Ultime news su A380, B777X, 330neo e B787

[Viking]

Eh se aspettano tempo decente a Seattle facciamo che posporre fino a giugno e morta lì.

Infatti mia moglie è la senza ancora aver visto il sole da circa 1 settimana e le previsioni sono pioggia per almeno 1 altra.

 

[matteonair]

link per seguire l'evento in diretta http://www.boeing.com/commercial/777x/first-flight

 

[OneShot]

Anche su YouTube

 

[FLR86]

Sta diluviando! Ieri cosa c'era? Un uragano?!

 

[Viking]

2 ore buttate

 

[bebix]

Niente da fare, mi pare di aver capito che il vento superava i limiti stabiliti per permettere il primo volo

 

[belumosi]

Prima consegna del 777-9 rinviata al 2022.

Emirates: Boeing 777X to miss 2021 debut, deliveries pushed to 2022
The long-awaited Boeing 777X will make airlines wait a little longer, says major customer Emirates.


Boeing’s new 777X jet is likely to miss its planned debut next year, according to the aircraft’s top customer Emirates, which doesn’t expect to receive any planes before 2022.

Deliveries of the wide-body jet, which first flew in January, will probably be held up by Boeing’s shutdown at the height of the coronavirus pandemic, together with a lengthy certification process, said Emirates chief operating officer Adel Al Redha in an interview on Thursday.

Emirates is also considering whether to seek a swap of some of the 115 777Xs it has on order – representing more than a third of the total backlog – for the smaller 787 Dreamliner, which might be better matched to demand, he said. Accelerating deliveries from an earlier Dreamliner order is a “possibility,” he said.

“We will be discussing with Boeing in that regard, if we look what we can do with the 787,” Al Redha said. “We are in a fluid discussion and in the peak of re-examining all these kind of things. It does require re-examination, it does require re-thinking, it does require renegotiation.”

Boeing is looking at delaying the upgraded 777’s introduction as other buyers also resist taking delivery of such a large plane when they’re being compelled to shrink operations, according to people familiar with the matter who asked not to be named discussing confidential matters.

The company’s first new-jet introduction since the grounding of its 737 Max after two fatal crashes also faces increased scrutiny from the U.S. Federal Aviation Administration and other regulators.

“I don’t see that they will be able to deliver the aircraft in 2021,” Al Redha said. “We will engage with Boeing to get more visibility. I think 2022 is a safe assumption to make.”

Also read: Boeing 777X business class – here's what five top airlines are planning

Making progress
Boeing said it’s working closely with its customers to adapt to the evolving Covid-19 situation. The Chicago-based company also said that it would soon add a third aircraft to its flight-testing program.

“We continue to execute our robust test program for the 777-9, which began flight testing in January,” Boeing said in a statement, referring to the longest version of the 777X. “We remain pleased with the progress we are making and with the airplane.”

The timing of the 777X commercial debut has been at the heart of complex negotiations with Emirates, which has already converted some of its original order for the smaller and more versatile Dreamliner.

The first delivery for the 777X was originally set for this year, though the date was pushed back to 2021 following issues including delays to the plane’s General Electric turbines.

While Emirates’ 2013 order was instrumental in Boeing’s decision to go forward with the 777X, it isn’t clear if the airline or another of the launch group of customers would take the initial delivery.

Also read: Qatar Airways plans "exclusive" Boeing 777X first class suites

Cash source
By potentially accelerating its 787 deliveries, Emirates would help support a critical cash source for Boeing amid an uncertain market for wide-body aircraft. The planemaker has outlined plans to halve Dreamliner production as the Covid-19 pandemic spreads, citing fading demand for near-term deliveries.

Boeing will be eager to begin handovers of the 777X after the Max crisis deprived it of revenue from its best-selling program. But the twin-aisle model, which boasts bigger wings and new engines, is arriving at a time when the high-volume long-haul market it’s designed to serve may be depressed for years.

The 777-9 variant is longer than the 747 jumbo Boeing is winding down, and is the first twin-engine jet able to carry a similar number of people. It’s also the company’s priciest model, selling for US$442.2 million before customary discounts.

