The Curtiss XP-71 was a 1941 American proposal for an exceptionally large heavy fighter design. It was intended to serve as an extreme-range interceptor and escort fighter . While significant progress was made in the design phase, no prototypes were ever built, and the design was abandoned in 1943.
129-666: The proposed aircraft was to have a pressurized cockpit . Power would be provided by two Pratt & Whitney R-4360 Wasp Major radial engines each driving a set of pusher contra-rotating propellers. Based on studies of heavy, long-range fighters that had been undertaken prior to the American involvement in World War II, the United States Army Air Forces initially ordered two prototypes in November 1941. The major role for
258-551: A Boeing 737-200 that suffered catastrophic cabin failure mid-flight, was primarily caused by the aircraft's continued operation despite having accumulated more than twice the number of flight cycles that the airframe was designed to endure. For increased passenger comfort, several modern airliners, such as the Boeing 787 Dreamliner and the Airbus A350 XWB , feature reduced operating cabin altitudes as well as greater humidity levels;
387-537: A 2004 contract. In May 2007, the final assembly on the first 787 began at Everett. Boeing worked to trim excess weight since assembly of the first airframe began; in late 2006, the first six 787s were stated to be overweight, with the first aircraft being 5,000 lb (2,300 kg) heavier than specified. The seventh and subsequent aircraft would be the first optimized 787-8s expected to meet all goals. Accordingly, some parts were redesigned to include more use of titanium . In July 2015, Reuters reported that Boeing
516-425: A Trent 1000 engine suffered a blowout at Rolls-Royce's test facility during ground testing. This engine failure caused a reevaluation of the timeline for installing Trent 1000 engines; on August 27, 2010, Boeing stated that the first delivery to launch customer ANA would be delayed until early 2011. That same month, Boeing faced compensation claims from airlines owing to ongoing delivery delays. In September 2010, it
645-444: A cabin altitude of 24,800 ft (7,600 m) (5.5 psi (0.38 bar)); Gemini used an altitude of 25,700 ft (7,800 m) (5.3 psi (0.37 bar)); and Apollo used 27,000 ft (8,200 m) (5.0 psi (0.34 bar)) in space. This allowed for a lighter space vehicle design. This is possible because at 100% oxygen, enough oxygen gets to the bloodstream to allow astronauts to operate normally. Before launch,
774-460: A cabin altitude of 6,000 ft (1,829 m). Despite this, its cabin altitude was intentionally maintained at 6,000 ft (1,829 m). This combination, while providing for increasing comfort, necessitated making Concorde a significantly heavier aircraft, which in turn contributed to the relatively high cost of a flight. Unusually, Concorde was provisioned with smaller cabin windows than most other commercial passenger aircraft in order to slow
903-567: A cabin atmosphere of 14.5 psi (1.00 bar) for the Space Shuttle orbiter and the International Space Station . An airtight fuselage is pressurized using a source of compressed air and controlled by an environmental control system (ECS). The most common source of compressed air for pressurization is bleed air from the compressor stage of a gas turbine engine; from a low or intermediate stage or an additional high stage,
1032-574: A comprehensive agreement that lowers the cost of fuselages for other jetliners that Spirit helps Boeing manufacture. In the second quarter of 2015, Boeing lost $ 25 million (~$ 31.4 million in 2023) on each 787 delivered but was planning to break even per plane before the year-end. After that Boeing hoped to build 900 Dreamliners over six years at an average profit of more than $ 35 million each. But with deferred costs peaking in 2016 at $ 33 billion, (~$ 41.1 billion in 2023) Leeham analyst Bjorn Fehrm believes Boeing cannot make an overall profit on
1161-600: A crash test involving a vertical drop of a partial composite fuselage section from about 15 ft (4.6 m) onto a 1 in (25 mm)-thick steel plate occurred in Mesa, Arizona ; the results matched predictions, allowing modeling of various crash scenarios using computational analysis instead of further physical tests. While critics had expressed concerns that a composite fuselage could shatter and burn with toxic fumes during crash landings, test data indicated no greater toxicity than conventional metal airframes. The crash test
1290-403: A freighter version of the 787, showing proposals to customers including FedEx Express . As of May 2024 , production of the 787 Freighter is expected to begin between 2028 and 2033. The 787-3 would have carried 290–330 passengers in two-class over 2,500–3,050 nmi (4,630–5,650 km; 2,880–3,510 mi) range, limited by a 364,000 lb (165 t) MTOW . In April 2008, to keep
1419-412: A further $ 20 billion, is not included in these costs. To recoup the deferred costs and earn its goal of a "low single-digit" overall profit margin, Boeing has to make an average profit of more than $ 50 million on the final 205 airplanes of the accounting block to be delivered from 2020: a profit margin of more than 30% while the mature Boeing 737 and 777 programs have 20% to 25% margins. Boeing
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#17330855959361548-425: A higher altitude than other newly designed civilian aircraft. Russian engineers used an air-like nitrogen/oxygen mixture, kept at a cabin altitude near zero at all times, in their 1961 Vostok , 1964 Voskhod , and 1967 to present Soyuz spacecraft. This requires a heavier space vehicle design, because the spacecraft cabin structure must withstand the stress of 14.7 pounds per square inch (1 atm, 1.01 bar) against
1677-610: A higher pressure than for the 8,000 ft (2,438 m) altitude of older conventional aircraft; according to a joint study performed by Boeing and Oklahoma State University , such a level significantly improves comfort levels. Airbus has stated that the A350 XWB provides for a typical cabin altitude at or below 6,000 ft (1,829 m), along with a cabin atmosphere of 20% humidity and an airflow management system that adapts cabin airflow to passenger load with draught-free air circulation. The adoption of composite fuselages eliminates
1806-455: A manual back-up control system. All exhaust air is dumped to atmosphere via an outflow valve, usually at the rear of the fuselage. This valve controls the cabin pressure and also acts as a safety relief valve, in addition to other safety relief valves. If the automatic pressure controllers fail, the pilot can manually control the cabin pressure valve, according to the backup emergency procedure checklist. The automatic controller normally maintains
1935-411: A new 787-9 is $ 145 million in 2018, up from $ 135 million in 2014, but it may have been sold for $ 110–115 million to prevent A330neo sales while an A330-900 is worth $ 115 million. In February 2018, Boeing priced six 787-9s for less than $ 100–115m each to Hawaiian Airlines , close to their production cost of $ 80–90m, to overcome its A330-800 order. By late 2018, deferred production costs were reduced from
2064-404: A peak of $ 27.6 billion in early 2016 to $ 23.5 billion as assembly efficiency improved and the 800th production started. By 2014, Boeing planned to improve financial return by reorganizing the production line, renegotiating contracts with suppliers and labor unions, and increasing the 787 production rate, stepwise, to 12 airplanes per month by the end of 2016 and 14 airplanes per month by
