Thread Boeing 787
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- 10 Dicembre 2007
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Boeing set to announce seventh 787 delay
By Geoffrey Thomas | November 22, 2010
[UPDATED] Boeing is set to announce a seventh delay in its 787 program, possibly pushing delivery out by up to nine months to the fourth quarter of 2011, after the inflight electrical fire to its ZA002 on Nov. 9 .
On Thursday, Air Lease Corp. founder and CEO Steven Udvar-Hazy, who ordered and was the largest customer for the 787 when he was Chairman and CEO of ILFC, told Bloomberg at the ALTA Airline Leaders Forum in Panama City that the 787 will “definitely” be postponed a seventh time. “It’s a big setback for Boeing,” Udvar-Hazy said.
Boeing has now flown ZA001 and ZA005 back to Seattle from Rapid City, S.D. and Victorville, Calif., and is continuing with ground testing of the 787.
The company is tight-lipped on the status of the investigation but insiders at Qantas engineering told ATW they understand there is a “significant problem” and first delivery [to ANA] will be the “end of 2011.”
The Qantas Group has 50 787s on order and its Jetstar division was supposed to get delivery of its first aircraft in mid-2012 to launch nonstop services between Singapore and Europe and Australia to the US. Initially, when the order was placed, the airline group was to receive one a month from August 2008.
On Wednesday, Morgan Stanley-NY analyst Heidi Wood forecast that Boeing would not be able to deliver the 787s until 2012 in a worst-case scenario, as flight testing won’t resume until early next year. Wood’s base case assumption is second half 2011.
Critical to Qantas and many other Dreamliner customers is that the 787s are supposed to replace their 767s, which are now high on hours; further delays will tax maintenance capabilities. Because the 787 delays have been rolling, few have taken investment decisions to upgrade fleets of 767s. One exception is Air New Zealand, which has given its six 767-300ERs an interior makeover with seat-back videos for all passengers while adding winglets.
The delay, if confirmed, will be good news for Airbus, which has chalked up over 1,100 orders for its A330.
Last year, Airbus built an all-time high of 76 A330 aircraft and has 374 yet to deliver.
ATWOnline
http://atwonline.com/aircraft-engines-components/news/boeing-set-announce-another-787-delay-1121
By Geoffrey Thomas | November 22, 2010
[UPDATED] Boeing is set to announce a seventh delay in its 787 program, possibly pushing delivery out by up to nine months to the fourth quarter of 2011, after the inflight electrical fire to its ZA002 on Nov. 9 .
On Thursday, Air Lease Corp. founder and CEO Steven Udvar-Hazy, who ordered and was the largest customer for the 787 when he was Chairman and CEO of ILFC, told Bloomberg at the ALTA Airline Leaders Forum in Panama City that the 787 will “definitely” be postponed a seventh time. “It’s a big setback for Boeing,” Udvar-Hazy said.
Boeing has now flown ZA001 and ZA005 back to Seattle from Rapid City, S.D. and Victorville, Calif., and is continuing with ground testing of the 787.
The company is tight-lipped on the status of the investigation but insiders at Qantas engineering told ATW they understand there is a “significant problem” and first delivery [to ANA] will be the “end of 2011.”
The Qantas Group has 50 787s on order and its Jetstar division was supposed to get delivery of its first aircraft in mid-2012 to launch nonstop services between Singapore and Europe and Australia to the US. Initially, when the order was placed, the airline group was to receive one a month from August 2008.
On Wednesday, Morgan Stanley-NY analyst Heidi Wood forecast that Boeing would not be able to deliver the 787s until 2012 in a worst-case scenario, as flight testing won’t resume until early next year. Wood’s base case assumption is second half 2011.
Critical to Qantas and many other Dreamliner customers is that the 787s are supposed to replace their 767s, which are now high on hours; further delays will tax maintenance capabilities. Because the 787 delays have been rolling, few have taken investment decisions to upgrade fleets of 767s. One exception is Air New Zealand, which has given its six 767-300ERs an interior makeover with seat-back videos for all passengers while adding winglets.
The delay, if confirmed, will be good news for Airbus, which has chalked up over 1,100 orders for its A330.
Last year, Airbus built an all-time high of 76 A330 aircraft and has 374 yet to deliver.
ATWOnline
http://atwonline.com/aircraft-engines-components/news/boeing-set-announce-another-787-delay-1121
- 10 Dicembre 2007
- 14,968
- 3,193
Boeing nears end to 787 fire investigation
By Jon Ostrower on November 24, 2010 12:51 PM
In the 15 days since ZA002, Boeing's second of six 787 flight test aircraft, suffered a fire in its aft electrical equipment bay, forcing a fleet-wide halt in certification testing, the airframer is days, if not hours, away from releasing its findings of its investigation and disclosing the impact to the aircraft's first delivery, say company and industry sources.
An additional delay to the 787's entry into service with All Nippon Airways is now a virtual certainty, the length of that delay, however, is yet unknown.
