__ * A CONTEMPORARY APPROACH OF THE BOEING 767 - TO DESIGNING THE INTERIOR A PASSENGER AIRLINE. by MICHELLE ANGELA TUTT JIMENO A program document submitted in partial fulfillment for the degree BACHELOR OF ARTS IN INTERIOR DESIGN College of Arts and Architecture Montana State University Bozeman, Montana June 1989 Or -i - \dvi sor Ser ' >rdinator -J- ffiWigd —i 7 Dii )f Architecture STATEMENT OF PERMISSION TO COPY In presenting this programming analysis in partial fulfillment of the requirements for the degree of Bachelor of Arts in Interior Design from the school of Architecture at Montana State University, I agree that the library shall make it freely available for inspection. I further agree that permission may be granted by my major professor or, in her abscence, by the dean of libraries. Any copying or use of the material in this paper for financial gain shall not be allowed without my written permission. / DEDICATION TO: teaching me to My parents, Owen & Sherry Tutt. Thank you for make the most out of life. SPECIAL THANKS TO: Alan J. Anderson, Chief Engineer payloads Systems Advanced Programs Boeing Commercial Airplane Robert J. Cebull Design Director Walter, Dorwin, Teague Association INC. Byron Mikellides Co-author "Color for Architecture" Tom White Boeing Company Pamela Bancroft & Clark Llewellyn Architecture Professors Military Liason Executive Office Washington D.C. Russell jimeno My Loving Husband TABLE OF CONTENTS INTRODUCTION and PROBLEM STATEMENT 1 HISTORY ' 3 THE BOEING 767-200 5 USER PROFILE 7 PROJECT GOALS 8 CASE STUDIES 10 Amtrak 10 The Boeing Advanced 737-200 Corporate Aircraft 15 Air Force 1 19 Private Executive jets 22 EXISTING PLANS & SECTION 25 COLOR IMPLICATIONS 30 SCENARIO 34 INTERIOR SPACE ANALYSIS 35 DIAGRAMMATIC SOLUTIONS 38 ECONOMIC ANALYSIS 41 SUMMARY 43 ENDNOTES 44 BIBLIOGRAPHY 45 APPENDICES 47 Appendix A - Boeing 767-200 Appendi x B - FAA Requirements 61 Appendix C - project Slides INTRODUCTION and PROBLEM STATEMENT As indicated in the project title, the focus of this project will be on the contemporary designing of the interior of the Boeing 767 . The basis from which this project stems is a need for airline interiors that do more for passengers than merely transport them from location to location. Passengers should not be stifled during the time in which they are flying. Ideally aircraft environments will encourage people to think, relax, and enjoy the time they spend in the air. This is a real concern. People want more out of their flying experience, which is apparent through the existence of first class sections. In this project I will design an interior which solves this problem and accomplishes our idealistic goals. Boeing Commercial Airplane Company is an aircraft manufacturer. They conduct business with airlines who order and purchase airplanes from them. This project will be conducted in a similar manner. I have set up a scenario in which a hypothetical airline addresses Boeing with a request to order a Boeing 767 with a specialized interior. Due to the scope of this project being limited to ten weeks, emphasis will be placed on a design approach more than a technical or analytical approach. To not undermine the importance of the technical roll, I will address it by reviewing the applicable issues in this documentation and respecting them throughout the design process. This documentation was created to familiarize the reader with the applicable aspects of this project. As this documentaion progresses it will become more and more focused on specific items and implications. It begins with a broad history of passenger aviation then narrows to the Boeing 767 , next it discusses the passengers needs and the objectives of this project. After a review of existing case studies it establishes the project scenario. Then it deals specifically with the implications of color, economics, and interior spaces. This written program lays the ground work for an effective design to follow. HISTORY One would have to say that the history of air transportation began with a 12 second, 120-foot journey on December 17, 1903 when Orville and Wilbur Wright gave birth to aviation. However, air transportation specifically got its start with the first passenger flight ten years later. On January 1, 1914, the former mayor of St. Petersburg, Florida paid $400.00 for the privilege of being the first passenger on the St. Petersburg-Tampa Air Boat Line. The airline's first plane was the open cockpitted wooden-hulled Benoist type XIV biplane. At the maximum of 63 mph a one way trip took 23 minutes and cost $5.00. Although commercial flight had begun, it took Charles A. Lindbergh flying from New York City to Paris in 1927 to make the world realize the significant meaning of flight. Commercial aviation was henceforth viewed on a businesslike basis. Soon major airlines began emerging and competition between aircraft came to the forefront. In 1933 the first truly modern airliner, the Boeing 247D, was designed. It was readily distinguishable by its clean lined low-winged all-metal construction. United Airlines fully tied up Boeing's production lines by ordering the first sixty, thus denying its use by any other airline. This monopoly forced competitive companies to go to Douglas for an aircraft that could