Misplaced Pages

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136-714: The Pratt & Whitney PW4000 is a family of dual-spool, axial-flow , high-bypass turbofan aircraft engines produced by Pratt & Whitney as the successor to the JT9D . It was first run in April 1984, was FAA certified in July 1986, and was introduced in June 1987. With thrust ranging from 50,000 to 99,040 lbf (222 to 441 kN), it is used on many wide-body aircraft . The 52,000–62,000 lbf (230–275 kN), 94 in (2.4 m) -fan PW4000 made its first run in April 1984,

272-402: A polytropic efficiency in the region of 90–95%. To achieve different pressure ratios, axial compressors are designed with different numbers of stages and rotational speeds. As a rule of thumb we can assume that each stage in a given compressor has the same temperature rise (Delta T). Therefore, at the entry, temperature (Tstage) to each stage must increase progressively through the compressor and

408-552: A 2% improvement in fuel efficiency to in-production 777-300ER aircraft. General Electric improved the fan module and the high-pressure compressor stage-1 blisk in the GE-90-115 turbofan, as well as reduced clearances between the tips of the turbine blades and the shroud during cruise. These improvements, of which the latter is the most important and was derived from work to develop the 787, were stated by GE to lower fuel burn by 0.5%. Boeing's wing modifications were intended to deliver

544-533: A 777-300ER sub-fleet with 472 seats each, more than any other international 777, to achieve a cost per available seat kilometer (CASK) around €.05, similar to Level 's 314-seat Airbus A330-200, its benchmark for low-cost, long-haul. Competing on similar French overseas departments destinations, Air Caraïbes has 389 seats on the A350-900 and 429 on the -1000. French Bee 's is even more dense with its 411 seats A350-900, due to 10-abreast economy seating, reaching

680-533: A Boeing jetliner, later exceeded by the 787. International contributors included Mitsubishi Heavy Industries and Kawasaki Heavy Industries (fuselage panels), Fuji Heavy Industries, Ltd. (center wing section), Hawker de Havilland ( elevators ), and Aerospace Technologies of Australia ( rudder ). An agreement between Boeing and the Japan Aircraft Development Corporation, representing Japanese aerospace contractors, made

816-431: A MTOW of 700,000–775,000 lb (318–352 t), entered service in 2004, the longer-range 777-200LR in 2006, and the freighter 777F (also known as the 777-200LRF) in 2009. These second-generation 777 variants have extended raked wingtips and are powered exclusively by 110,000–115,300 lbf (489–513 kN) GE90 engines. In November 2013, Boeing announced the development of the third generation 777X (variants include

952-665: A blade-shaped tail cone. The 777 became the first Boeing airliner to use fly-by-wire controls and to apply a carbon composite structure in the tailplanes . The original 777 with a maximum takeoff weight (MTOW) of 545,000–660,000 lb (247–299 t) was produced in two fuselage lengths: the initial 777-200 was followed by the extended-range -200ER in 1997; and the 33.25 ft (10.13 m) longer 777-300 in 1998. These have since been known as 777 Classics and were powered by 77,200–98,000 lbf (343–436 kN) General Electric GE90 , Pratt & Whitney PW4000 , or Rolls-Royce Trent 800 engines. The extended-range 777-300ER, with

1088-400: A capacity of over 400 passengers and a range of over 8,200 nmi (15,200 km; 9,400 mi), whereas the 777-8 is slated to seat approximately 350 passengers and have a range of over 9,300 nmi (17,200 km; 10,700 mi). Both models are to be equipped with new generation GE9X engines and feature new composite wings with folding wingtips . The first member of the 777X family

1224-429: A compressor is defined according to its design. But in actual practice, the operating point of the compressor deviates from the design- point which is known as off-design operation. from equation (1) and (2) The value of ( tan ⁡ β 2 + tan ⁡ α 1 ) {\displaystyle (\tan \beta _{2}+\tan \alpha _{1})\,} doesn't change for

1360-415: A design feature at the announcement of the upgraded 777X in 2013. Smaller folding wingtips of 11 feet (3.35 m) in length will allow 777X models to use the same airport gates and taxiways as earlier 777s. These smaller folding wingtips are less complex than those proposed for earlier 777s, and internally only affect the wiring needed for wingtip lights. The aircraft features the largest landing gear and

1496-580: A dispatch reliability rate of 99.96% and is approved for ETOPS 180 . The average engine stays on wing 13,500 flight hours before a shop visit (a Shop Visit Rate of 0.073 per thousand hours). It is claimed to be cumulatively 3.4 dB quieter than other engines in its class. Like other modern aircraft power plants, it has a Full Authority Digital Engine Control (FADEC), for better fuel economy and reliability. Furthermore, single-crystal alloys allows higher temperature capability and PW's Floatwall combustor liners improve durability and maintainability. Also,

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1632-495: A distance of 10,823 nautical miles (20,044 km; 12,455 mi), in 21 hours and 23 minutes. Following the introduction of the -200ER, Boeing turned its attention to a stretched version of the baseline model. On October 16, 1997, the 777-300 made its first flight. At 242.4 ft (73.9 m) in length, the -300 became the longest airliner yet produced (until the A340-600 ), and had a 20 percent greater overall capacity than

1768-482: A good estimate of their performance can be made before they are first run on a rig. The compressor map shows the complete running range, i.e. off-design, of the compressor from ground idle to its highest corrected rotor speed, which for a civil engine may occur at top-of-climb, or, for a military combat engine, at take-off on a cold day. Not shown is the sub-idle performance region needed for analyzing normal ground and in-flight windmill start behaviour. The performance of

1904-479: A high-speed aircraft. Real work on axial-flow engines started in the late 1930s, in several efforts that all started at about the same time. In England, Hayne Constant reached an agreement with the steam turbine company Metropolitan-Vickers (Metrovick) in 1937, starting their turboprop effort based on the Griffith design in 1938. In 1940, after the successful run of Whittle's centrifugal-flow design, their effort

2040-567: A hydraulically damped toilet seat cover hinge that closes slowly. In February 2003, Boeing introduced overhead crew rests as an option on the 777. Located above the main cabin and connected via staircases, the forward flight crew rest contains two seats and two bunks, while the aft cabin crew rest features multiple bunks. The Signature Interior has since been adapted for other Boeing wide-body and narrow-body aircraft, including 737NG , 747-400, 757-300, and newer 767 models, including all 767-400ER models. The 747-8 and 767-400ER have also adopted

2176-511: A large pressure rise, making them complex and expensive relative to other designs (e.g. centrifugal compressors). Axial compressors are integral to the design of large gas turbines such as jet engines , high speed ship engines, and small scale power stations. They are also used in industrial applications such as large volume air separation plants, blast furnace air, fluid catalytic cracking air, and propane dehydrogenation . Due to high performance, high reliability and flexible operation during

