Boeing 777: The Heavy Check (2016) - full transcript
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- The Boeing 777.
The biggest selling long-haul aircraft
in the history of aviation.
More than 1,300 of these
monsters criss-cross the skies
of the world.
It's one of the best aircraft in history
and its lifespan is
exceptional, more than 30 years.
But what's the explanation
behind this record longevity?
One of the secrets of its
stunning performance is the heavy
checks it undergoes.
Incredible checkups,
gigantic technical appraisals
which the aircraft is
regularly submitted to.
Overhauls during which the
777 is entirely stripped down.
- So we literally take out
all those systems, you go
to the structure, you take
a really hard look at what's
going on.
- A giant infrastructure,
encompassing this beast
with an unladen weight of 142 tonnes.
- We take apart, we inspect,
we put back together.
- Because over the years
an aircraft deteriorates.
We're going to show you
how the work routine
attacks the metal.
- You can see here how the
glass wool is in shreds,
it's non-existent.
- An aircraft can be struck by lightning.
- Hailstones can
also damage the outer shell.
We will lead you to the very heart
of this mythical aircraft.
- I can't tell you precisely
how many cables there are
but there are thousands, stretching out
over several hundred kilometers.
- Hundreds of
specialists in the work of
totally dismantling the monster.
They know it better than anyone.
You will discover a
monumental, surgical operation
carried out by mechanics,
technicians, electricians.
Always strictly according to the rules.
High precision work, top
of the range services
carried out 24 hours a day, 7 days a week
to meet the deadline.
Will the teams manage to pull
off this incredible challenge
in just five weeks.
We're at Orly Airport.
After a nine-hour flight
this Boeing 777 lands.
It's immediately towed
to the end of the airport
towards a maximum security area.
Before this aircraft can
enter the maintenance hangar
several important
procedures are necessary.
The kerosene truck arrives.
It's imperative to
evacuate the remaining fuel
in order to eliminate any
highly-inflammable particles.
- There mustn't be any fuel left over
because we need to work inside the tanks.
For one thing there's the
explosion and fire risk
and then there's the danger of toxic fumes
for those working around the aircraft.
- After several years of flight
grease has built up in the landing gear.
A team of five moves
into action to clean this
high-performance monster.
The 777 is 64 meters long.
Its unladen weight is 142
tonnes or the equivalent
of 40 heavy goods vehicles.
Its engines are amongst the
most powerful in the world.
The 777 has a flight range
of 17,000 kilometers,
the distance from Paris to Sydney.
- Well when you think about the 777
and what it's been able
to do, it really does
start with the engine.
It allows that airplane to
fly those long distances
at fuel efficiency that we
hadn't seen in the past.
- Just imagine,
the diameter of each engine
is equal to that of the
fuselage of a Boeing 737.
The last external operation,
to retract from the hold
this enormous compartment.
This is where the crew can
rest during long-haul flights.
It's the first time it's
been removed in 16 years
and it's a complex operation.
- Hang on, wait a moment.
Go in front if you can get through
and push it from behind please.
- We're going to remove the container,
which will give us access to
areas we can't usually get to.
That's something you never usually see.
- These are the
beds where the crew can sleep.
This 777, registered as Papa Lima,
is ready for the heavy check.
- When the airline goes
through a heavy check
it takes five weeks, but to be successful
they have to have very detailed plans.
- In addition to the regular
maintenance operations, heavy
checks lasting several weeks
are carried out every four years.
Those carried out every eight
years are a deeper inspection
of the aircraft's structure,
and during the heaviest
of the checks, unveiled
here for the first time,
the aircraft is literally stripped naked.
It's carried out every 16 years.
- This aircraft has had daily,
weekly, monthly and more
extensive four-yearly
checkups before arriving
at this thorough makeover.
- So for Papa
Lima, this heavy check
is exceptional.
It will cost several million
euros and will be the first
to take place in this brand-new hangar.
It has a gigantic surface
area, 11,000 square meters.
This hangar, specially
designed for heavy checks,
is the only one in France authorized
for heavy checks on a 777.
Thierry is this evening's team leader
who's directing maneuvers.
- Advance a bit more.
Keep an eye out, William.
Enough clearance there?
Make sure you're not too close there.
- Bringing the
aircraft in is an extremely
delicate operation, it has
a wingspan of 64 meters
while the door of the
hangar is only 70 meters.
Which means there's just
a six-meter clearance.
- Clearly if we move two
centimeters at the front
the back moves a lot more,
so we have to be careful.
That's why we have surveillance
officers on each of the
docks to make sure we don't
come too close and collide,
damaging the aircraft.
- The maneuver
has to be inch perfect,
bringing the aircraft
towards the scaffolding docks
without touching anything.
- If the aircraft is 50
centimeters to one side
it can't be docked, so we
wouldn't be able to do the work
we have to carry out.
- The slightest
impact between these 142 tonnes
and the dock would be catastrophic.
It's 11pm, but all the
teams are here to witness,
for the first time, a 777
entering the new hangar.
- We didn't touch anything, it's perfect.
Mission accomplished.
- This 777 will
be submitted to 15,000 hours
of work, 9,000 hours of
structural inspection,
and 6,000 hours given over
to updating of equipment.
15,000 hours, just imagine if
one mechanic had to carry out
all the work, it would take
a total of seven years.
Papa Lima's interior is going
to be completely emptied.
The objective: to inspect
the aircraft, in particular
its structure, and
upgrade the entire cabin.
A unique occasion to
scan this gigantic beast.
The next morning.
The first week of the overhaul begins.
The Air France teams
have worked all night.
The priority: to raise
the aircraft in order to
get at the wheels and the landing gear.
For that they use what
are known as actuators.
Astonishingly the enormous
777 can be balanced
upon just three points.
Two actuators in front, close to the wings
and a third one at the back.
Each of these actuators is
capable of lifting 75 tonnes.
This is thanks to a system
of hydraulic pistons.
Frédéric Roi is in charge
of this important operation.
- The aircraft weighs 142
tonnes, in order to carry out
the maintenance we move the
landing gear and various
other equipment, we place
it on three actuators.
One at the back, two at wing
level, which allows us to lift
the entire mass of the aircraft.
- Thanks to these three pylons,
the landing gear is no
longer touching the ground.
142 tonnes are suspended in mid-air.
A second work site safety
element: these gigantic docks.
Those surrounding the vertical stabilizer
are more than 18 meters high.
- This allows the personnel
to work in safety and without
damaging the aircraft.
- This made-to-measure,
1,600 square meters of dock
are an indispensable element
for a heavy check.
They make it possible to work
on the roof of the aircraft
and to get inside the tanks,
as well as to inspect the wings.
- We've provided access
to the entire wing surface
including the underside,
both sides of the aircraft,
and also the forward fuselage section.
- That's it,
the aircraft is stabilized.
Its doors can now be opened.
At first glance all the
interior seems to be intact.
The cabin isn't in a bad
state, but these 250 seats
have been here for years.
Everything must be totally
replaced and improved.
The teams move into action.
In total, 500 people
will directly intervene
for this heavy check.
- We will take it straight out.
- The cabin will
undergo a total metamorphosis.
For example, the entire
video system will be changed
to make room for fiber optics.
- One of the things that
777 has been able to do
is incorporate new
technologies, especially those
technologies when it comes
to cabin entertainment,
when it comes to the passenger experience.
- New screens will be
installed on the aircraft
which will be larger and
undoubtedly higher definition.
- Everything is
quickly removed from inside
the aircraft, except,
paradoxically, the cockpit
which won't be taken
apart but simply verified
during this heavy check.
- Everything's moving extremely quickly.
We can see how everybody is
swarming around the aircraft.
It's the same all night
long; they're open all hours.
- In addition
to the Air France teams
a dozen or so outside
contractors are involved.
- It's a big removal operation.
It's always impressive whenever
you see these huge machines
with millions of pieces,
it's just unbelievable.
- The toilets,
the galley where the food
is prepared, the whole
cabin is taken apart
during the course of the day.
Every piece is precisely
cataloged and set aside
for renewal.
The current inside the
aircraft is disconnected
so that work can carry
on in complete safety.
- We cut off the power supply.
There's no more power on the
aircraft, no electric power
or hydraulic or pneumatic power either,
which allows us to carry
out several weeks work
in complete safety.
- Neon strips,
powered through the hangar's
electrical system, are put
in place for five weeks.
A vast operation begins,
the removal of one of the
trailing edge flaps.
A central element which plays a vital role
during each takeoff and landing.