compete. This demand originated the DC-1. Only one DC-1 was ever built, but soon to follow was the DC-2 and the DC-3. The DC-3, with a capacity of 21, was the first airplane to make money hauling only passengers. In 1953 the DC-7 became the first airliner to offer non-stop service to either cost. This piston-engined airliner soon became obsolete with the advent of the turbine-engine-powered Boeing 707's. The final big event of aircraft manufacturing occured with the creation of the "Jumbo Jet", a coined name for the Boeing 747. The National Air and Space Museum has stated that the only reason a Boeing 747 isn't on display is that it is so huge, it wouldn't fit. BOEING 767-200 The Boeing 767-200 is a wide body, twin engine, medium- range airplane. With conventional configurations it is designed to carry from 211-290 passengers. It is designed to operate with a 2-3 member flight crew. As written in the Boeing 767 brochure, "The 767-200 and its planned derivatives herald an era of commercial jet transports designed for energy conservation and to satisfy expanding market requirements far into the f u ture.,|D"1 in comparison of size to other passenger jets, the 767 falls right around the middle. I with the assistance of Alan Anderson, chief engineer at Boeing Commercial Airplane Design group, have selected the Boeing 767 as the airplane for this project. The Boeing 767 was selected because of its large size and capacity, but its feasible scope. The 767 is designed with onboard entertainment consisting of projected movies. Another important consideration is maintenance turnaround time. As existing the Boeing 767 has an effective turnaround time due to the strategic locations of galleys and lavatories. in order to maintain this efficiency, attention H«aBMCT*caa«#K5ii» shall be paid to retaining these locations or creating equally efficient locations. Existing air conditioning, ventilation, and pressurization systems shall be retained as well. Appendix A contains data on the Boeing 767 , including information on the afore mentioned items. With the decrease in passenger numbers, below level cargo spaces will be freed for additional passenger usage. This can play a significant role in the design of this plane. This additional space can allow for a lower level entry as well as additional square footage. USER PROFILE The user this scheme will cator to is willing to pay a bit more for the privilege of escaping the monotony of sitting for hours in a seat surrounded by rows and rows of other seats. This person may want to enjoy his or her trip sitting in a quiet lounge reviewing documents from work while sipping a drink, or escape into a suite and enjoy private relaxation. On the other hand these travellers may want to launch off on their annual vacation with seats on a flight in a luxurious dining area with live entertainment. Many jobs and lifestyles today dictate that a person travel frequently. Its a matter of how each person wishes to spend their time in flight. This design will give the passengers the option of whether they want to use this time effectively. It will also give them the option of beginning their vacations as they step onto the plane instead of as they step off. This project is for the user who wants a little more. PROJECT GOALS This section will list the goals I wish to accomplish with this project. -To design an interior environment that is inviting and intriguing to sophisticated air travellers. -To create a design of quality and luxury. -To use color and design to alleviate some of the psychological and physiological effects of flying. -To use color ana design to create an interior which seems spacious in a limited space environment. -To use lighting and texture to stimulate travellers senses. -To create an effective acoustical barrier between quiet and loud areas. -To offer passengers a variety of travelling options. -To design a variety of distinctive appealing spaces. -To create a flexible design that can be thought of reali stically. -To maximize the number of passengers without creating a cramped feeling. -To meet Boeing's corporate jet criteria of Versatility, Capacity, and Range. CASE STUDIES CASE STUDY 1 Project: Amtrak INTRODUCTION I chose to write a case study on Amtrak because of the similarities a passenger train has with a passenger airplane. These similarities are that both are moving transportation vehicles, both interior configurations are in a narrow elongated form, and both carry people for long distances and for extended periods of time. ANALYSIS Amtrak offers several seating possibilities for travellers, such as coach and chair cars, roomette and sleeper cars, metroclub cars, dining and beverage cars, lounge cars, and the typical Amclub or seating cars. The following are examples of some of these in plan as well as some photos. o tfEB) 'ooN ^n-rr^Ti! ! EXAMPLE OF LOUNGE CAR -KDftOOMS- ua mi • nOOMCTTCS- 5 £ DJ EXAMPLE OF IO-ROOMETTE, 6-BEDROOM SLEEPER in t -BEDROOM SUITES - BEDROOMS r? . | Lfct- gi f 1 e & 'tgi fs fl - =1 H •L-Ui "R Oil IST1 TP 11 EXAMPLE OF 11-BEDROOM SLEEPER Wl h- J l_ r • ,\(vb i- --r- t<_ C, t l - r & f * ™ =>r ; Amtrak's new lounge Amtrak views their sleeper cars as a continuation of first class service on long distance routes. Amtrak designed their club cars with