While some analysts have suggested the 787's first delivery could slip to 2012, an additional delay of more than nine months, Boeing's previous six delays have never shifted the schedule more than six months at a time. A six month slide beyond today's February 2011 plan would place handover to ANA around August of 2011, more than three years after its original target.
Equally important in establishing the root cause of the fire, reported to be foreign object debris (FOD) that caused a short in the panel, is ensuring primary electrical system redundancy remains intact if such an incident were to reoccur. One program source indicates FOD clogging an air duct that cools the P100 panel may be a culprit.
The Seattle Times, citing a source close to the program, reported the 787 fleet, including 23 production aircraft in Everett, have been searched for FOD.
Though the fire, which happened while on approach to Laredo, Texas, and its root cause, revealed an Achillies heel in the 787's electrical system that must be resolved before the Dreamliner can enter service.
In an internal message to program employees last week, Scott Fancher, 787 program manager and general manager said "we have made good progress in replicating the effects in our integration labs".
While the specific "effects" have not been disclosed, under normal operation, a drop out of the P100 panel, feeding electricity from the left engine's twin variable frequency starter generators (VSFG) to aircraft systems, should have compensated by prioritizing the flow of electricity from the right VSFGs into the healthy P200 panel for distribution. Instead, the fire caused 787 to perceive it had lost electrical power completely, causing the Hamilton Sundstrand-built ram air turbine (RAT) to deploy.
The RAT supplies just 10 kVA of electricity, a fraction of the up to 1.45 megawatts of power generated by the aircraft's primary systems, including the APS-5000 auxiliary power unit (APU). Sources familiar with the incident say the APU, which supplies power to the P150 power distribution panel, was not running at the time of the fire.
The result, was the loss of four of five, heads down displays (HDD) and the twin heads up displays (displays), as well as autothrottle control, as well as a "cascading" series of failures.
However, Boeing concluded that with its twin Trent 1000 engines still running, ZA002 was "in a configuration that could have been sustained for the time required to return to an airport suitable for landing from any point in a typical 787 mission profile," a defense of the 2008 Federal Aviation Administration's special condition imposed on the aircraft's electrical system, as well as its sought-after extended twin engine operations (ETOPS) certification.
Since their November 9 grounding, Boeing has received permission from the FAA to relocate three 787. ZA001 and ZA005 returned to Boeing Field from remote testing in South Dakota and California, respectively, and ZA004 was ferried to the company's Everett facility for maintenance.
Fancher added "re-positioning these airplanes back to Seattle will better prepare us for any modification that are needed as a result of this event."
The extent of those modifications is another unknown and covers a wide spectrum of possibilities from a limited software modification all the way to complete redesign of the more-electric systems architecture of the 787.
At its inception, the Boeing used the 787 to push the outer envelope aerospace manufacturing, materials and systems, the three attributes that define an aircraft's development.
The airframer had encountered great pain with the 787's globally distributed supply chain in 2007 and 2008, a composite structural flaw in the aircraft's side-of-body in 2009, and now in 2010 a potentially significant change to the aircraft's electrical system.
Late discovery of design changes following treacherous incidents is not new to Boeing commercial development programs.
Nearly 28 years to the day earlier, the third of five 757 flight test aircraft suffered severe engine damage during a natural ice build up test on its Rolls-Royce RB211 engines,
An FAA representative onboard the aircraft, which was also being co-piloted by an FAA pilot, said at the time of the incident remarked: "We almost lost one."
The incident prompted a late design change engine that was not validated by the FAA until nearly the last minutes before the type was handed over to Eastern Airlines in late 1982, followed by its January 1983 entry into service.
http://www.flightglobal.com/blogs/flightblogger/2010/11/boeing-near-end-to-787-fire-in.html
By Jon Ostrower on November 24, 2010 12:51 PM
In the 15 days since ZA002, Boeing's second of six 787 flight test aircraft, suffered a fire in its aft electrical equipment bay, forcing a fleet-wide halt in certification testing, the airframer is days, if not hours, away from releasing its findings of its investigation and disclosing the impact to the aircraft's first delivery, say company and industry sources.
An additional delay to the 787's entry into service with All Nippon Airways is now a virtual certainty, the length of that delay, however, is yet unknown.
While some analysts have suggested the 787's first delivery could slip to 2012, an additional delay of more than nine months, Boeing's previous six delays have never shifted the schedule more than six months at a time. A six month slide beyond today's February 2011 plan would place handover to ANA around August of 2011, more than three years after its original target.
Equally important in establishing the root cause of the fire, reported to be foreign object debris (FOD) that caused a short in the panel, is ensuring primary electrical system redundancy remains intact if such an incident were to reoccur. One program source indicates FOD clogging an air duct that cools the P100 panel may be a culprit.
The Seattle Times, citing a source close to the program, reported the 787 fleet, including 23 production aircraft in Everett, have been searched for FOD.
Though the fire, which happened while on approach to Laredo, Texas, and its root cause, revealed an Achillies heel in the 787's electrical system that must be resolved before the Dreamliner can enter service.
In an internal message to program employees last week, Scott Fancher, 787 program manager and general manager said "we have made good progress in replicating the effects in our integration labs".