2312-427: A number of papers in the early 1920s claimed that a practical axial-flow turbojet engine would be impossible to construct. Things changed after A. A. Griffith published a seminal paper in 1926, noting that the reason for the poor performance was that existing compressors used flat blades and were essentially "flying stalled ". He showed that the use of airfoils instead of the flat blades would increase efficiency to

2448-401: A practical limit on the number of stages, and the overall pressure ratio, comes from the interaction of the different stages when required to work away from the design conditions. These “off-design” conditions can be mitigated to a certain extent by providing some flexibility in the compressor. This is achieved normally through the use of adjustable stators or with valves that can bleed fluid from

2584-408: A reaction turbine) could have its action reversed to act as an air compressor, calling it a turbo compressor or pump. His rotor and stator blading described in one of his patents had little or no camber although in some cases the blade design was based on propeller theory. The machines, driven by steam turbines, were used for industrial purposes such as supplying air to blast furnaces. Parsons supplied

2720-418: A rise in pressure. The relative kinetic head in the energy equation is a term that exists only because of the rotation of the rotor. The rotor reduces the relative kinetic head of the fluid and adds it to the absolute kinetic head of the fluid i.e., the impact of the rotor on the fluid particles increases their velocity (absolute) and thereby reduces the relative velocity between the fluid and the rotor. In short,

2856-509: A role in the development. This was a departure from industry practice, where manufacturers typically designed aircraft with minimal customer input. The eight airlines that contributed to the design process became known within Boeing as the "Working Together" group. At the group's first meeting in January 1990, a 23-page questionnaire was distributed to the airlines, asking what each wanted in

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2992-437: A single compressor stage may be shown by plotting stage loading coefficient ( ψ {\displaystyle \psi \,} ) as a function of flow coefficient ( ϕ {\displaystyle \phi \,} ) Stage pressure ratio against flow rate is lower than for a no-loss stage as shown. Losses are due to blade friction, flow separation , unsteady flow and vane-blade spacing. The performance of

3128-491: A single large compressor spinning at a single speed. Later designs added a second turbine and divided the compressor into low-pressure and high-pressure sections, the latter spinning faster. This two-spool design, pioneered on the Bristol Olympus , resulted in increased efficiency. Further increases in efficiency may be realised by adding a third spool, but in practice the added complexity increases maintenance costs to

3264-415: A stage is obtained at the rotor section, it is said to have a 50% reaction. The increase in pressure produced by a single stage is limited by the relative velocity between the rotor and the fluid, and the turning and diffusion capabilities of the airfoils. A typical stage in a commercial compressor will produce a pressure increase of between 15% and 60% (pressure ratios of 1.15–1.6) at design conditions with

3400-435: A system that guides pilot inputs within a computer-calculated framework of operating parameters, acting to prevent stalls , overspeeds, and excessively stressful maneuvers. This system can be overridden by the pilot if deemed necessary. The fly-by-wire system is supplemented by mechanical backup. The airframe incorporates the use of composite materials , accounting for nine percent of the original structural weight, while

3536-446: A test rig, a higher delivery pressure at a particular speed can be caused momentarily by burning too-great a step-jump in fuel which causes a momentary blockage until the compressor increases to the speed which goes with the new fuel flow and the surging stops. Suppose the initial operating point D ( m ˙ , P D {\displaystyle {\dot {m}},P_{D}\,} ) at some rpm N. On decreasing

3672-474: A torque on the fluid. The stationary blades slow the fluid, converting the circumferential component of flow into pressure. Compressors are typically driven by an electric motor or a steam or a gas turbine. Axial flow compressors produce a continuous flow of compressed gas, and have the benefits of high efficiency and large mass flow rate , particularly in relation to their size and cross-section. They do, however, require several rows of airfoils to achieve

3808-468: A wide range of operating points till stalling. Also α 1 = α 3 {\displaystyle \alpha _{1}=\alpha _{3}\,} because of minor change in air angle at rotor and stator, where α 3 {\displaystyle \alpha _{3}\,} is diffuser blade angle. Representing design values with (') for off-design operations (from eq. 3 ): for positive values of J, slope of

3944-495: A €.04 CASK according to Air France, and lower again with its 480 seats on the -1000. The initial 777 models (consisting of the 777-200, 777-200ER, 777-300) were launched with propulsion options from three manufacturers, GE Aviation , Pratt & Whitney, and Rolls-Royce , giving the airlines their choice of engines from competing firms. Each manufacturer agreed to develop an engine in the 77,200–98,000 lbf (343–436 kN) of thrust class (a measure of jet engine output) for

4080-408: Is calculated through degree of reaction . Therefore, Greitzer used a Helmholtz resonator type of compression system model to predict the transient response of a compression system after a small perturbation superimposed on a steady operating condition. He found a non-dimensional parameter which predicted which mode of compressor instability, rotating stall or surge, would result. The parameter used

4216-401: Is given by the equation: Power consumed by an ideal moving blade, P is given by the equation: Change in enthalpy of fluid in moving blades: Therefore, which implies, Isentropic compression in rotor blade , Therefore, which implies Degree of Reaction , The pressure difference between the entry and exit of the rotor blade is called reaction pressure . The change in pressure energy

Pratt & Whitney PW4000 - Misplaced Pages Continue

4352-404: Is reduced in the flow direction to maintain an optimum Mach number axial velocity as the fluid is compressed. As the fluid enters and leaves in the axial direction, the centrifugal component in the energy equation does not come into play. Here the compression is fully based on diffusing action of the passages. The diffusing action in the stator converts the absolute kinetic head of the fluid into

4488-412: Is simply no "perfect" compressor for this wide range of operating conditions. Fixed geometry compressors, like those used on early jet engines, are limited to a design pressure ratio of about 4 or 5:1. As with any heat engine , fuel efficiency is strongly related to the compression ratio , so there is very strong financial need to improve the compressor stages beyond these sorts of ratios. Additionally

4624-570: Is the world's largest twinjet and the most-built wide-body airliner. The jetliner was designed to bridge the gap between Boeing's other wide body airplanes, the twin-engined 767 and quad-engined 747 , and to replace aging DC-10 and L-1011 trijets . Developed in consultation with eight major airlines, the 777 program was launched in October 1990, with an order from United Airlines . The prototype aircraft rolled out in April 1994, and first flew in June of that year. The 777 entered service with

4760-419: Is undesirable. The following explanation for surging refers to running a compressor at a constant speed on a rig and gradually reducing the exit area by closing a valve. What happens, i.e. crossing the surge line, is caused by the compressor trying to deliver air, still running at the same speed, to a higher exit pressure. When the compressor is operating as part of a complete gas turbine engine, as opposed to on

