the standard aircraft design with which we have all become so familiar throughout the 20th century...

8/8/2019 The Standard Aircraft Design With Which We Have All Become So Familiar Throughout the 20th Century is Headed f

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The standard aircraft design with which we have all become so familiar throughout the 20th century is headed for the

scrap heap. Despite its ubiquitous nature, the traditional shape is set to be superseded in the push towards cleaner,

greener aircraft that can transport people around the globe using less and less fuel. We wrote recently about Boeings

Blended-Wing Body (BWB) aircraft, currently in testing and now a new research group at a Netherlands university has

been formed with the explicit goal of consigning the current shape of passenger airliners to the history books. The

CleanEra project will investigate BWB, high-tech propeller engines and even UFO-style body shapes in their efforts toproduce a light, efficient airliner model that produces less noise and cuts carbon dioxide emissions by at least 50% over

current designs.

With air traffic around the globe growing at a huge rate each year, CO2 emissions from airplanes are set to jump from

2% of global emissions to a possible figure of around 5% by 2050 according to some scientists. Clearly, the passenger

airplane needs to be overhauled as part of any emissions-control regime and this is the key point that has driven Etnel

Straatsma to set up theCleanEra projectat the Delft University of Technology in the Netherlands.

The current body shape is still not optimized for efficiency and emissions control but Straatsmas Delft colleague

Alexander De Haan believes that if all current proposed improvements were made to the design of such aircraft, the

best that could be hoped for is a 10 to 15 per cent efficiency gain. These ideas cannot keep up with the 5 per cent

growth that the industry continues to have year after year, said de Haan.

Airline industry groups are beginning to agree that a fundamental body shape change is becoming necessary. "Eversince the Boeing 707 first flew in 1957, airliners have changed very little in their basic appearance," said Andreas

Hardeman of the International Air Transport Association. "However, because future improvements to the basic design

are getting harder to make, economic and environmental pressures mean that the case for radical change is getting

stronger" added Hardeman.

Straatsmas group plans to investigate several models and modifications in pursuit of their goals. A regression to

propeller-driven planes might be one idea theyre more efficient than jet engines. Theyre also much slower though,

and specially designed propellers that can reach passenger-jet speeds are typically extremely noisy. However both of

these issues conflict with one of CleanEras stated goals the maintenance of passenger comfort.

Another idea is to replace metal with much lighter plastic composite materials which is already happening on Boeings

50% plastic 787 Dreamliner but de Haan believes that by thinking in composites instead of simply swapping the

materials into a design that was originally based on steels, further efficiencies could be gained.

Different fuels including biofuels and hydrogen fuel cells are being investigated, but each have their own difficulties

biofuel, for instance, has a tendency to freeze at altitude, and there is still difficulty in compressing hydrogen to a small

enough tank space to make it viable. Fuel cells are also an energy-inefficient storage medium.

Blended-wing body aircraft like the shapes Boeing is experimenting with could boost aerodynamic efficiency as well as

increase a planes carrying capacity up to 800 or more passengers but 800 seats could be difficult to fill on many

routes, and the cargo/passenger layout of a BWB plane moves passengers away from the central tilting axis of the

plane, meaning that as the plane rolls slightly to turn, passengers at the outside experience much more vertical

movement. BWB airliners would likely require an extra stash of sickbags which runs the design up against the

passenger comfort goal once again.

Still, if efficiency and emissions reduction are serious goals of the aviation industry, the current airliner shape has to be

radically revised, and the CleanEra group aims to play a central role in that project.

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Aircraft seat-bed design offers a comfortable journey for all travelers

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Boeing 747: Worlds Fastest Passenger Aircraft Turns 40

Boeing 747 celebrates 40th anniversary of its first commercial flight

HUNTINGTON BEACH, Calif.

The Boeing 747 celebrated its 40th birthday this week. Champagne for everyone.