While the specific "effects" have not been disclosed, under normal operation, a drop out of the P100 panel, feeding electricity from the left engine's twin variable frequency starter generators (VSFG) to aircraft systems, should have compensated by prioritizing the flow of electricity from the right VSFGs into the healthy P200 panel for distribution. Instead, the fire caused 787 to perceive it had lost electrical power completely, causing the Hamilton Sundstrand-built ram air turbine (RAT) to deploy.
The RAT supplies just 10 kVA of electricity, a fraction of the up to 1.45 megawatts of power generated by the aircraft's primary systems, including the APS-5000 auxiliary power unit (APU). Sources familiar with the incident say the APU, which supplies power to the P150 power distribution panel, was not running at the time of the fire.
The result, was the loss of four of five, heads down displays (HDD) and the twin heads up displays (displays), as well as autothrottle control, as well as a "cascading" series of failures.
However, Boeing concluded that with its twin Trent 1000 engines still running, ZA002 was "in a configuration that could have been sustained for the time required to return to an airport suitable for landing from any point in a typical 787 mission profile," a defense of the 2008 Federal Aviation Administration's special condition imposed on the aircraft's electrical system, as well as its sought-after extended twin engine operations (ETOPS) certification.
Since their November 9 grounding, Boeing has received permission from the FAA to relocate three 787. ZA001 and ZA005 returned to Boeing Field from remote testing in South Dakota and California, respectively, and ZA004 was ferried to the company's Everett facility for maintenance.
Fancher added "re-positioning these airplanes back to Seattle will better prepare us for any modification that are needed as a result of this event."
The extent of those modifications is another unknown and covers a wide spectrum of possibilities from a limited software modification all the way to complete redesign of the more-electric systems architecture of the 787.
At its inception, the Boeing used the 787 to push the outer envelope aerospace manufacturing, materials and systems, the three attributes that define an aircraft's development.
The airframer had encountered great pain with the 787's globally distributed supply chain in 2007 and 2008, a composite structural flaw in the aircraft's side-of-body in 2009, and now in 2010 a potentially significant change to the aircraft's electrical system.
Late discovery of design changes following treacherous incidents is not new to Boeing commercial development programs.
Nearly 28 years to the day earlier, the third of five 757 flight test aircraft suffered severe engine damage during a natural ice build up test on its Rolls-Royce RB211 engines,
An FAA representative onboard the aircraft, which was also being co-piloted by an FAA pilot, said at the time of the incident remarked: "We almost lost one."
The incident prompted a late design change engine that was not validated by the FAA until nearly the last minutes before the type was handed over to Eastern Airlines in late 1982, followed by its January 1983 entry into service.
http://www.flightglobal.com/blogs/flightblogger/2010/11/boeing-near-end-to-787-fire-in.html
- 10 Dicembre 2007
- 14,968
- 3,193
Questa volta per evitare ulteriori figure di m...a con rinvii a raffica delle date di consegna, Boeing ha eliminato il problema alla radice: si è tenuta sostanzialmente le mani libere sui tempi del tribolato Dreamliner. Probabilmente perchè in cuor loro, sono i primi a non sapere quando la certificazione sarà completata.
DATE:25/11/10
SOURCE:Air Transport Intelligence news
787 schedule to slip after fire prompts hardware, software changes
By Jon Ostrower
First delivery of the 787 will be delayed again to make software and minor hardware changes to the electrical system, but the length of the latest setback will be decided within a "few weeks", Boeing says.
The airframer needs to implement changes to the Hamilton Sundstrand-supplied software that manages and protects power distribution on the aircraft, as well as a minor hardware change to the P100 distribution panel to prevent foreign object debris (FOD) ingestion.
"We have successfully simulated key aspects of the on-board event in our laboratory and are moving forward with developing design fixes," says 787 vice president and general manager Scott Fancher
Boeing says foreign debris "most likely" caused the 9 November fire aboard ZA002 that halted 787 certification operations.
The company adds that "engineers have determined the fault began as either a short circuit or an electrical arc in the P100 power distribution panel", which sits against the left wall of the 787's aft electronic equipment bay and manages power generated by the aircraft's left engine.
Randy Tinseth, Boeing vice president of marketing, says: "Whatever this foreign debris was, it wasn't something big - such as a tool - it was probably something small. We're taking the right steps to ensure the power distribution panels are better protected against foreign debris."
As for the six grounded flight test aircraft, Boeing did not say whether or not the design changes would require implementation before resuming certification activities, saying only: "Boeing is developing a plan to enable a return to 787 flight test activities and will present it to the US Federal Aviation Administration (FAA) as soon as it is complete."
The company says it is now "assessing the time required to complete the design changes and software updates that are being developed".
The first 787 is currently slated for handover to Japan's All Nippon Airways in the middle of the first quarter 2011.
http://www.flightglobal.com/article...lip-after-fire-prompts-hardware-software.html
DATE:25/11/10
SOURCE:Air Transport Intelligence news
787 schedule to slip after fire prompts hardware, software changes
By Jon Ostrower
First delivery of the 787 will be delayed again to make software and minor hardware changes to the electrical system, but the length of the latest setback will be decided within a "few weeks", Boeing says.
