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Boeing to pay $580M for 787 parts plant in SC
By DANIEL LOVERING
Boeing Co. will pay $580 million for a plant that makes large sections of its 787 jetliner, an apparent effort to reign in supplier problems that have led to costly delays of the next-generation aircraft and hurt the company's credibility.
The plant, owned by Vought Aircraft Industries, makes barrel-like sections of the 787's fuselage that fit between its wings and tail and are composed primarily of lightweight materials.
Deliveries of the 787 have been postponed by nearly two years partly because of problems with components made by suppliers and work that suppliers didn't complete. Those hang-ups are expected to cost the airplane maker billions of dollars in added expenses and penalties.
Boeing took a new approach to building airplanes when it announced its 787 program in 2004. Instead of building the plane's parts in the U.S., it used suppliers around the world to build huge sections of the plane that are later assembled at the company's commercial aircraft plant near Seattle. Ill-fitting parts and other problems have hamstrung production ever since.
Vought, owned by private equity firm The Carlyle Group, claims financial problems, not production glitches, prompted the sale, which is expected to close in the third quarter. Under Tuesday's deal, Boeing will release Vought from obligations to repay money advanced earlier by Boeing.
Vought President and CEO Elmer Doty said his company's investment in 787 parts was far greater than expected, and that the financial demands of the program "are clearly growing beyond what a company our size can support."
But Richard Aboulafia, an analyst at the Teal Group, an aerospace consultancy in Fairfax, Va., said, "this clearly is more about securing the supply chain and undoing numerous mistakes."
"It's a good move, it's a proactive move, it undoes some damage," he said. "But on the other hand, it shows this program still has more than a few challenges to overcome. ... I don't think Carlyle quite knows what to do with this asset, and they might not have been prepared to give it the necessary resources."
Despite those problems, Boeing spokesman Jim Proulx said Tuesday the company has no plans to change its 787 production plan.
"We remain committed to the business model and the global strategy for the 787," he said.
The mid-sized, long-haul 787 will be able to carry between 210 to 330 passengers. Its design includes wider seats and aisles, larger windows and a ventilation system that will allow for higher humidity, all of which Boeing says will make the cabin feel more comfortable.
It's Boeing's first all-new aircraft since the 777 and the first commercial jet made mostly of carbon-fiber composites instead of more traditional aluminum. Boeing says it will be about 20 percent more fuel efficient than planes of comparable size.
Chicago-based Boeing has booked orders for a record 850 of the planes, but some 60 have been canceled so far this year, including the cancellation of 15 and the delayed delivery of another 15 by Qantas Airways last month.
Boeing said the acquisition of Vought's North Charleston, S.C., plant will boost its capacity to develop and build large plane sections made from carbon-fiber composites, the lightweight material expected to make the 787 more fuel efficient than other planes.
Adam Pilarski, an aviation economist with Washington, D.C.-based consulting firm Avitas, said Boeing may want the Vought plant as part of a plan to start a second 787 production line. The added capacity is in response to strong demand for the plane.
"Boeing made it very clear that they need a second line," he said. "They need it more now than they did before because they are behind."
It remains unclear when Chicago-based Boeing will conduct the first test flight of the 787, previously scheduled for the second quarter of this year.
Vought will continue to run other plants that work on different 787 components as well as parts for Boeing's 737s, 747, 767, 777, C-17 and V-22 aircraft.
Shares of Boeing slid $1.54, or nearly 3.8 percent, to $39.02 in late trading.
Copyright © 2009 The Associated Press. All rights reserved
By DANIEL LOVERING
Boeing Co. will pay $580 million for a plant that makes large sections of its 787 jetliner, an apparent effort to reign in supplier problems that have led to costly delays of the next-generation aircraft and hurt the company's credibility.
The plant, owned by Vought Aircraft Industries, makes barrel-like sections of the 787's fuselage that fit between its wings and tail and are composed primarily of lightweight materials.
Deliveries of the 787 have been postponed by nearly two years partly because of problems with components made by suppliers and work that suppliers didn't complete. Those hang-ups are expected to cost the airplane maker billions of dollars in added expenses and penalties.
Boeing took a new approach to building airplanes when it announced its 787 program in 2004. Instead of building the plane's parts in the U.S., it used suppliers around the world to build huge sections of the plane that are later assembled at the company's commercial aircraft plant near Seattle. Ill-fitting parts and other problems have hamstrung production ever since.