2193-436: A pressure loss incident would be to perform a rapid descent. The designed operating cabin altitude for new aircraft is falling and this is expected to reduce any remaining physiological problems. Both the Boeing 787 Dreamliner and the Airbus A350 XWB airliners have made such modifications for increased passenger comfort. The 787's internal cabin pressure is the equivalent of 6,000 ft (1,829 m) altitude resulting in
2322-499: A recent addition to the Boeing board of directors, James McNerney (who would become Boeing's Chairman and CEO in 2005), supported the need for a new aircraft to regain market share from Airbus. The directors on Boeing's board, Harry Stonecipher (Boeing's President and CEO) and John McDonnell issued an ultimatum to "develop the plane for less than 40 percent of what the 777 had cost to develop 13 years earlier, and build each plane out of
2451-459: A sea-level cabin altitude when cruising at 41,000 ft (12,497 m). One study of eight flights in Airbus A380 aircraft found a median cabin pressure altitude of 6,128 ft (1,868 m), and 65 flights in Boeing 747-400 aircraft found a median cabin pressure altitude of 5,159 ft (1,572 m). Before 1996, approximately 6,000 large commercial transport airplanes were assigned
2580-540: A third three-month delay to the first flight of the 787, citing insufficient progress on "traveled work." On March 28, 2008, to gain more control over the supply chain, Boeing announced plans to buy Vought Aircraft Industries' interest in Global Aeronautica; a later agreement was also made to buy Vought's factory in North Charleston. On April 9, 2008, a fourth delay was announced, shifting the maiden flight to
2709-440: A three-month delay, blaming a shortage of fasteners as well as incomplete software. On October 10, 2007, a second three-month delay to the first flight and a six-month delay to first deliveries were announced due to supply chain problems, a lack of documentation from overseas suppliers, and flight guidance software delays. Less than a week later, Mike Bair, the 787 program manager was replaced. On January 16, 2008, Boeing announced
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#17330855959362838-541: A type certificate to fly up to 45,000 ft (13,716 m) without having to meet high-altitude special conditions. In 1996, the FAA adopted Amendment 25-87, which imposed additional high-altitude cabin pressure specifications for new-type aircraft designs. Aircraft certified to operate above 25,000 ft (7,620 m) "must be designed so that occupants will not be exposed to cabin pressure altitudes in excess of 15,000 ft (4,572 m) after any probable failure condition in
2967-485: Is a process in which conditioned air is pumped into the cabin of an aircraft or spacecraft in order to create a safe and comfortable environment for humans flying at high altitudes. For aircraft, this air is usually bled off from the gas turbine engines at the compressor stage, and for spacecraft, it is carried in high-pressure, often cryogenic , tanks. The air is cooled, humidified, and mixed with recirculated air by one or more environmental control systems before it
3096-462: Is distributed to the cabin. The first experimental pressurization systems saw use during the 1920s and 1930s. In the 1940s, the first commercial aircraft with a pressurized cabin entered service. The practice would become widespread a decade later, particularly with the introduction of the British de Havilland Comet jetliner in 1949. However, two catastrophic failures in 1954 temporarily grounded
3225-411: Is powered by General Electric GEnx or Rolls-Royce Trent 1000 high-bypass turbofans. It is the first airliner with an airframe primarily made of composite materials and makes greater use of electrical systems . Externally, it is recognizable by its four-window cockpit, raked wingtips , and noise-reducing chevrons on its engine nacelles . Development and production rely on subcontractors around
3354-404: Is rare but has resulted in a number of fatal accidents . Failures range from sudden, catastrophic loss of airframe integrity (explosive decompression) to slow leaks or equipment malfunctions that allow cabin pressure to drop. Any failure of cabin pressurization above 10,000 ft (3,048 m) requires an emergency descent to 8,000 ft (2,438 m) or the closest to that while maintaining
3483-449: Is reaching it through a larger proportion of the 20% to 40% higher price −9/10s, costing only 5% to 10% more than the −8 with lower production costs from reliability and producibility investments and the expected experience curve . Former Douglas Aircraft chief economist Adam Pilarski notes that two assembly sites slow the experience curve. Boeing assumed a faster improvement than on previous programs which had not happened. Competition with
3612-473: Is typical for older jet airliners. A design goal for many, but not all, newer aircraft is to provide a lower cabin altitude than older designs. This can be beneficial for passenger comfort. For example, the Bombardier Global Express business jet can provide a cabin altitude of 4,500 ft (1,372 m) when cruising at 41,000 ft (12,497 m). The Emivest SJ30 business jet can provide
3741-591: The Airbus A350 and the launch of the A330neo put strong pressure on the 787 pricing. On July 21, 2016, Boeing reported charges of $ 847 million against two flight-test 787s built in 2009. Boeing had planned to refurbish and sell them but instead wrote them off as research and development expense. In 2017, Boeing's Jim Albaugh said that the requested return on net assets (RONA) led to outsourcing systems reducing investment , but improving RONA had to be balanced against
3870-713: The Douglas DC-6 , the Douglas DC-7 , and the Constellation to have certified service ceilings from 24,000 to 28,400 ft (7,315 to 8,656 m). Designing a pressurized fuselage to cope with that altitude range was within the engineering and metallurgical knowledge of that time. The introduction of jet airliners required a significant increase in cruise altitudes to the 30,000–41,000 ft (9,144–12,497 m) range, where jet engines are more fuel efficient. That increase in cruise altitudes required far more rigorous engineering of
3999-795: The National Labor Relations Board alleged that a second production line in South Carolina violated two sections of the National Labor Relations Act. In December 2011, the National Labor Relations Board dropped its lawsuit after the Machinists' union withdrew its complaint as part of a new contract with Boeing. The first 787 assembled in South Carolina was rolled out on April 27, 2012. The first 787
Curtiss XP-71 - Misplaced Pages Continue
4128-459: The Paris Air Show , Boeing said that the 787 would make its first flight within two weeks. On June 23, the first flight was postponed due to structural reasons. Boeing provided an updated 787 schedule on August 27, 2009, with the first flight planned to occur by the end of 2009 and deliveries to begin at the end of 2010. The company expected to write off US$ 2.5 billion because it considered