The airframer needs to implement changes to the Hamilton Sundstrand-supplied software that manages and protects power distribution on the aircraft, as well as a minor hardware change to the P100 distribution panel to prevent foreign object debris (FOD) ingestion.
"We have successfully simulated key aspects of the on-board event in our laboratory and are moving forward with developing design fixes," says 787 vice president and general manager Scott Fancher
Boeing says foreign debris "most likely" caused the 9 November fire aboard ZA002 that halted 787 certification operations.
The company adds that "engineers have determined the fault began as either a short circuit or an electrical arc in the P100 power distribution panel", which sits against the left wall of the 787's aft electronic equipment bay and manages power generated by the aircraft's left engine.
Randy Tinseth, Boeing vice president of marketing, says: "Whatever this foreign debris was, it wasn't something big - such as a tool - it was probably something small. We're taking the right steps to ensure the power distribution panels are better protected against foreign debris."
As for the six grounded flight test aircraft, Boeing did not say whether or not the design changes would require implementation before resuming certification activities, saying only: "Boeing is developing a plan to enable a return to 787 flight test activities and will present it to the US Federal Aviation Administration (FAA) as soon as it is complete."
The company says it is now "assessing the time required to complete the design changes and software updates that are being developed".
The first 787 is currently slated for handover to Japan's All Nippon Airways in the middle of the first quarter 2011.
http://www.flightglobal.com/article...lip-after-fire-prompts-hardware-software.html
ZannaIT88
Utente Registrato
- 7 Maggio 2009
- 1,893
- 0
Oggi da Qatar un pò di news... dopo l'intenzione di voler collaborare con AF-KLM e la risposta ad AF sull'affermazioni di "mancato rispetto delle regole" dei vettori del medio-oriente, ecco che Al Baker non risparmia neanche Boeing e il 787. E si parla anche del ventilato ordine per il C-Series.
Che chi stra fà...
Boeing Dreamliner 'a failure', says Qatar Airways boss
The chief executive of Qatar Airways has criticised Boeing over delays to the 787 Dreamliner, reportedly saying that it has "clearly failed".
Akbar Al Baker said he had been "taken aback" by the problems that have plagued the delivery of the aircraft, the Reuters news agency reported.
Meanwhile, Boeing has announced it is revising its schedule after a fire on a test flight earlier this month.
It had hoped to begin delivering the plane at the start of next year.
'Foreign debris'
Production of 787s is about three years behind schedule, with delays mainly a result of the supply and fitting of parts.
A test flight had to be aborted on 9 November after a fire broke out on board. Boeing has blamed a piece of "foreign debris" in a power panel.
Qatar Airways has ordered a minimum of 30 Dreamliners, with the first due to be delivered in the last quarter of next year.
Mr Al Baker was also dismissive of the Bombardier C-Series planes
Speaking at a news conference in Paris, Mr Al Baker said he had not expected such delays from Boeing, because the US-based company had "pride in its quality".
"They have very clearly failed," he added.
He added that Qatar Airways was considering buying more Airbus A380s on top of the five already ordered from Boeing's arch-rival.
Mr Al Baker was also critical of Bombardier of Canada, which has been trying to break Boeing's and Airbus' stranglehold of the airliner production business.
He said Qatar Airways had been forced to cancel a planned order for the company's C-Series planes in July over concerns about their engines.
"If they do not roll up their sleeves pretty fast then the [new Airbus A320] NEO will eclipse them," he warned.
http://www.bbc.co.uk/news/business-11842597
Che chi stra fà...
Boeing Dreamliner 'a failure', says Qatar Airways boss
The chief executive of Qatar Airways has criticised Boeing over delays to the 787 Dreamliner, reportedly saying that it has "clearly failed".
Akbar Al Baker said he had been "taken aback" by the problems that have plagued the delivery of the aircraft, the Reuters news agency reported.
Meanwhile, Boeing has announced it is revising its schedule after a fire on a test flight earlier this month.
It had hoped to begin delivering the plane at the start of next year.
'Foreign debris'
Production of 787s is about three years behind schedule, with delays mainly a result of the supply and fitting of parts.
A test flight had to be aborted on 9 November after a fire broke out on board. Boeing has blamed a piece of "foreign debris" in a power panel.
Qatar Airways has ordered a minimum of 30 Dreamliners, with the first due to be delivered in the last quarter of next year.
Mr Al Baker was also dismissive of the Bombardier C-Series planes
Speaking at a news conference in Paris, Mr Al Baker said he had not expected such delays from Boeing, because the US-based company had "pride in its quality".
"They have very clearly failed," he added.
He added that Qatar Airways was considering buying more Airbus A380s on top of the five already ordered from Boeing's arch-rival.
Mr Al Baker was also critical of Bombardier of Canada, which has been trying to break Boeing's and Airbus' stranglehold of the airliner production business.
