http://www.dsti.net/News/53837.htm
波音787飛機進行首次發動機運行

[據英國《飛行國際》2009年5月21日報導] 波音公司今日在其位於華盛頓的埃弗雷特工廠首次運轉了裝配787飛機的“遄達”1000發動機。

      這個里程碑開啟了試驗的另一個關鍵階段，該試驗將驗證787飛機的“多電”系統結構，並為編號ZA001的飛機6月底首飛奠定基礎。

      發動機於當地時間9點31分開始運行並加速到慢車狀態，隨著燃油的燃燒發動機冒出白煙。當發動機運行時，距離2200英尺遠的評論員Liz Matzelle表示幾乎聽不見發動機運行的聲音：“發動機的燈還亮著，但我可以很肯定的說，根本沒有辦法判斷發動機是否在運行。”（中國航空工業發展研究中心  胡海）

http://www.flightglobal.com/articles/2009/05/21/326854/flightblogger-video-captures-787-first-engine-start.html
FLIGHTBLOGGER: Video captures 787 first engine start
By Jon Ostrower

DATE:21/05/09
SOURCE:Flightglobal.com

Boeing started the 787's twin Rolls-Royce Trent 1000 engines today at its Everett, WA facility for the first time.

The milestone kicks off another key phase of testing that will validate the 'more electric' 787 systems architecture and brings ZA001 another significant step closer to first flight by the end of June.

Boeing and Rolls-Royce confirmed a successful engine start for the first 787 Dreamliner.

The engines were spooled up and run to idle for the first time at 0931h local time spewing a cloud of white smoke as engine storage oil was burned off.

Aircraft spotter Liz Matzelle, who was about 2200 feet away at the time of the start, remarked that the engine start was barely audible from that distance.

"Lights are still on but I'm serious, there's no way to tell if the engines are running or not," said Matzelle.

http://www.dsti.net/News/53767.htm
波音公司首架747-8貨機前機身組裝完畢

    【據航空防衛網站2009年5月20日報導】波音公司取得了又一重要里程碑——首架747-8貨機前機身完成組裝。前機身長27.2米，包括了747飛機的標誌性上艙，目前已離開總裝安裝工具並準備進行系統安置前的密封和測試。

    波音747-8的機身比747-400加長5.6米。加長機身中的大部分，約4.1米，位於前機身，餘下的1.5米位於機翼後部。與747-400貨機相比，波音747-8貨機的加長機身使貨艙容積增大了16%，其主艙能多容納4個集裝板，下貨艙能多容納3個集裝板。

    波音747-8貨機和747-8洲際飛機是運力強勁的新型747飛機。與其他任何大型客機和貨機機型相比，這兩個機型的運營成本最低、最經濟並且環保性能更佳。(工業和資訊化部電子科學技術情報研究所　李屹林)

http://www.dsti.net/News/53512.htm
波音787專案繼續前行，重量問題不容忽視

[據美國《航空週刊與空間技術》2009年5月5日報導] 波音787首個重要的里程碑本周在波音埃弗雷特工廠完成：ZA001號飛機移動到機場維護區，ZA002號飛機移動到噴漆機庫，它們以及後續飛機將為首架生產型飛機（ZA100）做準備。

      波音787將於5月5日開始進行首次加注燃料的試驗，據5月1日發佈的一份公告表明，重量問題使得首批波音787的航程受到影響，航程可能縮短15%左右。這份報告指出，目前計畫首架飛機於2010年第一季度交付給啟動用戶全日空航空公司（ANA），這一時間也很難滿足。全速生產達到月產10架的目標要到2013年中期才能達到，比預計的晚6個月。

      工業分析家Bernstein表示，目前還有3個問題需要注意：一是取證的時間；二是飛機重量和航程之間的問題；三是生產速率的問題。波音在波音787項目上沒有達到先前預定的時間目標，我們相信投資者對於取證的時間將會採取保守的態度。

