The 787 design is based on connecting together composite fuselage barrels from different factories worldwide. In the areas where the barrels are connected, no passenger windows can be installed due to the structural connections between fuselage barrels. This will result in passenger rows where there will be no natural visual access of passengers seated in those rows.
Appropriate Systems (www.ApproSys.com) has a simple solution to this problem that will not entail much weight and redesign.
This solution entails the fitting of an LCD screen connected to several external cameras, to the window area of the passenger row. The LCD screen will have controls for dimming, choice of view, and zoom, among others. This virtual window will approximate the views of a natural window, and have features that a natural window does not have - choice of view, zoom, PC monitor, etc.
This system can also be connected to the Net and entertainment system of the 787. It can be the precursor of a BWB virtual window system, and a Virtual Cockpit System.
©ApproSys 2008
Monday, January 12, 2009
Thursday, December 11, 2008
777NG To Continue Dominance
Today, the Boeing 777 series is on Top of its Game - the B777-300ER, B777-200 LR, and B777F.
B777-300ER
The B777-300ER has basically a lock-in in its market segment. It has locked out Airbus' A-340 in this segment. The A-340 production line has basically ground to a halt, a victim of the B777 twin-engine efficiency and high fuel costs. The B777-300ER has also become a favorite B-747 replacement in many routes.
B777-300ER
In the Long Range derby, the B777-200LR has also vanquished the Airbus A-340-500, because again of the B777 twin-engine efficiency and high fuel costs.
B777-200LR
The new B777F is soon to go on commercial service with no competitors in its segment aside from maybe the significantly smaller A-330F that have yet to start assembly. Air France will be the launch customer.
B777F
The Boeing 777 series will stay on top of its game until the Airbus A-350XWB will start flying maybe in 5 years. Then, the B777-200 series on the low end will come under great pressure.
How will the Boeing 777 series cope with this threat?
For a B777NG, my 2 cents are:
1. Increase passenger count while maintaining range to lower seat-mile cost.
2. Increase engine efficiency and weight reduction using 787 technology.
3. Aerodynamic tweaks to reduce drag.
4. A new lighter and more efficient composite wing that can also be used later on a B777 replacement, assuming BWB design will not be used for this.
5. Use the B777 attic to increase passenger count.
6. Semi-virtual cockpit in the attic area to increase passenger count.
7. Two pilot concept to reduce pilot cost - UAV pilot technology assisting a human pilot.
8. Production process enhancements.
With a comparable seat-mile cost as the new A-350XWB but with a higher seat count and more spacious seating, the B777NG can hold the challenge until the B7107, the B777 replacement, comes on line.
B777-300ERThe B777-300ER has basically a lock-in in its market segment. It has locked out Airbus' A-340 in this segment. The A-340 production line has basically ground to a halt, a victim of the B777 twin-engine efficiency and high fuel costs. The B777-300ER has also become a favorite B-747 replacement in many routes.
B777-300ER
B777-200LRThe new B777F is soon to go on commercial service with no competitors in its segment aside from maybe the significantly smaller A-330F that have yet to start assembly. Air France will be the launch customer.
B777FThe Boeing 777 series will stay on top of its game until the Airbus A-350XWB will start flying maybe in 5 years. Then, the B777-200 series on the low end will come under great pressure.
How will the Boeing 777 series cope with this threat?
For a B777NG, my 2 cents are:
1. Increase passenger count while maintaining range to lower seat-mile cost.
2. Increase engine efficiency and weight reduction using 787 technology.
3. Aerodynamic tweaks to reduce drag.
4. A new lighter and more efficient composite wing that can also be used later on a B777 replacement, assuming BWB design will not be used for this.
5. Use the B777 attic to increase passenger count.
6. Semi-virtual cockpit in the attic area to increase passenger count.
7. Two pilot concept to reduce pilot cost - UAV pilot technology assisting a human pilot.
8. Production process enhancements.
With a comparable seat-mile cost as the new A-350XWB but with a higher seat count and more spacious seating, the B777NG can hold the challenge until the B7107, the B777 replacement, comes on line.
Friday, August 15, 2008
Boeing 767-400 ER as new KC-767 alternative
The Pentagon has changed the RFP for the KC-X competition to award extra points for fuel offload that surpasses the fuel offload requirement. This puts the KC-767 that is based on the 767-200F at a disadvantage to the A330 tanker competition.
A more competitive KC-767 may be a tanker based on the Boeing 767-400 ER, albeit with a shortened fuselage. Such a KC-767 tanker will have the following advantages:
Boeing 767-400ER
1. Easier and cheaper to implement since you need only to remove parts of the fuselage, no new wing and wing interface design, production and testing.
2. More capacity with its bigger wings, engine and fuselage.
3. More updated design and cockpit.
4. More efficient and lighter empty weight than the A-330.
The Pentagon has extended lifetime costs comparison to 40 years but separated it into near acquisition and long past acquisition periods. This is quite odd that may favor a cheaper plane to acquire but on the long term will cost more to operate and support.
The Boeing 767-400ER as the KC-767 may be more competitive than the 767-200F in this area since it will be less complex to implement, thus lower acquisition cost.
A more competitive KC-767 may be a tanker based on the Boeing 767-400 ER, albeit with a shortened fuselage. Such a KC-767 tanker will have the following advantages:
Boeing 767-400ER
2. More capacity with its bigger wings, engine and fuselage.
3. More updated design and cockpit.
4. More efficient and lighter empty weight than the A-330.
The Pentagon has extended lifetime costs comparison to 40 years but separated it into near acquisition and long past acquisition periods. This is quite odd that may favor a cheaper plane to acquire but on the long term will cost more to operate and support.
The Boeing 767-400ER as the KC-767 may be more competitive than the 767-200F in this area since it will be less complex to implement, thus lower acquisition cost.
Subscribe to:
Posts (Atom)
Posts