He said Qatar Airways had been forced to cancel a planned order for the company's C-Series planes in July over concerns about their engines.
"If they do not roll up their sleeves pretty fast then the [new Airbus A320] NEO will eclipse them," he warned.
http://www.bbc.co.uk/news/business-11842597
andreapinti
Utente Registrato
Per chi è interessato, l'articolo fa del vero e proprio terrorismo sul 787 
Dreamliner's woes pile up
As Boeing prepares to announce yet another delay for the 787 Dreamliner — at least three months, possibly six or more — the crucial jet program is in even worse shape than it appears.
The problems go well beyond the latest setback, an in-flight electrical fire last month that has grounded the test planes.
(...)
Horizontal tails poorly built by Alenia in Italy are still being reworked. With the workmanship on the tails varying from one plane to the next, mechanics have to painstakingly customize the fixes plane by plane.
(That headache at least produced one piece of good 787 news for this region. Alenia will still build 787 tails, but as Boeing ramps up beyond seven planes a month, it plans to build the additional tails in the Puget Sound area, possibly at its parts-manufacturing plant in Auburn, according to employees.)
http://seattletimes.nwsource.com/html/businesstechnology/2013713745_dreamliner19.html (18 Dicembre)
Dreamliner's woes pile up
As Boeing prepares to announce yet another delay for the 787 Dreamliner — at least three months, possibly six or more — the crucial jet program is in even worse shape than it appears.
The problems go well beyond the latest setback, an in-flight electrical fire last month that has grounded the test planes.
(...)
Horizontal tails poorly built by Alenia in Italy are still being reworked. With the workmanship on the tails varying from one plane to the next, mechanics have to painstakingly customize the fixes plane by plane.
(That headache at least produced one piece of good 787 news for this region. Alenia will still build 787 tails, but as Boeing ramps up beyond seven planes a month, it plans to build the additional tails in the Puget Sound area, possibly at its parts-manufacturing plant in Auburn, according to employees.)
http://seattletimes.nwsource.com/html/businesstechnology/2013713745_dreamliner19.html (18 Dicembre)
MadRicky
Utente Registrato
Immagine presa da un servizio fotografico sulla consegna del primo B773 AirNewZealand... A me mettono tristezza...
http://www.flickr.com/photos/airlinereporter/5285242344/in/set-72157625531665351/
http://www.flickr.com/photos/airlinereporter/5285242344/in/set-72157625531665351/
- 10 Dicembre 2007
- 14,968
- 3,193
Boeing resuming 787 flight testing, to announce new delivery schedule in January
By Aaron Karp | December 24, 2010
Boeing planned to resume 787 flight testing late Thursday for the first time since a Nov. 9 inflight fire forced the grounding of the test fleet.
The manufacturer determined that a power panel in 787 flight test aircraft ZA002's aft electronics bay suffered a "failure" during the Nov. 9 flight, leading "to a fire involving an insulation blanket" that caused main cabin smoke necessitating an emergency landing and the suspension of all flight testing (ATW Daily News, Nov. 15). Boeing said in a statement Thursday that it has "installed an interim version of updated power distribution system software and conducted a rigorous set of reviews to confirm the flight readiness of ZA004, the first of the six flight test airplanes that will return to flight."
The disruption of the flight testing program has led to wide speculation that first delivery of the 787 to ANA, currently scheduled for the 2011 first quarter, will be delayed yet again (ATW Daily News, Nov. 22). Boeing VP and GM-787 Program Scott Fancher did not announce a new delivery schedule, explaining, "As we return to flight test and determine the pace of that activity, we remain focused on developing a new program schedule. We expect to complete our assessment of the program schedule in January."
He noted that initial flight tests will focus on the resumption of "a series of Boeing tests that remain to be completed in the flight test program. That testing will be followed later by a resumption of certification testing."
Boeing stated that it and Hamilton Sundstrand "completed testing of the interim software updates earlier this week. Verification of the system included laboratory testing of standalone components, integration testing with other systems, flight simulator testing and ground-based testing on a flight test airplane." It added that while the flight test fleet has been grounded, "the company continued ground testing as part of the certification program. Additional ground testing will be done by the company on the production version of the airplane to further verify performance of the changes being made."
http://atwonline.com/aircraft-engin...ight-testing-announce-new-delivery-schedule-j
By Aaron Karp | December 24, 2010
Boeing planned to resume 787 flight testing late Thursday for the first time since a Nov. 9 inflight fire forced the grounding of the test fleet.
The manufacturer determined that a power panel in 787 flight test aircraft ZA002's aft electronics bay suffered a "failure" during the Nov. 9 flight, leading "to a fire involving an insulation blanket" that caused main cabin smoke necessitating an emergency landing and the suspension of all flight testing (ATW Daily News, Nov. 15). Boeing said in a statement Thursday that it has "installed an interim version of updated power distribution system software and conducted a rigorous set of reviews to confirm the flight readiness of ZA004, the first of the six flight test airplanes that will return to flight."