the intent of giving more for an extra fare. They believe that the high occupancy rate of their club cars demonstrates the demand for this service. Lounge cars are usually placed midtrain for service to both sleeping and coach cars. Dining cars come complete with white jacket service and the Amtrak saying, "Nothing could be finer than dinner in the diner." teMii Metroclub car seating, un t i l 197*? . p rov ided the usua l s ing le , r ec l in ing , ro t a t ing pa r lo r ca r s ea t and was h igh ly popu la r w i th bus inessmen . (Amt rak ) x C5 ^ v 171 SO ^ ^ ^ ^ ^ ^ ^ ^ ^ v METROCLUB CAR (METROUNER) Amtrak also sports a lively rolling cabaret car called the "Discodome". This car enabled passengers to mix fun with scenery. It included live entertainment and a light meal. it is Amtraks intent to offer a full spectrum of service - "to be a fully stocked store where a customer may shop for either economy or luxury."M IMPLICATIONS Although trains have an advantage over airlines in unlimited number of cars, a lesson can be learned from the variety of travelling spaces Amtrak has to offer. As Amtrak insists there is a market for travel that offers more. Airlines should make an effort to tap that market. Not only would it be profitable for them but the public would benefit as well with the privilege of being able to select how they wish to fly. 13 CASE STUDY 2 ' Project: The Boeing Advanced 737-200 Corporate Aircraft Designers: The Boeing Company INTRODUCTION . The Boeing advanced 737-200 Corporate aircraft was designed for corporations who wish to own their own jet and have the luxury of decideing on their own personalized interior. ANALYSIS ifi' The Boeing advanced 737-200 is a regular commercial jet airliner, except it is the smallest of the Boeing jets with only ill 687 square feet of floor area. The efficiency potential of a . . . . corporate jet depends on three mam criteria: versatility, capacity, and ranged The 100' Boeing 737-200 corporate aircraft is designed to come in three different configuration options. The purpose for this is to give the individual the opportunity to determine their own balance between workspace and luxury. 16 The Transcontinental configuration - all executive interior, can carry around 20 people and baggage over 2,500 miles non-stop, or 25,500 pounds over 2,000 miles non-stop. The Transoceanic interior - also all executive, is similar only it is capable of carrying the same amount 1,500 miles further non-stop because of supplementary fuel tanks. The convertible configuration - mixed interior - cargo/executive, can transport bulky items as well as dense payloads needing strong plane structure. This configuration can carry 10 tons of commodities and 20 executives simultaneously. This configuration can also come with transoceanic capabilities. This aircraft has the same cabin width and height as a commercial jet liner, which allows for arrangements that are impossible in smaller planes. Possible areas include large conference spaces, office spaces, sleeping quarters, bathrooms with showers, and a corridor with separate access to all rooms for added privacy. This aircraft comes with the extra bonus of custom built corporate interiors. IMPLICATIONS This aircraft begins to illustrate the potential that an airplane interior can have. If this type of interior can be designed for a smaller jet the size ofa 737, the possibilities for a jet the size of the 767 are endless. The three criteria that are set for a corporate jet can also be set for a commercial airliner, and the large 767 can also be designed to meet the objectives of versatility, capacity, and range? CASE STUDY 3 Project: Air Force 1 Designers: The Boeing Company INTRODUCTION Air Force 1 is the airplane used by the president of the United States. Whenever the president travels via air he flies on Air Force 1. In order to find information on this topic I contacted the Executive office of the United States who in turn referred me to the Military Liason. He then sent me a data sheet on Air Force 1. This data sheet had a very limited amount of information due to the confldentiallity of this subject. I finally was able to supplement this section with information I obtained on my trip to Boeing on May 11, 1989. During my visit to Boeing, I had the privilege to speak to a designer of Air Force 1. He again stated that due to security reasons he was unable to give me specifics as to the layout. ANALYSIS Air Force 1 is similar to other executive planes that Boeing designs, with one main destinction, that being Air Force 1 has a tremendous amount of electronic equipment. The need for electronics is due to the nature of the office of the President. The following is a listing some of the interior spaces; bedroom suite, office area, conference room, press area, staff seating, as well as typical spaces to a plane such as this. The designer of Air Force 1 gave me some plans of other executive planes that he has worked on so as to help me on my project. I have included one of these plans. Although the included plan is not of Air Force 1 it gives the basic idea of the quality of interior. IMPLICATIONS Air Force 1 and the Executive planes designed by Boeing show the kind of quality and luxury I wish to design into my plane. The main difference being that I'm designing for a passenger airline instead of a single person airplane. These planes do support the need for an airline which offers more. T UL S* 9 >.1 i l l I ? 