      Bernstein表示，首批生產型飛機大概超重8%左右，航程比原計劃縮短10%~15%，這些評估比大部分專案的評估結果要差，所以後續的修改設計是必須的。從而導致，生產速率受到挑戰。波音管理部門表示，預計到2012年底將達到月產10架飛機的目標，不過目前一級供應商還沒有確認其採用新的生產技術後的生產能力，後續修改設計來減重是必須的，這將進一步使得交付速率變得不可預料。在飛機首飛和達到全速生產之間保留6個月的富餘時間是必須的，他認為到2012年底波音將達到月產6架的速率。

      波音表示正在加速製造和進行試驗工作，波音副總裁Scott Fancher表示，最近一系列的系統試驗和工廠綜合試驗的結果，使得我們相信不管是採用地面電源還是由飛機的發動機和輔助動力裝置（APU）提供電源，結果都會比較理想，這是通往首飛之路的一個重要的里程碑。

      最近幾周，波音787完成了一系列試驗，包括建造取證試驗（build verification tests）、結構和系統綜合試驗、起落架擺振和工廠綜合試驗，這是在飛機首飛前進行的全面、系統的仿真試驗。

      波音787在編號為45-03廠房內進行最後的測試，5月3日移動到加注燃料的F-3位置。燃油試驗將檢驗由古德里奇提供的燃油指示系統和燃油資料處理系統，這一過程將由古德里奇提供的燃油加注面板來控制。（中國航空工業發展研究中心  溫坤）

http://www.aviationweek.com/aw/generic/story_channel.jsp?channel=comm&id=news/787NEW05059.xml
787s Move Along, Weight Problems Persist

May 5, 2009
By Guy Norris
 
The first significant 787 production line shuffle is under way at Boeing's Everett site this week with the movement of ZA001 to the flight line, ZA002 to the paint hangar and the subsequent aircraft due to move to make room for the first production-configuration aircraft, ZA100.

But while 787 watchers are encouraged by the news that the first aircraft is due to be fueled for the first time on May 5, industry analyst Bernstein Research appears to be less optimistic. In a report published on May 1, it says weight problems on the first production batch could limit range capability by as much as 15%. In addition, it believes the first delivery to ANA will not be made in the first quarter of 2010 as Boeing currently plans, and that full-rate production of 10 aircraft per month will not be achieved until mid-2013, some six months later than planned.

Bernstein says it "remains concerned about three issues: the timeline for certification; the resolution of weight and range issues on the aircraft; and the outlook for ramp-up of production rates. Boeing has failed to meet previous schedule goals on this program, and we believe that investors should adopt a conservative view on the timeline for certification."

It adds that "first production airplanes are likely to be roughly 8% overweight, with range 10%-15% less than promised. These values are worse than for most development programs and suggest that substantial redesign work will be necessary. Finally, we see the planned production ramp-up as challenging. Management has said that it intends to ramp production up to 10 airplanes per month by the end of 2012. But, the Tier 1 suppliers have not yet validated their production capacities with the new production technology, and if substantial redesign is needed to reduce weight, it will further complicate a rapid increase in delivery rates." It adds that, given a potential "stretch" of six months in the overall schedule from first flight to full rate production, it sees Boeing reaching a rate of six per month by the end of 2012.

Boeing, by contrast, says it is increasingly encouraged by progress on both the manufacturing and testing front. Boeing 787 VP and general manager Scott Fancher says results from the recent series of system, factory and gauntlet tests "give us confidence in our ability to move into further gauntlet testing using either ground power or the airplane's engines or auxiliary power unit. This is a significant milestone on the path to first flight."

Over recent weeks the 787 has successfully completed build verification tests, structures and systems integration tests, landing gear swings and factory gauntlet, which is the full simulation of the first flight using the actual airplane. Boeing adds that "all structural tests required on the static airframe prior to first flight also are complete. The final test occurred Apr 21 when the wing and trailing edges were subjected to their limit load of around 2.5g, the highest loads expected to be seen in service. "We continue to analyze the data, but the initial results are positive," Fancher says.