4896-479: The Guinness World Records . The production freighter model, the 777F (also known as the 777-200LRF), rolled out on May 23, 2008. The maiden flight of the 777F, which used the structural design and engine specifications of the -200LR along with fuel tanks derived from the -300ER, occurred on July 14, 2008. FAA and EASA type certification for the freighter was received on February 6, 2009, and

5032-696: The Boeing 777 , the 84,000–98,000 lbf (370–440 kN), 112 in (2.8 m)-fan version development began in October 1990, achieved 100,000 lbf (440 kN) in May 1993, and was approved for 180min ETOPS at service entry in June 1995.The 777 launch engine, it entered service on 7 June 1995, with United Airlines . The 90,000 lbf (400 kN) PW4090 entered service in March 1997. The 98,000 lbf (440 kN) PW4098 received FAA certification in July 1998 and

5168-456: The J30 . As Griffith had originally noted in 1929, the large frontal size of the centrifugal compressor caused it to have higher drag than the narrower axial-flow type. Additionally the axial-flow design could improve its compression ratio simply by adding additional stages and making the engine slightly longer. In the centrifugal-flow design the compressor itself had to be larger in diameter, which

5304-457: The Pratt & Whitney PW4084 -engined aircraft on May 30, 1995, making it the first airliner to carry an ETOPS-180 rating at its entry into service. The first commercial flight took place on June 7, 1995, from London Heathrow Airport to Dulles International Airport near Washington, D.C. Longer ETOPS clearance of 207 minutes was approved in October 1996. On November 12, 1995, Boeing delivered

5440-487: The Royal Aircraft Establishment . Other early jet efforts, notably those of Frank Whittle and Hans von Ohain , were based on the more robust and better understood centrifugal compressor which was widely used in superchargers . Griffith had seen Whittle's work in 1929 and dismissed it, noting a mathematical error, and going on to claim that the frontal size of the engine would make it useless on

5576-470: The -200 with reduced weight and increased range, similar to the 747SP . However, the -100X would have carried fewer passengers than the -200 while having similar operating costs, leading to a higher cost per seat. By the late 1990s, design plans shifted to longer-range versions of existing models. In March 1997, the Boeing board approved the 777-200X/300X specifications: 298 passengers in three classes over 8,600 nmi (15,900 km; 9,900 mi) for

Pratt & Whitney PW4000 - Misplaced Pages Continue

5712-470: The -300's added capacity with the -200ER's range, became the top-selling 777 variant in the late 2000s, benefitting as airlines replaced comparable four-engine models with twinjets for their lower operating costs. The second long-range model, the 777-200LR, rolled out on February 15, 2005, and completed its first flight on March 8, 2005. The -200LR was certified by both the FAA and EASA on February 2, 2006, and

5848-401: The -300ER: $ 375.5 million and the 777F $ 352.3 million. The -200ER is the only Classic variant listed. In November 2013, with orders and commitments totaling 259 aircraft from Lufthansa , Emirates, Qatar Airways , and Etihad Airways , Boeing formally launched the 777X program, the third generation of the 777, with two models: the 777-8 and 777-9. The 777-9 is a further stretched variant with

5984-531: The 200X and 6,600 nmi (12,200 km; 7,600 mi) with 355 passengers in a tri-class layout for the 300X, with design freeze planned in May 1998, 200X certification in August 2000, and introduction in September and in January 2001 for the 300X. The 4.5 ft (1.37 m) wider wing was to be strengthened and the fuel capacity enlarged, and it was to be powered by simple derivatives with similar fans. GE

6120-584: The 747-400. The aircraft has triple redundant hydraulic systems with only one system required for landing. A ram air turbine —a small retractable device which can provide emergency power—is also fitted in the wing root fairing . The original 777 interior, also known as the Boeing Signature Interior, features curved panels, larger overhead bins , and indirect lighting. Seating options range from four to six–abreast in first class up to ten–abreast in economy . The 777's windows were

6256-475: The 767 on long-distance overseas routes that did not require the capacity of larger airliners. The trijet "777" was later dropped, following marketing studies that favored the 757 and 767 variants. Boeing was left with a size and range gap in its product line between the 767-300ER and the 747-400 . By the late 1980s, DC-10 and L-1011 models were expected to be retired in the next decade, prompting manufacturers to develop replacement designs. McDonnell Douglas

6392-407: The 777 aircraft on a computer system to check for interference and verify that the thousands of parts fit properly before the actual assembly process—thus reducing costly rework. Boeing developed its high-performance visualization system, FlyThru, later called IVT (Integrated Visualization Tool) to support large-scale collaborative engineering design reviews, production illustrations, and other uses of

6528-525: The 777 feature a supercritical airfoil design that is swept back at 31.6 degrees and optimized for cruising at Mach 0.83 (revised after flight tests up to Mach 0.84). The wings are designed with increased thickness and a longer span than previous airliners, resulting in greater payload and range, improved takeoff performance, and a higher cruising altitude . The wings also serve as fuel storage, with longer-range models able to carry up to 47,890 US gallons (181,300 L) of fuel. This capacity allows

6664-460: The 777 overtook the 747 as the world's most produced wide body aircraft. Due to the impact of the COVID-19 pandemic on aviation , demand for new jets fell in 2020 and Boeing further reduced monthly 777 production from five to two aircraft. From the program's start, Boeing had considered building ultra-long-range variants. Early plans centered on a 777-100X proposal, a shortened variant of

6800-560: The 777 program, assuming Boeing has fully recouped the plane's development costs, may account for $ 400 million of the company's pretax earnings in 2000, $ 50 million more than the 747. By 2004, the airliner accounted for the bulk of wide-body revenues for Boeing Commercial Airplanes. In 2007, orders for second-generation 777 models approached 350 aircraft, and in November of that year, Boeing announced that all production slots were sold out to 2012. The program backlog of 356 orders

6936-676: The 777 the best-selling wide-body airliner, while its best-selling variant is the 777-300ER with 831 delivered. The airliner initially competed with the Airbus A340 and McDonnell Douglas MD-11 ; since 2015 it has mainly competed with the Airbus A350 . First-generation 777-200 variants are to be supplanted by Boeing's 787 Dreamliner . As of May 2024 , the 777 has been involved in 31 aviation accidents and incidents , including five hull loss accidents out of eight total hull losses with 542 fatalities including 3 ground casualties. In

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7072-510: The 777-200ER first flew on October 7, 1996, received FAA and JAA certification on January 17, 1997, and entered service with British Airways on February 9, 1997. Offering greater long-haul performance, the variant became the most widely ordered version of the aircraft through the early 2000s. On April 2, 1997, a Malaysia Airlines -200ER named "Super Ranger" broke the great circle "distance without landing" record for an airliner by flying eastward from Boeing Field , Seattle to Kuala Lumpur ,