Sales, though, have stalled since an initial order flurry when the aircraft was unveiled at the 2013 Dubai Airshow, and anticipated orders from China haven’t materialized amid trade tensions.

For the U.S. planemaker, there’s a risk that additional order conversions and deferrals will leave it manufacturing the jet in such low quantities that 777X profitability would be hurt. Qatar Airways, Cathay Pacific Airways and Lufthansa are among customers that are restructuring their fleet plans.

Also read: Cathay Pacific eyes Boeing 787-10 Dreamliner as swap for 777X

Long-haul slump
Emirates, the world’s largest long-haul airline, has been hard hit by the unprecedented slump in travel caused by the coronavirus. It’s already had to rethink plans for the double-decker A380, a mainstay of its fleet, after a dearth of demand elsewhere led Airbus to decline to upgrade the jet and then to terminate the program early.

The Gulf carrier, also the biggest customer for the Airbus super-jumbo, plans to take the delivery of three A380s during the fiscal year ending in March, Al Redha said. While the delivery schedule for the last five planes remains unchanged, “if the need comes to re-visit, obviously we will do that.”

He said he expects 60% to 70% of the current A380 fleet to be back in the air by December. Load factor now exceeds 55% and demand for both economy and premium travelers has strengthened, he said. The airline plans to keep all 115 of the double-decker jets.

The Dubai-based carrier will roll out premium economy seats on its newest Airbus A380 aircraft slated to be delivered in November, Al Redha said. Some of the existing fleet will be retrofitted from economy to premium economy.

Also read: Emirates A380 premium economy is ready and "waiting to go"

SYNDICATED
This article was published under license from Bloomberg Media and the original article can be viewed here

Boeing 777-9 delays gives airlines chance to revisit business class

With the next-gen Boeing 777X way behind schedule, some airlines are now taking a second look at their business class designs.

www.executivetraveller.com

 

[Simme71]

Segnalo questa notizia relativa al B787

Boeing will consolidate 787 assembly operations to South Carolina

Assembly of Boeing's long-range 787 will be done exclusively in South Carolina by mid-2021.

theaircurrent.com

 

[13900]

Daje che così non ne consegnano uno in orario.

 

[13900]

737 MAX, 787 a Charleston, il KC-46, Starliner e ora anche questa... io mi domando cosa deve succedere affinchè qualcosa cambi in Boeing.

Citing a serious flight test incident and lack of design maturity, FAA slows Boeing 777X certification

In yet another blow to Boeing, the Federal Aviation Administration last month formally denied the jet maker permission to move forward with a key step in certifying its forthcoming giant widebody airplane, the 777X.

In a sternly worded letter dated May 13, which was reviewed by The Seattle Times, the FAA warned Boeing it may have to increase the number of test flights planned and that certification realistically is now more than two years out, probably in late 2023.

That could push the jet’s entry into commercial service into early 2024, four years later than originally planned.

The FAA cited a long litany of concerns, including a serious flight control incident during a test flight on Dec. 8, 2020, when the plane experienced an “uncommanded pitch event” — meaning the nose of the aircraft pitched abruptly up or down without input from the pilots.

Boeing has yet to satisfy the FAA that it has fully understood and corrected what went wrong that day.

The letter was signed by Ian Won, the manager of the local FAA office that judges whether Boeing has met all regulatory standards. He also told Boeing that a critical avionics system proposed for the airplane does not meet requirements.

And he expressed concern about proposed modifications involving late changes to both software and hardware in the electronics of the jet’s flight controls.

[...]

Within the FAA, the person said, “there’s a general feeling that Boeing has kind of lost a step,” referring to the slide away from a historic reputation for engineering prowess.

And because of all the missteps, the official added, “the days of Boeing being able to say to the FAA ‘Just trust us’ are long gone.”

[...]

The wording suggests a degree of exasperation with Boeing pushing for TIA when the FAA deems it far from ready.

[...]

