Tag Archives: David Johanson Vasquez Video Essay

Boeing’s 787 Dreamliner Historic First Flight From Paine Field, Everett, WA.

10 Apr

Multimedia essay by: David Johanson Vasquez © All Rights

My video camera kit had been prepared months in advance, ready in a moment’s notice for the first maiden flight of Boeing’s 787 Dreamliner—21st Century entry airliner.  Finally, Dave Waggoner, the director of Paine Field Airport, queued me into the date to witness an evolutionary advance in commercial aviation.

Cameras Packed And Ready To Go

My home is only a short drive from Boeing’s production facilities at Paine Field, Everett; so I was motivated to video record this “making of 21st century aviation history.”  Due to initial production delays, an entire year went by before I received reliable news of the 787-8 wide-body, long-range airliner was ready for her much-anticipated maiden flight. The 787 Dreamliner’s first flight was at 10:27 a.m. PST, December 15, 2009.

Experienced As A Boeing Scientific Photographer

The 787 first flight ,video project brought back some great memories from my former career as an aerospace photographer with the Boeing Company.  When first hired on by the iconic, aviation leader, my assignment involved providing video support for the Everett plant’s test engineering groups, who were conducting bulkhead fatigue test on airline fuselages.  In preceding years, some airlines began experiencing  inflight catastrophic failures related to metal fatigue. Tragically  the determined cause was from the age of the aircraft, specifically, stresses created when interior cabins went through an excessive number of pressurization cycles.

An event in the 1980s, of a Boeing 737 was dramatically documented as it safely landed with a massive section of the fuselage missing. The Aloha Airlines, 737 jetliner experienced a catastrophic failure due to metal fatigue. The metal fatigue issues caused from pressurization cycles on aircraft were not clearly understood, so the FAA required engineering test to research the potential safety threat.  

A series of highly documented Test were conducted over a period of months; going through thousands of pressurized cycles.  The purpose was to recreate what a jet airliner physically experiences when the cabin is repeatedly pressured and unpressurized — as in every-time an airliner takes-off, gains altitude and eventually returns for its landing. Our team of scientific photographers had series of video cameras, strategically placed within the test bulkhead, which sat shrouded inside layers of protective coatings, in a remote section of the Everett facilities. Over-pressurizing the bulkhead eventually caused the anticipated failure, announced  by a thunderous sound of cracking metal. The  bulkhead  test was well documented using various engineering test methods and imaging equipment. Valuable test data gathered was immediately analyzed, studied and put to methodical use for redesigning, engineering and manufacturing safer jet airlines.

Examining a fuselage section of the 787 which uses composite carbon fiber materials.

Boeing’s Traditional Practice Of Over-Engineering

It’s been my experience, which confirms for me, what commercial pilots and engineers claim regarding Boeing’s reputation with its conservative practice of “over-engineering” their aircraft.  Historically, an over-engineering approach has proven itself as a life saving benefit — with countless Boeing aircraft surviving horrific damage… yet, still landing safely. Documentaries on WWII aircraft feature  shot-up Boeing aircraft returning safely, is an example of over-engineering. 

For teams performing test  monitoring, with elaborate configured structures,  attached string gauges and actuators trying to force a break of an airplane part — the aerospace test may go on for days, or even months — the experience feels like sitting in bleachers for hours while watching slow-motion glacier races in progress.  All the invested resources of  time and effort, which goes into these aerospace component test,  helps to assure the flying public’s safety and the airlines performance records.

Engineers enjoy seeing how much torturous abuse their designed support systems will take before they bend, crack or break.  At the instant  a component does finally fail [normally after  far exceeding the range of what it was designed to do] you’ll hear a loud noise caused from a test-object going beyond its limit. The sound of the breaking part, ends the tension of monitoring a test for hours or days — in an instant, the team of test engineers and technicians start cheering like a goal was scored by a home team in a stadium full of their fans.

Boeing 787-8 Dreamliner taxiing for its historic, maiden flight on December 15, 2009 from Paine Field Airport, Everett, WA.

Carbon Fiber Future In Aviation

One of many significant technological improvements for the new long-range, wide-body 787 Dreamliner, is a high percentage of composite, carbon fiber materials used in its construction. The amount of composite, materials employed in today’s aircraft have substantially increased from when it was initially developed  and used in military aircraft.  I recall, how amazingly light wing spares made of carbon fiber composite materials are, when moving them under lighting setups at Boeing’s Gateway studio.  It was fascinating observing and photographing the manufacturing of composite materials, as the process involves using massive heated autoclaves to form predesigned sections for aircraft structures.

Now, remember the bulkhead test from a previous paragraph?  Carbon fiber composites eliminates the issue of metal fatigue associated with pressurizing  passenger cabin space.  Less concerns over metal fatigue allows for more pressurization  in the cabin for passenger comfort  — more importantly, the  integrated use of composite materials ensures greater safety, with substantially less risk to the structural integrity of the airliner.

Is Boeing’s Reliance On Outsourcing The Main Culprit For The 787 Dreamliner Being Grounded In A Global Lockdown?

