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June 17-23 Flight International Boeing Special  
User currently offlineAvObserver From United States of America, joined Apr 2002, 2466 posts, RR: 9
Posted (11 years 1 month 4 days 3 hours ago) and read 2461 times:

A multi-article spotlight on the company is the highlight of the current FI detailing it's restructuring, business decisions, the BCA and defense arms, as well as new businesses and the Phantom Works. Phil Condit and Alan Mullally both affirm the committment to the 7E7 and deny speculation that the company has become reticent to invest in new aircraft. There's an admission from an exec that due to Boeing's beauracracy, some customers have said it's easier to do business with Airbus. A question is raised by exec. VP of sales, Toby Bright about whether they can wait for the U.S. domestics to come back to the 757, supporting rumors of it's near-term demise. Things seem to be looking up for the 717 with much activity in the last 6 months but the 747's future is tied to recovery of Asian carriers (all talks with them now on hold) with the -400F the key player. Good articles, though I'm disappointed that they don't touch on Boeing's apparent competitive disadvantage with Airbus. Elsewhere in the issue, they touch on the 7E7's 3-day assembly plan and the large composite structures that will allow this. Also, there's an article on the engine makers plans for 7E7 powerplants. Rolls-Royce plans a 10:1 bypass ratio, P&W is thinking 11:1 and GE is planning between 11:1 and 12:1! Wow! It also says all 3 designs are likely to be bleedless as Boeing shifts to a more electric airplane; this will make it hard for Airbus to adopt any of them for the heavier A330. And also, one MORE blurb on 747 stretch plans, this one using technology and maybe engines from the 7E7. A successor to the recent -800X study, it will be discussed with airlines over the next 2-3 years and if launched, will fly 2-3 years after the 7E7, by which time there will be a replacement market for the -400. It would be stretched to add 4 more seat rows, bumping capacity to 440-450 pax and range would be increased 500 nm over the -400ER. On that last note, here we go again!  Smile

4 replies: All unread, jump to last
 
User currently offlineAreopagus From United States of America, joined Sep 2001, 1369 posts, RR: 1
Reply 1, posted (11 years 1 month 3 days 20 hours ago) and read 2365 times:

It also says all 3 designs are likely to be bleedless as Boeing shifts to a more electric airplane; this will make it hard for Airbus to adopt any of them for the heavier A330. And also, one MORE blurb on 747 stretch plans, this one using technology and maybe engines from the 7E7.

Bleedless engines will be useful on the 747 but not on the 330?


User currently offlineBackfire From Germany, joined Oct 2006, 0 posts, RR: 0
Reply 2, posted (11 years 1 month 3 days 18 hours ago) and read 2343 times:

Bleedless engines will be useful on the 747 but not on the 330?


Randy Baseler admitted last week that the designers of the 747 Advanced would have to look at whether to adapt the 7E7 engine to provide bleed-air or whether to modify the 747 to include greater electric-control capability. Boeing is looking at both possibilities.


User currently offlineAerosol From Germany, joined Oct 2000, 556 posts, RR: 0
Reply 3, posted (11 years 1 month 3 days 15 hours ago) and read 2304 times:

Excuse me, but what exactly are bleedless engines?

User currently offlineKlaus From Germany, joined Jul 2001, 21406 posts, RR: 54
Reply 4, posted (11 years 1 month 3 days 12 hours ago) and read 2262 times:

As far as I understand, a "bleedless" engine doesn´t divert air from the turbine compressors, so all the compressed air is available for combustion. And an engine with an extremely high bypass ratio would need every bit of turbine power it could get to drive the enlarged fan.

This way, the aircraft systems that would normally have been supplied with bleed air from the engine would have to be driven electrically or by hydraulics, under the assumption that this would be more efficient (transmission loss, weight, complexity, better thrust/fuel burn) than the "old-style" systems.

Airbus is beginning to go in the same direction with electric backup for several hydraulic systems in the A380, but I´ve not yet heard that they´d eliminate the pneumatic systems altogether.

Interesting concept!


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