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FAA has proposed fix for 767 evac. slide issues

January 4, 2016 By Sebastien

Federal aviation regulators are proposing safety fixes for more than 300 Boeing 767 jetliners to prevent the unexpected deployment of emergency escape slides.
The preliminary Federal Aviation Administration directive, which would apply directly only to Boeing 767s operated by U.S. carriers, was prompted by what the agency described as “multiple reports of uncommanded escape slide inflation.” Foreign carriers flying hundreds of other 767s eventually would be expected to comply with the FAA’s final mandate.
The agency apparently doesn’t view the problem as posing an imminent hazard, because it envisions giving some airlines nearly four years to make the fixes.
The FAA’s proposal is unusual because it concerns slides possibly opening during normal operations, not problems with deployment during emergencies.
The agency typically has ordered airlines to address suspect slides because they may have a propensity to deploy improperly or fail to deploy altogether in emergency situations. There have been numerous such mandates over the past 15 years affecting aircraft from Boeing Co. as well as other plane makers.
During that period, the U.S. National Transportation Safety Board has repeatedly weighed in to urge FAA action to ensure that all slides work as required in actual aircraft evacuations.
Some comThe Wall Street Journalmercial aircraft accidents, including an Asiana Airlines Boeing 777 that crashed on approach to San Francisco International Airport in July 2013, have shown that evacuation slides don’t always operate as desired. In the Asiana crash, which killed three passengers, a pair of slides malfunctioned due to impact.
But this time the FAA is addressing a different problem. The agency wants airlines to replace certain valves that could cause premature or unwanted deployment of escape slides on 767s “during normal airplane maintenance or operations.” The result of such deployments, according to the FAA document, could be “injury to passengers and crew, damage to equipment, and the slide becoming unusable in an emergency evacuation.”
Boeing issued a nonbinding service bulletin in April, advising airlines world-wide about the problem and including instructions for completing the fixes. According to the FAA document posted on the Federal Register website Thursday, Boeing also issued an earlier service bulletin in November 2014.
The FAA didn’t elaborate on the incidents prompting its action and didn’t indicate they occurred while planes were airborne.
The FAA proposal, which entails modifying valves that help control slides attached to several different doors on 767 aircraft, is subject to industry and public comment before it becomes final.
Unwanted slide deployments can result in expensive schedule disruptions. Last spring, the leading global airline trade association issued operational guidelines to prevent such incidents, which it said posed “a serious safety threat” and could cost carriers $200,000 for a single event causing a cancelled flight.
The Wall Street Journal

Filed Under: News Tagged With: 767, Boeing, FAA

The reason behind Boeing and its “7”