Boeing also confirms that ground vibration testing were concluded last week on the second test aircraft, ZA002, clearing a further hurdle to first flight. It adds that "ZA001 will undergo additional airplane power and systems tests as well as engine runs. After completing final systems checks and high-speed taxi tests, the airplane will be ready for first flight, which is on schedule for later this quarter."

The aircraft, which has been undergoing final test system installation in its temporary home in Paint Hangar 45-03, was moved to Fueling Dock F-3 on May 3. The fuel test will calibrate the aircraft's Goodrich-supplied fuel quantity indicating system and fuel quantity data concentrators. The process will be controlled via refuel panels, also supplied by Goodrich.

http://www.dsti.net/News/53327.htm
波音透露波音787飛行測試計畫內容

[據英國《飛行國際》2009年4月30日報導] 波音首次透露了波音787的詳細試驗計畫，該試驗計畫從7月1日開始啟動，將用不到9個月的時間完成飛行試驗和取證工作。波音表示這次9個月的計畫中保留了15~20%的富裕時間，用來處理飛行試驗中出現的各種不可預料的問題，這也是必須的。

      不管用何種標準來衡量，這次為期9個月的計畫都是具有挑戰性的，不過與波音最初的飛行試驗計畫相比時間還是延長了2個月。2008年4月在重新修訂時間表的時候，對飛行試驗中可能出現的各種問題留出了額外的時間。

      波音飛行試驗主管Frank Rasor表示，最終的結果是希望飛行試驗朝我們所預期的方向發展。Rasor表示，儘管初始的結構和系統試驗結果良好，為期6800小時的飛行和地面試驗，將暴露飛機設計中所沒有考慮到的一些問題。

       飛行試驗工程師已經開始關注波音787高度綜合的航電和飛行控制系統與類比試驗中的差異。在地面試驗中，工程師經常在相關的軟體系統中類比各種飛行中可能遇到的情況。

      Rasor表示，由於波音787互動式網路工作環境，所以需要將所有的系統和元件設置為地面模式或者空中模式，如果飛機在地面的情況下想要將其設置為飛行模式是比較困難的。

      波音787的首飛日期目前仍然定在第二季度，從2007年8月開始由於一系列生產問題、設計的改變和工人的罷工使得首飛時間一再推遲。最重要的設計改變是波音從2008年3月起對中央翼盒進行加固。

      然而最近波音發現波音787機翼的桁條仍然存在問題。波音副總裁兼首席工程師Mike Delaney表示，我們發現這些桁條的柔韌性和載荷傳遞達不到預期的效果，我們目前正在就此進行糾正或者改變設計。

      Delaney表示只有在結構測試載荷超過極限載荷或者飛行中的載荷超過最大載荷的50%才可能出現這種情況。這些富餘不是我們所期望的，所以我們對這些桁條進行了修改。

      波音建立起了每天24小時、每週7天的飛行試驗程式，來緩解波音787飛行試驗專案的時間。在每一天中，每一架飛行試驗飛機可以進行8小時的飛行試驗或者地面試驗，其餘16小時用來進行維護。Rasor表示所有的飛行試驗基本都在白天進行，只有少數飛行試驗在晚上進行。

      6架飛行試驗飛機中的每一架都有特定的任務。首架飛行試驗飛機為ZA001，用來檢查顫振和驗證基本的飛行包線，ZA002預計將於首飛之後3周內加入飛行試驗機隊，用來與ZA001關聯進行穩定性和控制試驗。

      首批四架飛行試驗機將採用羅羅公司的發動機，波音稱改進版本將在飛行試驗開始6個月後安裝到ZA004飛機上，ZA004將對飛行載荷進行測量，波音將對飛機每部分的飛行載荷與先前的估計值進行核對。

      ZA003飛機主要進行內部系統的測試，該架飛機將飛行到啟動用戶ANA和日本航空公司，並進行雙發延程飛行（ETOPS）認證。（中國航空工業發展研究中心  溫坤）

http://www.flightglobal.com/articles/2009/04/30/325887/boeing-reveals-details-of-ambitious-787-flight-test.html
DATE:30/04/09
SOURCE:Flight International
Boeing reveals details of ambitious 787 flight test plan
By Stephen Trimble
 
Boeing has revealed the first details of a fast-paced, around-the-clock 787 operation. The programme is set to launch by 1 July and will test and certificate the 787-8 in less than nine months.