7208-493: The 777-200LR to operate ultra-long-distance, trans-polar routes such as Toronto to Hong Kong . In 2013, a new wing made of composite materials was introduced for the upgraded 777X, with a wider span and design features based on the 787's wings. Folding wingtips, 21 feet (6.40 m) long, were offered when the 777 was first launched, to appeal to airlines who might use gates made to accommodate smaller aircraft, but no airline purchased this option. Folding wingtips reemerged as

7344-399: The 777-8, 777-9, and 777-8F), featuring composite wings with folding wingtips and General Electric GE9X engines, and slated for first deliveries in 2026. As of 2018 , Emirates was the largest operator with a fleet of 163 aircraft. As of October 2024 , more than 60 customers have placed orders for 2,302 Triple Sevens across all variants, of which 1,738 have been delivered. This makes

7480-424: The 777X to the market, Boeing continued to develop improvement packages which improve fuel efficiency, as well as lower prices for the existing product. In January 2015, United Airlines ordered ten 777-300ERs, normally costing around $ 150 million each but paid around $ 130 million, a discount to bridge the production gap to the 777X. In 2019, the -200ER unit cost was $ 306.6 million, the -200LR: $ 346.9 million,

7616-410: The 787 Dreamliner (Y2). More changes were targeted for late 2012, including possible extension of the wingspan , along with other major changes, including a composite wing, a new generation engine, and different fuselage lengths. Emirates was reportedly working closely with Boeing on the project, in conjunction with being a potential launch customer for the new 777 generation. Among customers for

7752-471: The 787. In designing the 777 as its first fly-by-wire commercial aircraft, Boeing decided to retain conventional control yokes rather than change to sidestick controllers as used in many fly-by-wire fighter aircraft and in many Airbus airliners. Along with traditional yoke and rudder controls, the cockpit features a simplified layout that retains similarities to previous Boeing models. The fly-by-wire system also incorporates flight envelope protection ,

7888-776: The B-market would cover routes from Europe to the US West coast and the C-market the longest transpacific routes. The A-market would be covered by a 4,200 nmi (7,800 km; 4,800 mi) range, 516,000 lb (234 t) MTOW aircraft for 353 to 374 passengers powered by 71,000 lbf (316 kN) engines, followed by a 6,600 nmi (12,200 km; 7,600 mi) B-market range for 286 passengers in three-class, with 82,000 lbf (365 kN) unit thrust and 580,000 lb (263 t) of MTOW, an A340 competitor, basis of an A-market 409 to 434 passengers stretch, and eventually

8024-418: The Boeing 777 program's director of engineering, and then was promoted in September 1992 to lead it as vice-president and general manager. The design phase of the all-new twinjet was different from Boeing's previous jetliners, in which eight major airlines ( All Nippon Airways , American Airlines , British Airways , Cathay Pacific , Delta Air Lines , Japan Airlines , Qantas , and United Airlines ) played

8160-470: The CAD data outside of engineering. Boeing was initially not convinced of CATIA's abilities and built a physical mock-up of the nose section to verify its results. The test was so successful that additional mock-ups were canceled. The 777 was completed with such precision that it was the first Boeing jetliner that did not require the details to be worked out on an expensive physical aircraft mock-up. This helped

8296-466: The DC-10 and L-1011. The mid-size 757 and 767 launched to market success, due in part to 1980s' extended-range twin-engine operational performance standards ( ETOPS ) regulations governing transoceanic twinjet operations. These regulations allowed twin-engine airliners to make ocean crossings at up to three hours' distance from emergency diversionary airports . Under ETOPS rules, airlines began operating

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8432-530: The GE90-115B have a length of 4 feet (1.2 meters) and a mass of less than 50 pounds (23 kilograms). Boeing uses two characteristics – fuselage length and range – to define its 777 models. Passengers and cargo capacity varies by fuselage length: the 777-300 has a stretched fuselage compared to the base 777-200. Three range categories were defined: the A-market would cover domestic and regional operations,

8568-819: The Talon ("Technology for Affordable Low NOx ") single-row combustor improves fuel-air mixing, for over 10% better NOx, CO, and HC emissions. The PW4000 series engine family uses a numbering systematic with the last three digits (PW 4 XYZ ) as identification of the application and thrust power: Example: A PW4090 identifies a PW4000 series engine certified for Boeing (777-200ER) and has a certified thrust of 90,000 lbf. Variants : PW4052, PW4056, PW4060, PW4062, PW4062A, PW4152, PW4156A, PW4156, PW4158, PW4460 and PW4462. Thrust range : 231–276 kN (52,000 lbf – 62,000 lbf) Applications : Variants : PW4164, PW4168, PW4168A and PW4170. Thrust range : 287–311 kN (64,500 lbf – 70,000 lbf) Applications :

8704-582: The United States, both Lockheed and General Electric were awarded contracts in 1941 to develop axial-flow engines, the former a pure jet , the latter a turboprop. Northrop also started their own project to develop a turboprop, which the US Navy eventually contracted in 1943. Westinghouse also entered the race in 1942, their project proving to be the only successful one of the US efforts, later becoming

8840-422: The aircraft during this period, China Airlines ordered ten 777-300ER aircraft to replace 747-400s on long-haul transpacific routes (with the first of those aircraft entering service in 2015), noting that the 777-300ER's per seat cost is about 20% lower than the 747's costs (varying due to fuel prices). In tandem with the development of the third generation Boeing 777X, Boeing worked with General Electric to offer

8976-418: The best-selling wide-body airliner; at existing production rates, the aircraft was on track to become the most-delivered wide-body airliner by mid-2016. By February 2015, the backlog of undelivered 777s totaled 278 aircraft, equivalent to nearly three years at the then production rate of 8.3 aircraft per month, causing Boeing to ponder the 2018–2020 time frame. In January 2016, Boeing confirmed plans to reduce

9112-431: The biggest tires ever used in a commercial jetliner. The six-wheel bogies are designed to spread the load of the aircraft over a wide area without requiring an additional centerline gear. This helps reduce weight and simplifies the aircraft's braking and hydraulic systems. Each tire of a 777-300ER six-wheel main landing gear can carry a load of 59,490 lb (26,980 kg), which is heavier than other wide-bodies such as

9248-520: The blade-profile leads to reduced compression and drop in engine power. Negative stall is negligible compared to the positive stall because flow separation is least likely to occur on the pressure side of the blade. In a multi-stage compressor, at the high pressure stages, axial velocity is very small. Stalling value decreases with a small deviation from the design point causing stall near the hub and tip regions whose size increases with decreasing flow rates. They grow larger at very low flow rate and affect