8 | 1 8 >-QC P z UJ • f i c * i i (9 * M < (0 UJ G » « I s b i s « f I S |S <0 0) s f I I g I J s O • • • O Z UJ 2 T— U) ? i • • CASE STUDY 4 Project: Private Executive Jets Designer: Edward J. perrault - First Jet I. David Porras - Second jet INTRODUCTION The two jets researched for this section of case studies are owned by businesses and business entrepreneurs. Today executives spend much of their time travelling to and from locations and meetings. in order to enable them to travel on a moments notice and in more aesthetic conditions, some companies chose to purchase their own jets. The following is an analysis of how the interiors were designed in two particular jets. ANALYSIS Edward J. Perrault, FASID, designed the interiors of the Gulfstream II Jet owned by the entrepreneur George Ablah, headquartered in Wichita. The three main objectives in this design were to incorporate pleasure, business, and Ablah's collection of rare sculptures. As with all airplane interiors, the design had to work within approved aviation standards, as well as within the capability of the planes weight distribution. Within these restrictions, Perrault developed a design scheme of "restrained elegance". He interjected the light character of the sculptures into the palette of the interior. His color scheme consists of creams and corals with glints of gold. This interior has a luscious, expensive and comfortable feel. He created areas for working, relaxing, eating, television viewing, and a restroom. I. David Porras designed the interiors of a whole fleet of twin engine executive airplanes. His client is a company which maintains operations spread throughout the western United States and Canada. His intent was to make the passenger space seem larger by using dark carpeting and upholstery contrasting with the white walls and ceiling of the cabin. He arranged the seating within this plane to provide work spaces and opposing seats for discussions. IMPLICATIONS The information found on both of these planes deals greatly with the implications of color within the interior. This is one of the reasons why an exclusive chapter has been written about color within this documentation. The main lesson that can be learned from these two studies is the need to alter the arrangements of furnishings from rows of seats, to areas for activities. 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GO CD "O CO CO CD C CO D O o CO CL CO TT si m 0) CO T- Tj- O if) 00 cd co a> _ (0 i/> c (0 © £ Q JD < -C oo 5* I i ID (1) 0) U_ — 3 5K2 "2 0 O) CO CO Z> JO CD C CO a o o c iS GO co 0 k_ c o CO o V— o o c 0 > 0 Q. 1 0 O > V— CD CO • CD O) CD -O E 0 Q. CD CO 0 i§ o 4—' 1 -^ CNJ r-. c CD c CO o o "D 0 CO 0 CO "O c cc "O 0) O £ o u. CL c o CO o o o CO > CO ID c CO co" > 0 "co O) co" > CO £ h*. h- CT) a < k— 0 "co £ o h- co 0 O) CO c CO "O > CO 5i > k-4—' C 0 0 > 4—" CO O CL CO w_ CO CL h- ^3" Is*. CD O r~ <—• § 0. O (O E ® 2? o 3 | f * > £ _0 0 E -g lo CO {-« 0 -id- co ~ Q- <5 P c o a E _co 0 c CO g o u o _o U_ o CO E CO W- o O > w. o CO > _C0 •O 0 o w- o *4— c 0 CO • COLOR IMPLICATIONS I had the opportunity to speak with Byron Mikellides author of Color for Architecture concerning my project. He advised me on different implications and referred me to a chapter in his book concerning color for NASA. Nasa decided to investigate the use of color as a neccessity to provide visual stimulation, volume enhancement, and in creating moods in order to relieve the monotony of prolonged confinement. Color schemes are planned in relation to room volume and function, purpose, and desired behavioral aspects. The association of color with moods and mental conditions are general, no absolutes can be given. Most good color schemes consist of no more than three colors. Warm hues are associated with extroverted spaces, and cool hues are associated with introverted spaces. Warm hues should generally be used if the room temperature is cool and the noise element is low, the room size is too large, texture is smooth, physical exertion is light, time exposure is short, a stimulating atmosphere is desired, and the light sources are flourescent(cool). Cool hues should generally be applied in the inverse condition. The following charts are taken from the chapter on NASA from the previously mentioned book. 1. Effects of Hue EFFECT .HUE CONTRAST Exciting Stimulating Cheering Neutralizing Retiring Relaxing Subduing Depressing Bright red Bright orange Red Orange Light orange Yellow Warm grey Grey White/ofT-white Cool grey Light green Light blue Blue Green Purple Black High Moderate Moderate Low Low Low Moderate Low 2. Brightness, Colour Saturation and Illumination Level Effects on the Perception of Volume VOLUME BRIGHTNESS COLOUR ILLUMINATION (ROOMINESS* SATURATION LEVEL Enlarge Close-in Areas will be enlarged by lightness and small patterns (use to alleviate feelings of oppression or 'closed-in'). Areas will be closed-in by darkness and large patterns. Pale or desaturated High colours 'recede*. In situations where equipment projects into a room and tends to make it appear smaller than it actually is, paint the projections the same colour as the ceiling or wall — a very light shade — to make them appear to recede into wall or ceiling. Dark or saturated Low hues 'protrude'. 