The disruption of the flight testing program has led to wide speculation that first delivery of the 787 to ANA, currently scheduled for the 2011 first quarter, will be delayed yet again (ATW Daily News, Nov. 22). Boeing VP and GM-787 Program Scott Fancher did not announce a new delivery schedule, explaining, "As we return to flight test and determine the pace of that activity, we remain focused on developing a new program schedule. We expect to complete our assessment of the program schedule in January."
He noted that initial flight tests will focus on the resumption of "a series of Boeing tests that remain to be completed in the flight test program. That testing will be followed later by a resumption of certification testing."
Boeing stated that it and Hamilton Sundstrand "completed testing of the interim software updates earlier this week. Verification of the system included laboratory testing of standalone components, integration testing with other systems, flight simulator testing and ground-based testing on a flight test airplane." It added that while the flight test fleet has been grounded, "the company continued ground testing as part of the certification program. Additional ground testing will be done by the company on the production version of the airplane to further verify performance of the changes being made."
http://atwonline.com/aircraft-engin...ight-testing-announce-new-delivery-schedule-j
Articolo interessante sulle politiche di pricing Boeing per il 787
DATE:04/01/11
SOURCE:Flight International
787 pricing story
By Jon Ostrower
Data obtained by Flight International shows Boeing's historic order backlog for the 787 was based partly on steep discounts driven by now-discarded design and manufacturing assumptions.
Cost overruns, penalty payments and supply chain changes adopted in the past two years will force Boeing to achieve unprecedented cost savings for the widebody to turn a profit even after delivering the current 846-aircraft backlog.
With first delivery nearly three years behind schedule, the cost to build each 787 has skyrocketed from original assumptions of lower and more predictable production costs, say company insiders.
In the race to sign up customers between 2004 and 2006, airframe prices averaged just below $76 million, a price that does not include the $20-30 million GENx or Rolls-Royce engines, buyer furnished equipment and in-flight entertainment, according to pricing data.
While Boeing will probably never disclose the actual prices for which its mega-backlog of 787s were sold, chief executive Jim Albaugh acknowledged in a recent interview: "I think we gave away some of the value of this airplane to a lot of our customers."
Customer and company sources, as well as industry analysts, say that statement is an understated acknowledgment that Boeing's huge 787 backlog was fuelled not only by predictions of huge future growth in air travel and sharply-rising fuel prices - but by a steady and strategic drop in the price of the aircraft.
In late 2004, Boeing started employing aggressive, price-cutting sales tactics, according to sources familiar with the pricing discussions, blunting the ambitions of the original Airbus A350, which at that time was an A330 update rather than the all-new aircraft in development today.
In the more than three and a half years since its first 787 began assembly, the prevailing wisdom about Boeing's woes have centred upon moving past manufacturing design issues, completing extensive rework of production airframes, certificating and delivering the first units for revenue service and building a steady industrial ramp-up at its Everett and Charleston facilities; all while rebalancing its supply chain as it develops the 787-8's larger successor.
Although each is a formidable task, the pricing data indicates Boeing also must overcome five-year-old pricing decisions on more than 300 787s still in the backlog.
The 2004-06 airframe prices charged to airline customers ranged from $83.5 million down to $65.7 million for the 787-8 for one higher-volume deal with a blue-chip customer.
There remains great risk and opportunity to ensure the 787 - the company's fastest selling jetliner - becomes the cash cow Boeing hopes it will become. Few doubt the market success of Boeing's flagship programme, although the profitability and margins remain open questions as the recurring production costs, by the company's own admission, lack clarity.
The steadily lowered price for the Dreamliner was supported by the barebones production costs forecast by programme planners who saw a global supply chain with its contractual prices locked in, as well as design and manufacturing responsibility and cost weighted toward Boeing's suppliers.
Boeing's supply chain model as formulated, say company insiders, allowed the estimate of its "snap together planes" to be built for an unprecedented contractually locked-in low recurring cost that would be recognised early in the programme as the production rate was set to reach 10 aircraft a month in 2010.
This cost assumption, built upon a $5 billion investment for the 787, say industry sources, compared with the $11.5 billion initially budgeted for the 777, allowed Boeing to compete aggressively to establish the Dreamliner in the marketplace, ultimately obliterating the earliest incarnations of the A350.
Boeing chief financial officer James Bell says it will be another three to four years before Boeing can anticipate if it will approach the profitability of the 777 and 737, the company's most mature programmes.
"We would also have a real opportunity to see how the production system really works, because remember," says Bell, "this is a different production system than we used on building aluminium airplanes, and we anticipate that with the learning curve on that we will be able to harvest sooner. But we won't know that until we start running them.
"But by 2013, 2014, we will know. We would expect those margins to start to approach some of the production programmes you see today."
To ensure the poor pricing locked in on the first several hundred 787-8s do not significantly drop the company's quarterly reported profits, say analysts, Boeing is spreading out the poorly priced airframes over the delivery schedule in the decade to come, interspersed with better prices locked in with later customers. Shifting poorly priced units farther along Boeing's "skyline" also allows a drop in the cost to build each 787 as the production rate accelerates.