But whats your toast? Greater things ahead for the 747? It is sort of shocking that a 40-year-

old airplane still sets the industry standard. What does that say about commercial aviation
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itself? At best, its an industry that seems to be content to rest on its laurels like the 747; atworst, its going backward, not forward.

Will the 747, or commercial aviation as we know it, even exist in another 40 years? Onewonders.

When the first Boeing 747 took to the skies on January 22, 1970, it marked a quantum leapforward in aircraft design, size, speed, and comfort. It was three times larger, and at its 640m.p.h. cruising speed, considerably faster. For the commercial airline industry since then, ithas been all downhill from there.

Disagree? Find anything that tops a 747. The workhorse of the industry is still the Boeing737, which has been around even longer (in commercial use since 1968).

The closest anything has come is the late, great Concorde(1973-2003). Though it couldcruise at 1,330 m.p.h. twice as fast as conventional, sub-sonic aircraft it was too small tocarry a commercially viable number of passengers, and it was a gas hog. That meant itcouldnt serve many routes. Now it serves none.

The 747, now in its eighth generation, can fly just about any route in the world. South AfricanAirlines flies 747s from New Yorks JFK to Johannesburg, a 21-hour flight, which it claimsis the worlds longest non-stop commercial airline route.

The 747s weakness, if it has one, is in shorter flights. Its too big for smaller airports, and itspassenger capacity may be viewed as too great to fill for short hops.

But it is rare that a 747 is operated on flights within the U.S. nowadays. Though 1,400 havebeen made, capacity-strapped airlines have mothballed many; hundreds sit idle in storagefields (like in Californias Mojave Desert).

Mothballed 747s in Mojave Desert storage facility

A sad sight indeed.

In its coast-to-coast heyday, the 747 reduced the flying time between LAX and JFK to aboutfour hours. Now, lumbering, cramped, fuel-swilling 737s are often used for that route andthe flying time has ballooned to six hours and more.

More recently developed passenger aircraft, like theAirbus A380 (a good 80-100 m.p.h.slower than a 747), concentrate merely on cramming the most people in the tightest possiblespace, like cattle in boxcars in the sky.
http://www.boeing.com/commercial/747family/http://www.boeing.com/commercial/737family/index.htmlhttp://www.boeing.com/commercial/737family/index.htmlhttp://en.wikipedia.org/wiki/Concordehttp://en.wikipedia.org/wiki/Concordehttp://en.wikipedia.org/wiki/Airbus_a380http://en.wikipedia.org/wiki/Airbus_a380http://www.boeing.com/commercial/747family/http://www.boeing.com/commercial/737family/index.htmlhttp://www.boeing.com/commercial/737family/index.htmlhttp://en.wikipedia.org/wiki/Concordehttp://en.wikipedia.org/wiki/Airbus_a380


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Remember when train travel was so popular? For years, people tried to make faster and fastertrains (in Japan and Europe theyre still trying) and tried to continually lower thetranscontinental U.S. speed record. But the progression of train development in the U.S.slowed in the early 20th Century (their transcontinental times are now slower than they were100 years ago); not surprisingly, passenger trains were largely supplanted by automobiles.

Will commercial aircraft someday be supplanted by something else? If ever an industry moreregressive, had a lower customer satisfaction rating, and was more ripe for a disruptivetechnology to come along and replace it, I cant think of a better example than commercialaviation. Will it be challenged by flying cars, personal jet packs, or Beam-Me-Up-Scotty typetransporters? Somewhere theres a budding Henry Ford waiting to revolutionize travel.

About the only visionary in the industry these days isSir Richard Branson. His VirginGalactic could begin test flights of his SpaceShipTwo passenger aircraft to Outer Space thisyear. Mr. Branson rightly believes that in aviation, the sky should be the limit.

Long live the 747, but its hard to look upon its 40th birthday as a sign of progress.