9384-648: The completed first stage a.k.a. the Yellowstone-2 (Y2) of a replacement aircraft initiative called the Boeing Yellowstone Project , which would replace large variants of the 767 (300/300ER/400) but also small variants of the 777 (-200/200ER/200LR). While the larger variants of the 777 (-300/300ER) as well as the 747 could eventually be replaced by a new generation aircraft, the Yellowstone-3 (Y3), which would draw upon technologies from

9520-436: The compressor faces a wide variety of operating conditions. On the ground at takeoff the inlet pressure is high, inlet speed zero, and the compressor spun at a variety of speeds as the power is applied. Once in flight the inlet pressure drops, but the inlet speed increases (due to the forward motion of the aircraft) to recover some of this pressure, and the compressor tends to run at a single speed for long periods of time. There

9656-460: The compressor may stall if the inlet conditions change abruptly, a common problem on early engines. In some cases, if the stall occurs near the front of the engine, all of the stages from that point on will stop compressing the air. In this situation the energy required to run the compressor drops suddenly, and the remaining hot air in the rear of the engine allows the turbine to speed up the whole engine dramatically. This condition, known as surging,

9792-424: The compressor size, weight or complexity is critical, such as in military jets. The airfoil profiles are optimized and matched for specific velocities and turning. Although compressors can be run at other conditions with different flows, speeds, or pressure ratios, this can result in an efficiency penalty or even a partial or complete breakdown in flow (known as compressor stall and pressure surge respectively). Thus,

9928-454: The compressor. In a rotor with blades moving say towards right. Let some blades receives flow at higher incidence, this blade will stop positively. It creates obstruction in the passage between the blade to its left and itself. Thus the left blade will receive the flow at higher incidence and the blade to its right with decreased incidence. The left blade will experience more stall while the blade to its right will experience lesser stall. Towards

10064-440: The compressor. An analysis is made of rotating stall in compressors of many stages, finding conditions under which a flow distortion can occur which is steady in a traveling reference frame, even though upstream total and downstream static pressure are constant. In the compressor, a pressure-rise hysteresis is assumed. It is a situation of separation of air flow at the aero-foil blades of the compressor. This phenomenon depending upon

10200-578: The compressor. Due to this back flow, pressure in pipe will decrease because this unequal pressure condition cannot stay for a long period of time. Though valve position is set for lower flow rate say point G but compressor will work according to normal stable operation point say E, so path E-F-P-G-E will be followed leading to breakdown of flow, hence pressure in the compressor falls further to point H( P H {\displaystyle P_{H}\,} ). This increase and decrease of pressure in pipe will occur repeatedly in pipe and compressor following

10336-512: The consistent capabilities of the twinjet over long-haul transoceanic routes, leading to additional sales. By 1998, the 777 fleet had approached 900,000 flight hours. Boeing states that the 777 fleet has a dispatch reliability (rate of departure from the gate with no more than 15 minutes delay due to technical issues) above 99 percent. After the baseline model, the 777-200, Boeing developed an increased gross weight variant with greater range and payload capability. Initially named 777-200IGW,

10472-402: The curve is negative and vice versa. In the plot of pressure-flow rate the line separating graph between two regions- unstable and stable is known as the surge line . This line is formed by joining surge points at different rpms. Unstable flow in axial compressors due to complete breakdown of the steady through flow is termed as surging. This phenomenon affects the performance of compressor and

10608-416: The cycle E-F-P-G-H-E also known as the surge cycle. This phenomenon will cause vibrations in the whole machine and may lead to mechanical failure. That is why left portion of the curve from the surge point is called unstable region and may cause damage to the machine. So the recommended operation range is on the right side of the surge line. Stalling is an important phenomenon that affects the performance of

10744-446: The design program to limit costs to a reported $ 5 billion. Major assembly of the first aircraft began on January 4, 1993. On April 9, 1994, the first 777, number WA001, was rolled out in a series of 15 ceremonies held during the day to accommodate the 100,000 invited guests. The first flight took place on June 12, 1994, under the command of chief test pilot John E. Cashman. This marked the start of an 11-month flight test program that

10880-514: The design. By March 1990, the group had decided upon a baseline configuration: a cabin cross-section close to the 747's, capacity up to 325 passengers, flexible interiors, a glass cockpit, fly-by-wire controls, and 10 percent better seat-mile costs than the Airbus A330 and McDonnell Douglas MD-11. The development phase of the 777 coincided with United Airlines's replacement program for its aging DC-10s. On October 14, 1990, United became

11016-564: The early 1970s, the Boeing 747 , McDonnell Douglas DC-10 , and the Lockheed L-1011 TriStar became the first generation of wide-body passenger airliners to enter service. In 1978, Boeing unveiled three new models: the twin-engine or twinjet Boeing 7N7 (later named Boeing 757 ) to replace its 727 , the twinjet Boeing 7X7 (later named 767 to challenge the Airbus A300 , and a trijet "777" concept to compete with

11152-589: The engine variants are designed exclusively for Airbus A330 -200 and -300 (Note that this does not include the A330neo: -800 or -900 nor the BelugaXL (A330-700)). Variants : PW4074/74D, PW4077/77D, PW4084/84D, PW4090 and PW4098. Thrust range : 329–436 kN (74,000 lbf – 98,000 lbf) Applications : the engine variants are designed exclusively for Boeing 777 -200, -200ER, -300 (the first generation 777 or 777 Classics). (Note that this does not include

11288-402: The entire blade height. Delivery pressure significantly drops with large stalling which can lead to flow reversal. The stage efficiency drops with higher losses. Non-uniformity of air flow in the rotor blades may disturb local air flow in the compressor without upsetting it. The compressor continues to work normally but with reduced compression. Thus, rotating stall decreases the effectiveness of

11424-531: The existing 767, along with winglets . Later plans expanded the fuselage cross-section but retained the existing 767 flight deck , nose, and other elements. However, airline customers were uninterested in the 767-X proposals, and instead wanted an even wider fuselage cross-section, fully flexible interior configurations, short- to intercontinental-range capability, and an operating cost lower than that of any 767 stretch. Airline planners' requirements for larger aircraft had become increasingly specific, adding to

11560-553: The first commercial axial flow compressor for use in a lead smelter in 1901. Parsons' machines had low efficiencies, later attributed to blade stall, and were soon replaced with more efficient centrifugal compressors. Brown Boveri & Cie produced "reversed turbine" compressors, driven by gas turbines, with blading derived from aerodynamic research which were more efficient than centrifugal types when pumping large flow rates of 40,000 cu.ft. per minute at pressures up to 45 p.s.i. Because early axial compressors were not efficient enough