4257-492: The chemical oxygen generators fitted to most planes cannot supply sufficient oxygen. In jet fighter aircraft, the small size of the cockpit means that any decompression will be very rapid and would not allow the pilot time to put on an oxygen mask. Therefore, fighter jet pilots and aircrew are required to wear oxygen masks at all times. On June 30, 1971, the crew of Soyuz 11 , Soviet cosmonauts Georgy Dobrovolsky , Vladislav Volkov , and Viktor Patsayev were killed after
4386-433: The fuselage ; this stress is proportional to the difference in pressure inside and outside the cabin. In a typical commercial passenger flight, the cabin altitude is programmed to rise gradually from the altitude of the airport of origin to a regulatory maximum of 8,000 ft (2,438 m). This cabin altitude is maintained while the aircraft is cruising at its maximum altitude and then reduced gradually during descent until
4515-500: The hub-and-spoke theory toward the point-to-point theory , in response to analysis of focus groups . Randy Baseler, Boeing Commercial Airplanes VP Marketing stated that airport congestion comes from large numbers of regional jets and small single-aisles , flying to destinations where a 550-seat Airbus A380 would be too large; to reduce the number of departures, smaller airplanes can increase by 20% in size and airline hubs can be avoided with point-to-point transit . In 2003,
4644-494: The impact of the COVID-19 pandemic on aviation , as the production rate fell to six per month. In December, the monthly rate was further reduced to five. In 2019, reports began to emerge about quality-control issues at the North Charleston plant leading to questions about the jet's safety; and later that same year KLM , which had discovered loose seats, missing and incorrectly installed pins, nuts and bolts not fully tightened and
4773-419: The inner ear and sinuses and this has to be managed carefully. Scuba divers flying within the "no fly" period after a dive are at risk of decompression sickness because the accumulated nitrogen in their bodies can form bubbles when exposed to reduced cabin pressure. The cabin altitude of the Boeing 767 is typically about 7,000 ft (2,134 m) when cruising at 37,000 ft (11,278 m). This
4902-413: The minimum sector altitude (MSA), and the deployment of an oxygen mask for each seat. The oxygen systems have sufficient oxygen for all on board and give the pilots adequate time to descend to below 8,000 ft (2,438 m). Without emergency oxygen, hypoxia may lead to loss of consciousness and a subsequent loss of control of the aircraft. Modern airliners include a pressurized pure oxygen tank in
5031-500: The "Terrible Teens." Boeing planned the first flight by the end of August 2007 and premiered the first 787 ( registered N787BA) at a rollout ceremony on July 8, 2007. The 787 had 677 orders at this time, which is more orders from launch to roll-out than any previous wide-body airliner. The major systems were not installed at the time; many parts were attached with temporary non-aerospace fasteners requiring replacement with flight fasteners later. In September 2007, Boeing announced
5160-406: The 1,300 aircraft it expects to deliver during that time. JPMorgan Chase analyst Joseph Nadol estimated the program's cash loss to be $ 45 million per airplane, decreasing as the program moves forward. The actual cash flow reflects Boeing collecting most of the purchase price upon delivery; Boeing expects deferred costs to total $ 25 billion before the company begins to break even on production;
5289-598: The 767, with approximately 40 percent of the efficiency gain from the engines, plus gains from aerodynamic improvements, increased use of lighter-weight composite materials, and advanced systems. The airframe underwent extensive structural testing during its design. The 787-8 and −9 were intended to have a certified 330 minute ETOPS capability. During the design phase, the 787 underwent extensive wind tunnel testing at Boeing's Transonic Wind Tunnel, QinetiQ 's five-meter wind tunnel at Farnborough , United Kingdom, and NASA Ames Research Center 's wind tunnel, as well as at
Curtiss XP-71 - Misplaced Pages Continue
5418-499: The 787 program has received 1,937 orders and made 1,150 deliveries with no fatalities and no hull losses . During the late 1990s, Boeing considered replacement aircraft programs due to slowing sales of the 767 and 747-400 . Two new aircraft were proposed. The 747X would have lengthened the 747-400 and improved efficiency, and the Sonic Cruiser would have achieved 15% higher speeds (approximately Mach 0.98) while burning fuel at
5547-461: The 787 show compliance. In December 2019, it was reported that Boeing had removed the copper foil that formed part of the protection against lightning strikes to the wings of the aircraft; it then worked with the FAA to override concerns raised. The 787 made its first appearance at an international air show at the Farnborough Airshow , United Kingdom, on July 18, 2010. On August 2, 2010,
5676-580: The 787's maintenance program was passed by the FAA. On May 3, 2009, the first test 787 was moved to the flight line following extensive factory testing, including landing gear swings, systems integration verification, and a total run-through of the first flight. On May 4, 2009, a press report indicated a 10–15% range reduction, about 6,900 nmi (12,800 km; 7,900 mi) instead of the originally promised 7,700 to 8,200 nautical miles (14,300 to 15,200 km; 8,900 to 9,400 mi), for early aircraft that were about 8% overweight. Substantial redesign work
5805-418: The 787, decided to provide broad level specifications only, on the assumption that relevant partners had the competencies to perform the design and integration work with the limited data. This decision created several delays as suppliers struggled to work with the limited design data. As Boeing worked with its suppliers toward production, the design proceeded through a series of test goals. On August 23, 2007,
5934-1316: The 787-9 tail; the tail of the 787-8 is made by Alenia. The 787 was unprofitable for some subcontractors; Alenia's parent company, Finmeccanica, had a total loss of €750 million on the project. Subcontracted assemblies included wing and center wing box ( Mitsubishi Heavy Industries , Japan; Subaru Corporation , Japan); horizontal stabilizers ( Alenia Aeronautica , Italy; Korea Aerospace Industries , South Korea); fuselage sections (Global Aeronautica, Italy; Boeing, North Charleston , US; Kawasaki Heavy Industries , Japan; Spirit AeroSystems , Wichita , US; Korean Air , South Korea); passenger doors ( Latécoère , France); cargo doors, access doors, and crew escape door ( Saab AB , Sweden); software development ( HCL Enterprise , India); floor beams ( TAL Manufacturing Solutions Limited , India); wiring ( Labinal , France); wing-tips, flap support fairings, wheel well bulkhead, and longerons (Korean Air, South Korea); landing gear ( Messier-Bugatti-Dowty , UK/France); and power distribution and management systems, air conditioning packs ( Hamilton Sundstrand , Connecticut , US). To speed up deliveries, Boeing modified four used 747-400s into 747 Dreamlifters to transport 787 wings, fuselage sections, and other smaller parts. Japanese industrial participation
6063-508: The Comet worldwide. These failures were investigated and found to be caused by a combination of progressive metal fatigue and aircraft skin stresses caused from pressurization. Improved testing involved multiple full-scale pressurization cycle tests of the entire fuselage in a water tank, and the key engineering principles learned were applied to the design of subsequent jet airliners. Certain aircraft have unusual pressurization needs. For example,