Asked about the test flight that experienced the “uncommanded pitch event” in December, Boeing said the plane went on to land safely and that engineers investigated the root cause and have developed a major software update to fix the problem.

[...]

Yet the FAA clearly isn’t satisfied with Boeing’s promise of a software fix.

“After the uncommanded pitch event, the FAA is yet to see how Boeing fully implements all the corrective actions identified by the root cause investigation,” the letter reads.

“Software load dates are continuously sliding and the FAA needs better visibility into the causes of the delays,” it states.

[...]

The FAA separately highlights concern over a critical piece of new avionics on the jet — the Common Core System, a set of shared computing resources critical to the functioning of multiple airplane systems.

Won notes that Galantowicz conceded in a letter to the FAA earlier in May that the CCS has incomplete software and does not meet TIA requirements.

Citing a “lack of data” and the absence of a Preliminary Safety Assessment for the FAA to review, the agency’s letter declares that Boeing hasn’t even met its own process requirements.

[...]

Another problem for the FAA is Boeing’s proposal of late changes to the 777X flight control system.

“Boeing is proposing modifications that will involve firmware and hardware changes to the actuator controls electronics of the Flight Control System,” the FAA states. “Boeing needs to ensure the changes do not introduce new, inadvertent failures modes.”

Other pending modifications to the design of systems around the jet’s horizontal tail or stabilizer, which controls the pitch of the airplane, will change the crew alerts that flag certain system failures.

“Design maturity is in question as design changes are ongoing and potentially significant,” the letter states.

Separately, the letter states in passing that the European Union Aviation Safety Agency (EASA) has also “not yet agreed on a way forward” with regard to 777X certification.

Citing a serious flight test incident and lack of design maturity, FAA slows Boeing 777X certification

The FAA has denied Boeing permission to move forward with a key step in certifying its forthcoming 777X jet. It cites a long litany of concerns, including a serious flight control incident on a December test flight.

www.seattletimes.com

 

[Viking]

737 MAX, 787 a Charleston, il KC-46, Starliner e ora anche questa... io mi domando cosa deve succedere affinchè qualcosa cambi in Boeing.

essere acquistata da Airbus?

 

[Seaking]

737 MAX, 787 a Charleston, il KC-46, Starliner e ora anche questa... io mi domando cosa deve succedere affinchè qualcosa cambi in Boeing.

Citing a serious flight test incident and lack of design maturity, FAA slows Boeing 777X certification

The FAA has denied Boeing permission to move forward with a key step in certifying its forthcoming 777X jet. It cites a long litany of concerns, including a serious flight control incident on a December test flight.

www.seattletimes.com

Come già detto anche qui, che l’ingegneria torni al centro in Boeing spodestando l’usurpatore, ovvero i profitti a qualunque costo.

Fissato il primo aspetto, anche il secondo tornerà a posto.

 

[13900]

Come già detto anche qui, che l’ingegneria torni al centro in Boeing spodestando l’usurpatore, ovvero i profitti a qualunque costo.

Fissato il primo aspetto, anche il secondo tornerà a posto.

Concordo, e andrei oltre a dire che e' l'ossessione per le trimestrali, per il dividendo, per il short term profit a dover cambiare.

 

[Seaking]

Concordo, e andrei oltre a dire che e' l'ossessione per le trimestrali, per il dividendo, per il short term profit a dover cambiare.

Io sono un fervente adepto di quel dogma strategico che in poche parole dice che le aziende dovrebbero avere come Mission quella di portare un prodotto, un servizio o - in un'accezione più ampia - una "esperienza" distintiva ai propri clienti. Centrando questa Mission i profitti vengono di conseguenza.

Se invece la Mission diventa direttamente quella di portare a casa profitti, perdendo di vista il "perché siamo sul mercato", il rischio è quello che ha investito Boeing e molte alte prima di lei.

 

[Volvic]

Io sono un fervente adepto di quel dogma strategico che in poche parole dice che le aziende dovrebbero avere come Mission quella di portare un prodotto, un servizio o - in un'accezione più ampia - una "esperienza" distintiva ai propri clienti. Centrando questa Mission i profitti vengono di conseguenza.