11696-403: The first delivery to Pakistan International Airlines occurred on February 26, 2006. On November 10, 2005, the first -200LR set a record for the longest non-stop flight of a passenger airliner by flying 11,664 nautical miles (21,602 km; 13,423 mi) eastward from Hong Kong to London. Lasting 22 hours and 42 minutes, the flight surpassed the -200LR's standard design range and was logged in

11832-412: The first delivery to launch customer Air France took place on February 19, 2009. By the late 2000s, the 777 was facing increased potential competition from Airbus' planned A350 XWB and internally from proposed 787 series, both airliners that offer fuel efficiency improvements. As a consequence, the 777-300ER received engine and aerodynamics improvement packages for reduced drag and weight. In 2010,

11968-441: The first model with General Electric GE90 -77B engines to British Airways, which entered service five days later. Initial service was affected by gearbox bearing wear issues, which caused British Airways to temporarily withdraw its 777 fleet from transatlantic service in 1997, returning to full service later that year. General Electric subsequently announced engine upgrades. The first Rolls-Royce Trent 877 -powered aircraft

12104-432: The first use of a fiber optic avionics network on a commercial airliner. Boeing made use of work done on the cancelled Boeing 7J7 regional jet, which utilized similar versions of the chosen technologies. In 2003, Boeing began offering the option of cockpit electronic flight bag computer displays. In 2013, Boeing announced that the upgraded 777X models would incorporate airframe, systems, and interior technologies from

12240-477: The flight envelope, they are also used in aerospace rocket engines , as fuel pumps and in other critical high volume applications. Axial compressors consist of rotating and stationary components. A shaft drives a central drum which is retained by bearings inside of a stationary tubular casing. Between the drum and the casing are rows of airfoils, each row connected to either the drum or the casing in an alternating manner. A pair of one row of rotating airfoils and

12376-442: The flow-rate at same rpm along the characteristic curve by partial closing of the valve, the pressure in the pipe increases which will be taken care by increase in input pressure at the compressor. Further increase in pressure till point P (surge point), compressor pressure will increase. Further moving towards left keeping rpm constant, pressure in pipe will increase but compressor pressure will decrease leading to back air-flow towards

12512-429: The fuselage crown with tie rods and composite integration panels, similar to those used on the 787. The new flight control software would eliminate the need for the tail skid by keeping the tail off the runway surface regardless of the extent to which pilots command the elevators. Boeing was also redesigning the inboard flap fairings to reduce drag by reducing pressure on the underside of the wing. The outboard raked wingtip

12648-401: The heightened competition among aircraft manufacturers. By 1988, Boeing realized that the only answer was a clean-sheet design, which became the twinjet 777. The company opted for the twin-engine configuration given past design successes, projected engine developments, and reduced-cost benefits. On December 8, 1989, Boeing began issuing offers to airlines for the 777. Alan Mulally served as

12784-698: The larger, more rounded windows of the original 777. In July 2011, Flight International reported that Boeing was considering replacing the Signature Interior on the 777 with a new interior similar to that on the 787, as part of a move towards a "common cabin experience" across all Boeing platforms. With the launch of the 777X in 2013, Boeing confirmed that the aircraft would be receiving a new interior featuring 787 cabin elements and larger windows. Further details released in 2014 included re-sculpted cabin sidewalls for greater interior room, noise-damping technology, and higher cabin humidity. Air France has

12920-543: The largest of any current commercial airliner until the 787, and measure 15 by 10 inches (380 by 250 mm) for all models outside the 777-8 and -9. The cabin also features "Flexibility Zones", which entails deliberate placement of water, electrical, pneumatic , and other connection points throughout the interior space, allowing airlines to move seats, galleys , and lavatories quickly and more easily when adjusting cabin arrangements. Several aircraft have also been fitted with VIP interiors for non-airline use. Boeing designed

13056-521: The latter risk-sharing partners for 20 percent of the entire development program. To accommodate production of its new airliner, Boeing doubled the size of the Everett factory at the cost of nearly US$ 1.5 billion (~$ 2.86 billion in 2023) to provide space for two new assembly lines. New production methods were developed, including a turn machine that could rotate fuselage subassemblies 180 degrees, giving workers access to upper body sections. By

13192-414: The launch customer with an order for 34 Pratt & Whitney -powered 777s valued at US$ 11 billion (~$ 22.7 billion in 2023) and options for 34 more. The airline required that the new aircraft be capable of flying three different routes: Chicago to Hawaii, Chicago to Europe, and non-stop from Denver , a hot and high airport, to Hawaii. ETOPS certification was also a priority for United, given

13328-519: The launch operator United Airlines in June 1995. Longer-range variants were launched in 2000, and first delivered in 2004. The 777 can accommodate a ten–abreast seating layout and has a typical 3-class capacity of 301 to 368 passengers, with a range of 5,240 to 8,555 nautical miles [nmi] (9,700 to 15,840 km; 6,030 to 9,840 mi). The jetliner is recognizable for its large-diameter turbofan engines, raked wingtips , six wheels on each main landing gear , fully circular fuselage cross-section, and

13464-410: The main flow between stages (inter-stage bleed). Modern jet engines use a series of compressors, running at different speeds; to supply air at around 40:1 pressure ratio for combustion with sufficient flexibility for all flight conditions. The law of moment of momentum states that the sum of the moments of external forces acting on a fluid which is temporarily occupying the control volume is equal to

13600-515: The net change of angular momentum flux through the control volume. The swirling fluid enters the control volume at radius, r 1 {\displaystyle r_{1}\,} , with tangential velocity, V w 1 {\displaystyle V_{w1}\,} , and leaves at radius, r 2 {\displaystyle r_{2}\,} , with tangential velocity, V w 2 {\displaystyle V_{w2}\,} . Rate of change of momentum, F

13736-470: The next row of stationary airfoils is called a stage. The rotating airfoils, also known as blades or rotors, accelerate the fluid in both the axial and circumferential directions. The stationary airfoils, also known as vanes or stators, convert the increased kinetic energy into static pressure through diffusion and redirect the flow direction of the fluid to prepare it for the rotor blades of the next stage. The cross-sectional area between rotor drum and casing

13872-515: The overwater portion of United's Hawaii routes. In late 1991, Boeing selected its Everett factory in Washington, home of 747 and 787 production, as the 777's final assembly line (FAL). In January 1993, a team of United developers joined other airline teams and Boeing designers at the Everett factory. The 240 design teams, with up to 40 members each, addressed almost 1,500 design issues with individual aircraft components. The fuselage diameter

14008-534: The point of negating any economic benefit. That said, there are several three-spool engines in use, perhaps the most famous being the Rolls-Royce RB211 , used on a wide variety of commercial aircraft. Boeing 777 The Boeing 777 , commonly referred to as the Triple Seven , is an American long-range wide-body airliner developed and manufactured by Boeing Commercial Airplanes . The 777