The airframer, which has provided the first detailed update on the Dreamliner's progress for nine months, says its schedule includes a 15-20% reserve to deal with the kind of unplanned contingencies for which flight-test programmes are famous, and, indeed, necessary.

The nine-month plan is aggressive by any standard, but is stretched by two months compared with Boeing's original flight-test schedule. Boeing decided to build in extra margin for error when the programme was rebaselined in April 2008.

"The end result is we have to expect that something isn't going to go the way we expect it to go," says Frank Rasor, Boeing's director of flight-test operations. "I kind of look at it as that's job security for me."

 
 © Boeing

Although preliminary structural and systems tests "have gone reasonably well", says Rasor, the combined 6,800h of scheduled flight and ground tests is likely to reveal quirks about the aircraft its designers never imagined.

Flight-test engineers have already become concerned about the difficulty of running simulated tests with the 787's highly integrated avionics and flight controls. During tests on the ground, engineers often simulate an airborne event by inserting a "bit" into the relevant software system.

But with the 787's interactive network, "you need all of the boxes and components that may be talking to either believe it's in the air mode or in the ground mode" says Rasor. "It isn't as easy to trick it and make it think it's flying when it's really on the ground."

The first-flight date remains set for the second quarter. A series of production system breakdowns, design changes and a labour strike since August 2007 has kept the event on hold.

The most significant design change Boeing has revealed since March 2008 involved strengthening the centre wing box.

More recently, however, Boeing has identified a problem with the design of parts inside the wing called "stringer run-outs", which serve to transfer loads where the stringers terminate.

"What we found was that they weren't as soft as we wanted them and they weren't taking the load out as gracefully as we wanted on them," says Mike Delaney, Boeing vice-president and chief project engineer. "We're in the process of correcting that or making a design change."

Delaney says the run-out problem appeared only in structural tests beyond the so-called ultimate load, or 50% more than the maximum load expected to be encountered during flight.

"The margins aren't where we wanted them so we corrected that stringer run-out," he says. Dealing with such issues complicates the workflow for suppliers, he adds, but falls short of a "catastrophic" event that would have a major impact on the flight-test programme.

Boeing has set up a 24h, seven-day-a-week flight-test operation to accommodate the 787 flight-test programme's schedule. On a typical day, a flight-test aircraft will be available for about 8h of either flight tests or ground tests, with the balance of 16h set aside for maintenance. Nearly all of the flight tests will be conducted in daylight hours, except for a few test events that specifically call for night flying, says Rasor.

Each of the six aircraft in the flight-test programme has been assigned a specific role.

As the first aircraft in flight, the 787 identified as ZA001 will be used to check flutter and validate the basic flying envelope. ZA002 is expected to join the flight-test fleet within three weeks of the first flight, so will be used in conjunction with ZA001 for stability and control tests.

The first four flight-test aircraft will be powered by the Rolls-Royce Trent 1000. An improved version that Boeing calls "package B" will be installed on ZA004 about six months after the flight-test phase begins. ZA004 will also be instrumented for the flight loads survey, in which Boeing verifies that loads on each section of the aircraft match pre-flight estimates.

Boeing has assigned most of the interior systems tests to ZA003. This aircraft will also be used to fly to launch operators ANA and Japan Airlines for route-proving and extended twin-engine operations (ETOPS) qualification.