Se invece la Mission diventa direttamente quella di portare a casa profitti, perdendo di vista il "perché siamo sul mercato", il rischio è quello che ha investito Boeing e molte alte prima di lei.

Scusate, le aziende non esistono, esistono i loro dipendenti ai vari livelli.
Le persone nelle posizioni apicali sono lì per far progredire (la mission di cui sopra) o per tornaconto personale ?
Se la retribuzioen è legata la valore dell'azione (con bonus, stock option o quello che si usa adesso), chi è grado di influire sul valore dell'azione farà azioni concrete per una crescita reale o "fuffa" più o meno concreta solo per rimpinguarsi legalmente le tasche ?


Una mia memoria, Northwest un giorno annunciò che avrebbe "scurito" il rosso della coda perchè così avrebbe dovuto ridipingere le livree non ogni 5 ma ogni 7 anni (non mi fido dei numeri specifici, ma ben ricordo due anni dopo). Applausi, apprezzamenti, azione che salì....peccato che poi abbia subito dipinto di rosso scuro anche aereomobili che erano stati verniciati da pochi mesi.

 

[belumosi]

Esibizione al Dubai Airshow. L'aereo è bellissimo, molto proporzionato nelle varie componenti e con un ala da 72m strepitosa. Sarà la regina degli anni 2030.

 

[13900]

Lo sarà?

Al momento, se si guardano gli ordini, mi viene in mente il 380...





Poi ovviamente dipenderà tutto da cosa costruiranno. Il 777-9 partito con l'obiettivo di pesare quanto il 77W, portare tre file di passeggeri in più e "bere" di meno. Quando Boeing ha 'congelato' il design si sono trovati 12 tonnellate di peso in più, il 7%. A meno che non sia certo che quei nuovi GE9X non siano veramente più efficienti (GE diceva più 10%) e quell'ala non riduca i consumi a sua volta mi domando chi si sbatterà per cambiare i 777-300ER in arsenale prima del tempo.

 

[kenadams]

mi domando chi si sbatterà per cambiare i 777-300ER in arsenale prima del tempo.

In pochi, probabilmente. Credo, tuttavia, che l'aereo possa avere un discreto successo nel corso degli anni: fra i ritardi del programma e il COVID, non credo che Boeing abbia bisogno disperato di ordini.
Una delle grandi incognite che pesa sul successo del mezzo sarà verosimilmente la Cina: a parte Cathay, nessuna delle cinesi ha ancora ordinato il 777X. Molto dipenderà quindi dalla politica americana e da quella europea, per capire chi sarà più interessato a portare acqua al proprio mulino.
Boeing è riuscita a perdere JAL ma di clienti che potrebbero aver bisogno dell'aereo entro la fine degli anni venti ce ne sono molti: da British Airways (il cui primo ordine è stato piuttosto modesto) a United, passando per Qantas, AF-KL e Korean.

 

[13900]

Boeing è riuscita a perdere JAL ma di clienti che potrebbero aver bisogno dell'aereo entro la fine degli anni venti ce ne sono molti: da British Airways (il cui primo ordine è stato piuttosto modesto) a United, passando per Qantas, AF-KL e Korean.

E' chiaro, chi ha un 77W da sostituire dovrebbe (teoricamente) guardare al 77X.

Pero'... Stando a quanto mi dice chi ci vola, un 350-1000 consuma come un 77E (a livelli totali) pur con un carico poco sotto il 77W (e l'amico che lo pilota lo odia, passa il tempo a dire quanto e' sottopotenziato, come quando tiri giu' il carrello sembra che venga giu' la serranda del negozio e via dicendo, quindi non e' un fanboy). Di qui a una decina d'anni, quando tutto sommato i 77W avranno tra i 15 e i 30 anni d'eta', se Airbus avra' il modo di migliorare il 35K ne vedremo delle belle.

 

[safin79]

passa il tempo a dire quanto e' sottopotenziato

In cosa?