3. Colour Effects on Perception of Time, Size, Weight and Volume C O L O U R P E R C E P T I O N O F T I M E S I Z E W E I G H T V O L U M E 'Warm' Time is over- Things estimated; use warm seem colours for areas longer where time in and apparent 'slow bigger, motion' might be more pleasureable (eating, recreation). 'Cool* Time is under- Things estimated; use cool seem colours for areas shorter where routine or and monotonous tasks smaller, are performed. 4. Interrelationships in Living Areas Weights seem heavier. Decreases apparent size of rooms. Weights seem lighter. (Use on boxes & containers which must be carried about) Increases apparent size of rooms. C O L O U R S O U N D T E M P E R A T U R E S U B J E C T I V E I M P R E S S I O N I N L I V I N G A R E A S 'Warm' Noise induces a hazier perception of warm colours. Brightness, loud­ ness, stimulation of senses in general are associated with the most active effect of warm colours. 'Warmness' — use to soften up chilly or vaulty spaces Centrifugal action — with high levels of illumination, warm and luminous colours, the person tends to direct attention outward. There is increased activation in general, alertness, outward orientation. Such an environment is conducive to muscular effort, action, and cheerfulness. 'Cool' Noise increases sensitivity for cool colours. Dimness, quietness and sedation of the senses in general are associated with the most active effect of cool colours. 'Coolness' — use where working conditions expose person to warm temperatures. Centripetal action — with softer surroundings, colour hues, and lower levels of illumination, there is less distraction and a person's ability to concentrate on difficult visual and mental tasks is enhanced. Good inward orientation is furthered. After reviewing these charts and selected reading materials, I have developed my own view of how color should be used in this project. Each space shall be dealt with individually according to their function, however I feel that a few general rules should be applied throughout. Cool colors shall generally be used to minimize time perception, and light colors should be applied where possible to alleviate the feeling of being "closed-in". SCENARIO This section will layout specific information about the hypothetical airline, as well as listing desired criteria from the airline. TITLE: Triumph Airlines CONCEPT: A prestigious airline which pays special attention to the comfort and enjoyment of its passengers. Typically scheduled for 12-14 hour flights. DESIRED CRITERIA: Have a variety of Interior Spaces that the passengers can move between. Entertainment facilities. Spacious areas. Quality materials and finishes. Separate Dining facilities. INTERIOR SPACE ANALYSIS The following is a list of desired spaces and the Hard and Soft Requirements for each. BEVERAGE AREA Requirements- dining table area tables, chairs, bar area counter, stools or chairs, Requirements- greenery, music, deeper color tone to create a dramatic mood PRIVATE SUITES Hard Requirements- bedrooms beds, night stand, closet bathrooms toilet, sink, shower and or bath seating area occasional chair or two, lamp, small table, or desk entertainment system. TV, stereo, VCR. DINING & Hard Sof t Soft Requirements- greenery, light to medium volume and cheery feeling, color scheme to create additional natural light. CLUB ENTERTAINMENT AREA Hard Requirements- live entertainment stage raised platform area with chairs or stools. seating chairs, tables, possible counter area music or movie equipment for between shows neccessary equipment Soft Requirements- spotlighting, low lighting, deeper color tone, luxurious feeling QUIET LOUNGE AREA Hard Requirements- seating with tables plush chairs, coffee tables or work tables, couches, lamps, reading materials magazine racks, shelves, newspapers Music listening area - CD, tape, library Soft Requirements- light color scheme, soft background music, greenery SUPPORT AREAS galleys oven, sink, refrigerator, microwave, fire extinguishe restrooms toilet, sink, trash recepticle cockpi t service areas counter and storage space, small sink, first aid, speakerphone attendants areas seating, storage, closet, beds. Staff seating chairs, work space DIAGRAMMATIC SOLUTIONS STORAGE D I N I N G LOUNGE: ATTENDANTS ENTERTAINMENT EINTR V GALLEY LAVATORY Necessary Adjacency Desired Adjacency Undesired Adjacency Bubble Diagram o-F Basic: Space Relationships DIAGRAMMATIC SOLUTIONS ENTERTAINMENT [ATTENDANTS I Necessary Adjacency Desired Adjacency Undesired Adjacency GALLEY ATTENDANTS L A V A T O R Y STORAGE SUITES ENTRY D I N I N G LOUNGE ENTERTAINMENT This size begins to i l lustrate diagranmatica and shape relationships, ECONOMIC ANALYSIS This section is an analysis as to the realistic feasibility of this type of a project. Boeing requested that I look at this aspect of the project. Most of the statements I will make are derived from my discussion with Boeing on this topic. On May 11, 1989 I visited with Boeing in Renton, Washington at their offices. After presenting my proposed ideas and schematics we discussed the feasibility of such a project. The feed