For ETOPS performance, Boeing is seeking to offer 333min clearance at entry into service, with 207min as a back-up.

http://www.dsti.net/News/53161.htm
波音787首飛倒計時開始

[據美國《航空週刊與空間技術》2009年4月21日報導] 在經過數次延期之後，波音787於4月20日開始了工廠綜合試驗，該試驗通過在地面閉環試驗中類比飛行情況，來評估飛機各系統的運行情況。

     在該階段的試驗完成之後，波音787將進行第二階段的綜合試驗，在該階段的試驗中，第一架飛機（ZA001號）將加注燃料，飛機裝配的羅羅公司“遄達”1000發動機和漢勝公司APS 5000輔助動力裝置（ APU）將為飛機的系統試驗供電，這將是發動機和APU首次啟動。在最後一階段（第三階段）的試驗中，將測試系統在首飛前的狀況。波音表示只有在完成這些工作之後，首飛才有可能在第二季度末實現。

     在4月17日的系統軟體綜合試驗成功後，就開始了本階段的工作。上周用來進行測試的一些輔助設備目前也移開了，目的是為了精確地測量波音787的使用空重。

     先前的綜合試驗包括檢查液壓系統、飛行控制系統、火警探測系統，以及飛機機身外的一些試驗來檢查飛行控制面是否偏轉正確，門和所有面板的移動情況。波音787的飛行儀錶測試系統，是目前波音商用飛機上最複雜的產品，上週末也進行了測試。

     與這些測試相一致的是，用於2010年交付的首架波音787的生產型標準的後機身和尾翼（47段和48段），已於4月19日由波音747運到了總裝廠。後機身由沃特飛機公司在查爾斯頓的工廠組裝，47段長23英尺，直徑19英尺，48段長15英尺，直徑14英尺。（中國航空工業發展研究中心  溫坤）

http://www.aviationweek.com/aw/generic/story_channel.jsp?channel=comm&id=news/787-042109.xml
Boeing Begins 787 First Flight Countdown

Apr 21, 2009
By Guy Norris

Boeing set the clock ticking toward the long-delayed first flight of the 787 on April 20 by starting the”‘factory gauntlet” tests, which evaluate all the aircraft systems during ground-based closed-loop tests to simulate flight-like operations.

The gauntlet test is being conducted in two main 10 hour blocks, with shifts covering tests from the early hours through to a switchover the same evening. The daily rotation is scheduled to continue for an undetermined period until Boeing is satisfied that all 92 main systems are working as required.

The factory gauntlet test, as its name suggests, is held mostly indoors within the confines of Building 40-24, the 767 assembly line, where the first aircraft, ZA001, is currently positioned. The aircraft was moved here several weeks ago to provide additional room for induction of follow-on test airframes onto the neighboring 787 line. Power for tests is provided by ground-based generators and batteries.

Following completion of these tests, the 787 will then be prepared for the next phase, which is the intermediate gauntlet. In this phase, the aircraft will be fueled up and power for systems tests will be derived from ZA001’s Rolls-Royce Trent 1000 engines and Hamilton Sundstrand APS 5000 auxiliary power unit, all of which will be activated for the first time. A follow-up ‘final gauntlet’ is also planned to exercise systems running over a prolonged period before the aircraft is officially cleared to begin taxi tests in the run-up to first flight. Boeing says only that first flight will be accomplished by the end of the second quarter.

Clearance to start gauntlet tests followed completion of checks over the weekend which, in turn, received the green light when final systems software integration test were successfully completed on April 17. Aircraft ballast, fitted earlier for some of the tests last week, was also removed to allow for definitive measurement of the 787’s operating empty weight.

Pre-gauntlet tests included check out of hydraulics, flight control and fire-detection systems, while additional tests were made around the exterior of the airframe to check that flight control surfaces were correctly trimmed and in-line, all panels and doors adjusted and trimmed, and that aerodynamic “smoothness” was to specification. The 787 flight instrumentation test system, which is the most complex and comprehensive ever flown on a Boeing commercial product, was also tested over the weekend.

