Boeing Assembles First 747-8 Intercontinental Forward Fuselage

martes, 14 de septiembre de 2010

EVERETT, Wash., Sept. 14 /PRNewswire/ -- Boeing (NYSE: BA) achieved another significant milestone for the first 747-8 Intercontinental Sunday night with the assembly of the airplane's forward fuselage. The 89-foot, 2-inch (27.2 meters) fuselage section, featuring the airplane's signature upper deck, was moved from the assembly tool for sealing and testing before beginning systems installation.

The 747-8 features a stretched fuselage compared to that of the 747-400. It is 18 feet, 4 inches (5.6 meters) longer than its predecessor. Much of the stretch -- 13 feet, 4 inches (4.1 meters) -- is located in the forward fuselage. The remaining additional 5 feet (1.5 meters) are located aft of the wing. The 747-8's stretched fuselage provides for 51 additional seats to accommodate 467 passengers in a typical three-class configuration and 26 percent more cargo volume.

The Boeing 747-8 Intercontinental is the new, high-capacity 747 that offers the lowest operating costs and best economics of any large passenger airplane, while providing enhanced environmental performance.

More information:

Press Release


El director general de Infraestructuras y Material de Seguridad del Ministerio del Interior visita la factoría de Eurocopter en Albacete

Albacete, 14 de septiembre de 2010

Con motivo de la próxima entrega del primer helicóptero EC-225 para el Cuerpo Nacional de Policía, Luis Luengo, director general de Infraestructuras y Material de Seguridad del Ministerio del Interior, ha visitado la factoría Eurocopter en Albacete. Luengo estuvo acompañado por el subdirector general de Planificación y Gestión de Medios Materiales para la Seguridad, Felipe del Pozo, así como por miembros de los servicios aéreos, tanto de la Policía como de la Guardia Civil, y ha sido recibido en la fábrica de Albacete por el director de Programas Comerciales, Javier Sánchez.

Durante el acto ha tenido lugar una revisión de los programas actualmente en curso con el Ministerio del Interior, como el Programa EC 135, así como una visita exhaustiva a las instalaciones de Eurocopter en Albacete.

(nota de prensa de Eurocopter)

MI 1.- La responsable de la línea de montaje de los helicópteros EC-135, Evelyne Bourrillon, explica detalles de la misma al director general de Infraestructuras y Material de Seguridad del Ministerio del Interior. Foto © Pablo Rada

MI 2.- Directivos de la factoría de Eurocopter en Albacete posan junto a Luis Luengo ante el nuevo helicóptero EC-225 del Ministerio del Interior. Foto © Pablo Rada

MI 3.- El nuevo helicóptero Eurocopter EC-225 emprende el vuelo desde la factoría de Albacete. Foto © Pablo Rada


PICTURE: Airbus test-flies A350 fuselage panel on A340

Better information in
The airframer has replaced a regular aluminium fuselage section on one of its A340 test aircraft with the panel, manufactured at its facility in Nantes.

Better pics in:
Airbus (Toulouse and Hamburg) today (September 6) flight tested an Airbus A350 XWB composite panel and acoustic demonstrator for two hours today at Toulouse.


Discussions on Partnering With Czech Republic in the KC-390 Program

Discussions on Partnering With Czech Republic in the KC-390 Program
Czech government manifests its intention to acquire two military transport jets from Embraer

Five countries keen to join Embraer's KC-390 aircraft programme
Czech Republic on Monday inked a deal with Brazil to participate in the new aircraft’s design and development. The company is already in talks with Chile, Colombia, and Portugal for international partnerships for the KC-390 programme.


Commercial-Scale Biofuel Production Two-Three Years Away

Certification Process Is Underway

Originally developed under a DARPA contract, "green" jet fuel uses biomass, plants such as camelina and algae, and waste cooking oil as a base.
Green fuels have been successfully demonstrated in both commercial airliners and military aircraft, both fixed wing and rotary.


