777-X Overhead Cockpit for More High Revenue Seats

B-777-X concept   (Kaktusdigital)

The planned Boeing 777-X series airliner can be made more competitive to the all new Airbus A350-1000 by relocating the cockpit to an overhead position, similar to the old B-47 Stratojet. This will result in at least 12 additional higher revenue First Class seats, in an excellent undisturbed position as in the B747-8.

B-47 Stratojet   (from Wikipedia)

Of course it will not be as open and narrow as in the old B-47 Stratojet. Such a new configuration will have a higher vantage point as in the B-747. Blind spots can easily be alleviated by closed circuit TV cameras. that can be integrated on the HUD, the cockpit panel screens, or its own dedicated LCD screens.

B-777-X wingspan comparison (Flightglobal)

This configuration may take advantage of the Boeing 747 hump aerodynamic effect that may lower drag and thus fuel burn.

Another configuration is to retain the upper fuselage lines and embed the cockpit where the front pilot and crew rest area is now located. This will take advantage of the B-777 large fuselage diameter and leverage the B-747-8 Skyloft technology to provide more revenue space.

The long wingspan of the planned B-777-X series will put it in the airport fees class with the A-380 and B-747-8. A folding wingtip is being studied specially on mechanical complexity and aerodynamic drag of components. It can be implemented electrically to reduce mechanical complexity and may have other aerodynamic functions.

B-777-X folding wing concept (Seattle Times)

The big disadvantage in relocating the cockpit is the engineering resources that will be needed to implement this. Incremental material costs will be minimal. Design tradition in cockpit location is also a mental barrier.

B-777-X concept (Raydon Designs)

Gavilan 358 Prototype and Type Certificate bought by Cub Crafters

John Bryerton of GATS recently sold the Gavilan 358 prototype and Type Certificate to Cub Crafters of Yakima, Washington. Its another step for the Gavilan’s long journey towards regular production.

Gavilan 358 over meadows (Copyright of unknown owner)

The Gavilan 358 is very suited to countries like the Philippines for its tough and easy construction, economy of operation, and simple maintenance. The Leaver family of Colombia was the main driving force in the development of the Gavilan starting in 1986, with the first flight on 27 April 1990. It was certified first in Colombia and deliveries started in 1998 to the Fuerza Aerea Colombiana.

In order to be able to sell to the U.S. and other markets, the Leaver family and partners proceeded to get U.S. FAA certification. The Gavilán received its U.S. FAR23  Type Certificate in May 1998, using the prototype that GATS  sold as the test aircraft. We hope that ultimately, the Leaver brothers Eric and Jimmy, will soon again be involved with their Gavilan creation, so with the former Piper engineers of GATS led by John Bryerton.

AirPino of the Philippines is working towards the introduction of the Gavilan 358 to the Philippines.

Will Boeing and CFM Add Turbofan Side Exhausts to the 737MAX LEAP Engine

The Boeing 737MAX cannot use the Pratt & Whitney Geared Turbofan or GTF engine design due to inadequate wing ground clearance. The Airbus 320NEO has a higher wing ground clearance and thus is able to use the GTF engine design. This may give the 320NEO an advantage on the engine front.

A possible solution for the 737MAX may be additional side exhausts for the LEAP engine to get more power output from the fan of the engine. It can even be optimized by using Harrier type nozzles to adjust to thrust angle needs. The disadvantages are it will be more complicated, more weight and heavier drag.

Building the Airbus A-330 XTR

The A-350 XWB is basically a replacement for the discontinued A-340 airliner. As such, this leaves the A-330 as the real Airbus competitor to the new Boeing 787 Dreamliner. That leaves Airbus at a disadvantage at this market segment with an older design with older engines.

Egyptair Airbus A330-200 (SU-GCI) lands at London Heathrow Aug2007 (Adrian Pingstone)

What Airbus is now trying to do is studying to upgrade the A-330 to make it more competitive at this segment with the B787 Dreamliner. See http://www.flightglobal.com/news/articles/airbus-to-decide-on-a330-enhancement-in-second-half-of-2012-367981/. I am calling the updated A-330 the Airbus A-330 XTR along the lines of the A-350 XWB, that can mean "Extra" capabilities, efficiencies and range.

Aside from being more competitive in its segment with the Boeing 787 Dreamliner, the A-330 XTR can also serve as a buffer for the A-350 XWB, as the B-767 was to the Boeing 787 Dreamliner when its introduction to operational service was delayed. It can also be a good 'payment' airliner for whatever delays that might happen.

Airbus A-320 with Aviation Partners blended winglets Dec 2008

As usual for updates like this, changes may include

1. Engine inserts. Re-engining might not be economic as it's expensive and a short production run.
2. Structural weight reduction as stated in the Flightglobal article, as A-340 reinforcements for commonality can be removed, reducing also material and possible production costs.
3. Sharklets like the Airbus A-320 modifications.
4. Aerodynamic tweaks.
5. Avionics tweaks

Assuming the market for efficient airliners remains strong, and the A-330 can be updated for this market segment requirements, we may see the Airbus A-330 XTR in the skies in the next 5 years.