Coincidental with these tests, the first production standard aft fuselage and empennage (Sections 47 and 48), for the first aircraft to be delivered in 2010, arrived by 747 Dreamlifter on April 19. Wrapped in black, the two aft composite sections are manufactured and joined by Vought Aircraft Industries at its facility in Charleston, S.C. Section 47 is 23 feet long and 19 feet in diameter, while Section 48 measures 15 feet long and 14 feet in diameter.

http://n.yam.com/afp/fn/200812/20081212544995.html
波音夢幻客機交期再跳票 首批延至2010年初  
法新社╱王黛麗 2008-12-12 15:05    

 
（法新社華盛頓11日電）美國航空巨擘波音公司（Boeing）787夢幻客機首航延後，受生產干擾與勞資爭議影響，交機進度再往後延，首批交機時間延至2010年年初。

交機時間再向後延6個月，是波音公司自2004年啟動787夢幻客機計畫以來，遭遇的最新挫敗，而日本全日空航空公司（All Nippon Airways）為首家客戶。

全日空如今要等到2010年第一季的交機時間，距波音原先允諾的交機時間足足晚了約兩年。

波音公司也將首航時間，從原先定在本季延後至明年第二季，交機時間原先定在2009年第三季。

波音公司發布聲明說：「重新調整交機時間主因近期機械師罷工干擾生產，以及必需更換先前生產飛機部份螺絲所致。」

http://news.yahoo.com/s/afp/20081212/bs_afp/usaerospacecompanyboeing_081212042740
Boeing delays 787 Dreamliner deliveries to 2010

by Veronica Smith Veronica Smith – Thu Dec 11, 11:27 pm ET

WASHINGTON (AFP) – US aerospace giant Boeing delayed the maiden flight of the 787 Dreamliner plane and pushed back first deliveries to early 2010 because of production and labor problems.

The six-month-postponement was the latest setback for the Dreamliner project that was launched in 2004 with a record order from All Nippon Airways.

Now the Japanese launch customer will not receive delivery until the first quarter of 2010, roughly two years later than initially promised.

Boeing pushed back the 787's first flight into the second quarter of 2009 from the current fourth quarter. Deliveries most recently had been slated to begin in the third quarter of 2009.

"The new schedule reflects the impact of disruption caused by the recent machinists' strike along with the requirement to replace certain fasteners in early production airplanes," the company said in a statement.

Boeing indicated on November 4 it would postpone the first test flight of the Dreamliner because of problems with fasteners and a crippling 58-day machinists strike that had ended two days earlier, but at the time provided no new schedule.

Separately, Boeing announced a management shuffle that moved Scott Fancher, the head of the missile defense business, in charge of the 787 program. Fancher replaces Pat Shanahan, who will lead a program for all current production and development programs, including the Dreamliner.

"Boeing is under pressure after announcing the latest delay in its 787 Dreamliner aircraft," analysts at Charles Schwab & Co. said.

The Chicago-based company's announced delay sent its stock tumbling by 3.384 percent to 40.27 dollars on the US stock market Thursday. The Dow Jones Industrial Average slid 2.24 percent as investors fretted over a 14-billion-dollar rescue plan for the troubled US auto industry.

Japan's key Nikkei-225 index lost 272.14 points, or 3.12 percent, in early trade on Friday following Wall Street's overnight fall.

"Delays could extend beyond this summer 2010 timeframe. Management has set several timelines that have broken and we do not yet see evidence that the next one will hold," said Douglas Harned, analyst at Bernstein Research.

The aerospace group said it would provide Dreamliner customers with updated delivery schedules after evaluating the impact of the delay on delivery dates.

Boeing has staked its future on the Dreamliner, its first new model in more than a decade. The plane is competing with the new A380 superjumbo from European aircraft manufacturer Airbus in an aviation market reeling from the global financial crisis and falling demand.

"Strategically, an extended delay should help Airbus sell A330s and A350s and also weaken Boeing's planned advantage over Airbus in development cycle time and positioning for next-generation 737s and/or 777s," Harned said.

Repeated delays in the Dreamliner program leave the manufacturer vulnerable to demands for compensation from irritated customers.

Boeing has 896 orders from 58 companies to date. All Nippon Airways (ANA), Japan's second-largest carrier, was the first 787 customer, ordering 50 planes for about six billion dollars in April 2004. Deliveries were initially scheduled to begin in 2008.

Boeing said it was determining the financial impact of the latest delay, which it would incorporate into updated financial and "overall airplane delivery guidance" to be released at a later date.

