Main structural mods on the P-8 that differentiate her from its 737 sibling:
This is why the P-8 production line in Renton is separate and customized.
So that the P-8 will be able to withstand much more stressful maneuvers than a commercial 737 will ever make, its aluminum skin is 50 percent thicker than a regular 737’s and the fuselage and wings have more stiffening stringers and frames, meaning many more rivets.
Because it will sometimes on missions fly low over the ocean, every surface from the nose cone to the horizontal tail must be equipped for de-icing.
The P-8 fuselage, assembled in Wichita, Kansas, by Spirit AeroSystems, arrives by train in Renton with the bomb bay already cut out of the belly.
Although the fuselage doesn’t have regular passenger windows, it comes with a large picture window cut out on each side to accommodate a spotter looking for surface vessels.
The large compartment that will house that EO/IR camera is reinforced to withstand the pressure when the camera door opens.
Steel fittings on the wings are added to hold the missile pylons.
The cargo hold is configured for seven extra fuel tanks.
A receptacle is built into the forehead of the jet so that it can receive fuel in flight from an Air Force tanker.
Inside the 100th airplane Wednesday, wiring bundles covered the interior walls, needed because the plane’s systems use twice as much electrical power as a regular 737.
Electrical cables as thick as rope dangled from the pylons where the engines will be hung, to take the power from the extra electrical generator that’s added to a P-8 engine
Is that probable that those design specific changes* won’t possibly have been done in 6 month… Even in Alonso’s alternate universe? 😉
Also:
“flyaway” cost of an additional order at just over $170 million per plane.
Source:
Seattle Times
*think also at the wing tip mods
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