Boeing 787 Dreamliner - Mark Wagner [102]
Carriker talked on the radio to the pilot of a Cessna who was flying close to the San Juan Islands, where the 787 would head to begin its test flight. Seeking guidance on weather conditions, he requested visual flight-rules clearance from the tower. When he was satisfied the time had finally come, the strobe lights were switched on and engines started. At 10:11 a.m., ZA001 taxied out to the north end of runway 16R while a swarm of news helicopters, and even one carrying an IMAX camera and crew, hovered overhead.
By May 2010, the four Rolls-Royce Trent 1000–powered 787s had completed 1,450 flutter and ground-effects tests, completing that part of the FAA certification program with no significant changes required, said Boeing Commercial vice president Pat Shanahan, general manager of airplane programs. Here, ZA001 soars overhead on short finals to Boeing Field. Mark Wagner
Boeing’s weight-reduction redesign work of 2008 and 2009 was focused on a series of “block change” phases to be introduced at Line 7, and the next block changes flowed in at line numbers 20, 34, and 54. The changes, mostly to floor beams and frames, led to supply-chain problems, and parts for aircraft 21 and 22 started arriving at Everett with ten times more rework than expected. In late April 2010, Boeing bit the bullet, halting deliveries of all new 787 fuselage sections and wings to Everett for over a month to allow time for major structural partners to catch up. In a view reminiscent of the scene 40 years before, when 747s without engines were stacking up at Everett, incomplete 787s are seen on the delivery ramp in May 2010. Note the lone 747LCF Dreamlifter, the Royal Air Maroc 787, and (inset) protective measures to keep the weather at bay. Mark Wagner
Taxiing to the south end of the field, with flaps set at 20 degrees, ZA001 took runway 34L and waited for the two Boeing T-33 and single T-38 chase aircraft to call in on final approach. A moment later, Carriker pushed forward the throttles of ZA001’s two Trent 1000s, and, like a hound leaving its slips, the 787 leapt along the rain-slicked runway, sending up sheets of spray in its wake. Matching the speed of the chase aircraft precisely, Carriker rotated at 140 knots, and, with the sound of its passage almost masked by the helicopters and cheers from the crowds, the 787 became airborne at 10:27 a.m.
Boeing banked on round-the-clock, 24/7 testing to win certification by late 2010. Here, ZA001 taxies in at night at Boeing Field after a busy day of flight testing. Back at the ramp, another flight-test team is preparing to take over for a night of ground tests. As the months passed, Boeing grew more confident of achieving its goal, despite falling behind its monthly test-hour target. “The efficiency of flights is higher, so we’re doing more test points. We’re shooting for two blocks every day, and we need to fly each aircraft ninety hours per month,” said Pat Shanahan in May. Already the omens were improving; not only were the rates already creeping up beyond 110 hours per aircraft, but the amount of daylight was also increasing. Mark Wagner
Flanked by the chase planes, ZA001 was swallowed up by the overcast within moments, its undercarriage still down and locked. Back on the ground, as many still gaped in awe at the swirling vortex that marked the passage of the 787 into the solid gray cloud deck, the rain swept back in.
On the flight deck, Carriker and Neville climbed ZA001 slowly, at 165 knots, toward a target height of 15,000 feet. However, the weather was not cooperating any more at that altitude than it had at sea level, and bad visibility prevented them from climbing any higher than 12,000 feet while maintaining visual flight rules (VFR; rules governing flight in day