In the past 15 years, Boeing’s upper management has broke formation from its traditional engineering leadership and replaced it by promoting executives with business and marketing backgrounds. The current Boeing regime embraces an outsourcing strategy, unfortunately, this trend of maximizing profits for shareholders has been on going with U.S. companies for the past two decades. Negative consequences of replacing an engineering management with a business one is clearly apparent in the power transmission industry — deregulation & marketing-driven-management  in the electric power industry has significantly placed this essential infrastructure at risk [overstretched power grid, vulnerable outdated high-power transformers.] Please see my multimedia essay – Will the Last People Remaining In America, Turn the Lights Back On? : https://sciencetechtablet.wordpress.com/tag/solar-storm-testimony-to-u-s-senate/    Money_int _BPP_a223

A heavy dependence  on  foreign outsourcing is sighted as a cause for unforeseen 787 production delays. Consistent, quality control monitoring becomes problematic when components are manufactured offsite, as result these issues can sometimes lead to extended,  unanticipated problems.

photo illustration Outside vendors are capable of producing equal, if not superior quality components to that of Boeing in some technical areas. In fact, there are legions of aerospace companies in the Puget Sound region, which supply critical parts to the 787 Dreamliner’s manufacturer. Some outsourcing is absolutely necessary for Boeing to compete with Airbus. The concern is outsourcing critical components in a new airplane program, which is attempting to use technology never used in a commercial airliner. It’s ironic, li-ion batteries are at the center of the 787’s grounding — lithium batteries have been a concern for over a decade to the FAA, TSA & NTSB, even leading to bans & restrictions for passenger’s to bring on commercial flights. It’s almost hubris or a form of high-risk gambling, to “initially” rely so heavily on outside vendors [GS Yuasa, the Japanese firm making the li-ion & Thales, the French corporation making the batteries’ control systems] for producing an unproven, prototype system.  L PI CRTBD BPP et99

While working as a Boeing employee in the 1990s, I recall an incident with a vendor supplying thousands of counterfeit aircraft quality fasteners made in China. Fortunately, the fiasco was caught early — but not before many hours and dollars were lost, going back to inspect wings on the production line, to remove & replace the defective fasteners. photo illustration

Unless solid metrics are emplace to assure critical standards are met for each component, it’s only a matter of time before a failure will occur. Boeing has traditionally been an aerospace company, which “over engineers” it airplanes & errors on the side of safety. Hopefully the company has maintained & continues to practice these quality assurances

Outsourcing is practical both economically and politically for companies with international sells. It’s a successful strategy Boeing has used for many years; outsourcing has proven to provide incentives for foreign airline companies to buy Boeing aircraft, in order to support their own domestic aerospace industries.     World_box_BPP_et424

The American auto manufacture Tesla, had similar “thermal runaway” issues when first using li-ion batteries to power its Roadster. Tesla Motors, benefited from its learning curve by switching to Lithium Iron Phosphate batteries, which run at cooler temperatures. The innovative auto manufacture also developed its own battery pack architecture, with proprietary liquid cooling system packs — for controlling battery cell temperatures within self-contained, metal lined enclosures.  The nontoxic, Tesla battery packs are manufactured domestically in Northern California. Perhaps Boeing should be considering manufacturing all critical systems in-house and domestically as Tesla has done.

Boeing 747 at Everett manufacturing facilities.

Boeing 747 at Everett manufacturing facilities.


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Again, it’s to early to know the exact extent of the problem  with the 787’s battery systems. There’s no doubt, the issues will be isolated and corrected, as  Boeing has long history of thoroughly testing and over-engineering its aircraft systems. One thing is certain, it’s rare for Boeing to experience a new aircraft being grounded simultaneously by  Japan’s transport ministry and by the FAA.

Ultimately,  A Bright Future Awaits The 787 Dreamliner

Gaining profitable fuel savings by developing a lighter, wide-body aircraft, combined with the fuel-efficient, GE or Rolls Royce engines, produces a major advance for airliner capabilities.  The tangible benefits in comfort, interior lighting and convenience  contribute to a remarkable passenger experience.  All the evolutionary, technical advances in the Boeing 787 Dreamliner, creates a remarkable new development  for commercial aviation. ~

Future of Flight Museum - Mount Rainier & Paine Field in background Everett, WA

Future of Flight Museum –
Mount Rainier & Paine Field in background Everett, WA

 

 

Boeing 787 Dreamliner Maiden Flight – December 15, 2009 – Paine Field, Everett, WA.  Video by: David Johanson Vasquez © All Rights Reserved

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Explosive Video Captures Seattle Kingdome’s Collapse Into Oblivion…

27 Mar

Explosive Video Captures Seattle Kingdome’s Collapse Into Oblivion…

Video and essay by: David Johanson Vasquez © All Rights

Preparing to record the mammoth collapse of a Seattle icon: we stood tightly packed, as a captive audience of thousands, ready for a chain-reaction roar from tons of ignited explosives taking effect. 

