Recently in Zurich, the testing of a pair of GE90 engines on a SWISS Boeing 777 took a dramatic turn when the thrust of the powerplants caused damage to parts of a noise protection hangar. The visually spectacular incident left acoustic protection material strewn all over the surrounding area, giving the impression that a tornado had touched down in the middle of the hangar. Using this example, let’s look at just how powerful the Boeing 777’s GE90 engines are.

The GE90 is one of three engine types for the Boeing 777. Often dependent on the aircraft variant, other options include offerings from Pratt & Whitney and Rolls-Royce. Photo: GE Aviation

Record-setting thrust

According to GE Aviation, the -115B variant of the GE90 set a world record for thrust during its certification testing in 2002. During the 60 hours at “triple red-line conditions,” a maximum of 127,900 lbf was achieved. This testing of operational limits saw the engine run at maximum fan speed, core speed, and exhaust gas temperature.

Precise numbers are all well and good, but they might not mean much to most people who never come into contact with these types of units and measurements. Put into perspective, a contributor on the website Quora notes that the force of a GE90 would be able to “blow the heaviest tank in the world like the wind blows a leaf. Maybe throw it 50 meters away.” That would be quite a sight to see!

Of course, the most obvious and visible ‘application’ of the engines’ thrust is the fact that just two of these powerplants can take a behemoth machine like the Boeing 777-300 into the sky and up some 30,000+ feet. More impressive is the fact that just one running (as per ETOPS certification) would be able to keep the aircraft airborne for quite some time. It’s something most of us see regularly (at least in planespotting videos) but maybe don’t reflect on too often.

GE90 engines- and essentially every commercial aircraft engine, is a marvel of engineering. Photo: Vincenzo Pace | Simple FlyingStay informed:Sign up for our daily and weekly aviation news digests.

Destroying a hangar

It was on December 4th, 2021, that the Twitter account “Breaking Aviation News and Videos” posted a video showing a Boeing 777 test going wrong (at least with the structure around it).

A SWISS 777-300ER parked at Zurich Airport was undergoing some engine tests at an unspecified date and time. Portuguese media outlet Aeroin reports that engaging the aircraft’s powerful GE90 engines had an unfortunate effect on the bespoke noise protection hangar that it was situated in.

The video and photos embedded below show that one of the hangar’s deflection panels was destroyed while acoustic protection material was blown up and away, strewn about the tarmac around the hangar. Indeed, the video captured of the incident shows the pieces of material floating and falling, as if a small storm had somehow parked itself over the hangar.

pic.twitter.com/zpyHnOtrDz

— Breaking Aviation News & Videos (@aviationbrk) December 4, 2021

Made by WTM Engineers for Zurich Airport, the noise protection hangar is meant to contain engine noise during aircraft engine testing (as is somewhat obvious in the name). In containing noise, residents and the surrounding community are shielded from the incredible roar of massive powerplants like the GE90 during testing.

Aeroin notes that the hangar was designed to accommodate aircraft as large as a Boeing 747-8 and can suppress noise emissions as high as 156 dB (measured near the engine) down to less than 60 dB in areas outside the hangar.

What’s next (for aircraft engines)

The GE90 and its carbon fiber fan blades made their debut in 1995 on a British Airways 777. While engines from other manufacturers power some variants of the 777, the GE90 is the exclusive powerplant on the -300ER, -200LR, and Freighter.

“It took GE another 15 years to break the record, which they did at 134,300 lbs. of thrust with the new GE9X engine,” GE Aviation’s website notes. The GE9X is the exclusive powerplant of the Boeing 777X, an aircraft that will hopefully see its entry into commercial service sometime in late 2023 or early 2024.

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The new owners of India’s former full-service carrier Jet Airways are reportedly in talks with airplane manufacturers for a huge order. For months now, Jet Airways’ revival plans have intrigued industry professionals, former Jet loyalists, and aviation enthusiasts alike. News of Jet’s potential aircraft order worth billions has further added momentum to the carrier’s second attempt at taking to the skies. Here’s what we know so far…

New owners of Jet Airways are reportedly planning a new airplane order. Photo: Getty Images

Giant order

A report by Bloomberg News suggests that the new owners of Jet Airways, the Jalan-Kalrock Consortium, are in conversation with both Boeing and Airbus for an order of at least 100 narrowbodies for around $12 billion.

