a metal fuselage. “We have, in the 777-300ER, a very reliable fuselage that performs well,” said Beezhold, explaining that designers balanced cost considerations with performance and customer input for the new model’s basic specifications. The 777-9X, which will come first, is expected to be delivered to airlines starting in 2020. “Providing certainty around the delivery and reliability of this airplane are major priorities for this team,’’ Feldmann said. “We will spend extra effort and extra focus on that.” Among the components that need to be “ultra-reliable” is the one that also will make the 777X unique among commercial airplanes: a folding wingtip. The wingtips will fold up while the airplane is on the ground to allow it to use existing airport gates. With the tips folded, the wingspan of the 777X on the ground will be 212 feet 9 inches (64.8 meters). “We want that fold mechanism to be as simple and reliable as a landing gear door so it’s never an issue for our customers,” Feldmann said. A folding wing was researched and even built for the original 777, but was never included in the final design. The design of the folding tip for the 777X is much more “robust and simple” than that earlier one considered for the 777, Beezhold added. Other innovations on the 777X will include the GE9X engine, which will use composite matrix ceramics and fourth-generation composite fan blades for higher compression ratios and efficiency. In addition, hybrid laminar flow control will be used on the 777X’s vertical fin, Beezhold said. This breakthrough technology smooths out airflow and reduces drag. That, in turn, reduces fuel consumption and emissions with every flight. The concept had been considered for decades. But Boeing engineers finally found a way to develop a simple and reliable way to deliver the performance 24 Frontiers March 2014
Frontiers March 2014 Issue
To see the actual publication please follow the link above