Vought, owned by private equity firm The Carlyle Group, claims financial problems, not production glitches, prompted the sale, which is expected to close in the third quarter. Under Tuesday's deal, Boeing will release Vought from obligations to repay money advanced earlier by Boeing.
Vought President and CEO Elmer Doty said his company's investment in 787 parts was far greater than expected, and that the financial demands of the program "are clearly growing beyond what a company our size can support."
But Richard Aboulafia, an analyst at the Teal Group, an aerospace consultancy in Fairfax, Va., said, "this clearly is more about securing the supply chain and undoing numerous mistakes."
"It's a good move, it's a proactive move, it undoes some damage," he said. "But on the other hand, it shows this program still has more than a few challenges to overcome. ... I don't think Carlyle quite knows what to do with this asset, and they might not have been prepared to give it the necessary resources."
Despite those problems, Boeing spokesman Jim Proulx said Tuesday the company has no plans to change its 787 production plan.
"We remain committed to the business model and the global strategy for the 787," he said.
The mid-sized, long-haul 787 will be able to carry between 210 to 330 passengers. Its design includes wider seats and aisles, larger windows and a ventilation system that will allow for higher humidity, all of which Boeing says will make the cabin feel more comfortable.
It's Boeing's first all-new aircraft since the 777 and the first commercial jet made mostly of carbon-fiber composites instead of more traditional aluminum. Boeing says it will be about 20 percent more fuel efficient than planes of comparable size.
Chicago-based Boeing has booked orders for a record 850 of the planes, but some 60 have been canceled so far this year, including the cancellation of 15 and the delayed delivery of another 15 by Qantas Airways last month.
Boeing said the acquisition of Vought's North Charleston, S.C., plant will boost its capacity to develop and build large plane sections made from carbon-fiber composites, the lightweight material expected to make the 787 more fuel efficient than other planes.
Adam Pilarski, an aviation economist with Washington, D.C.-based consulting firm Avitas, said Boeing may want the Vought plant as part of a plan to start a second 787 production line. The added capacity is in response to strong demand for the plane.
"Boeing made it very clear that they need a second line," he said. "They need it more now than they did before because they are behind."
It remains unclear when Chicago-based Boeing will conduct the first test flight of the 787, previously scheduled for the second quarter of this year.
Vought will continue to run other plants that work on different 787 components as well as parts for Boeing's 737s, 747, 767, 777, C-17 and V-22 aircraft.
Shares of Boeing slid $1.54, or nearly 3.8 percent, to $39.02 in late trading.
Copyright © 2009 The Associated Press. All rights reserved
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Boeing Buys a Vought Aircraft Plant
Taking control of the South Carolina manufacturing facility may speed takeoff of Boeing's much delayed 787 Dreamliner
By Joseph Weber
BusinessWeek
The big planemaker just last year bought the outfit's stake in a joint venture with an Italian company, Alenia Aeronautica, that helps in construction of the 787, which was unveiled to the public two years ago but has suffered an embarrassing series of manufacturing missteps since then. The move helps seal Boeing's control over the delay-hampered assembly process for the mostly carbon fiber plane.
Boeing executives recently announced a sixth and so far indefinite delay in the plane's first flight. The company says the Vought acquisition in South Carolina should speed up production efforts. "Integrating this facility and its talented employees into Boeing will strengthen the 787 program by enabling us to accelerate productive and efficiency improvements as we move toward production ramp-up," Boeing Commercial Airplanes CEO Scott Carson said in a company statement.
Overwhelmed But Relieved
For their part, Vought leaders suggest they've been financially overwhelmed by the effort and are relieved at Boeing's takeover. Vought CEO Elmer Doty said in the same Boeing statement that "the financial demands of this program are clearly growing beyond what a company our size can support."
Boeing has been pressing hard on Vought, an outfit based in Irving, Tex., and owned by private equity firm Carlyle Group, as the repeated delays in the Dreamliner have cost it orders for the jet and public embarrassment. Vought's plant assembles structures and installs various systems in aft fuselage sections. Vought recently sacked its top 787 project executive, and Boeing sources told the Seattle Post-Intelligencer that his firing was linked to problems in delivering work on the plane.
Boeing may have some work to do to get the Vought operations up to snuff. Analyst Heidi Wood of Morgan Stanley (MS) visited the facility in the spring, before the latest delay, and wrote: "The facility seemed more unfinished than others we have seen."
