Home' Asian Aviation : AAV March 2010 Contents 30 Asia nAviation | MARCH 2010
which is more efficient than the -3 would have
been over distances of more than 200 nautical
miles. Tinseth said a medium-range 787 variant
that would be equivalent to the current 757,
carr ying 200 passengers on routes of 4,130
nautical miles, is not planned.
Without the constraints of having to
meet special ANA/JAL requirements, the
manufacturer is now free to consider how a
planned 737-replacement might overlap the
current 757 market – perhaps with a range
of aircraft extending from, say, 140 seats to
more than 220. Such a potential requirement
falls squarely in the domain of former 787
programme manager Mike Bair, now running
Boeing ’s new 737advanced product-development
In early 2008, Boeing shifted 787-3 engineering
resources on to the longer-range -8 and -9 types.
Talking of the short-winged 787-3 ’s probable demise,
Centre for Asia Pacific Aviation Managing Director
Peter Harbison says : “[Boeing has] been wanting to
consolidate on one model as much as possible.”
A prominent critic of the 787-3 wa s Internationa l
Lease Finance Corporation (ILFC) Chief Executive
Steven Udvar-Hazy, who said two years ago that the
market needed “another  version that is lighter
[and] addresses the performance capabilities [more]
at the medium-haul end of the market”. ILFC at
the time encouraged Boeing to develop a variant to
address the performance needs of carriers in China,
Europe, the Middle East, North and South America ,
as well as the intra-Asia and US trans-continental
“The -3 doesn’t quite do it. It seems too heavy,” said
Udvar-Hazy. Boeing ’s challenge with the variant was
to remove enough material to reduce empty weight,
while adding more seats and improving efficienc y on
short, high-c ycle Japanese domestic routes.
Outside Asia, South America’s
Aerolineas Argentinas said in February
that it was considering the acquisition of
15 787s from next year.
The airline was about to invite tenders
for the supply of single- and twin-aisle
aircraft under a re vised fleet plan following
re-nationa lisation in 2008. It now has to
decide between an all-787 fleet (augmented
in the short term with additiona l Airbus
A330/A340 capacity) and an a ll-new
In Europe, Polish national carrier
LOT Polish Airlines has confirmed its
requirement for eight Trent 1000-engined
787s, committing to take five aircraft (four years late)
in 2012 and one in each of the following three years,
after agreeing compensation for late delivery from
“ We’ve secured conditions that acknowledge
the inconven ience,” the carrier said. “ The packag e
includes information technolog y, training , and
ser vicing ; some we will get free, and for some we will
Tinseth, in L ondon when the LOT ne ws came
through, immediately chang ed plans in order to fly
to Poland. It seems that spending nights away from
home can have its rewards. ●
ZA001: The first aircraft is earmarked for low-speed performance, control,
flutter, and stability testing, as well as work to prove landing-gear, brake, and
hydraulic systems. Flutter tests, including use of a flutter function generator
to apply oscillatory control forces, evaluate basic stability and dampening
modes at design limit speeds and high altitude.
Following receipt of type inspection authority (TIA), ZA001 will be used for
high-speed stability and control work and related primary flight-control tests.
The initial 787, which flew 21 of the first 23 test flights and had logged more
than 100 hours in the air by mid-February, will clear performance up to the
aircraft’s M0.92 maximum operating Mach number in level flight.
During initial airworthiness tests, ZA001 reportedly reached climb rates of up
to 5,000 feet per minute. Minor events during the first month’s flight-test
work are understood to have included recurring and intermittent “disagree”
messages on the engine-indication and crew-alerting system display and a
“catastrophic” failure of a toilet door that detached from its hinges.
ZA002: Like ZA001, the second 787 is engaged in stability and control work,
as well as testing of the autopilot, flight controls, and electrical system.
Boeing flew the machine just seven days after the type’s maiden flight and it
had passed the 50hr mark by mid-February. ZA002 has conducted low-speed
tests, including lateral flight-control characteristics. Reported small incidents
have included a need to wash out a fuel tank, realignment of a landing-gear
brace (after the first flight), and a cracked windscreen. Last month [February],
the aircraft was fitted with additional instruments and underwent further
ground tests. The second 787 was expected to begin low-visibility take-offs
using the head-up display and low-visibility crosswind landings.
ZA003: Boeing 787 No 3 (ZA003), scheduled to fly fourth in the six-aircraft
test programme, is the first to be equipped with a partially furnished
passenger cabin that sports 144 economy-class seats in nine-abreast
configuration – five rows between Doors 1 and 2 and a further 11 rows
between Doors 3 and 4. (Racks of flight-test equipment racks are placed
between Doors 2 and 3.)
The furnished section has been fitted with overhead bins, flight- and cabin-
crew overhead rest areas, and overhead video screens (but no in-flight
entertainment (IFE) equipment). There are several toilets and engineer work
stations, and the galleys reportedly include cabin trolleys (or carts) and coffee
ZA003 will be used to test the aircraft interior (including galley- and cargo-
cooling systems), in addition to avionics and electromagnetic/high-intensity
radio-frequency effects, and flight-deck noise. Changes to environmental-
control systems will be validated on this aircraft, which is expected to log the
fewest flight-test hours among the test machines.
Airlines must choose economy-class seats from “the catalogue”, but may opt
to select their own first- and business-class seating. The Panasonic and Thales
IFE equipment is expected to be tested on early production 787s.
ZA004: Flying third in the test programme, ZA004 took off for the first
time on 24 February, completing a three-hour maiden flight. The aircraft
is committed to testing high-speed aerodynamic performance, community
noise, extended-range twin-engine operations, fuel efficiency, and structural
ZA005: The fifth (and first General Electric GEnx-1B-powered) machine,
ZA005 was scheduled to join the flight-test programme this month [March]
following completion of the side-of-body modification.
ZA006: The final 787 test (and second GEnx-powered) aircraft, ZA006 is
expected to join the flight programme in April.
Boeing 787 flight-test plans
Test aircraft number 3 is the first to be fitted with a partially
furnished passenger cabin.
7/03/10 12:12 PM
7/03/10 12:12 PM
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