6192-539: The Dreamliner. The 787 was designed to be the first production airliner with the fuselage comprising one-piece composite barrel sections instead of the multiple aluminum sheets and some 50,000 fasteners used on existing aircraft. Boeing selected two new engines to power the 787, the Rolls-Royce Trent 1000 and General Electric GEnx . Boeing stated the 787 would be approximately 20 percent more fuel-efficient than
6321-457: The French aerodynamics research agency, ONERA . The final styling was more conservative than earlier proposals, with the fin, nose, and cockpit windows changed to a more conventional form. By 2005, customer-announced orders and commitments for the 787 reached 237 aircraft. Boeing initially priced the 787-8 variant at US$ 120 million, a low figure that surprised the industry. In 2007, the list price
6450-575: The General Electric GEnx-1B engine. In July 2011, ANA performed a week of operations testing using a 787 in Japan. The test aircraft had flown 4,828 hours in 1,707 flights combined by August 15, 2011. During testing, the 787 visited 14 countries in Asia, Europe, North America, and South America to test in extreme climates and conditions and for route testing. On August 13, 2011, certification testing of
6579-545: The Rolls-Royce powered 787-8 finished. The FAA and European Aviation Safety Agency certified the 787 on August 26, 2011, at a ceremony in Everett, Washington. Certification cleared the way for deliveries and in 2011, Boeing prepared to increase 787 production rates from two to ten aircraft per month at assembly lines in Everett and Charleston over two years. Legal difficulties clouded production at Charleston; on April 20, 2011,
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#17330855959366708-548: The Sonic Cruiser project was named "7E7" (with a development code name of "Y2"). Technology from the Sonic Cruiser and 7E7 was to be used as part of Boeing's project to replace its entire airliner product line, an endeavor called the Yellowstone Project (of which the 7E7 became the first stage). Early concept images of the 7E7 included rakish cockpit windows, a dropped nose, and a distinctive "shark-fin" tail . The "E"
6837-478: The U.S. FAA grounded all 787s until it approved the revised battery design in April 2013. Significant quality control issues from 2019 onward caused a production slowdown and, from January 2021 until August 2022, an almost total cessation of deliveries. Boeing has spent $ 32 billion on the program; estimates for the number of aircraft sales needed to break even vary between 1,300 and 2,000. As of October 2024 ,
6966-602: The USAAF reconsidered the need for the project before prototype construction had begun. As conditions changed and it was clear that Britain would continue to be available for forward bases, the requirement for the advanced fighter project led to the cancellation of the XP-71 in early 1942. Data from General characteristics Performance Armament Aircraft of comparable role, configuration, and era Related lists Cabin pressurization Cabin pressurization
7095-458: The United States, had been considered the most likely customers of the Sonic Cruiser; thus the Sonic Cruiser was officially canceled on December 20, 2002. On January 29, 2003, Boeing announced an alternative product, the 7E7, using Sonic Cruiser technology in a more conventional configuration. The emphasis on a smaller midsize twinjet rather than a large 747-size aircraft represented a shift from
7224-496: The airframe was designed to endure. Aloha 243 was able to land despite the substantial damage inflicted by the decompression, which had resulted in the loss of one member of the cabin crew; the incident had far-reaching effects on aviation safety policies and led to changes in operating procedures. The supersonic airliner Concorde had to deal with particularly high pressure differentials because it flew at unusually high altitude (up to 60,000 ft (18,288 m)) and maintained
7353-452: The bleed air that is directed to the ECS is then expanded to bring it to cabin pressure, which cools it. A final, suitable temperature is then achieved by adding back heat from the hot compressed air via a heat exchanger and air cycle machine known as a PAC (Pressurization and Air Conditioning) system. In some larger airliners, hot trim air can be added downstream of air-conditioned air coming from
7482-441: The board between the 777 and 787 saying "In the old days, you would go to the board and ask for X amount of money, and they'd counter with Y amount of money, and then you'd settle on a number, and that's what you'd use to develop the plane. These days, you go to the board, and they say, 'Here's the budget for this airplane, and we'll be taking this piece of it off the top, and you get what's left; don't fuck up.'" The replacement for
7611-446: The cabin altitude (a representation of the air pressure, see below ) stays above 12,500 ft (3,810 m) for more than 30 minutes, or if the cabin altitude reaches 14,000 ft (4,267 m) at any time. At altitudes above 15,000 ft (4,572 m), passengers are required to be provided oxygen masks as well. On commercial aircraft, the cabin altitude must be maintained at 8,000 ft (2,438 m) or less. Pressurization of
7740-404: The cabin pressure matches the ambient air pressure at the destination. Keeping the cabin altitude below 8,000 ft (2,438 m) generally prevents significant hypoxia , altitude sickness , decompression sickness , and barotrauma . Federal Aviation Administration (FAA) regulations in the U.S. mandate that under normal operating conditions, the cabin altitude may not exceed this limit at
7869-420: The cabin pressure would be automatically maintained at about 6,900 ft (2,100 m), (450 ft (140 m) lower than Mexico City), which is about 790 hPa (11.5 psi) of atmosphere pressure. Some aircraft, such as the Boeing 787 Dreamliner , have re-introduced electric compressors previously used on piston-engined airliners to provide pressurization. The use of electric compressors increases
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#17330855959367998-474: The cabin vent valve accidentally opened before atmospheric re-entry. The aircraft that pioneered pressurized cabin systems include: In the late 1910s, attempts were being made to achieve higher and higher altitudes. In 1920, flights well over 37,000 ft (11,278 m) were first achieved by test pilot Lt. John A. Macready in a Packard-Le Père LUSAC-11 biplane at McCook Field in Dayton, Ohio . The flight
8127-420: The cargo hold is also required to prevent damage to pressure-sensitive goods that might leak, expand, burst or be crushed on re-pressurization. The principal physiological problems are listed below. The pressure inside the cabin is technically referred to as the equivalent effective cabin altitude or more commonly as the cabin altitude . This is defined as the equivalent altitude above mean sea level having
8256-466: The cockpit, giving the pilots more time to bring the aircraft to a safe altitude. The time of useful consciousness varies according to altitude. As the pressure falls the cabin air temperature may also plummet to the ambient outside temperature with a danger of hypothermia or frostbite . For airliners that need to fly over terrain that does not allow reaching the safe altitude within a maximum of 30 minutes, pressurized oxygen bottles are mandatory since
