787 flys...

[avionix]

I was amazed at how much flex is engineered into those composite wings, and at the extreme dihedral it produces.


My regards,

Widewing

The 747 has a range of 12-16 feet IIRC, of wing flex before the spar will snap.  I was amazed as well at how much these flexed.  Would be interesting to know how far it actually is.

[Golfer]

My only question is can it fly with one engine in case the other one goes out for some reason???

Yes.  This is spelled out within Part 25 of the Federal Air Regulations which covers the certification standards for transport category airplanes.  ETOPS is included in this but in order to be eligible for ETOPS certification you already have to meet the performance and reliability standards set forth in Part 25.

If you want to hurt your brain have at it.

http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=9728b52fbd2b91b51414d100af5fd5ba&tpl=/ecfrbrowse/Title14/14cfr25_main_02.tpl

§ 25.121   Climb: One-engine-inoperative.
 top
(a) Takeoff; landing gear extended. In the critical takeoff configuration existing along the flight path (between the points at which the airplane reaches V LOFand at which the landing gear is fully retracted) and in the configuration used in §25.111 but without ground effect, the steady gradient of climb must be positive for two-engine airplanes, and not less than 0.3 percent for three-engine airplanes or 0.5 percent for four-engine airplanes, at V LOFand with—

(1) The critical engine inoperative and the remaining engines at the power or thrust available when retraction of the landing gear is begun in accordance with §25.111 unless there is a more critical power operating condition existing later along the flight path but before the point at which the landing gear is fully retracted; and

(2) The weight equal to the weight existing when retraction of the landing gear is begun, determined under §25.111.

(b) Takeoff; landing gear retracted. In the takeoff configuration existing at the point of the flight path at which the landing gear is fully retracted, and in the configuration used in §25.111 but without ground effect:

(1) The steady gradient of climb may not be less than 2.4 percent for two-engine airplanes, 2.7 percent for three-engine airplanes, and 3.0 percent for four-engine airplanes, at V2with:

(i) The critical engine inoperative, the remaining engines at the takeoff power or thrust available at the time the landing gear is fully retracted, determined under §25.111, unless there is a more critical power operating condition existing later along the flight path but before the point where the airplane reaches a height of 400 feet above the takeoff surface; and

(ii) The weight equal to the weight existing when the airplane's landing gear is fully retracted, determined under §25.111.

(2) The requirements of paragraph (b)(1) of this section must be met:

(i) In non-icing conditions; and

(ii) In icing conditions with the takeoff ice accretion defined in appendix C, if in the configuration of §25.121(b) with the takeoff ice accretion:

(A) The stall speed at maximum takeoff weight exceeds that in non-icing conditions by more than the greater of 3 knots CAS or 3 percent of VSR; or

(B) The degradation of the gradient of climb determined in accordance with §25.121(b) is greater than one-half of the applicable actual-to-net takeoff flight path gradient reduction defined in §25.115(b).

(c) Final takeoff. In the en route configuration at the end of the takeoff path determined in accordance with §25.111:

(1) The steady gradient of climb may not be less than 1.2 percent for two-engine airplanes, 1.5 percent for three-engine airplanes, and 1.7 percent for four-engine airplanes, at VFTOwith—

(i) The critical engine inoperative and the remaining engines at the available maximum continuous power or thrust; and

(ii) The weight equal to the weight existing at the end of the takeoff path, determined under §25.111.

(2) The requirements of paragraph (c)(1) of this section must be met:

(i) In non-icing conditions; and

(ii) In icing conditions with the final takeoff ice accretion defined in appendix C, if in the configuration of §25.121(b) with the takeoff ice accretion:

(A) The stall speed at maximum takeoff weight exceeds that in non-icing conditions by more than the greater of 3 knots CAS or 3 percent of VSR; or

(B) The degradation of the gradient of climb determined in accordance with §25.121(b) is greater than one-half of the applicable actual-to-net takeoff flight path gradient reduction defined in §25.115(b).

(d) Approach. In a configuration corresponding to the normal all-engines-operating procedure in which VSRfor this configuration does not exceed 110 percent of the VSRfor the related all-engines-operating landing configuration:

(1) The steady gradient of climb may not be less than 2.1 percent for two-engine airplanes, 2.4 percent for three-engine airplanes, and 2.7 percent for four-engine airplanes, with—

(i) The critical engine inoperative, the remaining engines at the go-around power or thrust setting;

(ii) The maximum landing weight;

(iii) A climb speed established in connection with normal landing procedures, but not exceeding 1.4 VSR; and

(iv) Landing gear retracted.

(2) The requirements of paragraph (d)(1) of this section must be met:

(i) In non-icing conditions; and

(ii) In icing conditions with the approach ice accretion defined in appendix C. The climb speed selected for non-icing conditions may be used if the climb speed for icing conditions, computed in accordance with paragraph (d)(1)(iii) of this section, does not exceed that for non-icing conditions by more than the greater of 3 knots CAS or 3 percent.

[Doc. No. 5066, 29 FR 18291, Dec. 24, 1964, as amended by Amdt. 25–84, 60 FR 30749, June 9, 1995; Amdt. 25–108, 67 FR 70826, Nov. 26, 2002; Amdt. 25–121, 72 FR 44666; Aug. 8, 2007]

Ouch.

[flight17]

I do believe they were cycled once.

ya, they didnt release that info until the day after it had flown... they have a pic of it too
http://www.flightglobal.com/articles/2009/12/18/336396/boeings-2nd-flight-test-787-may-fly-as-early-as-21.html

they however didnt do it until towards the end of the flight. but in previous flights they didnt.

the 787 wings will flex a little over 14ft upwards max in its flight profile. it wont break until 17+ which was the deflection at 150% load that the plane could ever see. Boeing doesnt really even no exactly when it would break because they over built it and also wont break it in tests because of the fact its Carbon Fiber.

as for ETOPS, the 787 is going to be certifed for 233-330(something along those lines)min operations, making it the first to be certified for this before entry.

[flight17]

second one flew earlier today...

[Ripsnort]

they werent raised at alll... they never raise the gear on first flight.

Actually, they cycled the gear once during first flight, at an altitude of 10,267 feet. (I've been part of of the 787 project for alittle over 5 years now, and hired in at Boeing in 1979, and thankfully it wasn't OUR software that caused any production delays)

[Paxil]

check out the main landing gear doors in this vid. Something obviously not right there. Ah well... that is why the test em.

http://www.youtube.com/watch?v=kgh_lr0PMbg

[Ripsnort]

check out the main landing gear doors in this vid. Something obviously not right there. Ah well... that is why the test em.

http://www.youtube.com/watch?v=kgh_lr0PMbg

Land gear and doors: Made in UK

[Strip]

Forgive me, where are the main gear doors mentioned?

Ooops....I believe they would have been made in Canada upon farther inspection.

Strip

[flight17]

Actually, they cycled the gear once during first flight, at an altitude of 10,267 feet. (I've been part of of the 787 project for alittle over 5 years now, and hired in at Boeing in 1979, and thankfully it wasn't OUR software that caused any production delays)

hence the reason why i corrected myself after i found out...