United Pilots: We Flew to Chengdu on a Boeing 787 and Loved It: "The Street Headline June 17, 2014"
What professionals say about the
787 from almost six months ago?
CHENGDU, China ( TheStreet) -- "Dale Harlan, a United (UAL) pilot
for 27 years, wanted so badly to fly the Boeing (BA) 787
Dreamliner that he gave up a dream job as a high-seniority 737 captain to fly
as a first officer on the new airplane.
That sacrifice got him a spot on a historic flight on June
9, when United Flight 9 became the first non-stop commercial flight ever from
North America into the interior of China, perhaps the clearest indication since
the 787 began flying for ANA in 2011 that the
aircraft's highest and best use is to open new frontiers in air travel.
For the moment, at 6,857 miles, San Francisco/Chengdu is
the longest 787 flight to operate non-stop in both directions."
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Its
clear professionals will crawl on broken glass on the way to the job just to
fly the 787. After 27 years a pilot would give up his capstone position just to
fly the 787. That in itself, says something of the flying experience passengers
pay for without much acknowledgement, as they board another 787 on
a Business Trip. Dale Harlan, later, may have gone on to his career ladder
position, but not without first checking out that could be found out with the
787-8.
However, its still quite a statement to say
I'll put promotion aside at this moment and fly the 787 6,857 miles on a super
long range flight.
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"I wanted to fly this thing," said Harlan, who
was a captain for 14 years, as he ticked off some of the airplane's
advantages. Among them, lower cabin pressure, higher humidity and reduced
noise make the 14-hour Chengdu trip far less grueling for passengers and
crew, while technological improvements enable the airplane to fly higher,
faster, and more efficiently than predecessor aircraft.
On the first Chengdu flight, "We got to 41,000 feet
in 13 minutes," said Andy Raymer, the captain and a 31-year United pilot.
"Everybody else is at 32,000, 34,000, 35,000. We're up here by ourselves
for now."
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Remember this a pilot who does not work for Boeing, but
United, its pure 787 exhilaration after flying prior generation
aircraft. This enthusiasm extends back to passengers as they transfix
on looking out the windows when it rises going above the clouds, as if
they are doing a demo climb at Farnsburough during the 2014 Air Show .
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"Conceivably,
the aircraft could make United a preferred carrier on long-haul flights.
I didn't perceive
any advantage on my first 787 flight, United's Houston-Chicago service inaugural, but the
benefits were striking when I flew the San Francisco/Chengdu inaugural.
The SFO-CTU flight
path took the aircraft north to Alaska and over Russia before it entered
Chinese airspace for several hours, an unusual experience for a U.S.
crew. Chinese airspace is almost entirely controlled by the military.
Civilian ATC jurisdiction extends only about four miles on either side of the
airways.
Weather deviations
due to thunderstorms or turbulence are common and usually uncomplicated in the
U.S, but a deviation in Chinese airspace requires coordination between civilian
and military air traffic control agencies --- which provides one more thing for
pilots to think about."
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A
demonstration of the 787 technology is needed when a foreign carrier
flies into China's airspace. China provides a narrow window in its flight
path which is governed by the military as reported above. Precision flight
paths, albeit storms and other weather when it occurs. The
due diligence of the aircraft systems and its flying crew are required.
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"None of the
Flight 9 pilots had ever flown into Chengdu Shuangliu International Airport,
not even on a simulator. However, they studied detailed regional and airport
information and engaged in briefings prior to departure and again prior to the
final approach.
Raymer said
specific simulator training was unnecessary because Chengdu is a typical modern
airport with high quality navigational equipment and long runways. "From a
pilot's perspective, it's no different than any other large, up-to-date
international airport," he said.
As for the
aircraft, Raymer and Harlan and the two other pilots on the first flight --
during the flight, two pilots flew while two others rested -- raved
about its advantages."
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Now that the 787-9 has flown, most recently to Melbourne
Australia by United. The 14:30 hours/min duration with a full load of 252
passengers, has been Boeing's longest route to date. The "for
the moment" 787-8 distance was just eclipsed with another
"for the moment" 787-9 record. I doubt the 2nd crew pilots were
sleeping, they too, wanted to watch just like the passenger were watching. How
else would you come down the jetway raving about the experience. 787-9 photo for Melbourne trip
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"The 787 is
faster than predecessors. Its normal cruise speed is .85 Mach (or 85% of the
speed of sound), which equates to 646 miles per hours, while the 777 cruises at
.84 Mach. "What sets the B787 apart from the B777 is its ability to cruise
as fast as .90 Mach," Harlan said. "On a 14-hour flight, that extra
46 mph will gain you 644 miles, or get you there almost exactly one hour
earlier -- all while flying higher, above most bad weather, and using much less
fuel than the 777."
Raymer said he is
not worried about the 787's early problems with its lithium batteries.
"The battery has proven to be extremely dependable since its upgraded
design and manufacturing changes," he said. "The redesigned batteries
have a stainless steel box around them; it is vented and can withstand high
pressure in the very unlikely event of a battery issue."
The cockpit
provides enhanced visual indicators, including a "heads up display"
that enables pilots to view critical flight information such as altitude and
air speed while looking straight ahead, rather than looking down at flight
displays on the instrument panels. "I don't have to move my eyes back and
forth while landing," Harlan said. Also, five large flat panel screens
provide more display area than those in the Boeing 777-200."
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If it
sounds like a Boeing Advertisement above, its not, its pride talking from a
pilot as he recognizes the not subtle differences found on the
787. It makes a pilot better composed with enhanced information at his
beck and call. The danger exists that a pilot will lose some of his flying
skills when using all the 787 aids as a reliance, and then have a failure
during a system problem. However, that can be addressed with a continuous flying/training program that has the pilot's flying
skill at center court during annual training refreshers.
The enhanced
systems take the load off the pilot on more complex aircraft flying. The pilot
needs these multi tasking systems in order for safer flying above and
over older previous models.
The Lessons Learned
from the A-380 engine explosion, when its first flew from Singapore, has
provided an emergency pathway when calamity happens. As both all
airline manufacturers and airlines have taken into account
multi systems shut down or alarms is "pilot
overload."
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"Among the environmental advantages that benefit passengers
as well as crew, the 787 is quieter than predecessors, so that "we can
speak at a conversational level on the flight deck," Raymer said. The
quieter cabin reflects the use of seamless composites in the plane's skin and
seamless flight deck windows.
Also, cabin
pressure is relatively high, reducing bodily stress; it is maintained at or
below 6,000 feet altitude pressure, which is 1,000 to 2,000 feet lower than on
comparable aircraft. Lower cabin altitude means higher cabin air pressure.
Additionally, 787
cabin air humidity is kept at 6% or 7% up from predecessors' 2%. Cabin air is
supplied by four electric cabin air compressors, rather than by engine bleed
air that has been heated to 800 degrees. After a 13-hour flight, "the
fatigue is much less, and your ears don't ring," Raymer said."
Written by Ted Reed
in Charlotte, N.C.
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