8385-542: The comparable number for the Boeing 777 , adjusted for inflation, is $ 3.7 billion. Boeing lost $ 30 million per 787 delivered in the first quarter of 2015, although Boeing planned to break even by the end of the year. The accumulated losses for the 787 totaled almost $ 27 billion (~$ 33.9 billion in 2023) by May 2015. The cost of producing the fuselage may increase because of a tentative deal reached with Spirit Aerosystems of Wichita, Kansas , wherein severe price cuts demanded by Boeing would be eased, in return for
8514-422: The conventional 7E7 on January 29, 2003, which focused largely on efficiency. The program was launched on April 26, 2004, with an order for 50 aircraft from All Nippon Airways (ANA), targeting a 2008 introduction. On July 8, 2007, a prototype 787 without major operating systems was rolled out; subsequently the aircraft experienced multiple delays, until its maiden flight on December 15, 2009. Type certification
8643-448: The conventional cockpit instruments were all mounted outside the chamber, visible through five small portholes. The first attempt to operate the aircraft was again made by Lt. John A. McCready, who discovered that the turbine was forcing air into the chamber faster than the small release valve provided could release it. As a result, the chamber quickly over pressurized, and the flight was abandoned. A second attempt had to be abandoned when
8772-542: The development of larger bombers where crew were required to move about the cabin. The first bomber built with a pressurised cabin for high altitude use was the Vickers Wellington Mark VI in 1941 but the RAF changed policy and instead of acting as Pathfinders the aircraft were used for other purposes. The US Boeing B-29 Superfortress long range strategic bomber was first into bomb service. The control system for this
8901-543: The effect of progressive metal fatigue as the fuselage undergoes repeated stress cycles coupled with a misunderstanding of how aircraft skin stresses are redistributed around openings in the fuselage such as windows and rivet holes. The critical engineering principles concerning metal fatigue learned from the Comet 1 program were applied directly to the design of the Boeing 707 (1957) and all subsequent jet airliners. For example, detailed routine inspection processes were introduced, in addition to thorough visual inspections of
9030-472: The electrical generation load on the engines and introduces a number of stages of energy transfer; therefore, it is unclear whether this increases the overall efficiency of the aircraft air handling system. They do, however, remove the danger of chemical contamination of the cabin , simplify engine design, avert the need to run high pressure pipework around the aircraft, and provide greater design flexibility. Unplanned loss of cabin pressure at altitude/in space
9159-475: The end of the decade. By April 2015, the production rate was 10 per month. From late 2020, the production rate is to be reduced from 14 to 12 airplanes per month due to the China-United States trade war . Production could be trimmed to 10 planes per month as demand for wide-body aircraft falters. On October 1, 2020, Boeing announced the 787 would be produced only in North Charleston from mid-2021 due to
9288-464: The entire crew of Apollo 1 during a 1967 ground test. After this, NASA revised its procedure to use a nitrogen/oxygen mix at zero cabin altitude at launch, but kept the low-pressure pure oxygen atmosphere at 5 psi (0.34 bar) in space. After the Apollo program , the United States used "a 74-percent oxygen and 26-percent nitrogen breathing mixture" at 5 psi (0.34 bar) for Skylab , and
9417-420: The exact stage depending on engine type. By the time the cold outside air has reached the bleed air valves, it has been heated to around 200 °C (392 °F ). The control and selection of high or low bleed sources is fully automatic and is governed by the needs of various pneumatic systems at various stages of flight. Piston-engine aircraft require an additional compressor, see diagram right. The part of
9546-574: The fastest certification campaign for a new Boeing commercial design. The flight test program comprised six aircraft, ZA001 through ZA006, four with Rolls-Royce Trent 1000 engines and two with GE GEnx -1B64 engines. The second 787, ZA002 in All Nippon Airways livery , flew to Boeing Field on December 22, 2009, to join the flight test program; the third 787, ZA004 made its first flight on February 24, 2010, followed by ZA003 on March 14, 2010. On March 24, 2010, flutter and ground effects testing
9675-595: The first three Dreamliners built unsellable and suitable only for flight tests. On October 28, 2009, Boeing selected Charleston, SC as the site for a second 787 production line, after soliciting bids from multiple states. On December 12, 2009, the first 787 completed high-speed taxi tests, the last major step before flight. On December 15, 2009, Boeing conducted the 787-8 maiden flight from Paine Field in Everett, Washington , at 10:27 am PST and landed three hours later at 1:33 p.m. at Seattle's Boeing Field . During
9804-402: The flight the 787 reached a top speed of 180 kn (333 km/h) and maximum altitude of 13,200 ft (4,000 m). Originally scheduled for 5 + 1 / 2 hours, the test flight was shortened to three hours due to unfavorable weather conditions. The six-aircraft ground and flight test program was scheduled to be done in eight and a half months and 6800 hours, which was
9933-481: The flight were sold in an online auction; the highest bidder had paid $ 34,000 for a seat. An ANA 787 flew its first long-haul flight to Europe on January 21, 2012, from Haneda to Frankfurt Airport . Even after production of the 787 began, Boeing continued to produce the 767 as a freighter . More stringent emissions and noise limits will go into effect in 2028 and prevent 767 sales in its current form. To address this concern, Boeing has widely reported to be working on
10062-427: The fourth quarter of 2008, and delaying initial deliveries by around 15 months to the third quarter of 2009. The 787-9 variant was postponed to 2012 and the 787-3 variant was to follow at a later date. On November 4, 2008, a fifth delay was announced due to incorrect fastener installation and the Boeing machinists strike , stating that the first test flight would not occur in the fourth quarter of 2008. After assessing
10191-471: The fuselage, and in the beginning not all the engineering problems were fully understood. The world's first commercial jet airliner was the British de Havilland Comet (1949) designed with a service ceiling of 36,000 ft (11,000 m). It was the first time that a large diameter, pressurized fuselage with windows had been built and flown at this altitude. Initially, the design was very successful but two catastrophic airframe failures in 1954 resulting in
10320-405: The gate for less than 60 percent of the 777's unit costs in 2003", and approved a development budget estimated at US$ 7 billion as Boeing management claimed that they would "require subcontractors to foot the majority of costs." Boeing Commercial Airplanes president Alan Mulally , who had previously served as general manager of the 777 programs contrasted the difference in the approval process by