Jerry Garrett

January 24, 2010

Posted inAir travel, Boeing 737,Boeing 747, Passenger Trains,Transportation,Travel |Tags: Air travel, Boeing,Boeing 747,Boeing 737, Airbus A380,supersonic transport,Concorde, Sir Richard Branson, Virgin Galactic, SpaceShipTwo,Commercial Aviation,Passenger Aircraft, Aviation Industry

Confessions of a Former PC Road Warrior

If Up in the Airs Ryan Bingham Fired Conan OBrien

80 Years on and Still Blazing a TrailARINC

With safety, security and efficiency heading the list of priorities for airport and airlineoperators, the latest product development news from air travel technology pioneers ARINC isalways greeted with great interest by those working within the aviation industry. Thenumerous challenges facing 21st-century airport and airline operators, in their continuousquest to maximise operational efficiency without compromising safety and security, can only

be met effectively with the aid of reliable and versatile technology.

And, as passenger numbers increase, as security demands become more stringent andoperating costs rise, it is vital that technology keeps pace with the ever-more-complexrequirements of the aviation sector. ARINC goes a step further - with 80 years experience of

developing innovative products and services for this sector, among others, the company
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prides itself on keeping one step ahead, leading the way in helping to shape the future of theairport industry.

ARINC is involved in just about every aspect of airport operations, delivering innovativesolutions that help ease congestion, and keep passengers and baggage flowing. Indeed, withan installed base of over 30,000 airport systems, ARINC is a major partner to the worlds

airports, working in sync with IATA and ACI initiatives. Having been closely involved insupporting airport operations for many decades, liaising with government agencies,independent facility operators, carriers, and a host of strategic partners to deliver proven,reliable, and flexible solutions, ARINC can justly claim to be the world leader intransportation communications and systems engineering. Over 325 airlines and 350 million

passengers a year use ARINC systems integration, communications and IT capabilities at 160locations worldwide, with around 10,000 commercial aircraft taking off and landing each daywith help from ARINC.

Its with this unrivalled pedigree that ARINC, as well as enhancing current products,regularly introduces new systems - at any one time, engineers will be working on up to 60innovations.

Next-generation passenger check-in Technology

Ever-conscious of the requirement to reduce queues and keep passengers moving smoothly,ARINC has developed a range of processing solutions that are not only efficient andeconomical space-savers, but also easily adapted to meet the evolving needs of airportoperations.

Multiple airlines to share the same computer systems at airport check-in desks and boardinggates, have become increasingly popular, and ARINC has been instrumental in driving thedevelopment ofCUPPS (Common Use Passenger Processing Systems), working with theinternational IATA/ATA/ACI CUPPS team to develop the technical specification published

in 2008.In January 2009, Las Vegas McCarran Airport was the first live test of this next generation of

passenger check-in technology. This international standard will result in significant costsavings and increased efficiency for airports and airlines, since, for the first time, softwaredevelopers at all airlines will have a universal standard that is sufficiently detailed toeliminate the variations that previously hindered inter-airline communication.

CUPPS makes airline check-in applications fully portable, offering savings for airports andairlines in continuing development and support costs.

CUTE, the previous generation of common-use check-in systems, lacked the built-intechnical specifications in CUPPS that ensure inter-operability and portability of applications

now ensured by CUPPS. ARINCs industry-leading vMUSETM check-in system is nowbeing enhanced to simultaneously run legacy CUTE applications, and the newer CUPPS aswell as airlines applications.

Through virtualising peripheral components like printers, hardware, readers, and otheroperating systems, technology costs can be significantly cut. The elimination of custom

printers and costly paper products for boarding passes alone can reduce costs by as much as25 per cent.