Boeing Begins Testing on 787 Dreamliner Fatigue Airframe

EVERETT, Wash., Sept. 13, 2010 – Boeing [NYSE: BA] has begun fatigue testing on the structural airframe of the 787 Dreamliner at the Everett, Wash., site. Fatigue testing involves placing the 787 test airframe into a test rig that simulates multiple lifecycles to test how the airplane responds over time.

“Unlike static tests, where loads are applied to the airplane structure to simulate both normal operation and extreme flight conditions, fatigue testing is a much longer process that simulates up to three times the number of flight cycles an airplane is likely to experience during a lifetime of service," said Jim Ogonowski, structures vice president, Boeing Commercial Airplanes.

While the structural test program already has validated the strength of the airframe, fatigue testing looks at long-term, continued use. This is the natural progression of testing on a new airplane and part of the process to achieve U.S. Federal Aviation Administration certification.

Press Release

As he gazed at a 787 Dreamliner mounted in a metal cage and attached to hundreds of mechanical devices, Peter Brownlow recalled his childhood.

"Every kid's dream is to build something and then try to break it, right?," asked Brownlow, the fatigue testing conductor for the 787 program. "In essence, that's what we're doing. We take an airplane and we try to put it through its paces and try to break it at the end."

Brownlow and a team of engineers recently began an extensive program of twisting and tugging a 787 structural airframe. The ongoing punishment will simulate more than 100,000 flights.

Unlike static tests, which push the airplane to extreme loads to see how well it handles in once-in-a-lifetime emergencies, fatigue tests show how the structural integrity stands up to the day-in, day-out stresses that build up over thousands of flights spread out over decades.

"We're demonstrating the durability of the airplane," said Ray Clark, the 787 static and fatigue test director. "We're checking our structural maintenance procedures so we do them first on this airplane before an airline has to. And we validate that we do have inspection techniques where we can find any cyclical damage well before the fleet will experience it."

To simulate multiple flights, Boeing engineers direct mechanical devices to apply pressure to selected spots on the airframe's surface, from the leading edge of the wing to the tail fin to the fuselage.

"The devices impose loads typical of backing off the gate, taxiing out, taking off, climbing, cruise, experiencing a storm, descending, landing, taxiing back to the gate," said Clark. "So we mimic the ground-to-air-to-ground cycle of an airplane in service."

Since airlines will use the 787 on very different routes, stress analysts designed several flight profiles to recreate the range of conditions the airplane is likely to face over its lifetime.

The process continues seven days a week for three years as engineers push and pull on the control surfaces over and over again. When all is said and done, the airplane will have "flown" about three times the number of flight cycles a 787 is likely to face in its lifetime. It's part of the exhaustive program to certify the Dreamliner.

"It's certainly a long campaign," said Brownlow. "There's a lot of pride involved to be part of a program like this and to help usher it into the public and see people flying it safely." .

Press Release


La NASA estudia lanzamientos en horizontal: ¡¡Volvemos al concepto de lanzamiento del bombardero Sänger!!

Una propuesta inicial ha sido la de un avión con forma de cuña  para ser lanzado horizontalmente en una vía electrificada o de gas. El avión volaría hasta Mach 10, usando sus propulsores y las alas para elevarse hasta alcanzar los tramos superiores de la atmósfera, donde una pequeña carga útil o cápsula sería eyectada por una segunda etapa que dispararía la parte posterior de la aeronave hasta la órbita. El avión regresaría entonces y aterrizaría en una pista en el mismo lugar del lanzamiento.

El bombardero orbital de Sänger: el "Silverbird"


APES 0016 ¡¡Esto no es lo que me contaron en la entrevista!!

Dedicado a todos esos pringados que aceptaron un curro creyendose lo que les decían en la entrevista, y se encontraron que la mitad era mentira, y de la otra solo se debían haber creído el 50%

Para ver en grande, pincha sobre la imagen


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