During these delicate
phases it's these flaps
which vary the amount
of lift on the wings.
An aeronautical mechanic,
Thomas, takes us under the wing
to outline the problem of
corrosion and the effect
it has on the structure.
- We've already pinpointed
the corrosion on the inside
which requires us to
remove the flap and thereby
carry out a structural inspection.
- Four mechanics are involved.
The operation is delicate.
The part weighs more than 800 kilograms.
Closely fitted into the
structure of the aircraft,
the flap jams.
- Lift it up a bit, try backing up.
- It's moving, it doesn't
seem to be twisted.
- They must be
careful not to use too much force
because of the danger of damaging
the aircraft's structure.
The aluminum fuselage is very thin.
- As for the structure,
it's more fragile, it's all
honeycomb and composites,
and the slightest knock
could damage the flap.
- Once the
piece has been disconnected
it's carried through the
air by this rolling bridge
28 meters overhead.
Once again, precision is of the essence.
- It takes a lot of
communication between colleagues
to avoid collision between
the aircraft and the part.
Not to mention injuring somebody
if they become trapped between the two.
- Detaching the
flap has taken all morning.
This part will now be
examined and, if necessary,
taken to a workshop for repairs.
- The next
morning, at 7 o'clock,
a strong-arm team has moved in.
Today's challenge, to
remove the 250 seats.
- We mustn't mess up the preparation.
It has to be done quickly.
The aircraft arrives and we
remove the seating immediately.
- The objective there is to go in
and take a look at the structure
so everything has to
come out of the aircraft.
- This heavy check
includes the modification
of the entire cabin.
All the seats will be replaced
with the updated version.
In half a day the cabin
is completely emptied.
On the shop floor, the rows
are placed in numerical order
because the seats are to be
recycled for other aircraft.
- Here's 43, 42 there.
- Yeah, okay.
- A reconstruction
of the cabin is laid out
in the hangar.
These seats will be
replaced with the new model,
each of which is worth
several thousand euros.
In hangar number 3 HN3
the day and night shifts
pass the baton back and
forth 24 hours a day.
Today's operation: to
remove the window panels,
the decorative layer
which separates the cabin
from the outer shell.
This will facilitate the
inspection of the structure
which is just behind the thermal padding.
- It's a composite panel
which is very, very thin.
It's basically a decorative panel
which serves as a
surrounding for the porthole.
- This is rock wool or mineral wool
which is covered with two skins.
They are joined to form a mattress.
It's used as thermal insulation.
- And of course,
after years of flying,
dust has accumulated
behind these window panels.
Over the course of the morning
the window panels are
taken to the workshop.
This workshop has been set up specifically
for the heavy check.
It's positioned a few meters
from the 777 platform.
As one job makes way for
another inside the aircraft,
so it does outside.
A very sensitive part of
the aircraft is examined.
It's known as the electronics bay.
This compartment is situated
in the forward section of the aircraft.
The bay has been stripped down.
This is the very nerve center of the 777.
- Everything to do with electric
cabling is also inspected
to look for wiring problems.
Any cables outside of the tolerance range
have to be replaced to bring
the aircraft back to its
normal configuration.
- From a systems perspective
we were able to optimize
our cabling, optimizing the system
so it could be maintained.
It could be upgraded over time as well.
- This avionics
technician is in charge
of verifying each element
of this supercomputer.
- So we're underneath the cabin floor
more or less below the first-class
passenger seating area.
This is where the bulk of
the aircraft's calculators
are situated.
- And when we ask
him how many cables there are
this is the reply.
- I can't tell you precisely
how many cables there are
but there are thousands, stretching out
over several hundred kilometers.
There are flight command cables,
radio communication cables,
fire detection cables,
onboard video cables.
There are many different circuits
passing through these strands of cable.
- And during the heavy check
they need to be verified one by one.
The same operation needs to
be repeated hundreds of times.
This portable machine can detect
the slightest malfunction.
Any trace of wearing
constitutes a potential danger.
- There are different types of problems
associated with cables.
There's corrosion linked to
cables coming into contact
with humidity or those
where the insulation
has been damaged.
- These danger
tags indicate circuits
which are being tested.
At the same time the numerous cables
linked to the old video system are removed
during the course of this heavy check.
They will be replaced by fiber optics;
new, faster cables for
the updated video system.
We're already into the
second week of the operation.
Time to begin the CPCP,
the Corrosion Prevention
and Control Program.
A far-reaching examination
which only takes place
every 16 years during
heavy checks like this one.
- No signs of corrosion, good.
In order to inspect the structure behind
the insulation blankets they
all need to be taken out.
Then we do a thorough visual inspection
for signs of corrosion
in the aluminum sections
of the fuselage.
- It's extremely
rare to find signs of corrosion
on a 777 during these checks.
That doesn't alter the fact
that corrosion is always
one of the major preoccupations
in terms of safety.
Of course corrosion is linked to humidity
inside the aircraft.
At an altitude of 10,000
meters it's -50 degrees Celsius
outside and 25 inside.
This temperature difference
generates a large amount
of condensation which can
drench the insulation blankets.
Another cause of humidity is
the breathing of the hundreds
of passengers inside the cabin.
The result is that certain
water-soaked blankets
can lose their properties of insulation.
- We've identified a zone
which is more susceptible
to having damp insulation blankets,
and that is around the doors.
You can see here how the
glass wool is in shreds.
It's non-existent, that's the water.
If I open the blanket it will drip.
A large blanket can cost
up to 3,000 to 4,000 euros,
and during a heavy check like this
we may replace between 60 and 70 of them.
- And it's
particularly around the doors
of the aircraft that humidity seeps into
and attacks the blankets.
Theoretically the work
is precisely orchestrated
and yet there are unforeseen problems
which inevitably arise.
Today it's the dismantling
of the landing gear
which is giving the
team a serious headache.
- When you work on the landing gear
you're dealing with heavy parts.
They're not very often taken
apart, every six years at best.
Sometimes every eight years.
- Today's task is
to take out the central axle,
a part which runs right
through the landing gear
and whose chrome becomes extremely warm.
But after two hours the axle
still hasn't budged an inch.
The whole landing gear structure
is weighing down on it.
So three additional mechanics
come and lend a hand.
- These are people who are
passionate about their work.
When they have a colleague
who is struggling
with an important and delicate
task, there's a solidarity
from other team-members who
come to help, suggest solutions,
offer different ideas.
- Go ahead, be careful.
- The solution they've gone for
is lifting the landing gear to
relieve pressure on the axle.
- I'm going to try and lower
it a bit but be careful.
- God, what a nightmare!
- Get back, get back!
- You sometimes need to
reflect on how to do something,
how to go about it, what tools to use.
- Done.
- That was the hardest, right.
- After eight
hours of hard labor
the central axle is finally taken out.
It will be scanned in a special laboratory
to detect any worn chrome.
As the teams gradually take
apart the interior of the 777
the logic behind its construction
becomes more apparent.
The interior fittings are extremely thin.
In reality, you're only a few centimeters
from the outer shell.
- The structure is here, a
bit of insulation with some
cables in front of course,
and behind that the fuselage.
It's not very thick.
- It's not very thick.
The bottom line for an aircraft
is to have as little weight
as possible.
- That's right.
- There's not between the
passengers and the exterior.
A few centimeters, not much at all.
Weight is the enemy in aviation
so we try to have the least
number of things possible.
- When you're
seated in an aircraft
your head is almost in the clouds.
The plating of the
fuselage is extremely thin.
Only a few millimeters,
and yet this structure
needs to resist enormous
pressure and twisting.
- Think about it.
You're sitting in a seat
traveling at 500 miles an hour,
and you have a piece of
composite or a piece of metal
a few centimeters thick
between you and the outside,
and you can do that in ways we've never
been able to do before.
So I think part of the passion
for aviation is the magic
that goes along with flying.
There's no other experience like it.
- There are one or two millimeters
of plating, that's all.
- Consequently
the structural inspections
are carried out with extreme vigilance.
Activity on the work site
carries on through the night.
- We never stop, we work
what we call three by eight.
In other words morning, evening, night
plus Saturday and Sunday.
- 24 hours delay
in finishing the aircraft
is out of the question.
While confined to the ground it costs
several thousand euros per day.
While flying in extreme
conditions an aircraft,
despite having been designed for it,
can undergo difficult challenges
such as lightning, which can represent
the electrical power of 40 power plants.
- An aircraft going through a
storm in a cumulonimbus cloud
with hailstones and lightning
is a problem for the fuselage.
