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787 No-Bleed Systems
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787 No-Bleed Systems - 1

Building the Dream: Boeing 787 Engine Power Loss in Ice Crystal Conditions Protecting Airline Personnel from Falls Fuel Conservation Strategies: Cruise Flight 07 A quarterly publication boeing.com/commercial/ aeromagazine

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787 No-Bleed Systems - 2

Cover photo: 767 engine and nacelle

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Building the Dream: Boeing 787 Battery Battery Boeing is leading the way in leveraging new tech­ nologies and business models — for both airline customers and the passengers who will soon experience the super-efficient 787 Dreamliner. Engine Engine The Boeing 787 Dreamliner features a unique systems architecture that reduces fuel usage P and increases operational efficiency. Engine Power Loss in Ice Crystal Conditions Pilots should be aware of the potential for power loss associated with flight in high-altitude ice crystal conditions. Trans / Rectifier Injuries from falls through unprotected...

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Cover photography Shannon Frew Jeff Corwin Editorial director Jill Langer Jeff Fraga Distribution manager Nanci Moultrie Editorial Board Gary Bartz, Richard Breuhaus, Dick Elliott, Jeff Hawk, Al John, Jill Langer, David Okrent, Mick Pegg, Wade Price, Bob Rakestraw, Frank Santoni, Jerome Schmelzer, Paul Victor, Constantin Zadorojny Technical Review Committee Gary Bartz, Frank Billand, Richard Breuhaus, David Carbaugh, Justin Hale, Jeff Hawk, Darrell Hokuf, Al John, Jill Langer, Doug Lane, David Palmer, Mick Pegg, Wade Price, Jerome Schmelzer, William Tsai, Paul Victor, Constantin Zadorojny...

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Mike Bair inside one of the first 787 composite fuselage test barrels, now on display at the Future of Flight Museum in Mukilteo, Washington. Building the Dream: Boeing 787 These are exciting times in the aviation industry. We’re seeing increased use of composite material for airframe structure, one-piece fuselage sections, advanced systems capabilities, and global partnerships — just to name a few achievements. The Boeing Company is leading the way in leveraging these new technologies and business models — for both our airline customers and the passengers who will soon experience the...

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Flexibility to meet different airline needs Cross Section Wing Span people during the past five years. It’s not every day we get to bring a new airplane to market and showcase it to the world! Now our team is very focused on getting the 787 ready for first flight and flight test. We are installing final systems elements, interiors, and flight-test equipment. The flight-test program, which includes a total of six airplanes, will conclude in May 2008 with the certification of the airplane, followed shortly thereafter by the first delivery of a 787 to launch customer All Nippon Airways (ANA)....

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Super-efficient airplane with new passengerpleasing features. Brings the economics of large jet transports to the middle of the market, using 20 percent less fuel than any other airplane of its size. Features a wing and structure optimized for shorter-range flights. A slightly bigger version of the 787-8. 7,650 to 8,200 nautical miles (14,200 to 15,200 kilometers) 2,500 to 3,050 nautical miles (4,650 to 5,650 kilometers) 8,000 to 8,500 nautical miles (14,800 to 15,750 kilometers) Twin aisle Twin aisle Twin aisle 4,400 cubic feet (1,341 cubic meters) 4,400 cubic feet (1,341 cubic meters)...

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787 No-Bleed Systems: Saving Fuel and Enhancing Operational Efficiencies by Mike Sinnett, Director, 787 Systems The Boeing 787 Dreamliner features a unique systems architecture that offers numerous advantages to operators. The new airplane’s use of electrical systems reduces fuel usage and increases operational efficiency. The primary differentiating factor in the systems architecture of the 787 is its emphasis on electrical systems, which replace most of the pneumatic systems found on traditional com­ mercial airplanes. One of the advantages of the no-bleed electri­ cal systems...

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787 NO-BLEED SYSTEMS ARCHITECTURE Figure 1 The 787’s no-bleed systems architecture replaces the traditional pneumatic system and the bleed manifold with a high-power electrical system that, in addition to the traditional electrical system functions, supports a majority of the airplane functions that were traditionally performed via bleed air.  Heat Exchanger Trans / Rectifier Starter Generator Hydraulic Pump Electrical power is more efficient than engine-generated pneumatic power. Cowl Thermal Anti-Ice Electrical Hydraulic Pneumatics Fuel Ram Air

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COMPARISON OF BLEED AND NO–BLEED ENGINE BUILDUP Figure 2 A comparison of typical engine buildups of a no-bleed engine (left) and the traditional bleed engine. The ducting used to pass the pressurized air around the airplane employs check valves and pre‑coolers, and is itself made of titanium, which adds hundreds of pounds of weight to the airplane. The electric system is also inherently easier to monitor and control, and produces only enough power as needed. The power, which comes off the generators at variable frequencies, is conditioned in the electronics bay before being distributed to...

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Figure 3 The 787’s electrical system uses a remote distribution system that saves weight and is expected to reduce maintenance costs. Centralized Distribution: Circuit Breakers, Relays, and Contactors electrical system The 787 uses an electrical system that is a hybrid voltage system consisting of the following voltage types: 235 volts alternating current (VAC), 115 VAC, 28 volts direct current (VDC), and ±270 VDC. The 115 VAC and 28 VDC voltage types are tradi­ tional, while the 235 VAC and the ±270 VDC voltage types are the consequence of the no-bleed electrical architecture that results...

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APU SYSTEMS ELIMINATED IN THE NO-BLEED ARCHITECTURE Figure 4 This diagram of an APU for a 767-400 airplane shows the pneumatic portions that will be eliminated in a no-bleed architecture.

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The 787 utilizes an electro-thermal ice protection scheme, in which several heating blankets are bonded to the interior of the protected slat leading edges. Next-Generation 737 airplane family. In this method, the generators are run as synchronous starting motors with the starting process being controlled by start converters. The start converters provide conditioned electrical power (adjustable voltage and adjustable frequency) to the generators during the start for optimum start performance. Unlike the air turbine engine starters in the traditional architecture that are not used while the...

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