Flexible, secure check-in solutions

With a 75 per cent market share ofCommon User Systems (CUSS) kiosks at airports aroundthe world, ARINC has unequalled expertise in flexible check-in solutions which support

IATAs STB (Simplifying the Business) and FastTravel initiatives.
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These solutions include self-checkin kiosks and portable check-in devices used by rovingairline agents. With more and more passengers seeking alternative check-in options, ARINChas also become a global leader in common-use kiosks in railway stations and car rentaloffices. These not only enable passengers to save valuable time and avoid long queues, butalso allow operators to divert traffic from highly-congested areas, and provide airlines with

crucial cost-sharing opportunities. The companys Multi-User System Environment (MUSE)family of passenger and flight information systems already supports more than 300 airlines atover 100 airports worldwide.

These systems enhance security by allowing airlines to share vital passenger and baggageinformation in real time on high-speed multi-user networks. Whether from off-site locations,common-use kiosks or traditional check-in desks, airlines can access the information theyneed when they need it, while maintaining passenger privacy.

There are solutions for all situations. vMUSE Express, for example, is a compact, easy-to-setup system that allows agents to check-in passengers, print boarding passes, and check

baggage from almost anywhere with an internet connection - popular at rental car facilities,transit stations and convention centres. OnVoy is a check-in system used by cruise ships andhotels. OnVoy, which has become the industry standard, is currently in use on over 70 ships.All passengers have to do is sign up - attendants deliver printed bag tags, and pick up the

bags the night before departure to be held in a secure off-site location. The system has alsobeen implemented throughout Walt Disney World Resort Hotels.

Enhanced baggage tracking brings tighter security

Baggage presents another potential congestion and security issue, but ARINC has thesolution in its integrated BagMatch and BagLink systems. These keep track of everymovement of every bag and container in the system - within the airport, and in the aircrafthold, thus preventing misdirected baggage and potential delays, tightening security, andcutting the costs of manual procedures.

Using barcode technology, computer-generated tags, and RFiD (radio frequencyidentification) tracking, BagMatch links to departure control, flight information displays,weight and balance applications, and other systems within the airport infrastructure. It alsoconfirms whether or not a piece of luggage can be positively matched to a verified, boarded

passenger before it is loaded on to a departing aircraft.

Baggage handlers know the exact location of every bag - down to its position within thecontainer on board the aircraft. Should a bag need to be removed from the aircraft beforedeparture, it can be found quickly and identified with 100 per cent accuracy, using wirelessscanners connected to the centralised database.

BagLink enables baggage to be sorted and routed remotely, saving time, decreasing costs andminimising errors. Its modern design means it can be managed remotely and in real time,speeding baggage handling at destination airports. The sophisticated communications servercollects baggage-routing messages from multiple airline hosts, and distributes these to airportsystems for further processing.

Regardless of which baggage reconciliation system is in use, BagLink provides the interfacebetween any connected host system, and the airports baggage sorting system and baggagereconciliation system.

Advanced passenger reconciliation System

Another ARINC innovation for 2009 is VeriPax, a passenger reconciliation system designed

to validate the authenticity of the barcodes on tickets, as well as establishing links betweenthe document reader and the airline. The system can also be used to track passenger
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movement after check-in, for example, determining whether they have enough time to clearsecurity check-in to make their flight on time.

VeriPax complements ARINCs Identity Management System (IdMS) which usesbiographical and biometric information to help create fast-lanes for pre-registered passengers,and invaluable checks on employees and crew members.

Passenger movements are tracked, and travellers automatically identified, through biometrictechniques at existing security systems. In addition, advanced passenger information, such as

passport data, can be entered automatically using document readers.

By linking to watch lists VeriPax also provides a comprehensive solution for governmentagencies responsible for border control, hazardous material management, and for securingother high-risk facilities.

Sophisticated system for optimising terminal operations

Optimising the use of all terminal operations, from aircraft to baggage carousels, relies onmaximising scheduling and easing congestion. ARINCs highly flexible resource

management system, AirPlan, also reduces costs.Airport managers can use this intelligent control system to analyse the cause of delays, planahead, and improve scheduling by determining the most time-efficient use of aircraft, gates,and stands. And because ARINC works on site to create a customised system, the architecturecan be scaled to any size airport, taking into account carrier preferences, and higher trafficsituations, such as peak travel times. A high degree of flexibility means that individual partsof the system can be activated as required.