14144-469: The point where a practical jet engine was a real possibility. He concluded the paper with a basic diagram of such an engine, which included a second turbine that was used to power a propeller . Although Griffith was well known due to his earlier work on metal fatigue and stress measurement, little work appears to have started as a direct result of his paper. The only obvious effort was a test-bed compressor built by Hayne Constant , Griffith's colleague at

14280-399: The production facility in March 2012. By the mid-2010s, the 777 had become prevalent on the longest flights internationally and had become the most widely used airliner for transpacific routes, with variants of the type operating over half of all scheduled flights and with the majority of transpacific carriers. By April 2014, with cumulative sales surpassing those of the 747, the 777 became

14416-402: The production rate of the 777 family from 8.3 per month to 7 per month in 2017 to help close the production gap between the 777 and 777X due to a lack of new orders. In August 2017, Boeing was scheduled to drop 777 production again to five per month. In 2018, assembling test 777-9 aircraft was expected to lower output to an effective rate of 5.5 per month. In March 2018, as previously predicted,

14552-484: The ratio (Delta T)/(Tstage) entry must decrease, thus implying a progressive reduction in stage pressure ratio through the unit. Hence the rear stage develops a significantly lower pressure ratio than the first stage. Higher stage pressure ratios are also possible if the relative velocity between fluid and rotors is supersonic, but this is achieved at the expense of efficiency and operability. Such compressors, with stage pressure ratios of over 2, are only used where minimizing

14688-500: The rear of the HP compressor and adding an additional stage to the LP compressor, which more than compensated for the reduction in HP compressor pressure ratio, resulting in a net increase in core mass flow. The higher-thrust GE90 variants are the first production engines to feature swept rotor blades. The nacelle has a maximum diameter of 166 in (4,200 mm). Each of the 22 fan blades on

14824-442: The remainder. Boeing stated that every 1% improvement in the 777-300ER's fuel burn translates into being able to fly the aircraft another 75 nmi (139 km; 86 mi) on the same load of fuel, or add ten passengers or 2,400 lb (1,100 kg) of cargo to a "load limited" flight. In March 2015, additional details of the "improvement package" were unveiled. The 777-300ER was to shed 1,800 lb (820 kg) by replacing

14960-401: The right stalling will decrease whereas it will increase towards its left. Movement of the rotating stall can be observed depending upon the chosen reference frame. From an energy exchange point of view axial compressors are reversed turbines. Steam-turbine designer Charles Algernon Parsons , for example, recognized that a turbine which produced work by virtue of a fluid's static pressure (i.e.

15096-403: The rotor increases the absolute velocity of the fluid and the stator converts this into pressure rise. Designing the rotor passage with a diffusing capability can produce a pressure rise in addition to its normal functioning. This produces greater pressure rise per stage which constitutes a stator and a rotor together. This is the reaction principle in turbomachines . If 50% of the pressure rise in

15232-587: The rotor speed, Helmholtz resonator frequency of the system and an "effective length" of the compressor duct. It had a critical value which predicted either rotating stall or surge where the slope of pressure ratio against flow changed from negative to positive. Axial compressor performance is shown on a compressor map , also known as a characteristic, by plotting pressure ratio and efficiency against corrected mass flow at different values of corrected compressor speed. Axial compressors, particularly near their design point are usually amenable to analytical treatment, and

15368-468: The second generation 777 -200LR, -300ER or F which are powered exclusively by the GE90 ). The PW4000 is produced in three distinct models, with differing LP systems to address different thrust needs. Related development Comparable engines Related lists Axial-flow The energy level of the fluid increases as it flows through the compressor due to the action of the rotor blades which exert

15504-651: The standard length model. The -300 was awarded type certification simultaneously from the FAA and JAA on May 4, 1998, and entered service with launch customer Cathay Pacific on May 27, 1998. The first generation of Boeing 777 models, the -200, -200ER, and -300 have since been known collectively as Boeing 777 Classics . These three early 777 variants had three engine options ranging from 77,200 to 98,000 lbf (343 to 436 kN): General Electric GE90 , Pratt & Whitney PW4000 , or Rolls-Royce Trent 800 . The production process included substantial international content, an unprecedented level of global subcontracting for

15640-409: The start of production in 1993, the program had amassed 118 firm orders, with options for 95 more from 10 airlines. Total investment in the program was estimated at over $ 4 billion from Boeing, with an additional $ 2 billion from suppliers. Initially second to the 747 as Boeing's most profitable jetliner, the 777 became the company's most lucrative model in the 2000s. An analyst established

15776-436: The third-generation models, the 777-8 and 777-9, feature more composite parts. Composite components include the cabin floor and rudder, with the 777 being the first Boeing airliner to use composite materials for both the horizontal and vertical stabilizers ( empennage ). The main fuselage cross-section is fully circular, and tapers rearward into a blade-shaped tail cone with a port-facing auxiliary power unit . The wings on

15912-643: The thrust class of 100,000 lbf (440 kN) was required, leading to talks between Boeing and engine manufacturers. General Electric offered to develop the GE90-115B engine, while Rolls-Royce proposed developing the Trent 8104 engine. In 1999, Boeing announced an agreement with General Electric, beating out rival proposals. Under the deal with General Electric, Boeing agreed to only offer GE90 engines on new 777 versions. On February 29, 2000, Boeing launched its next-generation twinjet program, initially called 777-X, and began issuing offers to airlines. Development

16048-418: The variant further received a 5,000 lb (2,300 kg) maximum zero-fuel weight increase, equivalent to a higher payload of 20–25 passengers; its GE90-115B1 engines received a 1–2.5 percent thrust enhancement for increased takeoff weights at higher-altitude airports. Through these improvements, the 777 remains the largest twin-engine jetliner in the world. In 2011, the 787 Dreamliner entered service,

16184-599: The world's largest twinjet, resulting in the General Electric GE90 , Pratt & Whitney PW4000 , or Rolls-Royce Trent 800 engines. The Trent 800 is the lightest of the three powerplants as it weighs 6.078 t (13,400 lb) dry, while the GE90 is 17,400 lb (7.89 t), and the PW4000 is 16,260 lb (7.38 t). For Boeing's second-generation 777 variants (777-300ER, 777-200LR, and 777F) greater thrust

16320-801: Was FAA certified in July 1986, and was introduced in June 1987. It powers the Airbus A300 -600 and Airbus A310 -300, Boeing 747-400 and 767 -200/300, and McDonnell Douglas MD-11 widebodies. Development of the 64,000–68,000 lbf (280–300 kN), 100 in (2.5 m)-fan version began in December 1991 for the Airbus A330 , was FAA certified in August 1993, and made its first flight two months later. It received 90min Extended-range Twin-engine Operations ( ETOPS ) approval at introduction in December 1994, and 180min ETOPS approval in July 1995. In January 2000, it