Ankit Jalan, the nephew of one of the winning bidders Murari Lal Jalan, spoke with Bloomberg about Jet 2.0’s resurrection strategy. If all goes according to plan, the group could infuse around $200 million via equity and debt over the next six months.

The latest news follows a series of steps in the carrier’s revival plans – from the new owners winning the bid and the National Companies Law Tribunal (NCLT) approving Jet’s revival plan in June to the renewal process of the airline’s Air Operator Certificate (AOC).

The new order could be at least 100 narrowbodies worth almost $12 billion. Photo: Getty Images

Speaking about how Jet is gearing up for its relaunch in the coming few months, Jalan said,

“We are working on all the things that we need to do to make an airline operational — whether that’s the training infrastructure, whether that’s the IT systems, whether it’s the marketing plan — all that is being worked upon as we speak. All these things will come beautifully together in the next two or three months.”

irbus or Boeing?

Jet Airways is left with just a handful of planes and will need fleet consolidation before restarting operations. The plan for 100+ airplanes is aligned with the company’s long-term expansion strategy, and the latest report has left many wondering whether the new planes will be American or European.

Airbus has delivered a hit with its A320neo family of jets, with customers lining up with purchase orders. Naturally, the European manufacturer’s delivery slots are booked for several years. But it’s being reported that Airbus is looking for a possible early delivery schedule, should a deal with Jet materialize.

While Airbus has its hands full with many A320 orders, Boeing could win over Jet with a competitive price for its MAX planes. Photo: Getty Images

Then we have Boeing, which recently got a new lease of life in India’s narrowbody market with a lucrative deal with Akasa. To further bolster its position in India, Boeing could offer a competitive price to Jet to outbid its European competitor. Jalan also hinted that Boeing could dust off the previous order of 225 MAX airplanes by Jet before it went bust.

Creating space again

The aviation landscape in India has seen significant changes since Jet Airways’ demise in 2019. Jet’s new owners are infusing working capital to resurrect a full-service airline at a time when Indian skies are set to witness a huge churn.

Jalan has said that Jet’s second stint will be like the first one – it will be a full-service carrier with a business class and a frequent flyer program. The airline will once again look to woo the corporate traveler, particularly on busy trunk routes as it once did in its glory days.

But with the Tatas most probably merging Air India and Vistara for a solid full-service product and the ever-hungry low-cost carriers dominating the domestic market, just how much space is left for Jet 2.0?

Jalan believes there is “enough room” in India for more airplanes and says that Jet also has the advantage of its legacy and loyal customer base, stating,

“The reaction that we saw of the Jet Airways brand coming back was motivation in itself. That’s exactly why Jet is coming back; to serve the loyal fan base, to serve the people who miss Jet.”

What are your thoughts on Jet’s revival plan? Please share your comments below.

Isles of Scilly Skybus is down by one aircraft as one of the fleet’s Twin Otters has been drafted to support an Aurigny Air Services route. Guernsey-based Aurigny had to borrow the plane for its Alderney air routes due to one of its Dornier Do-228-200s undergoing maintenance.

The aircraft coming from Isles of Scilly Skybus is a Twin Otter registered G-CEWM. Photo: Isles of Scilly Skybus

G-CEWM chosen for the mission

According to the BBC, an aircraft from the Isles of Scilly Skybus fleet has been drafted to cover for an Aurigny aircraft while it undergoes maintenance. The Skybus aircraft, a Twin Otter, will operate Aurigny’s Alderney routes.

Temporarily out of commission and undergoing routine maintenance is one of Aurigny’s Dornier Do-228-200s, of which the airline has three. In its place is the De Havilland Canada DHC-6-300 Twin Otter registered G-CEWM.