- The very thin fuselage
can be seriously damaged
in these conditions.
- Hailstones can obviously
present very serious problems
because depending on the
size of them they may inflict
structural damage to the
aircraft, both to the metallic
and composite elements.
- In these extreme
conditions the aircraft
is of course immediately
inspected after the flight.
But the heavy check
allows for a detailed and
precise inspection of the entire fuselage.
- Here we have a zone where
something's been spotted
by a technician.
It might be a scratch, an
impact caused by a collision
with a bird or anything else.
- Once these
zones have been identified
the section of fuselage
needs to be stripped back.
This paint technician uses
a highly powerful stripper
which attacks the paint.
Once it has flaked the plating appears.
At this point it's possible
to precisely measure
the importance of the impacts.
- Nowadays, technicians can
come with radio equipment
to see if there are cracks in the metal
which are invisible to the naked eye.
- 10 years ago the fuselage
of the mythical Boeing 747 was
systematically stripped back
during each heavy check.
The entire paint covering
was scraped by hand.
Once it was stripped, the 747
went through the heavy check.
Obviously, it was completely
repainted afterwards.
Today the process has changed.
The 777 is not systematically repainted
during a heavy check.
During flight at an
altitude of 10,000 meters
and at a speed of more
than 900 kilometers an hour
the pressure on certain parts
of the aircraft is strong.
Pressure which provokes wear and tear.
The aerodynamics are such
that when the aircraft
flies at full power
it's the forward section
which cuts through the air
which is the most exposed.
The airflow hits the nose of the aircraft
and the leading portholes
which, over time, creates
very marked scratches
which are plainly visible.
The detailed verification
of these portholes
starts in the third week.
After years of flying some are
scratched, leaving the glass
virtually opaque.
Air pressure has a truly
detrimental effect.
- Given that for reasons of
aerodynamics the aircraft
comes to a bit of a point, the
wind effect at high-altitude
damages the portholes, as you can see.
And it is the first five or six
which are the most affected.
- So specialists
verify the portholes
ones by one.
They put markers on those
which need to be changed.
- We're going to take the
next two out because they are
clearly worn, in marked
contrast to the next ones
which look virtually new.
They will be left as they are
except for a little cleaning.
The portholes judged to be
in a bad state are unscrewed.
That's when it becomes
clear that they're only held
by a dozen screws.
It is to a large extent the
pressure inside the aircraft
which holds the portholes in
place against the fuselage.
- That's it.
The porthole's composed of three parts.
The joint, the outside
part and the inside part.
The Boeing 777 has 115
portholes, each one double glazed
with an outside pane and an inside pane.
They're fixed to the
structure of the aircraft
with small screws.
But it's not just the portholes
which succumb to wear during flight.
Each time the aircraft climbs in altitude
the fuselage does not remain rigid.
Effectively, each time the
aircraft climbs and descends,
the fuselage inflates and deflates
under the effect of pressure.
To ensure that the
passengers are comfortable
and can breathe normally,
the pressure inside the cabin
is artificially raised.
This is called pressurization.
- These phases of pressurization
and depressurization
of the cabin create
movement like a balloon
which inflates and deflates.
These heavy checks allow us
to inspect the whole structure
to make sure there are no problems.
- The result
is that wear and tear
on the aircraft is greater
during short flights
than during long-haul.
In the course of one day
five Paris/Nice flights
are far more taxing on the aircraft
than one Paris/Los Angeles.
Today it's the turn of
the toilet compartment
to be taken apart for renewal.
It's a primary location for humidity
and therefore it has
to be treated with care
because as we have seen,
on board an aircraft
humidity is an enemy.
The compartment is taken to the workshop.
The forward toilets
are situated just above
the electronics bay, the
nerve center of the aircraft.
In the workshop two structural
mechanics are at work.
They completely dismantle the compartment
which has taken a beating.
Part of the aluminum framework,
which holds the panels together,
are individually remade.
This requires precision craftsmanship.
- We have to change this metalwork
which has been completely
corroded by urine.
It has produced an electrolysis effect
causing this heavy corrosion.
There's sometimes a lot of damage.
Like here, where the aluminum is corroded
to the point of having holes in it.
So here we obliged to cut out sections
where it is literally falling apart.
- The rail is completely broken.
The main panel from the toilets
has been taken to the
back of the workshop.
The honeycomb structure,
which has also been attacked,
has had to be completely rebuilt.
A new aluminum frame,
built by these specialists,
is put in place.
- A badly directed pee-pee
can cause a lot of damage.
Take a look at this,
it just goes to show how acidic urine is.
And aluminum doesn't like acidity.
- The central
toilet panel is ready.
It's fixed back on to
the main compartment.
It's surprising to see just how thin
these interior fixtures are.
Put back together like a kit,
the cabin is stood back up.
Once the structure is ready
the interior will be redone.
Don't forget that underneath this cabin
is the electronics bay and
there is no question of humidity
being allowed to attack the cables.
During the heavy check the
two general electric engines
are inspected.
For security reasons the
inspection has to be in accordance
with a strict protocol.
Every piece, every nut and bolt,
has to be what they call traced.
Because in this domain, there's
the danger of counterfeits.
- It's true that there is a
world market in counterfeit
aeronautical parts.
Consequently we have to be
extremely vigilant when we buy.
All the parts we buy, be it screws,
engine blades or raw
materials, we have to have
the maker's certificate of conformity.
- And vigilance is maximum.
These two engines are fundamental
strong points of the 777.
They are astonishingly powerful.
Believe it or not, in
an emergency situation
the aircraft is capable of
flying with a single engine
for more than three hours.
- When you take a look at that 777 engine
people are just absolutely
amazed at the size,
the diameter of the engine.
And, frankly, it is a big engine.
To generate that 115,000 pounds
of thrust the cross-section
of the 777 engine, is the
same as the cross-section
of a 737.
- These two engines
are the force behind the 777.
A twin-jet competing against
quad-jets, this aircraft
is incredibly powerful
while consuming less fuel.
Contrary to what you might
think, an airliner deteriorates
on the ground not just in flight.
One apparently anodyne
operation has an impact
on the aircraft: the loading and unloading
of luggage and freight.
Each time that the loading
platform approaches the hold,
the slightest knock can
damage the fuselage.
And when you think of the
price of a bent car panel
just think what it is for a Boeing.
What's more, the loading
rollers within the cargo bay
are highly solicited.
Over the years, millions of
tonnes are loaded and unloaded.
Today, two mechanics are
checking out this bay
to estimate the extent of the damage.
- We test the rollers to make sure
that all is working
correctly and that there's no
wear and tear or severed
electrical cables.
So here we have two rollers
which are very worn.
They'll either be replaced
or sent to the workshop.
- A few hours
later, this is what
the bay looks like.
Just walls and ceiling,
everything's been stripped out.
The mechanics can now replace
the defective rollers.
We are entering the fourth week.
The aircraft is empty,
and the Air France teams
are going to start re-equipping the 777.
There's a constant flow of activity.
There's one particularly perilous job:
the inspection of the fuel
tanks, situated inside the wings.
A specially trained mechanic
climbs inside to make sure
there's no corrosion.
It's a dangerous operation
because it takes place
in dark and cramped conditions.
Only a few days ago
there were a 171 tonnes
of kerosene here.
It's forbidden to stay inside
for longer than a few minutes.
During the entire operation,
a guard is on hand
to make sure all is well.
He is trained to carry out
an emergency evacuation
should the mechanic inside become unwell.
Once the internal inspection is over
the technician comes back out.
The operation is repeated
for each of the fuel doors.
Inside, the panels are unscrewed.
The state of the center
tank has to be verified.
This section, situated
between the two wings,
is strategic for the
structure and therefore
for the aircraft's safety.
Outside, the inspection of
the fuselage comes to an end.
The mechanic rubs down the signs of wear
centimeter by centimeter.
In the workshop, the
overhead luggage compartments
are lined up.
They are brought back to their
original condition by hand.
Cabin technicians take care
of this time-consuming work.
At the same moment in the workshop
the portholes are repaired.
The scratched parts are removed.
This technician is in charge of installing
the new Plexiglass.
- It's a bit like when
you put a transparent film
over your smartphone
to protect the screen.
It's the same thing for a porthole.
It's the Plexiglass which is damaged
instead of the porthole itself.
- The new parts
have to fit perfectly
to the old structure.
With a porthole, the
slightest breach of insulation
could be extremely dangerous.
- It's definitely a lot of
work, but though it may not
seem like it, it's a
question of passenger safety.