16456-421: Was a major problem on early engines and often led to the turbine or compressor breaking and shedding blades. For all of these reasons, axial compressors on modern jet engines are considerably more complex than those on earlier designs. All compressors have an optimum point relating rotational speed and pressure, with higher compressions requiring higher speeds. Early engines were designed for simplicity, and used

16592-426: Was delivered to Thai Airways International on March 31, 1996, completing the introduction of the three powerplants initially developed for the airliner. Each engine-aircraft combination had secured ETOPS-180 certification from its entry into service. By June 1997, orders for the 777 numbered 323 from 25 airlines, including launch customers that had ordered additional aircraft. Operations performance data established

16728-524: Was increased to suit Cathay Pacific, the baseline model grew longer for All Nippon Airways, and British Airways' input led to added built-in testing and interior flexibility, along with higher operating weight options. The 777 was the first commercial aircraft to be developed using an entirely computer-aided design (CAD) process. Each design drawing was created on a three-dimensional CAD software system known as CATIA , sourced from Dassault Systemes and IBM . This allowed engineers to virtually assemble

16864-429: Was introduced on the Boeing 777-300 in September 1999 but was a few years later discontinued due to core temperature problems and fuel burn that was not appealing to airlines.. In 2000, over 2,000 PW4000 engines had accumulated over 40 million hours of service with 75 operators. In 30 years between June 1987 and 2017, more than 2,500 engines have been delivered, logging more than 135 million flight hours. The PW4000 has

17000-565: Was more extensive than testing for any previous Boeing model. Nine aircraft fitted with General Electric, Pratt & Whitney, and Rolls-Royce engines were flight tested at locations ranging from the desert airfield at Edwards Air Force Base in California to frigid conditions in Alaska, mainly Fairbanks International Airport . To satisfy ETOPS requirements, eight 180-minute single-engine test flights were performed. The first aircraft built

17136-426: Was much more difficult to fit properly into a thin and aerodynamic aircraft fuselage (although not dissimilar to the profile of radial engines already in widespread use). On the other hand, centrifugal-flow designs remained much less complex (the major reason they "won" in the race to flying examples) and therefore have a role in places where size and streamlining are not so important. In the jet engine application,

17272-540: Was needed to meet the aircraft requirements, and GE was selected as the exclusive engine manufacturer. The higher-thrust variants, GE90-110B1 and -115B, have a different architecture from that of the earlier GE90 versions. GE incorporated an advanced larger diameter fan made from composite materials which enhanced thrust at low flight speeds. However, GE also needed to increase core power to improve net thrust at high flight speeds. Consequently, GE elected to increase core capacity, which they achieved by removing one stage from

17408-500: Was projected to enter service in 2020 at the time of the program announcement. The roll-out of the prototype 777X, a 777-9 model, occurred on March 13, 2019. The 777-9 first flew on January 25, 2020, with deliveries initially forecast for 2022 or 2023 and later delayed to 2025. Boeing introduced a number of advanced technologies with the 777 design, including fully digital fly-by-wire controls, fully software-configurable avionics , Honeywell LCD glass cockpit flight displays, and

17544-624: Was proposing a 102,000 lbf (454 kN) GE90-102B, while P&W offered its 98,000 lbf (436 kN) PW4098 and R-R was proposing a 98,000 lbf (437 kN) Trent 8100. Rolls-Royce was also studying a Trent 8102 over 100,000 lbf (445 kN). Boeing was also studying a semi-levered, articulated main gear to help the take-off rotation of the proposed -300X, with its higher 715,600 lb (324,600 kg) MTOW . By January 1999, its MTOW grew to 750,700 lb (340,500 kg), and thrust requirements increased to 110,000–114,000 lbf (490–510 kN). A more powerful engine in

17680-466: Was re-designed as a pure jet, the Metrovick F.2 . In Germany, von Ohain had produced several working centrifugal engines, some of which had flown including the world's first jet aircraft ( He 178 ), but development efforts had moved on to Junkers ( Jumo 004 ) and BMW ( BMW 003 ), which used axial-flow designs in the world's first jet fighter ( Messerschmitt Me 262 ) and jet bomber ( Arado Ar 234 ). In

17816-533: Was slowed by an industry downturn during the early 2000s. The first model to emerge from the program, the 777-300ER, was launched with an order for ten aircraft from Air France , along with additional commitments. On February 24, 2003, the -300ER made its first flight, and the FAA and EASA ( European Aviation Safety Agency , successor to the JAA) certified the model on March 16, 2004. The first delivery to Air France took place on April 29, 2004. The -300ER, which combined

17952-549: Was the A330 market leader with more than half of the installed base and one million hours, more than twice that of each competitor. The Advantage 70 upgrade package for the PW4168A, which powered around one-third of the active Airbus A330 fleet, was launched at the 2006 Farnborough Airshow , increasing thrust to 70,000 lbf (311 kN), and reducing fuel burn by about 1.2% as well as overall operating costs by as much as 20%. For

18088-476: Was to have a divergent trailing edge, described as a "poor man's airfoil" by Boeing; this was originally developed for the McDonnell Douglas MD-12 project. Another change involved elevator trim bias. These changes were to increase fuel efficiency and allow airlines to add 14 additional seats to the airplane, increasing per seat fuel efficiency by 5%. Mindful of the long time required to bring

18224-580: Was used by Boeing's nondestructive testing campaign from 1994 to 1996, and provided data for the -200ER and -300 programs. At the successful conclusion of flight testing, the 777 was awarded simultaneous airworthiness certification by the US Federal Aviation Administration (FAA) and European Joint Aviation Authorities (JAA) on April 19, 1995. Boeing delivered the first 777 to United Airlines on May 15, 1995. The FAA awarded 180-minute ETOPS clearance (" ETOPS-180 ") for

18360-413: Was valued at $ 95 billion at list prices in 2008. In 2010, Boeing announced plans to increase production from 5 aircraft per month to 7 aircraft per month by mid-2011, and 8.3 per month by early 2013. In November 2011, assembly of the 1,000th 777, a -300ER, began when it took 49 days to fully assemble one of these variants. The aircraft in question was built for Emirates airline, and rolled out of

18496-484: Was working on the MD-11 , a stretched successor of the DC-10, while Airbus was developing its A330 and A340 series. In 1986, Boeing unveiled proposals for an enlarged 767, tentatively named 767-X, to target the replacement market for first-generation wide-bodies such as the DC-10, and to complement existing 767 and 747 models in the company lineup. The initial proposal featured a longer fuselage and larger wings than

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