Since yesterday, November 25th, the aircraft has been operating a number of Aurigny routes, with data from RadarBox.com showing the following flights completed by the Twin Otter:

GR202GR501GR502GR505GR506Aurigny tells the BBC that the Isles of Scilly Skybus plane would be used until the completion of the Dornier’s scheduled maintenance.

The Skybus Twin Otter replaces one of Aurigny’s Dornier turboprops, pictured here. Photo: David Jones via Wikimedia Commons Stay informed:Sign up for our daily and weekly aviation news digests.

bout the aircraft

The aircraft called upon to fill in at Aurigny Air Services is a De Havilland Canada DHC-6-300 Twin Otter, currently registered G-CEWM. The turboprop took its first flight in December 1979 and was initially registered as PZ-TCE to fly with South African carrier Surinam Airways.

The Twin Otter then spent some time with Desert Sand Aircraft Leasing, registered as N70551. It wasn’t until 2008 that the plane joined the fleet of Isles of Scilly Skybus. According to Planespotters.net, the 42-year-old aircraft had initially been configured with 20 seats but now only seats 19.

The Skybus aircraft is now 42 years of age. Photo: Rob Hodgkins via Flickr 

Where do these airlines fly?

Both airlines connect mainland Britain to various islands located south of England in the English Channel and the Celtic Sea. Skybus has eight aircraft while Aurigny has seven (including a single 122-seat Embraer E190).

While two carriers and their small fleets of island-hopper aircraft have no overlap, both serve the city of Exeter.

The route map belonging to Aurigny Air Services. The carrier notably offers service to London Gatwick. Photo: Aurigny Air Services

While Skybus’ home base is Land’s End (LEQ), Aurigny’s hub is Guernsey (GCI). However, Aurigny also has bases located at Alderney Airport (ACI) and Jersey (JER).

Flying since 1984, Skybus operates routes to St. Mary’s on the Isles of Scilly, which is just a short 20-minute flight from Land’s End Airport or 30 minutes from Newquay and 60 minutes from Exeter. This allows for connections to regional services throughout the UK.

The small route map belonging to Skybus. Photo: Isles of Scilly Skybus

Have you ever flown with either of these airlines? Which route did you fly, and on what aircraft? Share your experiences with us by leaving a comment.

On November 22nd, Brussels Airlines announced that it will be adding a 9th Airbus A330 to its fleet. However, according to the airline’s statement, this new aircraft won’t be coming anytime soon, with an operational start of June 2022. The new addition rebuilds the Brussels long-haul fleet and facilitates growth in the African market.

Moving forward, the aircraft of Brussels Airlines will have a new, brighter livery. Photo: Brussels Airlines

Seven months’ notice

While we’re used to hearing about fleet expansions extremely early when it comes to brand new aircraft (that may not necessarily be produced yet), it’s interesting to have Brussels Airlines announce an additional A330 some seven months in advance.

The airline says that its 9th Airbus A330 will “become operational” in the Brussels Airlines fleet as of June 2022. The carrier exclusively operates the -300 variant of the A330, it should be a safe bet that this 9th aircraft will be the same.

The additional widebody will be used by the carrier to support its African operations, as it noted in Monday’s statement:

“With the extra capacity, the Africa expert of the Lufthansa Group will reopen the West African stations Conakry and Ouagadougou and add frequencies on its routes from Brussels Airport to Freetown, Monrovia, Banjul and Lomé.” -Brussels Airlines

A member of the Star Alliance and the Lufthansa Group, one of Brussels Airlines’ core strengths is connecting Europe to Africa. The airline considers Africa its most important market.  Photo: Vincenzo Pace | Simple FlyingStay informed:Sign up for our daily and weekly aviation news digests.

Shrinking and growing

At this time, Brussels Airlines has a total of eight Airbus A330-300s. However, in previous years, the carrier had as many as 12. This figure went down to 10 just before the global health crisis and was brought further down to just eight due to industry-wide challenges. This fleet reduction was part of the carrier’s “turnaround program in 2020.”

One route suspended in 2020 was its African service to Conakry (Guinea) and Ouagadougou (Burkina Faso). The inclusion of this 9th jet will allow the carrier to resume this service and will see it operate three weekly flights to the West African nations, “as well as add additional frequencies to Freetown, Monrovia, Banjul, and Lomé.”

