As part of factory preparations for the wing modification on the flight test aircraft, the static and fatigue airframes, Flightblogger also reports that Boeing has moved the (now used and deliberately damaged in earlier structural tests) two-thirds scale structural wing box out of storage at its Development Center at Boeing Field in Seattle to Everett’s Building 40-23. The unit will be used to help engineers determine how to manage installation of the side-of-body strengtheners.

To the outside world at least, questions remain over the exact nature of the solution and whether or not Boeing is still studying interim or temporary solutions as well as permanent fixes. Dominic Gates at the Seattle Times has produced an interesting interpretation of both the problem as well as a possible solution. Although Boeing insiders caution as to the accuracy of the design depicted in the drawing, there are several interesting features which could plausibly turn up in the final fix. The key feature to look out for in this particular solution is the U-shaped notch cutout which provides space for the additional fasteners between the stringer and upper wing skin, as well as space for access to attach the large titanium fastener at the side of body join.

Test work also continues in the integrated test vehicle, where pilots and flight test engineers have again been conducting dress rehearsals of the planned ZA001 “B-1” first flight profile. Just what testing is being done is unclear, but officials say it is “not related to side-of-body work.” Boeing also confirms that ‘power-on’ has been achieved on both ZA003 and 004, while ZA005 emerged earlier this week from the paint hangar in a simpler livery than any seen before.

 

What will be the first General Electric GEnx-1B powered 787, ZA005, appeared this week without its engines which have been returned to GE for upgrade prior to eventual flight testing. Note fatigue test airframe ZY998 in the background. (Boeing)

Boeing’s Randy Tinseth meanwhile summarizes in his blog the company’s official position on the fix. “What we can say is that we’re making progress and have identified a technical solution. As we heard, from an engineering standpoint, the fix design is straightforward, involving a relatively small number of parts. We’re evaluating ways to implement it, and once we complete this assessment an aircraft modification and testing plan will follow. At that point we can assess the impact to flight test and production, with the new schedule expected later this quarter,” says Tinseth.