By continuously tracking aircraft, gate, and concourse availability, AirPlan automaticallyschedules gate facilities in near real time. This gives airport personnel a head start inassigning departure and arrival gates and baggage carousels, minimising the time aircraft

spend on the runway burning fuel - and the time passengers spend on the ground losingpatience!

Automating turnaround activity saves valuable time

ARINCs Ramp Management Tool, another recent innovation from ARINC, is designed tofully automate the co-ordination of turnaround activities, eliminating potential delays

between elements of the schedule. This is particularly beneficial in an era when some airlineswork to a tight turnaround time of just 25 minutes. The entire turnaround sequence is loggedon the ARINCs Ramp Management Tool system, with the manager notified by PDA(palmtop computer) of activities that need to be carried out. An automatic alert is triggered inthe event of any failure or delay.

ARINCs Ramp Management Tool also makes redundant the laborious form-filling thatpreviously marked the completion of turnaround activities, since the collation of all data isprepared automatically in the form of an auditable, verifiable list - an important benefit forhandling agents. This is just a sample of the dozens of products and services ARINC hasdeveloped to improve operations at airports, complementing the hundreds of ARINC

products in use on the worlds airlines.

What of the future? With passenger terminal space at a premium, and constant pressure toreduce costs, remote and mobile check-in facilities are certain to increase, RFiD technologywill supersede magnetic stripe boarding passes and tags, and selftagging will spread as part ofa much wider acceptance of self-service applications. The self-tagging of baggage pioneered

by Air Canada is speeding up the travel process and becoming increasingly popular. Montreal

Airport Dorval has more than 70 self-service kiosks dispensing bag tags, and the system isnow being trialled at London Heathrow.


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As it celebrates 80 years at the cutting edge of aviation technology, ARINC - the companythat pioneered air-to-ground communications in 1934 - will carry on designing systems thatattain the highest levels of operational efficiency and reliability. And whether engineering anentire infrastructure or incorporating legacy equipment into a new architecture, safety,security and efficiency will always be hardwired into every system

Luxury Airbus A380 Super Jumbo Jets from Emirates

Airline

by Lux Living on June 21, 2010

Courtesy of: Airbus Industries

Airbus Industries recently announced that Dubai-based Emirates Airline had placed a neworder for 32 additional A380 super jumbos. Price tag is reported to be $11.5 billion.

Emirates chief executive Sheikh Ahmed Bin Saeed Al-Maktoum told reporters, This latestorder, adding to 58 A380s we have booked, affirms our strategy to become a world leading

carrier and establish Dubai as a central gateway to global air travel.

Back in 2004, 58 aircraft were first ordered. Of those, Airbus has delivered 10 jumbos sinceJuly of 2008. Emirates Airline states that an additional five A380s will join its fleet by theend of 2010 and the balance of the order including the new order of 32 planes, are scheduledto fly by 2015.

Since 2008, Airbus has confirmed delivery of 30 A380s to multiple global airlines such asEmirates, Qantas, Air France, Singapore and Lufthansa.

The below picture shows shows the first class section bar on board an Emirates AirlineAirbus A380 passenger plane.


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Minix wing tip device promises 6% gain in fuel efficiency

for airlinersSaturday, June 26th, 2010

Fuel consumption and greenhouse gas emissions are hugepriorities in the aviation industry passenger airlinerschew through amazing quantities of fuel.