back was positive. The Concord is a plane which flies from the United States to over seas destinations. They have a typical configuration but still charge in excess of $3000.00 a ticket. This project would be feasible in long distance flights where comfort is in more of a demand, and ticket prices are already highly inflated. This type of a flight would also play an important role to business travellors who typically do not shop ahead for tickets, but by tickets on a last minute notice thus paying premium rates. They would be able to travel in luxury at rates comparable to conventionally configured planes. Overall this is a feasible project. There is one item that tends to be unrealistic but for this particular designs implications it will be left in the project. That item is the heightened windows. I discussed the possibilities of enlarging the windows with Alan Anderson of Boeing. Although it would increase the cost of the plane, it is possible to heighten them. This added touch might not be worth the cost of actually constructing the plane in that manner, but I feel it is an aspect that needs to be brought out. This project would not be as effective if they were mass produced, simply because the fact that there is only a limited number of people who are willing or able to afford a trip such as this. In summary, this project is viable at a small scale of production for use on long distance flights primarily. SUMMARY In summary I would like to emphasize that this project is not only about a design but also about an innovative concept for air transportation. Design should address an issue and then take it a step further. I have confronted the issue of Passenger air transportation and then I took it a step beyond the expected point of view. I created a dynamic flying environment, that is functional and feasible as well as exciting and intriguing. Passengers can now expect to enter a interesting space which offers var iety. ENDNOTES 1 The Boeing Company. The Boeing 767-200 General Descr iption. U.S.A.: Business Exchange Aircraft Sales, 1980. Pg. 1-2 Dorin, Patrick. Amtrak Trains and Travel. Seattle, Washington: Superior Publishing Company, 1979 . pg. 64. The Boeing Company. The Boeing Advanced 737-200 Corporate Aircraft. U.S.A.: Business Exchange Aircraft Sales, 1971. pg. 1-4. Pile, John F. Interior Design. New York : Harry N. Abrams INC. 1988. pg. 243-249. BIBLIOGRAPHY Anderson, Alan. Boeing Commercial Airplane, Renton, Washington. Interview, 11 May 1989. Boeing Design Team. Boeing Commercial Airplane, Renton, Washington. Interview, 11 May 1989. The Boeing Company. The Boeing Advanced 737-200 Corporate Aircraft. U.S.A.: Business Exchange Aircraft Sales, 1971. Bryan, C.D.B.. The National Air and Space Museum. New York: Harry N. Abrams, inc. Publishers, 1988. Commission on life Sciences; Committee on Airliner Cabin Air Quality; Board on Environmental Studies & Toxicology; National Research Council. The Airliner Cabin Environment. Washington, D.C.: National Academy Press, 1986. Dorin, Patrick. Amtrak Trains and Travel. Seattle, Washington: Superior Publishing Company, 1979. Geran, Monica. "Office / Home in the sky", interior Design, April 1985, pg. 188-191. Hawkins, Frank H. Human Factors in Flight. U.S.A.: Gower Technical Press, 1987. Ketcham, Howard. "More Comfort, Less Monotony for Air Travelers". Interiors, January 1947 , pg. 100-101. Lefer, Henry, "passengers love personal Video". Air Transport Wor Id, April 1989 , pg. 88-90. Mikellides, Byron. Color for Architecture, Bozeman, Montana. Interview, April 4, 1989. Nason, Garald. "inside-up". Architectural Review, December 1966, pg. 413-422. Porras, David. "A look of Substance". Interior Design, June 1978, pg. 133. Special Subcommittee on Investigations, "The Blue Ridge". Review of Amtrak Operations. Washington : U.S. Government Printing Office, 1974 . Walter, Dorwin & Teague Association INC. "Plane Talk". Industrial Design, October 1970, pg. 26-47 APPENDICES wmimm. Arrangement Passengers Basic Mixed Class 211 Basic All Tourist 230 High Density 290* Engines (2) JT9D-7R4 or CF6-80A Containers (22) LD-2 'More than 255 passengers requires optional second overwing exit 64 7" (19 68 m)- •as# J 155 0 (47 24 m) 159 2 - (48 51 m) Basic Data Options Basic Medium Range • e Increased Gross Weight Max Taxi Weight (MTW) lb (kg) 302 000(137 000) 284 000(128 900) 312 000(141 500) Max Takeoff Weight (MTOW) lb (kg) 300 000(136 100) 282 000(127 900) 310 000(140 600) Max Landing Weight (MlW) lb (kg) 270 000(122 500) 257 000(116 600) 270 000(122 500) Max Zero Fuel Weight (MZFW; lb (kg) 248 000(112 500) 242 000(109 800) 248 000(112 500) Passengers (Mixed Class) 211 211 211 No of Containers (LD-2) 22 22 22 Fuel Capacity U S Gal (I) 15 560 (58 900) 11 320 (42 850) 15 560 (58 900) Engines JT90-7R40 CF6-80A JT9D-7R4D CF6-80A JT9D-7R4D CF6-8QA Sea Level Static Thrust lb (Newtons x 1000) 47 700 47 900 44 000*** 47 900 47 700 47 900 (212) (213) (197) (213) (212) (213) Manufacturer s Empty Weight (MEW) lb (kg) 3-Crew Config 164 170 163 620 163 990 163 440 164 170+ 163 620+ (74 500) (74 240) (74 330) (74 070) (74 500) (74 240) 2-Crew Config 164 230 163 680 164 050 163 500 164 230f 163 680f Operational Empty Weight (OEW)" lb (kg) (74 515) (74 265) (74 425) (74 185) (74 515) (74 265) 3-Crew Config 