10449-453: The horizontal stabilizers of test aircraft due to improperly installed shims; all aircraft were inspected and repaired. That same month, a 787 experienced its first in-flight lightning strike; inspections found no damage. As composites can have as little as 1/1,000th the electrical conductivity of aluminum, conductive material is added to alleviate potential risks and to meet FAA requirements. The FAA also planned requirement changes to help
10578-474: The initial variants, with the 787-9 entering service in 2010. On October 5, 2012, Indian state carrier Air India became the first carrier to take possession of a Dreamliner that was manufactured in the Charleston, South Carolina , Boeing plant. This was the first Boeing Dreamliner that was manufactured outside of Washington state . Boeing would go on to use both the Everett and South Carolina plants to deliver
10707-478: The launch customer for the 787, announcing a firm order for 50 aircraft with deliveries to begin in late 2008. The ANA order was initially specified as 30 787-3, 290–330 seat, one-class domestic aircraft, and 20 787-8, long-haul, 210–250 seat, two-class aircraft for regional international routes such as Tokyo-Narita to Beijing-Capital , and could perform routes to cities not previously served, such as Denver , Moscow , and New Delhi . The 787-3 and 787-8 were to be
10836-476: The main cabin during a test flight. The electrical fire caused some systems to fail before landing. Following this incident, Boeing suspended flight testing on November 10, 2010; ground testing continued. After investigation, the in-flight fire was primarily attributed to foreign object debris (FOD) that was present in the electrical bay. After electrical system and software changes, the 787 resumed flight testing on December 23, 2010. On November 5, 2010, it
10965-457: The majority of newly designed commercial aircraft. Aircraft manufacturers can apply for a relaxation of this rule if the circumstances warrant it. In 2004, Airbus acquired an FAA exemption to allow the cabin altitude of the A380 to reach 43,000 ft (13,106 m) in the event of a decompression incident and to exceed 40,000 ft (12,192 m) for one minute. This allows the A380 to operate at
11094-439: The maximum operating altitude of the aircraft. This mandatory maximum cabin altitude does not eliminate all physiological problems; passengers with conditions such as pneumothorax are advised not to fly until fully healed, and people suffering from a cold or other infection may still experience pain in the ears and sinuses. The rate of change of cabin altitude strongly affects comfort as humans are sensitive to pressure changes in
11223-571: The metal fatigue cracks that destroyed the Comets were initiated by the small radius corners on the Comet 1's almost square windows. The Comet fuselage was redesigned and the Comet 4 (1958) went on to become a successful airliner, pioneering the first transatlantic jet service, but the program never really recovered from these disasters and was overtaken by the Boeing 707. Even following the Comet disasters, there were several subsequent catastrophic fatigue failures attributed to cabin pressurisation. Perhaps
11352-421: The most prominent example was Aloha Airlines Flight 243 , involving a Boeing 737-200 . In this case, the principal cause was the continued operation of the specific aircraft despite having accumulated 35,496 flight hours prior to the accident, those hours included over 89,680 flight cycles (takeoffs and landings), owing to its use on short flights; this amounted to more than twice the number of flight cycles that
11481-414: The outer skin, mandatory structural sampling was routinely conducted by operators; the need to inspect areas not easily viewable by the naked eye led to the introduction of widespread radiography examination in aviation; this also had the advantage of detecting cracks and flaws too small to be seen otherwise. Another visibly noticeable legacy of the Comet disasters is the oval windows on every jet airliner;
11610-528: The packs if it is needed to warm a section of the cabin that is colder than others. At least two engines provide compressed bleed air for all the plane's pneumatic systems, to provide full redundancy . Compressed air is also obtained from the auxiliary power unit (APU), if fitted, in the event of an emergency and for cabin air supply on the ground before the main engines are started. Most modern commercial aircraft today have fully redundant, duplicated electronic controllers for maintaining pressurization along with
11739-440: The passengers for routine flights. In 1921, a Wright-Dayton USD-9A reconnaissance biplane was modified with the addition of a completely enclosed air-tight chamber that could be pressurized with air forced into it by small external turbines. The chamber had a hatch only 22 in (560 mm) in diameter that would be sealed by the pilot at 3,000 ft (914 m). The chamber contained only one instrument, an altimeter, while
11868-429: The pilot discovered at 3,000 ft (914 m) that he was too short to close the chamber hatch. The first successful flight was finally made by test pilot Lt. Harrold Harris, making it the world's first flight by a pressurized aircraft. The first airliner to enter commercial service with a pressurized cabin was the Boeing 307 Stratoliner , built in 1938, prior to World War II , though only ten were produced before
11997-453: The pressure was kept at slightly higher than sea level at a constant 5.3 psi (0.37 bar) above ambient for Gemini, and 2 psi (0.14 bar) above sea level at launch for Apollo), and transitioned to the space cabin altitude during ascent. However, the high pressure pure oxygen atmosphere before launch proved to be a factor in a fatal fire hazard in Apollo, contributing to the deaths of
12126-499: The pressurization system". In the event of a decompression that results from "any failure condition not shown to be extremely improbable", the plane must be designed such that occupants will not be exposed to a cabin altitude exceeding 25,000 ft (7,620 m) for more than 2 minutes, nor to an altitude exceeding 40,000 ft (12,192 m) at any time. In practice, that new Federal Aviation Regulations amendment imposes an operational ceiling of 40,000 ft (12,000 m) on
12255-528: The program schedule with suppliers, in December 2008, Boeing stated that the first flight was delayed until the second quarter of 2009. Airlines, such as United Airlines and Air India , stated their intentions to seek compensation from Boeing for the delays. A secondary factor in the delays faced by the 787 program was the lack of detailed specifications provided to partners and suppliers. In previous programs Boeing had supplied high level design data, but for
12384-461: The program. Ted Piepenbrock, an academic affiliated with MIT and the University of Oxford , projects losses decreasing through the first 700 airliners and forecasts the cumulative deferred costs to peak beyond $ 34 billion. The model most favorable to Boeing projects a program loss of $ 5 billion after delivering 2,000 Dreamliners. Boeing's original development investment, estimated at least at
