tag:blogger.com,1999:blog-13296248.post3911993048802516624..comments2024-02-12T00:47:08.699-08:00Comments on David Weiss: Designing the DreamlinerDavid Weisshttp://www.blogger.com/profile/00629153569649264575noreply@blogger.comBlogger5125tag:blogger.com,1999:blog-13296248.post-70241520388804686732007-07-12T09:49:00.000-07:002007-07-12T09:49:00.000-07:00Er, um... After reading these other comments, I d...Er, um... After reading these other comments, I don't have anything technical to complain about. I'm just waiting to see how they'll do when they're in the air regularly. I really like the idea of flying not being such an uncomfortable nightmare. To use a pun.Anonymousnoreply@blogger.comtag:blogger.com,1999:blog-13296248.post-24083922953972146902007-07-09T06:34:00.000-07:002007-07-09T06:34:00.000-07:00Said better, the 787 isn't great simply because th...Said better, the 787 isn't great simply because the "magical" designers walked in and "shed light" upon the unenlightened engineers. The air purification improvements specifically came from Boeing's engineers. It was the very fact the <B>everyone</B> was galvanized around making the best traveler experience possible. That kind of cross discipline focus is very hard to achieve anywhere.David Weisshttps://www.blogger.com/profile/00629153569649264575noreply@blogger.comtag:blogger.com,1999:blog-13296248.post-65882136436305704672007-07-09T06:28:00.000-07:002007-07-09T06:28:00.000-07:00Yes I am. In fact, that's one of the great parts o...Yes I am. In fact, that's one of the great parts of this whole project. The integration between the designers and engineers. To allow for the larger windows, you need heavy windows, but with the carbon fiber hull, you gain strength and lose weight which makes up for the window weight. Also, with electronic window shades you reclaim weight as well. A stronger hull means you can keep compression at 6,000 ft rather than the normal 8,000 ft and amazingly people feel better! Using direct drive generators rather than the more common air compression systems has the direct effect of quieter ride for the travelers. All of these "engineering" decisions are so interrelated to the end experience. Correlating the concrete engineering improvements to the down stream, aggregate customer impact is really hard, and yet Boeing seems to have done exactly that.David Weisshttps://www.blogger.com/profile/00629153569649264575noreply@blogger.comtag:blogger.com,1999:blog-13296248.post-86776469149660462512007-07-08T23:33:00.000-07:002007-07-08T23:33:00.000-07:00David, you are aware that 'bigger windows' is also...David, you are aware that 'bigger windows' is also much of an engineering practice? The window size is basically constrained by the strength of the window glass. They have had hull ruptures at cruise altitude before, which is something you want uhm.. minimise as much as possible.Anonymousnoreply@blogger.comtag:blogger.com,1999:blog-13296248.post-53067227458828440102007-07-08T16:35:00.000-07:002007-07-08T16:35:00.000-07:00Lastly, notice what a big part prototyping was giv...<I>Lastly, notice what a big part prototyping was given in the process. You really don't know how it's going to feel until you can experience it, and they did that by putting the designers close to the engineers and mocking up the whole cabin where they could physically iterate on the experience. Very, very cool. As he said, "You've got to prototype it and validate it."</I><BR/><BR/>Kind of like the way Apple <A HREF="http://money.cnn.com/magazines/fortune/fortune_archive/2007/03/19/8402321/index.htm" REL="nofollow">prototyped </A> their retail stores. It cost them a few months in time to market, but it paid off by enabling them to catch design mistakes, and have design insights, at design time rather than deployment time.Andyhttps://www.blogger.com/profile/16240907802441488095noreply@blogger.com