“We always said that we would go for growth as soon as market conditions permitted. As we see a strong demand in the West African market, we want to take the opportunity to go for growth and invest in an expansion of our African network. –Peter Gerber, CEO, Brussels Airlines

Additional staff will be brought on as part of Brussels Airlines’ recovery. Photo: Vincenzo Pace | Simple Flying

Where will this aircraft come from?

The airline didn’t specify exactly which aircraft would be its 9th A330. However, the airline’s announcement noted that the jet would be an “allocation,” indicating that it would likely come as a reshuffle within the Lufthansa Group.

We do know that the airline “lost” its other A330s to Eurowings over the course of the pandemic. Of course, these jets have been repainted and reconfigured to meet Eurowings’ needs, but it might be more profitable for Lufthansa Group to shift one of these aircraft back to Brussels Airlines. Otherwise, there are a number of SWISS A330-300s stored in Amman (Jordan) at the moment. Ultimately, we’ll have to wait and see where this allocated aircraft will come from.

Where do you think Brussels Airlines will get this additional A330-300? Let us know by leaving a comment.

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Made possible with the use of carbon fiber material, the Boeing 787 Dreamliner’s wings have an incredible amount of flexibility. This flexibility allows load changes and wind gusts to be dampened, resulting in an overall smoother, less turbulent ride for passengers. But just how much can these wings flex?

A photo of a Boeing 787 undergoing its ultimate-load wing test. Photo: Boeing

Extreme testing results

It was over a decade ago, on March 28th, 2010, that Boeing completed its spectacular “ultimate-load wing-up bending test.” In this test, Speed News notes that extreme loads were applied to the airframe, replicating 150% of the most severe forces an aircraft could expect to encounter in service. WIRED notes that the test aircraft was essentially built to be “tortured on the ground and never fly.” So what was the result of this extreme test?

Subjecting the Boeing 787’s wing flexibility to near extremes, Boeing flexed the Dreamliner’s wings upward by approximately 25 feet (7.6 meters) during the test. Video of this extreme test can be seen below:

With this number being on the extreme end of the Dreamliner wing’s flexibility, we can safely say that typical flights with this type of aircraft (and essentially every other commercial jet) will experience much less flex. Even if the flex is much less, it’s an amazing sight to see, as Simple Flying photographer Vincenzo Pace can attest to- especially when these birds are banking on the Canarsie Departure.

Made possible by composite materials

The flexibility of the 787’s wings is made possible with the use of composite materials, including CFRP, or carbon fiber reinforced polymerCFRP). Boeing notes that the Dreamliner’s wings are comprised of approximately 50% of this composite material. Not only are wings more flexible, leading to a smoother ride, but they are also lighter- resulting in less fuel burn and greater efficiency, as Boeing explains:

“[Composite materials] allow a lighter, simpler structure, which increases airplane efficiency, reduces fuel consumption and reduces weight-based maintenance and fees. They do not fatigue or corrode, which reduces scheduled maintenance and increases productive time.”

One of the smoothest rides

Wing flexibility is not just incredible to watch, but it’s a massive benefit for passengers as well- especially those who hate turbulence and are more prone to air sickness caused by a bumpy ride.

Analyzing various factors including wing loading, gust alleviation, and wing flex, turbulence forecasting website Turbli crowned the Boeing 787-9 as the best aircraft to handle turbulence.

In its analysis, the website notes that the aircraft features one of the largest wing loading ratios for commercial aircraft: 750 kg/m2. Wing loading is the total mass of the plane divided by the wing’s surface area. “For comparison, the wings can take twice much weight per square meter than those of an Embraer ERJ-175,” it notes.

Add to this the 787’s incredible flex (an aspect ratio close to 11) and an advanced gust alleviation system, and passengers can keep the air sickness back neatly tucked away in the seat pocket.

Have you been on a Boeing 787? Have you noticed the incredible amount of flex of its wings? Share your experiences by leaving a comment.