January 1, 2016 By Sebastien

Wondering why Boeing chose “7”? They didnt really choose it.. heres why:
Ever since Boeing started building planes back in the early 20’s, they started using a number system. The first planes were “0”s. They had two digit numbers. These were ALL biplanes. In the late 20s, Boeing started making the “2”s (the Boeing model 100 was a biplane as well, so they skipped the “1”s I believe). All of the planes with a 200 designation (i.e. 214, 234, 266) are prop planes with low wings. The “3”s are all commercial/military props (i.e. 307 Stratoliner, 314 Clipper, 345/B-29). These were being made in the 30s and 40s. The “4”s were the first Boeing jets, such as the Boeing Model 420 (B-47 Stratojet) and Model 464 (B-52 Stratofortress). The “5”s, if I remeber correctly, are Boeing model long-range rockets or missles (someone may be able to correct me). I cannot remember what the “6”s were. Then we come to the “7”s. These are the Boeing jets that are most famous- the 707, 717, 717-200, 720, 727, 737, 747, 757, 767, and 777.
So…
0 = Biplanes
2 = Monoplanes
3 = Large commercial/military props
4 = Military jets
5 = Missiles (I believe)
7 = Commercial jets
I hope this helps ya. I believe you can get MUCH MORE information in a large book titled “Boeing: …” something or other. Should be available in your local library. It also says what the 5s and 6s are.
______________________________
You want the answers, I’ll give you the answers. We all know that Sir Remington Boeing started the company in 1983 originally making hair dryers. Then, one day, he was walking out of his house when a leprechan approached him and taught him how to make an airplane. In 1984, after putting hours of time into his flying machine, Remington finally invented the first airplane. It was named the flying man-holder, and it was a marvel of technology. Then, in 1985, that same leprechan approached Remington once more, and demanded that he change the name of the creation. If the name was changed, and included the leprechan’s favorite number (which was 7), Remington would recieve twenty dollars. It was an offer that couldn’t be refused. So Remington Boeing changed the name of the flying man-holder to the Boeing 707. Then, the next night, he came up with six, or like ten other designs for commercial airplanes. One of these, which was going to be called the 787, was scrapped because the number would give away Remington’s home address. And that is the story of how man conquered the number system.
__________________________________________________________
The Boeing model series was as follows:
100s – Helicopters
200s – Prewar airliners and military aircraft
300s – World War II and postwar airliners
400s – Jet Bombers (except L-15 Scout)
500s – Turbines
600s – Missiles
700s – Jetliners (all commercial, except for the original
717 for the Stratotanker)
800s –
900s – Hydrofoils and experimental military aircraft
Interestingly, the first of the 700 series, the Model 701 was to be a mach 2 supersonic bomber. Designated by the USAF as the B-59, none were ever built.
_______________________________________
The use of a final 7 was a Boeing tradition for commercial transport planes dating back to the 1933 introduction of the Model 247, the first all-metal low-wing monoplane transport, which later spawned much technology used in the B-17. (Military designations bore no particular relationship to Boeing’s design numbers.)
The Boeing 247 was the first all-metal airliner, and the first with retractable landing gear
Boeing strayed from its marketing insistence on xx7 products, with such 1930s aviation icons as the Boeing 314 China Clipper seaplane, although it built and sold the Boeing 307 Stratoliner in 1937-38.
The Boeing 307 was based on the B-17, and was the first airliner with a full pressurized cabin.
During World War 2, Boeing conceived its Model 377 Stratocruiser, a civil version of the C-97 which was based on the wings, engines, tail and undercarriage of the B-50 bomber, a high-altitude derivative of the B-29. The first civil Boeing 377s were ordered in November, 1945, by Pan American and other airlines looking forward to the renewal of civil air transport.
In 1947, Boeing began designing large jets for the Air Force bomber role. By 1950, Boeing began offering a large jet transport under the Model 463 number, but the airlines were unconvinced about buying the new big jets. The 1952 Model 367-80 design (A number chosen to suggest that Boeing was working on a derivative of an earlier propeller-driven transport) was put into production as the Boeing 707, coming off the production line in 1954.
Air News Live