It was a sunny morning in Seattle on March 26, 2000, as my future wife and I set up video cameras to capture the Kingdome sports stadium’s last moments.  Anticipating an enormous opportunity for dramatic video content, we arrived early, to set up tripods on a grassy knoll with an ideal stadium viewpoint.  Our efforts were more than rewarded, with the structures stunning collapse; however the ensuing surprise after-effects, were much more than planed for.

With only moments remaining for a syncopated, chain-reaction of explosions to pulverized its concrete victim: the assembly of people, boats and helicopters settled in place. The percussive pops from helicopters perched overhead, along with excited voices from the crowed; seemed to turn muffled as attention focused ever sharper on the doomed stadium.  All in attendance knew not much time remained before one of the world’s largest buildings would only be a memory.

In these preceding moments my memories returned to the early mid 1970’s when the dome was first built.  It proved a successful means to bring professional sports back to Seattle, with the Mariners and the Seahawks.  I recall the agony and ecstasy of seeing Seahawk football, played inside the dome: of how loud fan cheering was and standing up to do the “Wave” which had recently been invented and imported from UW, Husky Stadium.  The stadium’s greatest sports glory was: 1978-79 season of the SuperSonics, when the team won game 3 & 4 of the series at the dome; then wining the NBA Championship in-game 5, at Washington DC against the Bullets.  Other events I attended at the dome were mega size rock concerts; although going to a concert at the dome was more about seeing the band, as the sound acoustics were horrible.  One remarkable aspect forgotten about the dome was how cost-effective it was as a stadium facility; Nationally rated as a top civic venue for revenue generation, while producing real income for Seattle and King County.  After nearly three decades of use, the domes mushroom like esthetics lost its luster and would have a hard time wining in any beauty contest.  So, with maintenance and obsolescence catching up, its days became numbered and a decision had to made on how to best remove it from the map. Imploding the Kingdome with explosives was selected the most efficient and quickest way to end its days.

Seattle Kingdome demolition March 26, 2000: view looking south moments before explosion. Video by: David Johanson Vasquez /Bigpicturephoto.us  ©

Anxiously some groups near us began to chant out countdowns for the detonation to begin: their efforts produced nothing but collective groans when reaching zero.  On the third and final countdown a steady chorus chimed in, as we sensed this was going to be it.  In between one and zero, hundreds of pigeons near the stadium instantly took flight; suddenly, startling flashes of bright light burst from the structure’s seems, followed by plumes of smoke from shooting towards the sky.  At this instant, time seemed suspended; as if everything else in the world froze for a split second, to grant this colossus structure dignity of enjoying one last moment in the sun before falling from grace and collapsing into oblivion.  For a moment, it was like watching a surreal, silent movie, due to absent sounds of shockwaves, which travel much slower than the light created by flashes of explosions.  A precise alignment of explosives, evenly spaced from the dome’s top to the ground, sliced through layers of concrete and steel, like a knife cutting wedges of a cake.  Finally, a ground-shaking roar of sound reached us and was now in synch with the dome as it collapsed in a slow-motion pantomime.  Astonishingly, the entire structure of 100 thousand tons of concrete and steel, which could have held several city blocks within its walls, appeared completely collapsed behind a dense shroud of dust and ash.

Watching in complete amazement and believing nothing could outdo what we had just witnessed, the crowds wild cheering was soon eclipsed by the site of a rapidly advancing, ominous plume of swirling dust.  The ash cloud accelerated unexpectedly from the blast site as it expanded evermore rapidly by hundreds feet within seconds.  This monstrous cloud of caustic dust and debris ironically appeared to come to life to avenge the destroyed stadium.  You could see large groups of pedestrians who were closer to the demolition site, scrambling into the streets to find cover from the unstoppable storm of dust. Within seconds, visibility of south Seattle was gone; the menacing shroud turned the sunny day into night as it rapidly descended north into the heart of the Emerald City.  Trying to keep my camera trained on the rogue cloud as it swallowed entire buildings and city blocks within its path; we notice it climbing to engulf our hill position.  Grabbing the camera on its tripod we scrambled for an exit to try to reach the safety our vehicle.  Reaching the park car in record time, the dust storm’s leading edge was now depositing a layer of particles on the hood, with gray quarter-inch sized chunks floating down like snow.  Now safely inside, with relief we removed the sleeves from our faces, allowing for us to excitedly recount the dramatic events.

A few years later the EPA produced a report, which found comparable similarities in the debris particles from the Kingdome demolition; with what was found in the falling particles caused from World Trade Center attacks of 911.  The ejected powdered concrete caused an airborne mixture of caustic particulates, with high traces of pH levels.  The plan (or hope) for a debris cloud from the Kingdome demolition; was a path heading south towards the industrial part of the city.  This was an optimistic plan as winds predominantly flow northwards for most of the year.

Up until now I’ve used this video for educational purposes in video production classes.  In the last segment of the video, are dramatic slow-motion and high-speed-motion of the Kingdome demolition.  These techniques have a variety of applications for industry including: manufacturing, engineering, public services and creative entertainment.   —

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