Buyers wishing to position and hold “line up and wait” in their new Boeing 787 Dreamliner are going to have to wait yet again, since the test article is having a wee problem with its engine:
The new delay is largely because of the failure of a Rolls-Royce Trent 1000 test engine, which broke apart internally while being run on a ground-test stand at the engine maker’s plant in Derby, England, this month.
Since that failure was first reported on the website of Flight International trade magazine last week, both Boeing and Rolls-Royce Group have declined to comment on the report’s assertions that the failure resulted in parts of the engine innards penetrating the casing around the engine — a dangerous occurrence referred to as an “uncontained failure.”
An uncontained failure in flight could potentially bring down an airplane. If it happened during testing, the Federal Aviation Administration and other regulatory agencies would certainly require extensive testing to find out why and want further verification of any fix before the engine could be certified.
Boeing spokesman Jim Proulx said Thursday night that only Rolls-Royce would provide details of the engine failure. Rolls-Royce did not return phone calls inquiring about the problem’s extent.
This failure moves the debut of the composite construction Dreamliner further to the right – the program is now more than two years behind its original schedule, and for my own part I was surprised to learn that the Rolls-Royce engine has become the pacing item from a risk reduction standpoint.
But, if you can’t wait for your first peek, Canada’s CAE corporation can show you what you’re waiting for.
Looks pretty cool to me, if you like that sort of thing. Triple seven jocks should feel right at home, according to the accompanying article.
For my own part, I took Citabria 8643 out yesterday afternoon, along with my new toy. Two and two 3-point and wheel landings at Ramona followed by a brief overhead tour of some local airparks, where people live next to their hangars, which are in turn next to their private runways. First fly-by was on Blackington Airport, where I happen to know of a house for sale, a 3/2 plus guest house atop the hangar, pitch and putt in the front, pool in the back. Something like this is where I would like to live out my days, or as many of them as I am numbered to have with an FAA medical in my pocket. Although it will probably not, when it comes, come from California I don’t think. Nor come in at nearly $800k. And there is still that little matter of a trout stream running by. Then over to Pauma, where there is at least an actual golf course, and which the Aera 550 GPS found for me admittedly more readily than I could have found for myself. The GPS is a neat addition, even if it does feel a little like a ten dollar horse and a $50 saddle on the beat up old Citabria. I had to remind myself to look outside from time to time, what with “see and avoid” being the rule of the day in VFR flying. It’s easy, at first, to get caught up in all the technology.
Back to Gillespie for the full stop on 27R, winds out of the south at almost 90 degrees and about 6-10 knots. I had planned for a wheel landing on the downwind main gear, but landed a little firmly, obsessed as I was with ensuring no lateral drift on touchdown. We bounced sufficiently that I had to bail out of the wheel landing, but I was a few knots too hot to transition directly to a three pointer without getting airborne again. I fed aft stick gradually and she tried to get away from me before I could fully plant the tail, which made for an exciting moment or two sawing away on the rudders to avoid the dreaded ground loop.
Probably, in retrospect, a little more exciting than I found that video of the Boeing 787 simulator.
There are some things in life I take for granted. Crosswind landings in Citabria 8643 are not numbered among them.
I like that.