Take the Boeing 747, which guzzles somewhere around a gallon of jet fuel per second itsclear that a percentile improvement in fuel consumption can make a huge difference to costsat the end of a long-haul flight. Thats why the Minix wing tip deserves close scrutiny. Itreplaces the tiltedwingletsat the tip of an aircraft wing, can be retrofitted to any airplane, andsmooths out the wing-tip vortex, reducing the aircrafts wing drag. Minix claims the design isfive times more effective than a regular winglet and can save as much as 6% on an aircraftsenergy costs. For a commercial Boeing 747, that equates to a saving of around 600,000gallons of fuel per year, per aircraft. Food for thought.

Air travel gets a fair bit of bad press in terms of fuel efficiency and emissions, but in truth,provided youre traveling in excess of 500km, in a plane full of other passengers, thenumbers would put it about level with driving that distance solo in an average car.

Thats not to say that global air travel doesnt make a significant contribution to emissions, orthat its a super fuel-efficient way to travel just that its not as bad on these two axes asmany people think.

Still, jumbo jets and other large aircraft do go through a staggering amount of fuel perjourney, so an opportunity for a tiny efficiency gain is an opportunity to save significant

money, as well as helping lower emissions.
http://en.wikipedia.org/wiki/Wingtip_devicehttp://en.wikipedia.org/wiki/Wingtip_devicehttp://en.wikipedia.org/wiki/Wingtip_devicehttp://en.wikipedia.org/wiki/Wingtip_vorticeshttp://www.bidvertiser.com/bdv/bidvertiser/bdv_ref.dbm?Ref_Option=pub&Ref_PID=229404http://en.wikipedia.org/wiki/Wingtip_devicehttp://en.wikipedia.org/wiki/Wingtip_vortices


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French aeronautics teacher Christian Hugues believes hes come up with an aerodynamicsbreakthrough that could increase an aircrafts fuel economy by a massive 6% and Gizmagchecked it out earlier this week at the Paris

BOEING 777 AIRCRAFT HISTORY,INFORMATION, FACTS AND PICTURES

The Boeing 777 Airliner Information and Facts...

Boeing 777 is a family of long range widebody twin engine airliners built by Boeing Commercial Airplanes. It carries between 305 and 550 passengers and has a range spanning from 5,600870 nautical miles (10,400 to 16,400 km). Its first flight was in 1994.

nguishing features of the 777 include the set of six wheels on each main landing gear, its perfectly circular fuselage cross section, and the blade like rear tailcone.

e 1970s Boeing unveiled its new models to replace and expand its then current line up. They were the twin engined 757 , to replace the venerable 727; the twin engined 767 to challengeAirbus A300 and the 777 trijet to compete with the DC-10 and the Lockheed TriStar L-1011.

s a trijet airplane based on a re-winged 767 design, with two main variants: a transcontinental airplane transporting 175 on trips up to 5,000 km (2,700 nautical miles) and ancontinental version capable of flying over 8,000 km (4,320 nautical miles) with the same passenger load.
http://www.gizmag.com/green-air-show-paris-2010/15486/http://www.aviationexplorer.com/Continental_Airlines_Boeing_777_Takeoff.htmhttp://www.aviationexplorer.com/Continental_Airlines_Boeing_777_Takeoff.htmhttp://www.gizmag.com/green-air-show-paris-2010/15486/


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winjets were launched and the 777 trijet was cancelled. Boeing's choice to not proceed with the 777 was influenced by the design complexities of trijet aircraft, the absence of an enginethrust in the range of 40,000 lb f (178 kN), and the success of the 757 and 767, particularly with the benefit of ETOPS regulations of the 1980s.

ng had a big gap in its product line between the 767-300ER and the 747-400 in terms of size and range, and realized the potential of such an airplane. The DC-10 and Lockheed Tristar,g of 1960s design, were also ripe for replacement. In the meantime, Airbus developed the A330 and A340 to fulfill that requirement.

nitial proposal from Boeing was simply to enlarge the 767, resulting in the 767-X concept. It was similar to a 767 but with a longer fuselage and larger wings seating about 340 passengerswith a maximum range of 7,300 nautical miles (13,500 km).
http://www.aviationexplorer.com/Continental_Airlines_Boeing_777_Takeoff.htm


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airlines were unimpressed with the 767-X. They wanted short to intercontinental range capability, cabin cross section similar to the 747, a fully flexible cabin configuration and anating cost lower than any 767 stretch. The result was a new design, the 777 twinjet.

design phase of the 777 differed from all previous Boeing jetliners. For the first time, the airlines and their passengers had a role in the development of the plane. The "Working Together"sophy, as Boeing called it, meant that the 777 was their most customer oriented aircraft yet.

