I recently came across this picture of the Boeing 787 series aircraft's incredible wingflex:
I suppose this is a consequence of using very light CFRP wings, but how does the wingflex itself improve the 787's flight performance? Do the benefits/drawbacks also apply to the 747-8 (which IIRC also uses CFRP wings)?
The amount of flex is really a product of the material. The wing requires a specified ultimate strength; with metal, that translates into a given amount of flex. This can be varied within limits, but it is really the material, its stiffness to yield point ratio, and its fatigue properties, that control how much flex you are going to end up with. CFRP is a very different material, and has much less stiffness for the same yield point, and has essentially no fatigue problems. This is beneficial in that it provides a smoother ride in turbulence; the wing acting essentially like a giant leaf spring. There is some lift lost due to the nature of the curvature, though. However, this is relatively small.
I recently came across this picture of the Boeing 787 series aircraft's incredible wingflex: I suppose this is a consequence of using very light CFRP wings, but how does the wingflex itself improve the 787's flight performance? Do the benefits/drawbacks also apply to the 747-8 (which IIRC also uses CFRP wings)?
With the new Boeing 787 where Boeing has provided the capability to swap engine types if the aircraft goes to a new operator quite quickly, I'm wondering if there are any interchangeable flightdecks? Say that you might have a legacy 737 for southwest, but an entirely different cockpit layout (containing the same capabilities) for a company which operates Boeing 787s as well, since... projects. But I'm wondering if there are any aircraft which have this possibility and if not, why not? I'd see it as an opportunity to Boeing to have a 787 flightdeck shared with say the 777.
I think i've read that the B787 has a common type rating with the B767 and B777. But I also think I've read that pilots are only allowed to fly two types of aircraft at a time... So when they go to fly the 787, do they have to give up one of the their ratings if say they were previously allowed to fly the 767 and 777? Would the same still apply for say a B757 and B767 which have very similar flightdecks? EASA and FAA perspectives would be appreciated :)
I just saw a documentary on the design of the Boeing 787 "Dreamliner" and one of the designers said that the wings were inspired by gliders. Looking at the production version of the plane, it is obvious that the wings are indeed more glider-like than other airliners. How does that affect the glide ratio? I can't find any data on this (is there any data on that at all?)
Winglets are used to reduce induced drag on the main wings of an aircraft as per explanations on wikipedia. Since they are very effective I was wondering why they are not installed also on horizontal stabilizers. For sure there must be some sort of induced drag being generated on horizontal stabilizers too as they are cutting through the air just as the main wings do. So why aren't there any sort of "minified" winglets available as an aftermarket installation (or, at least, I haven't ever seen some myself)?
The early Boeing 737 models had wings with triple-slotted flaps that appeared to be derived from the 727. When the 737 was redesigned as the Next Generation series (dash 600 through 900), these flaps were dropped in favor of a double-slotted design. Why did Boeing choose to make this change, and what were the trade offs? Did it impact performance? I had always been under the impression that early 737s were reasonably capable on shorter and rougher runways.
The Boeing 787 Dreamliner's fuselage is almost completely made of composite carbon fibre material, which is not susceptible to metal fatigue. The main reason why the cabin pressure in a pressurized aircraft is kept as low as possible is to reduce the expansion and shrinking of the fuselage due to changes in pressure differences, reducing metal fatigue in the long run. Does the 787 use higher cabin pressures than other commercial aircraft? Boeing touted this as one of the revolutionary new features of the aircraft back in 2006, but does it actually use higher cabin pressure now
of occurrence is approximately: 3/16/2014 6:09pm CST I have also verified FlightAware is ALSO showing the same weird glitch. See below "yellow" highlighted airplane: Same A/C from FlightRadar24...I was looking through my virtual radar logs one of the days and found this "glitchy" ADS-B behavior. I am almost 100% sure that this is not due to my antenna or setup since two independent different radars confirmed this weird behavior from FlightRadar24. Also A/C before and after this one did not exhibit this behavior. Does anybody have any thoughts as to what may be happening??? Why
I'm just wondering because the wing isn't fixed, but they aren't rotary-wings either.
There are various services that use world-wide Boeing Winds for forecast wind data which can be used to calculate an approximate flight time between two locations. They usually have best case, worst case, and average case for each location, altitude, and date in the future. I have searched and searched Google to no avail. Where can this wind data be found, and how can it be used in a commercial product? For those of you who don't know what the Boeing winds are, I found this description of their software product on am informal message board (not related to Boeing): PC WindTemp