- The portholes are
brought inside the aircraft
to be fixed in place.
Inside the window panels, along with other
interior fittings, have
begun to be put in place
over the last 48 hours.
The repaired portholes are as good as new.
- This is for phonic insulation.
It allows passengers to be
protect from outside noise,
from the engines for example,
without having to touch
the porthole itself.
- Now comes the turn
of the luggage compartments
to be put back in place.
They have to make sure that
the various electrical cables,
the new TV connections,
the ventilation system etc,
are all correctly installed.
- The various ducts and
electrical connections
need to be checked to
make sure they're working
and correctly positioned.
The cabling is fine, the
supporting beam is ready.
We checked the fixing and the
integrity of the blankets.
We see here they're virtually as new.
The oxygen is hidden
behind here, so we're ready
for the fittings.
- And they're ready.
The reconstruction can begin.
- The luggage compartments
are fixed to this rail
which runs the whole
length of the aircraft,
and they're fixed with
these clips at the top.
- We're too far back, we're too far back.
- As with all the cabin fittings
the luggage compartments
are extremely light.
They fit precisely into the
structure of the fuselage.
- The positioning of
the luggage compartments
is very precise.
Everything has to be just
above the passenger's head
so that the positioning
of the oxygen masks
and light fittings are perfect.
- Once the luggage
compartments are fitted
another team takes over to check
out the different conduits.
This includes checking one
central safety element,
the oxygen masks.
- We've just checked all
the oxygen pipes which allow
the passenger masks to be
release on the pilot's order.
So when I press here the
mask automatically falls
in front of the passenger's face.
- These oxygen masks are vital
in the event of depressurization.
It is essential that they
be folded in the right way.
The protocol is meticulous
to ensure that should they be
needed, the masks function immediately.
The aircraft is now ready to receive
the principal cabin fittings.
The new seating, which has
been brought into the hangar.
This heavy check is exceptional.
Not only for its 16-yearly revision
of the general structure,
but also because the aircraft
will benefit from an important upgrade.
- We make use of this evaluation
of how well the aircraft
is aging to make cabin
modifications, upgrading to the new
generation with better
screens and improvements to
passenger comforts, both in
business and economy class.
- You know, when we design
the airplane we worked
very closely with our customers on the 777
to make sure that we
would provide the kind of
passenger experience that they wanted.
And what our customers
told us, the airlines,
is you have to think about the future.
You have to give us flexibility.
So our airline customers,
whether it be Air France
or others, are really
being able to use the 777
as a platform for new technologies
in order to provide the kind of experience
their passengers want.
- Little by little,
the new, high-tech cabin
takes shape.
These special seats are
true technological gems.
- I'm seated in business class.
In front of me I have a
large, full HD color screen.
I can play online, text my neighbor.
It's really top of the range.
- Each of these
state-of-the-art seats
is worth more than 50,000 euros.
At the same time, other
technicians are putting
the finishing touches to economy class.
The latest screens are
also installed here.
In a few days time,
several hundred passengers
will be able to make use of them.
One of the last operations
is extremely delicate.
Two aviation technicians,
equipped like mountaineers,
climb onto the roof of the 777.
They need to reinstall
the satellite antenna.
This antenna relays all of
Papa Lima's communications.
This essential element is
replaced during the heavy check.
It's quite a balancing act.
- You can feel the cutoff
date getting closer
when the aircraft has to be delivered.
There's definitely a certain effervescence
during the final days before
the aircraft is handed over
to the crew, who will take
charge of the passengers.
- The night
before the aircraft leaves
one of the most impressive
tests takes place,
that of the landing gear.
It's a part which, by
definition, is central to every
landing and takeoff.
The nose and rear landing
gear is raised and lowered
at various speeds.
From the pilot's seat, the
electrical and hydraulics
circuits are reconnected.
The various flight commands are tested.
- Okay, I'm cutting the hydraulics.
- Obviously there's a lot of
stress during the last week
before the aircraft is
delivered, when the systems
are rebooted and tested
and unforeseen details
can shake up the schedule.
- The weather
radar, positioned in the nose
of the aircraft, represents
the eyes of the Boeing 777.
It wasn't removed during the
visit, but it is verified
one last time.
For an aircraft, weight
is a crucial element.
Following so many
modifications, it's important
to do a weight check.
With its new business
cabin, Papa Lima doesn't
weight the same as it did when it arrived.
To calculate the unladen
mass, the aircraft has to be
put back onto the three actuators.
A gigantic electronic weighing machine
has been connected to
the top of each actuator.
Each one is capable of
weighing more than 70 tonnes.
- I've raised it sufficiently
to enter the fairing.
I can lift it some more.
- Each actuator is now connected
to a central console.
- Here's the console
for the right actuator.
This is the console for the tail actuator.
And this one is for the left actuator.
Adding the three together
gives the total weight.
From here, the weigh in is child's play.
It can be done with one finger.
- With this one little button
we're going to lift 142 tonnes.
To eliminate the risk of error
the aircraft is weighed twice
successively.
The margin of error
between the two results
must not be above one in one thousand.
- You mustn't have any drafts.
All the hangar doors need to be closed
and there mustn't be anybody
on board at the time.
And now it's underway.
We're at 142 40, and
the first was 142 tonnes
and 50 kilograms, so
it's virtually identical.
- Once the
weight has been validated
the teams will calculate
what is known as the balance
of the aircraft, this is to
make sure that the center
of gravity of the 777 hasn't changed.
They have to be sure that
the weight of the aircraft is
well-distributed.
Neither too much towards the
front, nor too much towards
the rear.
Otherwise the aircraft
could be unbalanced.
- If the center of gravity
is too far back, the aircraft
would take off tail heavy.
It wouldn't be able to
level out after takeoff.
- Mass distribution has to
be such that the aircraft
in flight holds the optimal
position for air penetration.
- Following
the unladen weighing,
the finishing touches can
be put to the interior.
And nothing is left to chance.
Obviously the new connections,
as well as the electrical
systems, undergo one last verification.
- The aircraft is going out
in a few hours so we now
carry out the last checks to
see that everything is optimal
for the passengers.
- These yellow
boxes are connected
under each seat to simulate
computer connections.
They have to make sure that
if there's a short circuit
in one computer the rest of the system
continues to function normally.
- We need to quickly test
while we still have access
before the aircraft leaves
in the next few hours.
- At the end
of the cabin the new
galleys are in place.
Throughout the aircraft
technicians test the new tactile
screens.
Lighting tests are carried
out from the pilot's seat.
In business class, the new,
high-definition video systems
have been connected.
- When it leaves it'll be like
a new aircraft, direct from
Boeing.
- An aircraft which is even more
high-tech than it was when
it first left the factory.
The big day has arrived,
Papa Lima is ready
to leave the hangar.
This checkup has been a renaissance.
The enormous metal doors
of the HN3 are opened.
The head of maneuvers gives the signal.
- We're happy to see
her leave, all the same.
It's the result of five-weeks work.
- A curious ballet
is prepared during the night.
The towing equipment is
connected to the aircraft.
The docks are prepared for the departure.
- We're all happy, it's
been a lot of work.
We've been committed to this
overhaul and it's satisfying
on the last day when
the aircraft goes out.
I think everybody is proud
to deliver this aircraft.
- Everyone is in position.
As the aircraft leaves the hangar
Papa Lima begins a new life.
During the next 24 hours
it just remains for the
Air France teams to carry out engine tests
outside the HN3.
Once these tests have
been validated, this 777
will be operational.
The challenge has been met.
In 48 hours it will be
delivered to its crew in Roissy.
Bang on time.
Its next flight to Montreal
is already scheduled.
Papa Lima disappears into the night.
It's been an impressive exercise.
In five weeks, an aircraft has
been completely taken apart
and put back together.
It's thanks to these overhauls,
carried out by highly skilled teams,
that airline companies
can provide maximum safety
and that the Boeing 777 is
one of the safest aircraft
in the world.
These heavy checks are not
only a technical challenge
but also recount a remarkable
story of men and women
united in their passion for aviation.
- The first time you board an aircraft
and do what we've just done, empty it
and strip it down, gives
you a strange feeling.
It's an impressive thing to see.
- There's a passion, there's a pride,
there's a sense of ownership.
- And it's
thanks to this knowhow,
thanks to this endless collaboration
between engineers,
constructors and mechanics
that the 777 goes on improving.
- Air France has been
one of those customers
that have really pushed us
to make the aircraft better.
And that's how, day after
day, year after year,
the future of Boeing is constructed.