That acceleration, say factory sources, may extend well beyond today's 2013 goal to build 10 787s a month, with rises as high as 17 a month being investigated for mid-2016.
DATE:04/01/11
SOURCE:Flight International
787 pricing story
By Jon Ostrower
Data obtained by Flight International shows Boeing's historic order backlog for the 787 was based partly on steep discounts driven by now-discarded design and manufacturing assumptions.
Cost overruns, penalty payments and supply chain changes adopted in the past two years will force Boeing to achieve unprecedented cost savings for the widebody to turn a profit even after delivering the current 846-aircraft backlog.
With first delivery nearly three years behind schedule, the cost to build each 787 has skyrocketed from original assumptions of lower and more predictable production costs, say company insiders.
In the race to sign up customers between 2004 and 2006, airframe prices averaged just below $76 million, a price that does not include the $20-30 million GENx or Rolls-Royce engines, buyer furnished equipment and in-flight entertainment, according to pricing data.
While Boeing will probably never disclose the actual prices for which its mega-backlog of 787s were sold, chief executive Jim Albaugh acknowledged in a recent interview: "I think we gave away some of the value of this airplane to a lot of our customers."
Customer and company sources, as well as industry analysts, say that statement is an understated acknowledgment that Boeing's huge 787 backlog was fuelled not only by predictions of huge future growth in air travel and sharply-rising fuel prices - but by a steady and strategic drop in the price of the aircraft.
In late 2004, Boeing started employing aggressive, price-cutting sales tactics, according to sources familiar with the pricing discussions, blunting the ambitions of the original Airbus A350, which at that time was an A330 update rather than the all-new aircraft in development today.
In the more than three and a half years since its first 787 began assembly, the prevailing wisdom about Boeing's woes have centred upon moving past manufacturing design issues, completing extensive rework of production airframes, certificating and delivering the first units for revenue service and building a steady industrial ramp-up at its Everett and Charleston facilities; all while rebalancing its supply chain as it develops the 787-8's larger successor.
Although each is a formidable task, the pricing data indicates Boeing also must overcome five-year-old pricing decisions on more than 300 787s still in the backlog.
The 2004-06 airframe prices charged to airline customers ranged from $83.5 million down to $65.7 million for the 787-8 for one higher-volume deal with a blue-chip customer.
There remains great risk and opportunity to ensure the 787 - the company's fastest selling jetliner - becomes the cash cow Boeing hopes it will become. Few doubt the market success of Boeing's flagship programme, although the profitability and margins remain open questions as the recurring production costs, by the company's own admission, lack clarity.
The steadily lowered price for the Dreamliner was supported by the barebones production costs forecast by programme planners who saw a global supply chain with its contractual prices locked in, as well as design and manufacturing responsibility and cost weighted toward Boeing's suppliers.
Boeing's supply chain model as formulated, say company insiders, allowed the estimate of its "snap together planes" to be built for an unprecedented contractually locked-in low recurring cost that would be recognised early in the programme as the production rate was set to reach 10 aircraft a month in 2010.
This cost assumption, built upon a $5 billion investment for the 787, say industry sources, compared with the $11.5 billion initially budgeted for the 777, allowed Boeing to compete aggressively to establish the Dreamliner in the marketplace, ultimately obliterating the earliest incarnations of the A350.
Boeing chief financial officer James Bell says it will be another three to four years before Boeing can anticipate if it will approach the profitability of the 777 and 737, the company's most mature programmes.
"We would also have a real opportunity to see how the production system really works, because remember," says Bell, "this is a different production system than we used on building aluminium airplanes, and we anticipate that with the learning curve on that we will be able to harvest sooner. But we won't know that until we start running them.
"But by 2013, 2014, we will know. We would expect those margins to start to approach some of the production programmes you see today."
To ensure the poor pricing locked in on the first several hundred 787-8s do not significantly drop the company's quarterly reported profits, say analysts, Boeing is spreading out the poorly priced airframes over the delivery schedule in the decade to come, interspersed with better prices locked in with later customers. Shifting poorly priced units farther along Boeing's "skyline" also allows a drop in the cost to build each 787 as the production rate accelerates.
That acceleration, say factory sources, may extend well beyond today's 2013 goal to build 10 787s a month, with rises as high as 17 a month being investigated for mid-2016.
Simme71
Utente Registrato
- 19 Maggio 2009
- 1,731
- 15
ancora positivi giudizi su Alenia...
http://www.fleetbuzzeditorial.com/2011/01/12/7eressa 87-summer-delivery/
se fosse tutto vero, verrebbe da chiedersi cosa stanno pensando in Finmeccanica; se B dovesse riportare il lavoro a casa, sarebbero ammortizzati gli investimenti fatti in Puglia?
Interessa sto contratto o non e' remunerativo? saperlo..
http://www.fleetbuzzeditorial.com/2011/01/12/7eressa 87-summer-delivery/
se fosse tutto vero, verrebbe da chiedersi cosa stanno pensando in Finmeccanica; se B dovesse riportare il lavoro a casa, sarebbero ammortizzati gli investimenti fatti in Puglia?