12513-399: The proper cabin pressure altitude by constantly adjusting the outflow valve position so that the cabin altitude is as low as practical without exceeding the maximum pressure differential limit on the fuselage. The pressure differential varies between aircraft types, typical values are between 540 hPa (7.8 psi ) and 650 hPa (9.4 psi ). At 39,000 ft (11,887 m),
12642-416: The proposed aircraft was to act as an "escort" fighter to protect heavy bombers that would have to operate over occupied Europe even if Britain was conquered. Developed around two turbocharged 3,450 hp (2,570 kW) R-4360s driving pusher propellers, the XP-71 would have been the largest fighter aircraft built in the war. The final XP-71 design would have been larger than the contemporary B-25 and
12771-410: The rate of decompression in the event of a window seal failing. The high cruising altitude also required the use of high pressure oxygen and demand valves at the emergency masks unlike the continuous-flow masks used in conventional airliners. The FAA, which enforces minimum emergency descent rates for aircraft, determined that, in relation to Concorde's higher operating altitude, the best response to
12900-409: The risk of loss of control. From 2019, Boeing was to build 14 787s per month (168 per year), helping to offset the $ 28 billion in deferred production costs accumulated through 2015 and would add 100 aircraft to the current accounting block of 1,300 at the end of 2017 third quarter. In 2019, the list price for a 787-8 was US$ 248.3M, $ 292.5M for a 787-9, and $ 338.4M for a 787-10. The valuation for
13029-475: The same atmospheric pressure according to a standard atmospheric model such as the International Standard Atmosphere . Thus a cabin altitude of zero would have the pressure found at mean sea level, which is taken to be 101,325 Pa (14.696 psi; 29.921 inHg). In airliners , cabin altitude during flight is kept above sea level in order to reduce stress on the pressurized part of
13158-437: The same rate as the 767. Market interest for the 747X was tepid; several major American airlines, including Continental Airlines , showed initial enthusiasm for the Sonic Cruiser, although concerns about the operating cost were also expressed. The global airline-market was disrupted by the 9/11 attacks and increased petroleum prices, making airlines more interested in efficiency than speed. The worst-affected airlines, those in
13287-454: The short-haul model as it struggled to produce the 787-8 after program delays of three years. The 787 Dreamliner program has reportedly cost Boeing $ 32 billion. In 2013, the 787 program was expected to be profitable after 1,100 aircraft have been sold. At the end of 2013, the cost of producing a 787 exceeded the purchase price. Boeing's accounting method books sales immediately and distributes estimated production costs over ten years for
13416-441: The supersonic airliner Concorde had a particularly high pressure differential due to flying at unusually high altitude: up to 60,000 ft (18,288 m) while maintaining a cabin altitude of 6,000 ft (1,829 m). This increased airframe weight and saw the use of smaller cabin windows intended to slow the decompression rate if a depressurization event occurred. The Aloha Airlines Flight 243 incident in 1988, involving
13545-672: The test had been a success. On April 23, 2010, the newest 787, ZA003, arrived at the McKinley Climatic Laboratory hangar at Eglin Air Force Base , Florida, for extreme weather testing in temperatures ranging from 115 to −45 °F (46 to −43 °C), including takeoff preparations at both temperature extremes. ZA005, the fifth 787 and the first with GEnx engines, began ground engine tests in May 2010, and made its first flight on June 16, 2010. In June 2010, gaps were discovered in
13674-453: The threat posed by metal fatigue that would have been exacerbated by the higher cabin pressures being adopted by modern airliners, it also eliminates the risk of corrosion from the use of greater humidity levels. Boeing 787 Dreamliner The Boeing 787 Dreamliner is an American wide-body airliner developed and manufactured by Boeing Commercial Airplanes . After dropping its unconventional Sonic Cruiser project, Boeing announced
13803-405: The total loss of the aircraft, passengers and crew grounded what was then the entire world jet airliner fleet. Extensive investigation and groundbreaking engineering analysis of the wreckage led to a number of very significant engineering advances that solved the basic problems of pressurized fuselage design at altitude. The critical problem proved to be a combination of an inadequate understanding of
13932-487: The use of composite airframes has aided the adoption of such comfort-maximizing practices. Pressurization becomes increasingly necessary at altitudes above 10,000 ft (3,048 m) above sea level to protect crew and passengers from the risk of a number of physiological problems caused by the low outside air pressure above that altitude. For private aircraft operating in the US, crew members are required to use oxygen masks if
14061-517: The vacuum of space, and also because an inert nitrogen mass must be carried. Care must also be taken to avoid decompression sickness when cosmonauts perform extravehicular activity , as current soft space suits are pressurized with pure oxygen at relatively low pressure in order to provide reasonable flexibility. By contrast, the United States used a pure oxygen atmosphere for its 1961 Mercury , 1965 Gemini , and 1967 Apollo spacecraft , mainly in order to avoid decompression sickness. Mercury used
14190-408: The war interrupted production. The 307's "pressure compartment was from the nose of the aircraft to a pressure bulkhead in the aft just forward of the horizontal stabilizer." World War II was a catalyst for aircraft development. Initially, the piston aircraft of World War II, though they often flew at very high altitudes, were not pressurized and relied on oxygen masks. This became impractical with
14319-1154: The world more than for previous Boeing aircraft. Since March 2021 final assembly has been at the Boeing South Carolina factory; it was formerly in the Boeing Everett Factory in Washington. The initial 186-foot-long (57 m) 787-8 typically seats 248 passengers over a range of 7,305 nmi (13,529 km; 8,406 mi), with a 502,500 lb (227.9 t) MTOW compared to 560,000 lb (250 t) for later variants. The stretched 787-9, 206 ft (63 m) long, can fly 7,565 nmi (14,010 km; 8,706 mi) with 296 passengers; it entered service on August 7, 2014, with All Nippon Airways. The further stretched 787-10, 224 ft (68 m) long, seating 336 over 6,330 nmi (11,720 km; 7,280 mi), entered service with Singapore Airlines on April 3, 2018. Early 787 operations encountered several problems caused mainly by its lithium-ion batteries , including fires onboard some aircraft. In January 2013,
14448-494: The −8 on track for delivery, the −9 stretch was postponed from 2010 to at least 2012 and prioritized before the 787-3 and its 43 orders to follow without a firm delivery date. It kept the −8 length but its 51.7 m wingspan would have fit in ICAO Aerodrome Reference Code D. It was designed to operate on Boeing 757 -300/ Boeing 767 -200 sized regional routes from airports with restricted gate spacing. The wingspan
