Boeing to take on Airbus with (1000 seat) giant 797 Blended Wing

Boeing to take on Airbus with (1000 seat) giant 797 Blended Wing
plane Boeing is preparing a 1000 passenger jet that could reshape
the Air travel industry for the next 100 years.
The radical Blended Wing design has been developed by Boeing in
cooperation with the NASA Langley Research Center.


The mammoth plane will have a wing span of 265 feet compared to the
747's 211 feet, and is designed to fit within the newly created
! termina ls used for the 555 seat Airbus A380, which is 262 feet wide.


The new 797 is in direct response to the Airbus A380 which has racked
up 159 orders, but has not yet flown any passengers.


Boeing decide to kill its 747X stretched super jumbo in 2003 after
little interest was shown by airline companies, but has continued
to develop the ultimate Airbus crusher 797 for years at its Phantom
Works research facility in Long Beach, Calif.


The Airbus A380 has been in the works since 1999 and has accumulated
$13 billion in development costs, which gi! ves Boe ing a huge
advantage now that Airbus has committed to the older style tubular
aircraft for decades to come.


There are several big advantages to the blended wing design, the most
important being the lift to drag ratio which is expected to increase
by an amazing 50%, with overall weight reduced by 25%, making it an
estimated 33% more efficient than the A380, and making Airbus's $13
billion dollar investment look pretty shaky.

High body rigidity is another key factor in blended wing aircraft, It
reduces turbulence and creates less stress on t! he air frame which
adds to efficiency, giving the 797 a tremendous 8800 nautical mile
range with its 1000 passengers flying comfortably at mach .88 or 654
mph (+-1046km/h) cruising speed another advantage over the Airbus
tube-and-wing designed A380's 570 mph (912 km/h) The exact date for
introduction is unclear, yet the battle lines are clearly drawn in
the high-stakes war for civilian air supremacy.


__________________

 

They were throwing that idea around in the late 90's (an old McDonnel Douglas design) but like the Sonic Cruizer, which is a semi-blended wing, there is the insurmountable problem of emergency evacuation of the passengers. They haven't found a safe way to do it that will satisfy the FAA.

The 747X was canceled in the late 90's. The "new" 747 is called the -8 and is NOT a super stretch but takes advantage of a mild stretch and uses a new wing and composites to reduce weight. Newer, more efficient engines will also be used. This A/P is also the first in Boeing's history to be sold as a freighter before being sold as a passenger model.

The high capacity blended wing completely contradicts Boeing's philosophy that airline passengers are more interested in "point to point" travel in lieu of "hub to hub" that Airbus believes in, hence the design of the smaller, lightweight and economical 787.

 

Stole if off the rennlist forum


http://forums.rennlist.com/rennforums/showthread.php?t=289447

 

I wouldn't place much creedence in the article. Boeing is playing their hand on the 787 pretty heavily for the time being.

I would really like to see a foray into supersonic flight again though. With today's technology they could "almost" make a sound business model out of it.

 

I found the article on Airliners.net. It is old and came out around the same time Airbus was touting the A380.

A point was brought up that those sitting farthest away from the centerline would be in for an uncomfortable ride due to exagerated movement during turbulence and maneuvering.

It is true that the blended wing body was being researched by NASA. It still is. As new tech becomes available old concepts are revisited regularly. here are some old pictures.
Image Unavailable, Please Login
Image Unavailable, Please Login
Image Unavailable, Please Login

 

Here are some pictures of the Chronic Snoozer.
Image Unavailable, Please Login
Image Unavailable, Please Login
Image Unavailable, Please Login

 

This will happen. It is the next step. It won't happen , however, until the computer driven stability system is perfected. Ain't no tail on this bird and longitudinal stability has to be achieved by a fool-proof computer feeding inputs to the trailing edge tabs to keep this beast flying straight and smooth- level. Loss of pitch stability in current models at high mach cruise produces a catastrophic disintegration in a millisecond. That spills your coffee pretty quick.
Switches

 

What!?! Man I loved that plane, I was hoping to eventually be sitting left seat in it one day.

 

I always thought that the Sonic Cruiser only went "half way" and often wondered why they just didn't go all the way super sonic. From my meager readings it seems that it takes far more power to fly just below Mach than it does to fly just above, much like a boat below and above plane.. With the technology we have today I can't help thinking that we will indeed see a successful SS jet liner in our life times. Don't give up hope on that left seat yet!!

 

From my understanding HotAirBus buys many parts from Boeing. Can anyone confirm?

 

On a percentage scale I believe Boeing and Airbus get about 35% of their parts from the same vendors, though built to different designs and specs. This is most prevelant in the electronics end of things but also in raw materials.

There are many French and Spanish companies (among many world wide) providing parts for the 777 as well as the usuals like Lucas.

Airbus buys a lot of US manufactured parts as well.

Like football, you can only have so many players on the field and at this juncture there is no reason why we wouldn't be sharing the same qualified (and limited) suppliers of crucial components and materials (like titanium).

I think you'll find that most of the galleys and lavatories are built by just a few suppliers and shared by both companies. One of the biggest is Jamco worldwide. Many German built galleys (Sell) are installed in 777's right along with those installed Airbus..................................something to do with that world economy thing.

 

That hurts. I hoped they would make it. Looks fantastic.

 

French CAD system that Boeing use to design the 777 and all models since

 

It was the French CATIA system that was used to do the actual design work on the 777./ Good system.

Still using it today.

 

Invented by Desault to do lofting on their fighters. Boeing expanded it and improved it to do everything but birth control. I used it 16 years ago when I was on the 777 initial design team and we even used it to check airflow over the forward fuselage to identify supersonic flow as we were lofting the front end. If one looks at the crown line of a 777 just aft of the cab you can detect a slight flatness to the curvature as it flows aft to the constant section. That came from the Catia analysis of the airflow modeled in the computer. We routed all of the wiring and tubing in the airplane and identified interferences before the airplane was built and execised operation of the nose and main landing gear in and out of the wheelwell to identify and eliminate interferences. Flap operation ( including airflow) was run in the computer and exposed any problems before there was any hardware.
Switches Off

 

As far as I was aware this story was a fake email, and that boeing had no plans to make this plane.

 

Boeing has been studying this concept for a long time and if it becomes practical, it will be " down the road " a ways. Pitch stability control is the biggest problem with it.