Filed Under: News Tagged With: Boeing

747 fate in the hands of…Russia

December 27, 2015 By Sebastien

Time is running out for Boeing Co.’s iconic 747 jumbo jetliner, the plane that brought global travel to the masses in the 1970s.
The storied 747 has fallen from favor in the modern airline industry as carriers turn to twin-engine aircraft that can fly farther and use less fuel, like Boeing’s own 777 or the Airbus A350. Sales of the cavernous freight model have waned as well, done in by an eight-year slump in global air shipping.
The plane can’t even catch a break in Washington. An order to replace the quarter-century-old 747s used as Air Force One to ferry U.S. presidents is running into congressional budget flak.
Now, as Boeing weighs the 747’s future, a revival hinges heavily on an unlikely source: a Russian freight company that promises to buy 18 over the next few years. If that pledge falls through, and finding financing won’t be easy, Boeing faces a tough choice: End production and take a financial hit, or try to limp along until a cargo rebound yields more sales. For now, Boeing’s backlog is enough to keep building 747s only through mid-2017.
“The question is, can they get enough orders in the next five years to keep the production line open?” said George Dimitroff, head of valuations for consultant Ascend Worldwide. “If they close it, there is nothing to replace it.”
Production Cuts
Boeing’s strategy in recent years has been to cut output repeatedly, with another pullback due in March. Still, the current 747-8 is about one-third larger than its closest rival, and its ability to load massive cargo through a hinged nose remains attractive to some shippers. Dropping the jet now could create an accounting loss for some of the $1.89 billion in deferred costs, filings show.
“I don’t want to sugarcoat this: It has been a tough market,” said Randy Tinseth, a Boeing vice president for marketing. “It continues to be a tough market. We have some near-term opportunities. We also have airplanes we need to sell.”
Dubbed the “Queen of the Skies” for its piano bars and spiral staircases, the distinctive hump-nose, four-engine 747 was introduced in 1970, ushering in an era of long-range travel and jets with two aisles. It has gone on to log orders for more than 1,500 of its various models, making it one of the best-selling planes in aviation history. The 747-8 can’t claim much of that glory: It accounts for only 121 orders, and debuted in 2011.
Ruble Troubles
This year, Boeing has netted only two 747 sales, matching its 2014 total. The latest customer: itself. Boeing’s finance division bought two 747 freighters and leased them in November to AirBridgeCargo Airlines and Moscow-based parent Volga-Dnepr Group. The 747-8 lists for about $380 million, before the usual steep discounts.
AirBridgeCargo’s pledge to buy 18 additional jets would almost double Boeing’s unfilled orders as of the end of November. But Russia’s economic slump and a 60 percent drop in the ruble will challenge the carrier’s ability to convert that promise to a firm purchase. (Aircraft sales are exempt from Ukraine-related commercial sanctions imposed on Russia.)
‘Quite Positive’
AirBridgeCargo is confident it will buy the planes to meet rising cargo volumes, Executive Vice President Denis Ilin said. It plans to acquire three 747-8s next year — also through a leasing mechanism — and then two or three more annually until 2022, he said. The carrier’s specialties including moving oversize and heavy cargo such as oil-and-gas drilling equipment, escalators and even wings for Boeing’s 787 Dreamliner jets.
“I’m not talking about a huge peak season, but it’s been quite positive,” Ilin said by telephone.
Financing may be a little less tricky once business as usual resumes at the U.S. Export-Import Bank, whose funding was restored by Congress, according to George Ferguson, a senior air transport analyst with Bloomberg Intelligence. The agency helps provide credit assistance for foreign buyers of U.S.-made goods.
Boeing is working toward paring 747 output to one plane a month, a rate that will take effect in March, and executives are studying an even deeper cut, Chief Financial Officer Greg Smith said during an October earnings call.
‘White Tails’
No commercial-jet model has lasted more than a year or two on freighters alone, said aerospace consultant Richard Aboulafia. “Programs with backlogs like these don’t survive very long,” he said. “Either a cutback or death as soon as the Air Force One planes are built.”
Boeing continues to try to sell the planes. It’s redoubling efforts to unload six unclaimed jumbos worth $2.21 billion, known in industry parlance as “white tails” because they lack a buyer’s logo and colors. Two of those jets had been built for Transaero Airlines, a Russian carrier that is being liquidated.
Talks are under way with other potential customers for both freight and passenger versions, Tinseth said. Sales would pick up if the air-cargo business returns to its historic 4 percent to 5 percent growth rate, double the current pace, he said.
“The long-term future of this airplane is tightly tied to what we see in the cargo market,” he said.
There’s another possible surge ahead as package-haulers like United Parcel Service Inc. start to phase out older freighters. Boeing expects that more than 250 aircraft will need to be replaced over the next five to 10 years.
“As long as demand is there, and demand makes sense from a production point of view, we’ll keep building the airplane,” Tinseth said.
Bloomberg Business

Filed Under: News Tagged With: 747, Boeing, Queen of the Sky

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