14577-559: Was US$ 146–151.5 million for the 787-3, US$ 157–167 million for the 787-8, and US$ 189–200 million for the 787-9. On December 16, 2003, Boeing announced that the 787 would be assembled in its factory in Everett, Washington . Instead of conventionally building the aircraft from the ground up, the final assembly employed 800 to 1,200 people to join completed subassemblies and integrate systems. Boeing assigned global subcontractors to do more assembly work, delivering completed subassemblies to Boeing for final assembly. This approach
14706-438: Was completed, clearing the aircraft to fly its entire flight envelope . On March 28, 2010, the 787 completed the ultimate wing load test, which requires that the wings of a fully assembled aircraft be loaded to 150% of the design limit load and held for 3 seconds. The wings were flexed approximately 25 ft (7.6 m) upward during the test. Unlike past aircraft, the wings were not tested to failure. On April 7, data showed
14835-470: Was considered a complex industrial project that would have taxed the resources of the Curtiss company as it was evident that development time would stretch out well beyond the projected need for the type. At the time, Curtiss facilities were completely committed to producing existing aircraft; due to the need to keep their production lines open for the current types on order and with shifting combat requirements,
14964-411: Was considering reducing the use of titanium to reduce construction costs. Early built 787s (line numbers under 20) were overweight, increasing their fuel burn and reducing their maximum range, and some carriers decided to take later aircraft. Boeing struggled to sell these aircraft, eventually offering significant discounts and scrapping one. Because of their line numbers, these aircraft were nicknamed
15093-494: Was decreased by using blended winglets instead of raked wingtips . By January 2010, all orders, from Japan Airlines and All Nippon Airways, had been converted to the 787-8. As it was designed specifically for the Japanese market, Boeing would likely scrap it after they switched orders. The −8's longer wingspan makes it more efficient on stages longer than 200 nmi (370 km; 230 mi). In December 2010, Boeing withdrew
15222-553: Was designed by Garrett AiResearch Manufacturing Company , drawing in part on licensing of patents held by Boeing for the Stratoliner. Post-war piston airliners such as the Lockheed Constellation (1943) made the technology more common in civilian service. The piston-engined airliners generally relied on electrical compressors to provide pressurized cabin air. Engine supercharging and cabin pressurization enabled aircraft like
15351-436: Was expected to correct this, which would complicate increases in production rates; Boeing stated the early 787-8s would have a range of almost 8,000 nmi (15,000 km; 9,200 mi). As a result, some airlines reportedly delayed deliveries of 787s to take later planes that may be closer to the original estimates. Boeing expected to have the weight issues addressed by the 21st production model. On June 15, 2009, during
15480-401: Was intended to result in a leaner, simpler assembly line and lower inventory, with pre-installed systems reducing final assembly time by three-quarters to three days. Subcontractors had early difficulties procuring needed parts and finishing subassemblies on schedule, leaving remaining assembly work for Boeing to complete as "traveled work." In 2010, Boeing considered in-house construction of
15609-428: Was key to the project. Japanese companies co-designed and built 35% of the aircraft; the first time that outside firms played a key design role on Boeing airliner wings. The Japanese government supported development with an estimated US$ 2 billion in loans. On April 26, 2006, Japanese manufacturer Toray Industries and Boeing signed a production agreement involving US$ 6 billion worth of carbon fiber , extending
15738-586: Was officially delivered to All Nippon Airways (ANA) on September 25, 2011, at the Boeing Everett factory. A ceremony to mark the occasion was also held the next day. On September 27, it flew to Tokyo Haneda Airport . The airline took delivery of the second 787 on October 13, 2011. On October 26, 2011, an ANA 787 flew the first commercial flight from Tokyo's Narita International Airport to Hong Kong International Airport . The Dreamliner entered service some three years later than originally planned. Tickets for
15867-458: Was possible by releasing stored oxygen into the cockpit, which was released directly into an enclosed cabin and not to an oxygen mask, which was developed later. With this system flights nearing 40,000 ft (12,192 m) were possible, but the lack of atmospheric pressure at that altitude caused the pilot's heart to enlarge visibly, and many pilots reported health problems from such high altitude flights. Some early airliners had oxygen masks for
15996-532: Was received in August 2011, and the first 787-8 was delivered in September 2011 before entering commercial service on October 26, 2011, with ANA. At launch, Boeing targeted the 787 with 20% less fuel burn than replaced aircraft like the Boeing 767 , carrying 200 to 300 passengers on point-to-point routes up to 8,500 nautical miles [nmi] (15,700 km; 9,800 mi), a shift from hub-and-spoke travel . The twinjet
16125-458: Was received. The alternative GE GEnx-1B engine achieved certification on March 31, 2008. On June 20, 2008, the first aircraft was powered up, for testing the electrical supply and distribution systems. A non-flightworthy static test airframe was built; on September 27, 2008, the fuselage was successfully tested at 14.9 psi (103 kPa) differential, which is 150 percent of the maximum pressure expected in commercial service. In December 2008,
16254-460: Was reported that some 787 deliveries would be delayed to address problems found during flight testing. In January 2011, the first 787 delivery was rescheduled to the third quarter of 2011 due to software and electrical updates following the in-flight fire. By February 24, 2011, the 787 had completed 80% of the test conditions for the Rolls-Royce Trent 1000 engine and 60% of the conditions for
16383-445: Was reported that two additional 787s might join the test fleet for a total of eight flight test aircraft. On September 10, 2010, a partial engine surge occurred in a Trent engine on ZA001 at Roswell. On October 4, 2010, the sixth 787, ZA006 joined the test program with its first flight. On November 9, 2010, the second 787, ZA002 made an emergency landing at Laredo International Airport , Texas, after smoke and flames were detected in
16512-422: Was said to stand for various things, such as "efficiency" or "environmentally friendly". In the end, Boeing said it stood for "Eight". In July 2003, a public naming competition was held for the 7E7, for which out of 500,000 votes cast online the winning title was Dreamliner . Other names included eLiner , Global Cruiser , and Stratoclimber . On April 26, 2004, Japanese airline All Nippon Airways (ANA) became
16641-444: Was the third in a series of demonstrations conducted to match FAA requirements, including additional certification criteria due to the wide-scale use of composite materials. The 787 meets the FAA's requirement that passengers have at least as good a chance of surviving a crash landing as they would with current metal airliners. On August 7, 2007, on-time certification of the Rolls-Royce Trent 1000 engine by European and US regulators
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