---
- The Boeing 777.
The biggest selling long-haul aircraft
in the history of aviation.
More than 1,300 of these
monsters criss-cross the skies
of the world.
It's one of the best aircraft in history
and its lifespan is
exceptional, more than 30 years.
But what's the explanation
behind this record longevity?
One of the secrets of its
stunning performance is the heavy
checks it undergoes.
Incredible checkups,
gigantic technical appraisals
which the aircraft is
regularly submitted to.
Overhauls during which the
777 is entirely stripped down.
- So we literally take out
all those systems, you go
to the structure, you take
a really hard look at what's
going on.
- A giant infrastructure,
encompassing this beast
with an unladen weight of 142 tonnes.
- We take apart, we inspect,
we put back together.
- Because over the years
an aircraft deteriorates.
We're going to show you
how the work routine
attacks the metal.
- You can see here how the
glass wool is in shreds,
it's non-existent.
- An aircraft can be struck by lightning.
- Hailstones can
also damage the outer shell.
We will lead you to the very heart
of this mythical aircraft.
- I can't tell you precisely
how many cables there are
but there are thousands, stretching out
over several hundred kilometers.
- Hundreds of
specialists in the work of
totally dismantling the monster.
They know it better than anyone.
You will discover a
monumental, surgical operation
carried out by mechanics,
technicians, electricians.
Always strictly according to the rules.
High precision work, top
of the range services
carried out 24 hours a day, 7 days a week
to meet the deadline.
Will the teams manage to pull
off this incredible challenge
in just five weeks.
We're at Orly Airport.
After a nine-hour flight
this Boeing 777 lands.
It's immediately towed
to the end of the airport
towards a maximum security area.
Before this aircraft can
enter the maintenance hangar
several important
procedures are necessary.
The kerosene truck arrives.
It's imperative to
evacuate the remaining fuel
in order to eliminate any
highly-inflammable particles.
- There mustn't be any fuel left over
because we need to work inside the tanks.
For one thing there's the
explosion and fire risk
and then there's the danger of toxic fumes
for those working around the aircraft.
- After several years of flight
grease has built up in the landing gear.
A team of five moves
into action to clean this
high-performance monster.
The 777 is 64 meters long.
Its unladen weight is 142
tonnes or the equivalent
of 40 heavy goods vehicles.
Its engines are amongst the
most powerful in the world.
The 777 has a flight range
of 17,000 kilometers,
the distance from Paris to Sydney.
- Well when you think about the 777
and what it's been able
to do, it really does
start with the engine.
It allows that airplane to
fly those long distances
at fuel efficiency that we
hadn't seen in the past.
- Just imagine,
the diameter of each engine
is equal to that of the
fuselage of a Boeing 737.
The last external operation,
to retract from the hold
this enormous compartment.
This is where the crew can
rest during long-haul flights.
It's the first time it's
been removed in 16 years
and it's a complex operation.
- Hang on, wait a moment.
Go in front if you can get through
and push it from behind please.
- We're going to remove the container,
which will give us access to
areas we can't usually get to.
That's something you never usually see.
- These are the
beds where the crew can sleep.
This 777, registered as Papa Lima,
is ready for the heavy check.
- When the airline goes
through a heavy check
it takes five weeks, but to be successful
they have to have very detailed plans.
- In addition to the regular
maintenance operations, heavy
checks lasting several weeks
are carried out every four years.
Those carried out every eight
years are a deeper inspection
of the aircraft's structure,
and during the heaviest
of the checks, unveiled
here for the first time,
the aircraft is literally stripped naked.
It's carried out every 16 years.
- This aircraft has had daily,
weekly, monthly and more
extensive four-yearly
checkups before arriving
at this thorough makeover.
- So for Papa
Lima, this heavy check
is exceptional.
It will cost several million
euros and will be the first
to take place in this brand-new hangar.
It has a gigantic surface
area, 11,000 square meters.
This hangar, specially
designed for heavy checks,
is the only one in France authorized
for heavy checks on a 777.
Thierry is this evening's team leader
who's directing maneuvers.
- Advance a bit more.
Keep an eye out, William.
Enough clearance there?
Make sure you're not too close there.
- Bringing the
aircraft in is an extremely
delicate operation, it has
a wingspan of 64 meters
while the door of the
hangar is only 70 meters.
Which means there's just
a six-meter clearance.
- Clearly if we move two
centimeters at the front
the back moves a lot more,
so we have to be careful.
That's why we have surveillance
officers on each of the
docks to make sure we don't
come too close and collide,
damaging the aircraft.
- The maneuver
has to be inch perfect,
bringing the aircraft
towards the scaffolding docks
without touching anything.
- If the aircraft is 50
centimeters to one side
it can't be docked, so we
wouldn't be able to do the work
we have to carry out.
- The slightest
impact between these 142 tonnes
and the dock would be catastrophic.
It's 11pm, but all the
teams are here to witness,
for the first time, a 777
entering the new hangar.
- We didn't touch anything, it's perfect.
Mission accomplished.
- This 777 will
be submitted to 15,000 hours
of work, 9,000 hours of
structural inspection,
and 6,000 hours given over
to updating of equipment.
15,000 hours, just imagine if
one mechanic had to carry out
all the work, it would take
a total of seven years.
Papa Lima's interior is going
to be completely emptied.
The objective: to inspect
the aircraft, in particular
its structure, and
upgrade the entire cabin.
A unique occasion to
scan this gigantic beast.
The next morning.
The first week of the overhaul begins.
The Air France teams
have worked all night.
The priority: to raise
the aircraft in order to
get at the wheels and the landing gear.
For that they use what
are known as actuators.
Astonishingly the enormous
777 can be balanced
upon just three points.
Two actuators in front, close to the wings
and a third one at the back.
Each of these actuators is
capable of lifting 75 tonnes.
This is thanks to a system
of hydraulic pistons.
Frédéric Roi is in charge
of this important operation.
- The aircraft weighs 142
tonnes, in order to carry out
the maintenance we move the
landing gear and various
other equipment, we place
it on three actuators.
One at the back, two at wing
level, which allows us to lift
the entire mass of the aircraft.
- Thanks to these three pylons,
the landing gear is no
longer touching the ground.
142 tonnes are suspended in mid-air.
A second work site safety
element: these gigantic docks.
Those surrounding the vertical stabilizer
are more than 18 meters high.
- This allows the personnel
to work in safety and without
damaging the aircraft.
- This made-to-measure,
1,600 square meters of dock
are an indispensable element
for a heavy check.
They make it possible to work
on the roof of the aircraft
and to get inside the tanks,
as well as to inspect the wings.
- We've provided access
to the entire wing surface
including the underside,
both sides of the aircraft,
and also the forward fuselage section.
- That's it,
the aircraft is stabilized.
Its doors can now be opened.
At first glance all the
interior seems to be intact.
The cabin isn't in a bad
state, but these 250 seats
have been here for years.
Everything must be totally
replaced and improved.
The teams move into action.
In total, 500 people
will directly intervene
for this heavy check.
- We will take it straight out.
- The cabin will
undergo a total metamorphosis.
For example, the entire
video system will be changed
to make room for fiber optics.
- One of the things that
777 has been able to do
is incorporate new
technologies, especially those
technologies when it comes
to cabin entertainment,
when it comes to the passenger experience.
- New screens will be
installed on the aircraft
which will be larger and
undoubtedly higher definition.
- Everything is
quickly removed from inside
the aircraft, except,
paradoxically, the cockpit
which won't be taken
apart but simply verified
during this heavy check.
- Everything's moving extremely quickly.
We can see how everybody is
swarming around the aircraft.
It's the same all night
long; they're open all hours.
- In addition
to the Air France teams
a dozen or so outside
contractors are involved.
- It's a big removal operation.
It's always impressive whenever
you see these huge machines
with millions of pieces,
it's just unbelievable.
- The toilets,
the galley where the food
is prepared, the whole
cabin is taken apart
during the course of the day.
Every piece is precisely
cataloged and set aside
for renewal.
The current inside the
aircraft is disconnected
so that work can carry
on in complete safety.
- We cut off the power supply.
There's no more power on the
aircraft, no electric power
or hydraulic or pneumatic power either,
which allows us to carry
out several weeks work
in complete safety.
- Neon strips,
powered through the hangar's
electrical system, are put
in place for five weeks.
A vast operation begins,
the removal of one of the
trailing edge flaps.
A central element which plays a vital role
during each takeoff and landing.
