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Algol escribió:Esta genial el afiche
una pregunta, cual es la diferencia entre estos motores y los otros que se desarrollaron para el 787?

PAN AM 747 escribió:

Algol escribió:Esta genial el afiche
una pregunta, cual es la diferencia entre estos motores y los otros que se desarrollaron para el 787?

Hola Algol.

Solamente hay dos tipos de motores para el B787

1) General Electric, GEnx-1B
2) Rolls-Royce, Trent 1000

Es poca la diferencia del empuje de cada fabricante.

Saludos.

Boeing 787 test effort reaches 1000h, GE to deliver 2% improvement
By Max Kingsley-Jones

Boeing is fast approaching the halfway stage in the 787's flight-test programme, having recently achieved the important milestones of 1,000h in the air and the introduction of the second engine option in to the trial effort.

Meanwhile, General Electric says that an upgrade planned for introduction next year will deliver a 2% fuel burn saving and bring the 787's GEnx-1B performance in line with, or ahead of, the original target.

The 1,000h point was passed on 16 June, as the first of two GEnx-powered Dreamliners joined the four Rolls-Royce Trent 1000-powered 787s engaged in the flight-test programme. Boeing estimates that it is "about 40% through the test conditions" required to certificate the initial variant of the all-new jetliner. The programme is expected to eventually accumulate 3,100 flight hours.

"More work remains, but we are seeing excellent progress in flight test," says Scott Fancher, vice-president and general manager of the 787 programme. "We are making solid progress on the ground testing required on the flight-test fleet as well," he adds.

GEnx general manager Tom Brisken says that the two-and-a-half-year programme delay allowed GE to reduce the shortfall in GEnx fuel burn from a reported 4% to "closer to 2%". This deficit will be addressed, and possibly beaten, with another upgrade package to be introduced in the third quarter of 2011.

Meanwhile, Brisken says that a full understanding of the airframe/engine performance and fuel burn of the GEnx-2B-powered Boeing 747-8 is about a "month or two" away. He declines to comment on suggestions from industry sources that the GEnx-2B is also 2-4% behind its fuel-burn target.

Source: http://www.flightglobal.com/articles/20 ... ver-2.html

Traducción del artículo (automática)
Horizontal stabiliser gaps force 787 inspections and reduced flight envelope
By Jon Ostrower

Boeing has imposed a temporary operating limitation (TOL) on its five flying 787 test aircraft after structural gaps were discovered in the aircraft's horizontal stabiliser.

The horizontal stabilisers, which are built by Alenia Aeronautica in Foggia, Italy, have "issues with improperly installed shims and the torque of associated fasteners", says Boeing.

Programme sources say the gaps, which the shims are intended to fill, range between 0.25 and almost 0.5cm, and were first found near where the rear spar meets the stiffened centre box panel that joins the two rear wings that make up the horizontal stabiliser.

While Boeing maintains that the fleet has not been "grounded", the company has decided to not fly each aircraft as it undertakes one to two day inspections of each aircraft before returning to flight test operations. If issues are discovered amongst its test fleet, the aircraft can still fly, but with a reduced operating limit that is specified by the airframer and the US Federal Aviation Administration.

"An inspection and rework plan already is implemented for airplanes in production. For those airplanes requiring rework, we expect it will take up to eight days for each airplane," says Boeing.

Shims, or engineered fillers, are traditionally used to fill structural gaps that naturally occur during manufacturing, and the ones used to fill gaps in the horizontal stabiliser became compressed after fasteners were over-torqued as a means of pulling the surfaces together.

Using fasteners to augment structural shims introduces a "pre-load" condition and reduces the long-term fatigue life of the structure if the issue goes unaddressed.

Many of the production 787s in Everett, Washington, where final assembly takes place, have already had their elevators removed for the inspections, say area observers.

The company maintains "it is not unusual for these issues to arise in the course of production programmes - they are identified, dispositioned and dealt with through our normal processes".

However, the setback is another in a series of quality control issues that have arisen from the facilities of its Italian supplier.

On 23 June 2009, Boeing issued a stop work order to Alenia's Grottaglie, Italy operations after wrinkles in the composite skin of the aircraft were found above door frames on fuselage barrels.

The airframer says that this "issue will be addressed within the existing programme schedule" and the first delivery to Japan's All Nippon Airways remains on track for first delivery later this year.

Source: http://www.flightglobal.com/articles/20 ... light.html

• Boeing plans additional re-sequencing of 787 parts deliveries
• Boeing starts 787 horizontal stabiliser inspections