777 was also the first commercial aircraft to be designed 100% by computer. No paper drawings were ever produced; everything was created on a 3D CAD software system known asA. This allowed a virtual 777 to be assembled in cyberspace, allowing engineers to examine for interferences, and to test if the many thousands of parts would fit together properly beforey physical prototypes were manufactured.

et demand sized, shaped and launched the newest member of the Boeing twin-aisle family -- the 777. The airplane design offers features, innovations and approaches to airplanelopment that set the standard for delivering value to airlines.

Boeing 777 is the first jetliner to be 100 percent digitally designed using three-dimensional computer graphics. Throughout the design process, the airplane was "pre-assembled" on theputer, eliminating the need for a costly, full-scale mock-up.


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airplane is larger than all other twinjet or trijet airplanes and smaller than the 747. It brings the twin-engine economic advantage to medium- and long-range markets.

onding to strong demand from cargo operators around the world for an efficient, long-range, and high-capacity freighter, Boeing announced authority to offer the Boeing 777 Freighter inmber 2004. Bringing unsurpassed efficiency to long-haul markets.

777 currently is available in six models: 777-200, 777-200ER (extended range), 777-200LR (longer-range), 777-300 and the 777-300ER, and the 777 Freighter.

777 program was launched in October 1990 with an order from United Airlines. In June 1995, United flew its first 777 in revenue service.

Boeing board of directors authorized production of the 777-300 on June 26, 1995. The first 777-300 was delivered to Cathay Pacific Airways in June 1998.


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ched in February 2000, the new longer-range 777-200 and 777-300 airplanes bring the comfort and economic advantages of the Boeing 777 to non-stop routes that have never before beenible. The first 777-300ER rolled out of the Everett, Wash., factory on Nov. 14, 2002.

first 777-200LR (Longer Range) -- the world's longest range commercial airplane -- was unveiled February 15, 2005 and first flew on March 8 and has begun a six-month flight-test program.

ng is offering its 777 customers new innovations that take advantage of the space in the overhead area of the airplane -- the area located between the top of the stow bins and the crown ofirplane. These innovations will allow operators to use the overhead space for crew rest stations and storage.
http://www.aviationexplorer.com/model_airplanes.htm


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ks to a new wing, more efficient engine, and a lighter structure, the 777 makes efficient use of fuel. And this, in turn, means lower emissions per passenger seat. For every pound of fuelerved, three fewer pounds of carbon dioxide are generated. The bottom line: Fuel efficiency isn't just good for economics, it's good for the environment.


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you know -- The 777 is the first airplane to have a rose named after it?

eb. 15, 1996, the 777 was named winner of the prestigious Robert J. Collier Trophy by the U.S. National Aeronautic Association. The award honored the 777 as the top aeronautical

evement of 1995.


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Top of Form

Inside Boeing : Building the 777

Take Boeing's computer-designed 777 on a

test flight that reveals the systems andcomponents at the heart of thistechnological marvel. The world's largestaircraft manufacturing plant throws openits doors to reveal how the 777 isassembled and flight tested. Inside Boeingis a fascinating, inside look at the designand assembly process, the computernetworks, and the millions of parts requiredto launch this incredible birdskyward.Softcover, 8' x 8 3/4', 128 pages,100 color

Bottom of Form

s

www .gizmag.co

Bottom of Form


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the standard aircraft design with which we have all become so familiar throughout the 20th century...

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