During these delicate
phases it's these flaps
which vary the amount
of lift on the wings.
An aeronautical mechanic,
Thomas, takes us under the wing
to outline the problem of
corrosion and the effect
it has on the structure.
- We've already pinpointed
the corrosion on the inside
which requires us to
remove the flap and thereby
carry out a structural inspection.
- Four mechanics are involved.
The operation is delicate.
The part weighs more than 800 kilograms.
Closely fitted into the
structure of the aircraft,
the flap jams.
- Lift it up a bit, try backing up.
- It's moving, it doesn't
seem to be twisted.
- They must be
careful not to use too much force
because of the danger of damaging
the aircraft's structure.
The aluminum fuselage is very thin.
- As for the structure,
it's more fragile, it's all
honeycomb and composites,
and the slightest knock
could damage the flap.
- Once the
piece has been disconnected
it's carried through the
air by this rolling bridge
28 meters overhead.
Once again, precision is of the essence.
- It takes a lot of
communication between colleagues
to avoid collision between
the aircraft and the part.
Not to mention injuring somebody
if they become trapped between the two.
- Detaching the
flap has taken all morning.
This part will now be
examined and, if necessary,
taken to a workshop for repairs.
- The next
morning, at 7 o'clock,
a strong-arm team has moved in.
Today's challenge, to
remove the 250 seats.
- We mustn't mess up the preparation.
It has to be done quickly.
The aircraft arrives and we
remove the seating immediately.
- The objective there is to go in
and take a look at the structure
so everything has to
come out of the aircraft.
- This heavy check
includes the modification
of the entire cabin.
All the seats will be replaced
with the updated version.
In half a day the cabin
is completely emptied.
On the shop floor, the rows
are placed in numerical order
because the seats are to be
recycled for other aircraft.
- Here's 43, 42 there.
- Yeah, okay.
- A reconstruction
of the cabin is laid out
in the hangar.
These seats will be
replaced with the new model,
each of which is worth
several thousand euros.
In hangar number 3 HN3
the day and night shifts
pass the baton back and
forth 24 hours a day.
Today's operation: to
remove the window panels,
the decorative layer
which separates the cabin
from the outer shell.
This will facilitate the
inspection of the structure
which is just behind the thermal padding.
- It's a composite panel
which is very, very thin.
It's basically a decorative panel
which serves as a
surrounding for the porthole.
- This is rock wool or mineral wool
which is covered with two skins.
They are joined to form a mattress.
It's used as thermal insulation.
- And of course,
after years of flying,
dust has accumulated
behind these window panels.
Over the course of the morning
the window panels are
taken to the workshop.
This workshop has been set up specifically
for the heavy check.
It's positioned a few meters
from the 777 platform.
As one job makes way for
another inside the aircraft,
so it does outside.
A very sensitive part of
the aircraft is examined.
It's known as the electronics bay.
This compartment is situated
in the forward section of the aircraft.
The bay has been stripped down.
This is the very nerve center of the 777.
- Everything to do with electric
cabling is also inspected
to look for wiring problems.
Any cables outside of the tolerance range
have to be replaced to bring
the aircraft back to its
normal configuration.
- From a systems perspective
we were able to optimize
our cabling, optimizing the system
so it could be maintained.
It could be upgraded over time as well.
- This avionics
technician is in charge
of verifying each element
of this supercomputer.
- So we're underneath the cabin floor
more or less below the first-class
passenger seating area.
This is where the bulk of
the aircraft's calculators
are situated.
- And when we ask
him how many cables there are
this is the reply.
- I can't tell you precisely
how many cables there are
but there are thousands, stretching out
over several hundred kilometers.
There are flight command cables,
radio communication cables,
fire detection cables,
onboard video cables.
There are many different circuits
passing through these strands of cable.
- And during the heavy check
they need to be verified one by one.
The same operation needs to
be repeated hundreds of times.
This portable machine can detect
the slightest malfunction.
Any trace of wearing
constitutes a potential danger.
- There are different types of problems
associated with cables.
There's corrosion linked to
cables coming into contact
with humidity or those
where the insulation
has been damaged.
- These danger
tags indicate circuits
which are being tested.
At the same time the numerous cables
linked to the old video system are removed
during the course of this heavy check.
They will be replaced by fiber optics;
new, faster cables for
the updated video system.
We're already into the
second week of the operation.
Time to begin the CPCP,
the Corrosion Prevention
and Control Program.
A far-reaching examination
which only takes place
every 16 years during
heavy checks like this one.
- No signs of corrosion, good.
In order to inspect the structure behind
the insulation blankets they
all need to be taken out.
Then we do a thorough visual inspection
for signs of corrosion
in the aluminum sections
of the fuselage.
- It's extremely
rare to find signs of corrosion
on a 777 during these checks.
That doesn't alter the fact
that corrosion is always
one of the major preoccupations
in terms of safety.
Of course corrosion is linked to humidity
inside the aircraft.
At an altitude of 10,000
meters it's -50 degrees Celsius
outside and 25 inside.
This temperature difference
generates a large amount
of condensation which can
drench the insulation blankets.
Another cause of humidity is
the breathing of the hundreds
of passengers inside the cabin.
The result is that certain
water-soaked blankets
can lose their properties of insulation.
- We've identified a zone
which is more susceptible
to having damp insulation blankets,
and that is around the doors.
You can see here how the
glass wool is in shreds.
It's non-existent, that's the water.
If I open the blanket it will drip.
A large blanket can cost
up to 3,000 to 4,000 euros,
and during a heavy check like this
we may replace between 60 and 70 of them.
- And it's
particularly around the doors
of the aircraft that humidity seeps into
and attacks the blankets.
Theoretically the work
is precisely orchestrated
and yet there are unforeseen problems
which inevitably arise.
Today it's the dismantling
of the landing gear
which is giving the
team a serious headache.
- When you work on the landing gear
you're dealing with heavy parts.
They're not very often taken
apart, every six years at best.
Sometimes every eight years.
- Today's task is
to take out the central axle,
a part which runs right
through the landing gear
and whose chrome becomes extremely warm.
But after two hours the axle
still hasn't budged an inch.
The whole landing gear structure
is weighing down on it.
So three additional mechanics
come and lend a hand.
- These are people who are
passionate about their work.
When they have a colleague
who is struggling
with an important and delicate
task, there's a solidarity
from other team-members who
come to help, suggest solutions,
offer different ideas.
- Go ahead, be careful.
- The solution they've gone for
is lifting the landing gear to
relieve pressure on the axle.
- I'm going to try and lower
it a bit but be careful.
- God, what a nightmare!
- Get back, get back!
- You sometimes need to
reflect on how to do something,
how to go about it, what tools to use.
- Done.
- That was the hardest, right.
- After eight
hours of hard labor
the central axle is finally taken out.
It will be scanned in a special laboratory
to detect any worn chrome.
As the teams gradually take
apart the interior of the 777
the logic behind its construction
becomes more apparent.
The interior fittings are extremely thin.
In reality, you're only a few centimeters
from the outer shell.
- The structure is here, a
bit of insulation with some
cables in front of course,
and behind that the fuselage.
It's not very thick.
- It's not very thick.
The bottom line for an aircraft
is to have as little weight
as possible.
- That's right.
- There's not between the
passengers and the exterior.
A few centimeters, not much at all.
Weight is the enemy in aviation
so we try to have the least
number of things possible.
- When you're
seated in an aircraft
your head is almost in the clouds.
The plating of the
fuselage is extremely thin.
Only a few millimeters,
and yet this structure
needs to resist enormous
pressure and twisting.
- Think about it.
You're sitting in a seat
traveling at 500 miles an hour,
and you have a piece of
composite or a piece of metal
a few centimeters thick
between you and the outside,
and you can do that in ways we've never
been able to do before.
So I think part of the passion
for aviation is the magic
that goes along with flying.
There's no other experience like it.
- There are one or two millimeters
of plating, that's all.
- Consequently
the structural inspections
are carried out with extreme vigilance.
Activity on the work site
carries on through the night.
- We never stop, we work
what we call three by eight.
In other words morning, evening, night
plus Saturday and Sunday.
- 24 hours delay
in finishing the aircraft
is out of the question.
While confined to the ground it costs
several thousand euros per day.
While flying in extreme
conditions an aircraft,
despite having been designed for it,
can undergo difficult challenges
such as lightning, which can represent
the electrical power of 40 power plants.
- An aircraft going through a
storm in a cumulonimbus cloud
with hailstones and lightning
is a problem for the fuselage.
