name Dreamliner. For operators worldwide, the same way, in the same envi- When the name of the air- perhaps the name Dreamliner ronment with the same systems, craft was announced at the Paris will mean the ability to increase the problems associated with the air show two years ago, Rob profit margins through Boeing’s transfer of information, with the Pollack, vice president of brand- creation of a new standard of integration of parts, are eradicat- ing for Boeing Commercial efficiency demanded by today’s ed,” says Michel Tellier, Dassault Airplanes, summed up the mean- ultra-competitive marketplace. ◆ Systèmes’ vice president of serv- ing as follows: ices for PLM Americas. Dassault “The name Dreamliner Systèmes calls the 787’s world- reflects a new airplane that will wide, single-system environment fulfill the dreams of airlines and the Global Collaborative passengers with its efficient oper- WRITTEN BY: Environment (GCE). ations, enhanced cabin environ- Heather Baldwin ment and the ability to allow PRODUCED BY: Aviation Week Strategic Programs PUBLIC INPUT, TOO profitable connection to more in association with Boeing extended its global cities without stopovers. The RAS Enterprises Aviation Week & Space Technology Market Supplements collaborative efforts to the pub- name also demonstrates how the are a product of Aviation Week, a division of The McGraw-Hill Companies. All rights reserved. No part lic as well, calling on a group of airplane’s economics will enable may be reproduced in whole or in part without the ex- about 140,000 aviation enthusi- more people around the world to press permission of The McGraw-Hill Companies.

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