According to Boeing, the 787 will use 20 percent less fuel than today's airplanes of comparable size because it is being built with plastic composites instead of aluminum.

In a production departure, Boeing has relied heavily on outsourced labor in the US and abroad for the assembly of four 787 test jets at its plant in Everett, Washington.

http://n.yam.com/cna/fn/200812/20081212528382.html
波音787客機又跳票 首架交機延至2010年 
中央社╱中央社 2008-12-12 08:26
   
（中央社記者黃貞貞倫敦11日專電）「金融時報」今天報導，美國飛機製造商波音（Boeing）公司研發的787型Dreamliner客機，首架交機時間將延後到2010年第一季。

這是波音第四次延後787型Dreamliner客機的交機時間，距離原訂時間延宕近兩年。

報導指出，受到零件短缺、設計問題及供應商未完工等因素影響，波音公司被迫將787型Dreamliner客機原訂今年底進行第一次試飛的時間延到明年第二季，交機時間也延宕，波音公司將蒙受數十億美元的損失。

報導說，波音787型客機是歷來預定購買訂單最多的機型，有59家客戶訂購910架客機。

波音商業客機部門總經理卡森（Scott Carson）說，產業小組在結構測試、系統硬體及生產等部分都取得進展，但受到機械工人最近罷工等非預期因素影響，必須再重新調整交機時間。

http://n.yam.com/cna/life/200811/20081117602769.html
波音：787夢想飛機 翼盒完成破壞性測試 
中央社╱中央社 2008-11-17 21:17
    
（中央社記者黃慧敏台北17日電）波音公司今天表示，已針對787夢想飛機全複合材質翼盒完成破壞性測試。這項測試為全新機種認證過程一部份，787夢想飛機翼盒也是波音首次在飛機上裝置的全複合材質翼盒。

波音787發展 (787 Development)副總裁MarkJenks表示，成功完成翼盒破壞測試，帶領波音進一步彰顯787夢想飛機的創新科技。他說，破壞測試除可確認結構強度，也可協助核對波音的分析方法，可更準確計算結構可承載的重量。

波音表示，翼盒是由懸臂建成的橫樑，用於連接機身及機翼，並輔助前緣及後緣裝置、控制面、發動機及起落架。用於測試的橫樑長約15.2公尺，最寬處則約5.5公尺，代表機翼由機身中段至翼展一半處的部份。

機翼上幅、下幅及翼樑都完全使用與機身組成相同的複合材質，另外，翼肋則為鋁製，每根都是由單一鋁片結構而成。

787夢想飛機機翼的載重量需達空氣動力承載量最大值的1.5倍，以符合認證需求。測試用的翼盒重達5萬5千磅，內含大量測試專用的硬體及儀器。波音說，這個翼盒由波音、三菱重工及富士重工的團隊合力製成。

波音表示，結構測試將在兩架完整787機身上持續進行，是認證過程的一環。這些測試將以正常營運量的數倍進行，並以超越可預期正常營運負荷的境界測驗結構表現，進一步驗證結構強度表現。

http://n.yam.com/cna/international/200811/20081106224489.html
新航訂購波音夢幻客機無法如期接收 
中央社╱中央社 2008-11-06 19:46
   
（中央社記者康世人新加坡六日專電）新加坡航空公司可能無法如期接收所訂購的波音七八七夢幻客機，新航公共事務部副總裁佛蕭今天表示，新航正向飛機製造商波音公司了解延遲交機的原因。

波音公司稍早宣佈，由於公司爆發罷工潮，導致首架波音夢幻客機的交機日期被迫延後；波音先前已經把移交日期挪後兩年至明年第三季。波音原先預定於去年八月把第一架夢幻客機交給全日空航空公司。

佛蕭指出，新航不是第一個訂購夢幻客機的客戶，因此會較遲接收飛機。但他也強調，新航仍維持立場，希望成為最先採用這款具備省油功能客機的航空業者之一。

新航先前耗資四十五億美元，向波音公司訂購二十架夢幻客機，並擁有訂購另外二十架夢幻客機的選擇權。