- The very thin fuselage
can be seriously damaged
in these conditions.
- Hailstones can obviously
present very serious problems
because depending on the
size of them they may inflict
structural damage to the
aircraft, both to the metallic
and composite elements.
- In these extreme
conditions the aircraft
is of course immediately
inspected after the flight.
But the heavy check
allows for a detailed and
precise inspection of the entire fuselage.
- Here we have a zone where
something's been spotted
by a technician.
It might be a scratch, an
impact caused by a collision
with a bird or anything else.
- Once these
zones have been identified
the section of fuselage
needs to be stripped back.
This paint technician uses
a highly powerful stripper
which attacks the paint.
Once it has flaked the plating appears.
At this point it's possible
to precisely measure
the importance of the impacts.
- Nowadays, technicians can
come with radio equipment
to see if there are cracks in the metal
which are invisible to the naked eye.
- 10 years ago the fuselage
of the mythical Boeing 747 was
systematically stripped back
during each heavy check.
The entire paint covering
was scraped by hand.
Once it was stripped, the 747
went through the heavy check.
Obviously, it was completely
repainted afterwards.
Today the process has changed.
The 777 is not systematically repainted
during a heavy check.
During flight at an
altitude of 10,000 meters
and at a speed of more
than 900 kilometers an hour
the pressure on certain parts
of the aircraft is strong.
Pressure which provokes wear and tear.
The aerodynamics are such
that when the aircraft
flies at full power
it's the forward section
which cuts through the air
which is the most exposed.
The airflow hits the nose of the aircraft
and the leading portholes
which, over time, creates
very marked scratches
which are plainly visible.
The detailed verification
of these portholes
starts in the third week.
After years of flying some are
scratched, leaving the glass
virtually opaque.
Air pressure has a truly
detrimental effect.
- Given that for reasons of
aerodynamics the aircraft
comes to a bit of a point, the
wind effect at high-altitude
damages the portholes, as you can see.
And it is the first five or six
which are the most affected.
- So specialists
verify the portholes
ones by one.
They put markers on those
which need to be changed.
- We're going to take the
next two out because they are
clearly worn, in marked
contrast to the next ones
which look virtually new.
They will be left as they are
except for a little cleaning.
The portholes judged to be
in a bad state are unscrewed.
That's when it becomes
clear that they're only held
by a dozen screws.
It is to a large extent the
pressure inside the aircraft
which holds the portholes in
place against the fuselage.
- That's it.
The porthole's composed of three parts.
The joint, the outside
part and the inside part.
The Boeing 777 has 115
portholes, each one double glazed
with an outside pane and an inside pane.
They're fixed to the
structure of the aircraft
with small screws.
But it's not just the portholes
which succumb to wear during flight.
Each time the aircraft climbs in altitude
the fuselage does not remain rigid.
Effectively, each time the
aircraft climbs and descends,
the fuselage inflates and deflates
under the effect of pressure.
To ensure that the
passengers are comfortable
and can breathe normally,
the pressure inside the cabin
is artificially raised.
This is called pressurization.
- These phases of pressurization
and depressurization
of the cabin create
movement like a balloon
which inflates and deflates.
These heavy checks allow us
to inspect the whole structure
to make sure there are no problems.
- The result
is that wear and tear
on the aircraft is greater
during short flights
than during long-haul.
In the course of one day
five Paris/Nice flights
are far more taxing on the aircraft
than one Paris/Los Angeles.
Today it's the turn of
the toilet compartment
to be taken apart for renewal.
It's a primary location for humidity
and therefore it has
to be treated with care
because as we have seen,
on board an aircraft
humidity is an enemy.
The compartment is taken to the workshop.
The forward toilets
are situated just above
the electronics bay, the
nerve center of the aircraft.
In the workshop two structural
mechanics are at work.
They completely dismantle the compartment
which has taken a beating.
Part of the aluminum framework,
which holds the panels together,
are individually remade.
This requires precision craftsmanship.
- We have to change this metalwork
which has been completely
corroded by urine.
It has produced an electrolysis effect
causing this heavy corrosion.
There's sometimes a lot of damage.
Like here, where the aluminum is corroded
to the point of having holes in it.
So here we obliged to cut out sections
where it is literally falling apart.
- The rail is completely broken.
The main panel from the toilets
has been taken to the
back of the workshop.
The honeycomb structure,
which has also been attacked,
has had to be completely rebuilt.
A new aluminum frame,
built by these specialists,
is put in place.
- A badly directed pee-pee
can cause a lot of damage.
Take a look at this,
it just goes to show how acidic urine is.
And aluminum doesn't like acidity.
- The central
toilet panel is ready.
It's fixed back on to
the main compartment.
It's surprising to see just how thin
these interior fixtures are.
Put back together like a kit,
the cabin is stood back up.
Once the structure is ready
the interior will be redone.
Don't forget that underneath this cabin
is the electronics bay and
there is no question of humidity
being allowed to attack the cables.
During the heavy check the
two general electric engines
are inspected.
For security reasons the
inspection has to be in accordance
with a strict protocol.
Every piece, every nut and bolt,
has to be what they call traced.
Because in this domain, there's
the danger of counterfeits.
- It's true that there is a
world market in counterfeit
aeronautical parts.
Consequently we have to be
extremely vigilant when we buy.
All the parts we buy, be it screws,
engine blades or raw
materials, we have to have
the maker's certificate of conformity.
- And vigilance is maximum.
These two engines are fundamental
strong points of the 777.
They are astonishingly powerful.
Believe it or not, in
an emergency situation
the aircraft is capable of
flying with a single engine
for more than three hours.
- When you take a look at that 777 engine
people are just absolutely
amazed at the size,
the diameter of the engine.
And, frankly, it is a big engine.
To generate that 115,000 pounds
of thrust the cross-section
of the 777 engine, is the
same as the cross-section
of a 737.
- These two engines
are the force behind the 777.
A twin-jet competing against
quad-jets, this aircraft
is incredibly powerful
while consuming less fuel.
Contrary to what you might
think, an airliner deteriorates
on the ground not just in flight.
One apparently anodyne
operation has an impact
on the aircraft: the loading and unloading
of luggage and freight.
Each time that the loading
platform approaches the hold,
the slightest knock can
damage the fuselage.
And when you think of the
price of a bent car panel
just think what it is for a Boeing.
What's more, the loading
rollers within the cargo bay
are highly solicited.
Over the years, millions of
tonnes are loaded and unloaded.
Today, two mechanics are
checking out this bay
to estimate the extent of the damage.
- We test the rollers to make sure
that all is working
correctly and that there's no
wear and tear or severed
electrical cables.
So here we have two rollers
which are very worn.
They'll either be replaced
or sent to the workshop.
- A few hours
later, this is what
the bay looks like.
Just walls and ceiling,
everything's been stripped out.
The mechanics can now replace
the defective rollers.
We are entering the fourth week.
The aircraft is empty,
and the Air France teams
are going to start re-equipping the 777.
There's a constant flow of activity.
There's one particularly perilous job:
the inspection of the fuel
tanks, situated inside the wings.
A specially trained mechanic
climbs inside to make sure
there's no corrosion.
It's a dangerous operation
because it takes place
in dark and cramped conditions.
Only a few days ago
there were a 171 tonnes
of kerosene here.
It's forbidden to stay inside
for longer than a few minutes.
During the entire operation,
a guard is on hand
to make sure all is well.
He is trained to carry out
an emergency evacuation
should the mechanic inside become unwell.
Once the internal inspection is over
the technician comes back out.
The operation is repeated
for each of the fuel doors.
Inside, the panels are unscrewed.
The state of the center
tank has to be verified.
This section, situated
between the two wings,
is strategic for the
structure and therefore
for the aircraft's safety.
Outside, the inspection of
the fuselage comes to an end.
The mechanic rubs down the signs of wear
centimeter by centimeter.
In the workshop, the
overhead luggage compartments
are lined up.
They are brought back to their
original condition by hand.
Cabin technicians take care
of this time-consuming work.
At the same moment in the workshop
the portholes are repaired.
The scratched parts are removed.
This technician is in charge of installing
the new Plexiglass.
- It's a bit like when
you put a transparent film
over your smartphone
to protect the screen.
It's the same thing for a porthole.
It's the Plexiglass which is damaged
instead of the porthole itself.
- The new parts
have to fit perfectly
to the old structure.
With a porthole, the
slightest breach of insulation
could be extremely dangerous.
- It's definitely a lot of
work, but though it may not
seem like it, it's a
question of passenger safety.