181 095 180 545 180 715 180 165 181 095* 180 545+ (82 160) (81 910) (81 990) (81 740) (82 160) (81 910) 180 960 180 410 180 580 180 030 180 960+ 180 410f 2-Crew Config (82 100) (81 850) (81 930) (81 680) (82 100) (81 850) * Includes 2000 lb (900 kg) Customer Options tSub|ect to Change *"* Derated Value "Availability. October 1983 Entry Door • Manual actuation-electrical or pneumatic boost not required • Forward LH door has electric power assist-optional at other doors • Overhead internal stowage • Continuous door stops, in lieu of discrete stops, improve fatigue life • High reliability and ease of maintenance • Improved safety m emergency situations Visual Indication ot Door Latch— Wide Angle Prism Electrical Power Assist Forward LH Attendant s Seat (LH Fwd Door Only Optional at Others) Spring-Loaded Mechanical Retraction Mechanism & Counterbalance Slide Arming Handle 4 Mechanism Visual Indication ol Slide System Arming LJEJ CD A. ; •GO 'J| /-> •••LXJ ° 'J DCOOC i o oj=jg3 •• 30 ^ r Visual Indication ol Girt Bar Latch LH Forward Door Operating Handle Slide & Mechanism Pack Slide Girt Bar Attendant Panel Door Open 80 in (203 2 cm) 74 m (188.0cm) LH (183 cm) Door Closed Top o< Floor EJectric Assist tor Lett Hand Fwd Door Emergency Evacuation Systems Overwing Exit Hatch Arm/Disarm Control (Also Opens Door) Emergency Handle Self Illuminating Sign Hinged Ofl-Wing Latch Actuator Type III Hatch (20 * 38 m ) Cabin Air Distribution Condition* ^ Air Distribution Duct Conditioned Air Outlet (Typ) "V Cabin Air Exhaust (Typ) Air Conditioning System Aft Forward •APU Electrical/- Electronic Eqvapment Cooling Engine Air Source (2) • 2-Stage Bleed • Precooied • Pressure Regulated Mixing & Distribution Bay Air Conditioning System- Inboard Profile All Passenger Cabin Distribution Duct Flight Deck Dist System Forward Passenger Cabin Distribution Duct IJ •APU Instrument and Equipment Cooling Mixed Air Manifold Aft Cargo Hold Heating Forward Cargo Hold Distribution Duct Air Conditioning System- Plan View E/E Equipment - Cooling System (Recirculating Air Ducts and Skin Heat Exchanger) Cooling Pack Installation Air Supply System All E/E Cooling System Y r t e . 4 g g B a ^ > A iV \ ' jiu T X Bleed Air Supply • From Engine Wng Thermal Anti-lcing- Oxygen System • Gaseous oxygen system tor crew • Overhead chemical oxygen for passengers • Use of one mask starts generator for seat unit • Reduces high pressure passenger oxygen bottles and associated risk in servicing and replacing bottles • Reduced maintenance m passenger system No bottle regulators or valves to leak Eliminate dispatch inspection of oxygen supply Crew System Passenger System First Class :=:3T Bl~l Portable Oiygen CyUno#r 4 25 it Capacity Crew Mas* Couptang Passenger Outlet With Mask Electric Switch Pressure Reducing Regulator Pressure Transducer Automatic Switch Barometrically Operated Electrical Actuated Door Latch Shutotf Valve. Manual Pressure Indicator Indicating I ight Electrical Connection Low-Pressure Tuning Overboard Discharge High-Pressure Tubing Chemical Oxygen Supply Oxygen Cylinder Assembly 76 cu ft Capacity © Diluter Demand Regulator §} o 0 0 © & 0 Q Tourist Cabin Pressurization System Cabin Altitude Controls Negative Pressure Relief Valves :®i© -I. Ambient Pressure Input (Air Data Computer Data Bus Typ) Cabin - Pressure Input (Typ) Built-in Test Outflow Valve Manual Motor Positive Pressure Relief Valve* Auto 1 Controller Auto 1/Auto 2 Motors - Ambient Integral Ambient - Pressure Port Sense Port (Stowed)- (Deployed) Chemical Oxygen Masks Oxygen Masks Chemical Generator Acoustic Features Thermal/ Acoustic Quiet Air Conditioning Structural Stiffening Window Sound Proofing Interior Panel Soft Mounting (Typical) Structural Vibration Damping Used Thermal/Acoustic Blanketing Sound Proofing on Floor Equipment Muffling Temperature Control System Fwd Cargo Overheat Swrtch- Fwd Cargo Heating Switch. Fwd Cargo Compt Heating Duct A/C Pack Temp Controller (2) y \ Control Panel v \ (Ref) Zone Temp \ Y *1 Selectors (3) / V f \> Exhaust Fans Cabin Air Outflow Valve (Ref Only) - Supply Air Moung MamWd (Ref) Zone Tnm Air Vafcee (3) G - Galley L - Lavatory Potable Water System Drain Mast Drain Panel D Compressor T Self-Venting Faucet Relief Valve Q Heater Vacuum Break [sj Pressure Switch 0 Filter 0 Regulator @ Check Valve Supply Fresh Water Dram allium Waste Water Drain Pressurization nl vOWKMSOUICf Vacuum Waste System Flush Switch Vacuum Blower Vacuum Vent Line Vacuum Waste Line (2 in) Tank Rinse Line • Vacuum Breaker • Tank Full Indicator Light Attendant Panel Toilet Bowl Rinse Valve/Flush Valve W/Manoai Shut Off Potable Water Supply Line Tank Rinse Line Water Separator Level Sensor System Shut Off Switch • (Door Open System Off) Drain Valve Handle Heating Gasket ' Oram Nipple Oram Valve System Schematic New technology • Vacuum flush from inflight pressure differential • Fresh water rinse • Positive ventilation and odor control • Improved corrosion control • Flexibility of lavatory locations-simple interface • No-gravity plumbing • No stowage of wastes m passenger cabin Potable water system supply tank provides fresh water rinse in lavatories Dram Mast Overflow Outlet Service and Drain Panel S«rvic* Points • Service Connections Separated to Facilitate Simultaneous Operations • Door Sill Heights Compatible With Loaders and Service Trucks • Geometry Permits Use ot Existing Terminal Docks Electrical Ground Service Panel — Conditioned Air (1) Fuel (Pressure Fin - Underside) Fuel Service Panel -Underside oI Left Wing Jackscrew Service Area (Internet)— Fuel (Over Wing Fit) Port) (Typ) • - Service Interphone Jack Locations (9 Places) e = Service Point Forward E/E Bay (Internal) 0C ooo Inside Radome APU Comp Wheetwell (Right Side) Aft Waste Tank Servicing Heights r~ •— Aft Doors *— Bufc Cargo Door Aft Cargo Door Forward Doors Bottom of Airplane-1 Forward Cargo Door - Engine Nacelle -1 Md Cabin Exit Door Service Point Height Turn-Around Service Items 767 200 Distance Above Ground m (m| Electric Power 82-90 (2 08-2.34) Fwd Cargo Ooor Control 77 83 (1 96-2 11) Air Conditioning 83 88 (2 112 24) Engine Start 77 83 (1 96-2 11) Fueling Position 169-175 (4 29 4 45) Aft Cargo Ooor Control 80 86 (2 03-2 18) Lavatory Service Panel 106-113 (2 69-2 87) Potable Water 72-80 (1 83-2 03) Comparative Heights - Inches Not Required if Auxiliary Power Unit is m Use o Can Also Be Used to Run Air Cycle Machines For Ground Air Conditioning in Lieu ot Conditioned Air Truck Shut Down Engines Position Pass Bridge or Stairs Deplane Passengers (100% LF) at 40 Per Minute Cabin Cleaning (6 People) Service Galleys Board Passengers (100% LF) at 30 Per Minute) 50 "1 m: 16 0 Available ** VA E3 21 0 Aft 23 70 TL "O ® c y « > s? • « a) o Unload Fwd Cont(12)lD-2 Unload Alt Conl (10) LD-2 Unload & Load Bulk Cargo Load Aft Cont (10) LD-2 Load Fwd Cont (12) LD-2 SI 120 1 0 0 Late Bags 26 0 Available I I 100 E3 1 2 0 Start Pushout *I Fuel Airplane-8000 Gal* Service Lavatories Service Potable Water M. 1 0 0 100 WX 60 13 E Start Engines Elapsed Time (Minutes) Set Chocks 10 15 20 25 30 j Position and Remove Ground Service Equipment 211 Passengers *800 Gal/Mm Through-Stop Servicing Passenger Boarding/Deplaning Tow Shut Down Engines Pa ss en ge rs Se rv ic e Position Pass Bridge or Stairs Deplane Passengers" at 40 Per Minute Service Cabin-Aft Door (Minor Pickup) Service Galleys (Partial) Board Passengers* at 30 Per Minute • >0 I 3.0 I Pa ss en ge rs Se rv ic e vm n.0 ED Pa ss en ge rs Se rv ic e Pa ss en ge rs Se rv ic e W//A no P as se ng er s Se rv ic e Pa ss en ge rs Se rv ic e 4 0 \ Pa ss en ge rs Se rv ic e B ag ga ge an d C ar go S er vic e Unload Aft Containers (5) (Baggage Only) Unload & Load Bulk Compartment Load Aft Containers (5) B ag ga ge an d C ar go S er vic e V//A so 1 B ag ga ge an d C ar go S er vic e B ag ga ge an d C ar go S er vic e V//A 16 0 Available B ag ga ge an d C ar go S er vic e B ag ga ge an d C ar go S er vic e 50 m B ag ga ge an d C ar go S er vic e Ai rp la ne Se rv ic e Fuel Airplane 4000 Gal" Ai rp la ne Se rv ic e V////. 50 Ai rp la ne Se rv ic e Start Engines Elapsed Time (Minutes) Set Chocks 3 1 0 1 5 21 ] Position and Remove Ground Service Equipment 211 Passengers '100% Load Factor "SOOGai/Min 50% Exchange of Passengers Cabin Systems Features Galley System Passenger Services Lavatory Ratio Galley Volume NJ 'Pa$s(mJ/Pass) Coat Rod Interior Attendants Pass/La* m /Pass (cm/Pass) 208 Mined Class 0 16(0 41) 2 1 1 M u e d C l a s s 0 33(0 84) Typical Service m Forward Galley 2 13 Mined Class 0 33(0 84) 10 141 lO 06) 216 Mixed Class 0 32(0 81) 10 14) 10 04) 230 All Tourist 1 47 (0 04) 24 1 All Tourist 10 OS) 255 (7) All Tourist (0 03) 255 (8) All Tourist 0 49(1 24) 289(8) All Tourist 10 03) One Meal Service - 211 Passenger Arrangement (Typical) Item Total Tray Carts 10 12 in Wide (14 or 28 Tray Capacity) '(252 Meals) Bev Carts 4 Misc Carts 2 Waste Carts 1 Waste Bins 2 Coffee Makers 5 Ovens 7 Refng Compt 5 Misc Stowage 7 t1J 211 Meals Plus 19% Overage (or Crew and Spare Meals Aft Galley (Typical) Forward Galley (Typical) Misc Stowage Waste Bins in Comers Berimd Carts Codee Makers Ovens 2 Tray Carts 1 Beverage Can t Waste Carl 8 Tray Carts 3 Beverage Carts 2 Misc Carts Passenger Entertainment System (Optional) Flight Deck TV Camera Video Entertainment System • Wide viewing angte maximum brightness screen • Low weight and power consumption • Capabilities for showing: Video tape recordings Views from (light deck TV camera Worldwide TV broadcasting (NTSC/PAL/SECAM systems) • AM radio capability Audio Entertainment System • Selection of stereo and/or monaural tapes • Individual selection ana control at each passenger seat 3 Video Protectors ' and Screens Video Tape Reproducer and Control Unit " "Mounted on Ceiling Between Center Stowage 8m "Located m Side Stowage Bin A New Medium-Range Airplane 500 Passengers L-1011/ 00-10-10 A-300B4 767-200 727-200 DC-9-30 737-200 BAC-111-500 74 7SP DC-10-30 OC-8-63 707-320 3000 4000 Range (nmi) 5000 Size Comparison 767-200 727-200 (4 6 m) Airplane Wing Span Overall Length N-in (m) t*-m (m) 767-200 156-4(47 6) 159-2(46 5) 727-200 106-0(32 9) 153-2(46.7) DC-8-63 146-5(45 1) 167-5(57.1) 707 145-9(44.4) 152-1 (46 6) OC-10-10 155-4 (47 3) 182-4 (5S.6) (4 6 m) Appendix B - FAA Requirements o CO 2 Q O o GO in CM DC < LL cn LU -J cn o O ° °1 u. 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UJ -J O 50 _ iO Q ,v' UJ , b o ^< UJ uj CO I oo ce UJ O -J z> o X en o CM CM CO O O tuui UJ UJ UihW < 0 00V I yj w J,. Appendix C - Project Slides DATE DUE ffifta rttJ' 7TOVT Demco, Inc 38-293