Boeing 777X - обсуждение новостей и перспектив

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Armadillo

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YURYST

YURYST

Свободный художник

 
Бурундук

Бурундук

Старожил
Да, то дверь, то замки - и всё элементы, критические для безопасности. Вот тоже самое в изложении Aviation Week

The U.S. Air Force has identified a potential new design flaw with the KC-46A tanker and banned the fleet from carrying cargo or passengers until a solution is found and delivered.
Multiple cargo locks embedded in the floor of the aircraft released inadvertently during a recent operational test and evaluation flight, according to a statement by Air Mobility Command (AMC).
An uncommanded release of the cargo locks could allow pallets of cargo or passenger seats to shift position during flight, potentially changing the center of gravity of the aircraft.
 
Go-around

Go-around

Местный
Да, то дверь, то замки - и всё элементы, критические для безопасности. Вот тоже самое в изложении Aviation Week
Байки ходят что презентацию отложили из-за системы MCAS уже на 777x
 
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E-gen

Старожил
Забавно.

Что ещё за жесткая посадка Ан124? Было такое, или это фантазии автора статьи, а двигатель повредили просто при погрузке/выгрузке?
 
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gourry

gourry

Старожил
Забавно.
Что ещё за жесткая посадка Ан124? Было такое, или это фантазии автора статьи, а двигатель повредили просто при погрузке/выгрузке?
Только у блумберга, вроде нигде больше ссылок на то что случилось не нашел (кроме "Freak shipping accident"). Но движок реально хотели возвращать GE на инспекцию - Regulations.gov
 
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E-gen

Старожил

"General Electric says the production ramp-up of GE9X engines for Boeing’s 777-9 is resuming, following the faster-than-expected test and validation of fixes to the durability problem that forced the airframe-maker to delay the big twinjet’s first flight to early 2020.

The rapid retrofit schedule, which was put in place after durability issues were uncovered on a ground-test engine in June, will enable Boeing to stay on track toward a likely first-flight attempt in January. Three flight-compliant engines have now been delivered to Boeing, and a fourth is expected to follow within days, says GE Aviation GE9X General Manager Ted Ingling. The first pair have already been reattached to Boeing’s first development 777-9, WH001, which is expected to restart powered ground tests shortly.

Boeing has conceded that the engine problem will delay first deliveries of the 777-9 to Emirates and Lufthansa until early 2021, around a year later than planned when the program was launched at the Dubai Airshow in November 2013.

Vane retrofit has four main components
Two main engine certification tests are being completed
“It’s a good news/bad news thing,” says Ingling, revealing the first details of the unexpectedly extensive retrofit package. “The bad news is we found a problem in the engine; the good news is we fixed it, and the biggest impact has been on the schedule. There’s been no impact on the performance of the engine or the operational characteristics of the compressor.”

Ingling describes the problem as a “strictly ‘wear out’ mode.” He explains: “The biggest burden has been the delay, which is unfortunate. But at the same time, I’m glad we found it in the factory and did not pass this on to our customers.” Although the problem focused on the durability of the second-stage variable vane in the high-pressure compressor, the design of the part forced GE to make a series of additional knock-on changes.

In common with other GE engine designs, the variable--geometry second stage differs from the surrounding stages due to the rotor architecture. “As a result, we changed all the hardware in that stage, which includes four components, if you include the compressor case,” says Ingling. These are the vane itself, a shroud that covers the inner portions of the vanes on the inside geometry and, because the vane reaches through to the rotor to form a seal, the seal box located on the inner part of the shroud.


The first retrofitted GE9X engines have been installed on the initial 777-9 flight-test aircraft, WH001. Credit: Matt Cawby

“We changed everything in the stack in some way or another. In the vane, we changed the material from titanium to Inconel [a nickel-chromium based superalloy] as well as the geometry on the outside of the flowpath,” Ingling explains. Changes affected the vane stem that “sticks through the case and the trunnion that sits on the inside,” he continues. “We changed the shroud around that new feature and the seal around the shroud. It was kind of a ripple effect of that stage. But we didn’t change the aerodynamics of the vane itself; it was really just a ruggedization for durability that touched the inner and outer diameters but didn’t affect the airfoil shape.”

GE also halted the bulk of certification testing while a root-cause investigation into the failure was held. “We learned some features which we will apply to our design practices to make them more robust in the future,” Ingling says. “We made sure we have this problem resolved in an ironclad way, and we didn’t want to have anything left to chance.”

Certification tests have since resumed and are “wrapping up as we speak,” he adds. These include the FAA Part 33 block test, which is one of the most grueling tests to which an engine can be subjected. For this, the engine is operated at maximum fan speed, maximum core speed, and maximum exhaust gas temperature. This test simulates conditions far more extreme than would ever be experienced in commercial service to validate the reliability and durability of the hardware. Another engine is completing endurance runs.

“We dedicated the first package of retrofitted material to those two engines to validate the fix, but also to finish up certification testing in preparation for first flight,” Ingling says. “Then, on a weekly basis, we have been rebuilding compliance engines to go through the retrofit process. We are also in the process of building the first production engines. We have a stream of hardware that goes into those kits and those are being assembled. They are in the queue for hardware waiting for the vanes, but in the meantime, we can begin to assemble them.”

The overall retrofit increased engine weight by around 20 lb. “But that’s pretty minor in the big scheme of things, and while not going in the direction we wanted to go, it’s viewed as the right answer,” he says.

Engine tests are set to be completed by year-end, with certification expected early in 2020. “We also have an ETOPS test vehicle that has to run through the certification process,” Ingling says. “We are testing the engine and nacelle system in a [Federal Aviation Regulation] Part 25 [aircraft-level certification] environment.” The engine, which will run through 3,000 cycles, is under assembly prior to being moved to GE’s test facility in Peebles, Ohio. "
 
W

Wizzi

Новичок
Сиэтл таймс пишет, что при испытаниях вылетевшая дверь - вторичное повреждение, а первопричина - разрушение фюзеляжа. Так же пишут, что испытательный борт получил столь сильные повреждения, что будет списан.
Boeing 777X’s fuselage split dramatically during September stress test
 
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DmitryO

Местный
Сиэтл таймс пишет, что при испытаниях вылетевшая дверь - вторичное повреждение, а первопричина - разрушение фюзеляжа. Так же пишут, что испытательный борт получил столь сильные повреждения, что будет списан.
Boeing 777X’s fuselage split dramatically during September stress test
Так это на испытательном борте или на статиспытаниях? Вроде бы на фото - как раз на статике.
 
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137

Старожил
DmitryO, судя по бредовой статье Сиэтл таймс на статике, чуть после расчетной нагрузки. Видимо Боинг можно поздравить.
 
П

Прочнист

Местный
Пишут, что не дотянул. 1,48 максимальной расчётной вместо 1,5.
Во-первых вы неправильно перевели, что там написано: у них - 1.48 эксплуатационной нагрузки, а во-вторых, то, что написано - брехня.
Прочность по наддуву считается (и, соответсвенно, испытывается) немного не так, там нагрузки выше получаются.

П.С. Перечитал всю ссылку, первоисточник - газета Сиэттл Таймс. Думал, что ребята в комментариях неправильно интерпретировали. Но нет, Сиэттловский "aerospace reporter" Доминик Гэйтс в очередной раз продемонстрировал свою техническую некомпетентность. Как говорится "слышал звон..."
Сиэттл Таймс = некачественный источник.
 
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