- The portholes are
brought inside the aircraft
to be fixed in place.
Inside the window panels, along with other
interior fittings, have
begun to be put in place
over the last 48 hours.
The repaired portholes are as good as new.
- This is for phonic insulation.
It allows passengers to be
protect from outside noise,
from the engines for example,
without having to touch
the porthole itself.
- Now comes the turn
of the luggage compartments
to be put back in place.
They have to make sure that
the various electrical cables,
the new TV connections,
the ventilation system etc,
are all correctly installed.
- The various ducts and
electrical connections
need to be checked to
make sure they're working
and correctly positioned.
The cabling is fine, the
supporting beam is ready.
We checked the fixing and the
integrity of the blankets.
We see here they're virtually as new.
The oxygen is hidden
behind here, so we're ready
for the fittings.
- And they're ready.
The reconstruction can begin.
- The luggage compartments
are fixed to this rail
which runs the whole
length of the aircraft,
and they're fixed with
these clips at the top.
- We're too far back, we're too far back.
- As with all the cabin fittings
the luggage compartments
are extremely light.
They fit precisely into the
structure of the fuselage.
- The positioning of
the luggage compartments
is very precise.
Everything has to be just
above the passenger's head
so that the positioning
of the oxygen masks
and light fittings are perfect.
- Once the luggage
compartments are fitted
another team takes over to check
out the different conduits.
This includes checking one
central safety element,
the oxygen masks.
- We've just checked all
the oxygen pipes which allow
the passenger masks to be
release on the pilot's order.
So when I press here the
mask automatically falls
in front of the passenger's face.
- These oxygen masks are vital
in the event of depressurization.
It is essential that they
be folded in the right way.
The protocol is meticulous
to ensure that should they be
needed, the masks function immediately.
The aircraft is now ready to receive
the principal cabin fittings.
The new seating, which has
been brought into the hangar.
This heavy check is exceptional.
Not only for its 16-yearly revision
of the general structure,
but also because the aircraft
will benefit from an important upgrade.
- We make use of this evaluation
of how well the aircraft
is aging to make cabin
modifications, upgrading to the new
generation with better
screens and improvements to
passenger comforts, both in
business and economy class.
- You know, when we design
the airplane we worked
very closely with our customers on the 777
to make sure that we
would provide the kind of
passenger experience that they wanted.
And what our customers
told us, the airlines,
is you have to think about the future.
You have to give us flexibility.
So our airline customers,
whether it be Air France
or others, are really
being able to use the 777
as a platform for new technologies
in order to provide the kind of experience
their passengers want.
- Little by little,
the new, high-tech cabin
takes shape.
These special seats are
true technological gems.
- I'm seated in business class.
In front of me I have a
large, full HD color screen.
I can play online, text my neighbor.
It's really top of the range.
- Each of these
state-of-the-art seats
is worth more than 50,000 euros.
At the same time, other
technicians are putting
the finishing touches to economy class.
The latest screens are
also installed here.
In a few days time,
several hundred passengers
will be able to make use of them.
One of the last operations
is extremely delicate.
Two aviation technicians,
equipped like mountaineers,
climb onto the roof of the 777.
They need to reinstall
the satellite antenna.
This antenna relays all of
Papa Lima's communications.
This essential element is
replaced during the heavy check.
It's quite a balancing act.
- You can feel the cutoff
date getting closer
when the aircraft has to be delivered.
There's definitely a certain effervescence
during the final days before
the aircraft is handed over
to the crew, who will take
charge of the passengers.
- The night
before the aircraft leaves
one of the most impressive
tests takes place,
that of the landing gear.
It's a part which, by
definition, is central to every
landing and takeoff.
The nose and rear landing
gear is raised and lowered
at various speeds.
From the pilot's seat, the
electrical and hydraulics
circuits are reconnected.
The various flight commands are tested.
- Okay, I'm cutting the hydraulics.
- Obviously there's a lot of
stress during the last week
before the aircraft is
delivered, when the systems
are rebooted and tested
and unforeseen details
can shake up the schedule.
- The weather
radar, positioned in the nose
of the aircraft, represents
the eyes of the Boeing 777.
It wasn't removed during the
visit, but it is verified
one last time.
For an aircraft, weight
is a crucial element.
Following so many
modifications, it's important
to do a weight check.
With its new business
cabin, Papa Lima doesn't
weight the same as it did when it arrived.
To calculate the unladen
mass, the aircraft has to be
put back onto the three actuators.
A gigantic electronic weighing machine
has been connected to
the top of each actuator.
Each one is capable of
weighing more than 70 tonnes.
- I've raised it sufficiently
to enter the fairing.
I can lift it some more.
- Each actuator is now connected
to a central console.
- Here's the console
for the right actuator.
This is the console for the tail actuator.
And this one is for the left actuator.
Adding the three together
gives the total weight.
From here, the weigh in is child's play.
It can be done with one finger.
- With this one little button
we're going to lift 142 tonnes.
To eliminate the risk of error
the aircraft is weighed twice
successively.
The margin of error
between the two results
must not be above one in one thousand.
- You mustn't have any drafts.
All the hangar doors need to be closed
and there mustn't be anybody
on board at the time.
And now it's underway.
We're at 142 40, and
the first was 142 tonnes
and 50 kilograms, so
it's virtually identical.
- Once the
weight has been validated
the teams will calculate
what is known as the balance
of the aircraft, this is to
make sure that the center
of gravity of the 777 hasn't changed.
They have to be sure that
the weight of the aircraft is
well-distributed.
Neither too much towards the
front, nor too much towards
the rear.
Otherwise the aircraft
could be unbalanced.
- If the center of gravity
is too far back, the aircraft
would take off tail heavy.
It wouldn't be able to
level out after takeoff.
- Mass distribution has to
be such that the aircraft
in flight holds the optimal
position for air penetration.
- Following
the unladen weighing,
the finishing touches can
be put to the interior.
And nothing is left to chance.
Obviously the new connections,
as well as the electrical
systems, undergo one last verification.
- The aircraft is going out
in a few hours so we now
carry out the last checks to
see that everything is optimal
for the passengers.
- These yellow
boxes are connected
under each seat to simulate
computer connections.
They have to make sure that
if there's a short circuit
in one computer the rest of the system
continues to function normally.
- We need to quickly test
while we still have access
before the aircraft leaves
in the next few hours.
- At the end
of the cabin the new
galleys are in place.
Throughout the aircraft
technicians test the new tactile
screens.
Lighting tests are carried
out from the pilot's seat.
In business class, the new,
high-definition video systems
have been connected.
- When it leaves it'll be like
a new aircraft, direct from
Boeing.
- An aircraft which is even more
high-tech than it was when
it first left the factory.
The big day has arrived,
Papa Lima is ready
to leave the hangar.
This checkup has been a renaissance.
The enormous metal doors
of the HN3 are opened.
The head of maneuvers gives the signal.
- We're happy to see
her leave, all the same.
It's the result of five-weeks work.
- A curious ballet
is prepared during the night.
The towing equipment is
connected to the aircraft.
The docks are prepared for the departure.
- We're all happy, it's
been a lot of work.
We've been committed to this
overhaul and it's satisfying
on the last day when
the aircraft goes out.
I think everybody is proud
to deliver this aircraft.
- Everyone is in position.
As the aircraft leaves the hangar
Papa Lima begins a new life.
During the next 24 hours
it just remains for the
Air France teams to carry out engine tests
outside the HN3.
Once these tests have
been validated, this 777
will be operational.
The challenge has been met.
In 48 hours it will be
delivered to its crew in Roissy.
Bang on time.
Its next flight to Montreal
is already scheduled.
Papa Lima disappears into the night.
It's been an impressive exercise.
In five weeks, an aircraft has
been completely taken apart
and put back together.
It's thanks to these overhauls,
carried out by highly skilled teams,
that airline companies
can provide maximum safety
and that the Boeing 777 is
one of the safest aircraft
in the world.
These heavy checks are not
only a technical challenge
but also recount a remarkable
story of men and women
united in their passion for aviation.
- The first time you board an aircraft
and do what we've just done, empty it
and strip it down, gives
you a strange feeling.
It's an impressive thing to see.
- There's a passion, there's a pride,
there's a sense of ownership.
- And it's
thanks to this knowhow,
thanks to this endless collaboration
between engineers,
constructors and mechanics
that the 777 goes on improving.
- Air France has been
one of those customers
that have really pushed us
to make the aircraft better.
And that's how, day after
day, year after year,
the future of Boeing is constructed.