Interessa sto contratto o non e' remunerativo? saperlo..
Mah.....voi ci credete?
Boeing Sets 787 First Delivery for Third QuarterEVERETT, Wash., Jan. 18, 2011 /PRNewswire/ -- Boeing (NYSE: BA) announced today that it expects delivery of the first 787 Dreamliner in the third quarter of this year. The new delivery date reflects the impact of an in-flight incident during testing last November and includes the time required to produce, install and test updated software and new electrical power distribution panels in the flight test and production airplanes.
"This revised timeline for first delivery accommodates the work we believe remains to be done to complete testing and certification of the 787," said Scott Fancher, vice president and general manager of the 787 program. "We've also restored some margin in the schedule to allow for any additional time that may be needed to complete certification activities," Fancher said.
The 787 program has been gradually returning individual airplanes to the flight test program. After receiving interim software and hardware improvements, four flight test airplanes have been subjected to extensive ground testing and a thorough review to ensure their readiness to return to flight. The remaining two airplanes will be returning to flight in the days ahead to bring the full flight test fleet back up to flight status.
The revised first delivery date is not expected to have a material impact on 2010 financial results. Financial guidance and anticipated initial 787 deliveries for 2011 will be discussed in the company's earnings call on Jan. 26.
Forward-Looking Statements
Certain statements in this report may be "forward-looking" within the meaning of the Private Securities Litigation Reform Act of 1995. Words such as "expects," "intends," "plans," "projects," "believes," "estimates," "targets," "anticipates," and similar expressions are used to identify these forward-looking statements. Forward-looking statements are based upon assumptions about future events that may not prove to be accurate. These statements are not guarantees of future performance and involve risks, uncertainties and assumptions that are difficult to predict. Actual outcomes and results may differ materially from what is expressed or forecasted in these forward-looking statements. As a result, these statements speak to events only as of the date they are made and we undertake no obligation to publicly update or revise any forward-looking statements, whether as a result of new information, future events or otherwise, except as required by federal securities laws. Specific factors that could cause actual results to differ materially from forward-looking statements include, but are not limited to, statements we make regarding our guidance relating to future financial and operating performance, the effect of economic conditions in the United States and globally, and general industry conditions as they may impact us or our customers, as well as the other important factors disclosed previously and from time to time in our other filings with the Securities and Exchange Commission.
Contact:
Lori Gunter
Boeing Sets 787 First Delivery for Third QuarterEVERETT, Wash., Jan. 18, 2011 /PRNewswire/ -- Boeing (NYSE: BA) announced today that it expects delivery of the first 787 Dreamliner in the third quarter of this year. The new delivery date reflects the impact of an in-flight incident during testing last November and includes the time required to produce, install and test updated software and new electrical power distribution panels in the flight test and production airplanes.
"This revised timeline for first delivery accommodates the work we believe remains to be done to complete testing and certification of the 787," said Scott Fancher, vice president and general manager of the 787 program. "We've also restored some margin in the schedule to allow for any additional time that may be needed to complete certification activities," Fancher said.
The 787 program has been gradually returning individual airplanes to the flight test program. After receiving interim software and hardware improvements, four flight test airplanes have been subjected to extensive ground testing and a thorough review to ensure their readiness to return to flight. The remaining two airplanes will be returning to flight in the days ahead to bring the full flight test fleet back up to flight status.
The revised first delivery date is not expected to have a material impact on 2010 financial results. Financial guidance and anticipated initial 787 deliveries for 2011 will be discussed in the company's earnings call on Jan. 26.
Forward-Looking Statements
Certain statements in this report may be "forward-looking" within the meaning of the Private Securities Litigation Reform Act of 1995. Words such as "expects," "intends," "plans," "projects," "believes," "estimates," "targets," "anticipates," and similar expressions are used to identify these forward-looking statements. Forward-looking statements are based upon assumptions about future events that may not prove to be accurate. These statements are not guarantees of future performance and involve risks, uncertainties and assumptions that are difficult to predict. Actual outcomes and results may differ materially from what is expressed or forecasted in these forward-looking statements. As a result, these statements speak to events only as of the date they are made and we undertake no obligation to publicly update or revise any forward-looking statements, whether as a result of new information, future events or otherwise, except as required by federal securities laws. Specific factors that could cause actual results to differ materially from forward-looking statements include, but are not limited to, statements we make regarding our guidance relating to future financial and operating performance, the effect of economic conditions in the United States and globally, and general industry conditions as they may impact us or our customers, as well as the other important factors disclosed previously and from time to time in our other filings with the Securities and Exchange Commission.
Contact:
Lori Gunter
- 10 Dicembre 2007
- 14,968
- 3,193
No. Secondo me se non ci saranno altri imprevisti, la prima consegna arriverà dalle parti di capodanno 2012.Mah.....voi ci credete?
AvioTohr
Utente Registrato
Imbarazzante comunque la figura che sta facendo Boeing.
Peccato, perchè il 787 mi sembra davvero un bel velivolo.
Peccato, perchè il 787 mi sembra davvero un bel velivolo.