For critics of Boeing's outsourcing program on the jet, the move to take a big part of the production line effectively in house is confirmation that Boeing's efforts to rely on suppliers for a large amount of work on the new plane was misguided. Vought and Alenia North America, the Italian company with which Boeing is now allied in the Global Aeronautica joint venture, are supplying more than 60% of the fuselage, the Post-Intelligencer has reported.
The 787 was last supposed to undertake its first flight in June. But Boeing delayed that schedule, citing a structural problem.
Weber is BusinessWeek's chief of correspondents, based in Chicago.
Taking control of the South Carolina manufacturing facility may speed takeoff of Boeing's much delayed 787 Dreamliner
By Joseph Weber
BusinessWeek
The big planemaker just last year bought the outfit's stake in a joint venture with an Italian company, Alenia Aeronautica, that helps in construction of the 787, which was unveiled to the public two years ago but has suffered an embarrassing series of manufacturing missteps since then. The move helps seal Boeing's control over the delay-hampered assembly process for the mostly carbon fiber plane.
Boeing executives recently announced a sixth and so far indefinite delay in the plane's first flight. The company says the Vought acquisition in South Carolina should speed up production efforts. "Integrating this facility and its talented employees into Boeing will strengthen the 787 program by enabling us to accelerate productive and efficiency improvements as we move toward production ramp-up," Boeing Commercial Airplanes CEO Scott Carson said in a company statement.
Overwhelmed But Relieved
For their part, Vought leaders suggest they've been financially overwhelmed by the effort and are relieved at Boeing's takeover. Vought CEO Elmer Doty said in the same Boeing statement that "the financial demands of this program are clearly growing beyond what a company our size can support."
Boeing has been pressing hard on Vought, an outfit based in Irving, Tex., and owned by private equity firm Carlyle Group, as the repeated delays in the Dreamliner have cost it orders for the jet and public embarrassment. Vought's plant assembles structures and installs various systems in aft fuselage sections. Vought recently sacked its top 787 project executive, and Boeing sources told the Seattle Post-Intelligencer that his firing was linked to problems in delivering work on the plane.
Boeing may have some work to do to get the Vought operations up to snuff. Analyst Heidi Wood of Morgan Stanley (MS) visited the facility in the spring, before the latest delay, and wrote: "The facility seemed more unfinished than others we have seen."
For critics of Boeing's outsourcing program on the jet, the move to take a big part of the production line effectively in house is confirmation that Boeing's efforts to rely on suppliers for a large amount of work on the new plane was misguided. Vought and Alenia North America, the Italian company with which Boeing is now allied in the Global Aeronautica joint venture, are supplying more than 60% of the fuselage, the Post-Intelligencer has reported.
The 787 was last supposed to undertake its first flight in June. But Boeing delayed that schedule, citing a structural problem.
Weber is BusinessWeek's chief of correspondents, based in Chicago.
Intanto oggi ha fatto prove di rullaggio e reject take off a basse velocità... sta recuperando:
http://www.flightglobal.com/cgi-bin/mt/mt-search.cgi?IncludeBlogs=147&tag=787&limit=20
http://www.flightglobal.com/cgi-bin/mt/mt-search.cgi?IncludeBlogs=147&tag=787&limit=20
dreamliner
Il Gascoigne dei Tripreportisti
Invece no sta ricuperando per niente.
Il problema della strutura delle ali e piu grande di cio che si pensava. Addio al primo volo per l'estate.
Ci vediamo forse a dicembre
Fonte interno di Paine Field
lo spaziale
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Prevedibile... un problema strutturale e' una cosa seria, soprattutto a questo punto nella fase di sviluppo...
Durante i test statici ci si è resi conto che l'attacco del guscio esterno dell'ala al cassone alare centrale era troppo debole. Ciò comportava una riduzione dell'inviluppo di volo a un limite tale da rendere inutili le prove in volo.
Le modifiche da apportare non sono così rilevanti da un punto di vista costruttivo e non pesano nulla sulle performace. Peccato che, essendose resi conto così tardi, ciò ha comportato ulteriori ritardi non da poco.
Anche il A380 ha fallito i test statici ed è stato ridisegnato in alcune sue piccole componenti tuttavia il volo inaugurale l'ha fatto quasi in orario sulla schedula. Qui la schedula non esiste quasi più...
Le modifiche da apportare non sono così rilevanti da un punto di vista costruttivo e non pesano nulla sulle performace. Peccato che, essendose resi conto così tardi, ciò ha comportato ulteriori ritardi non da poco.
Anche il A380 ha fallito i test statici ed è stato ridisegnato in alcune sue piccole componenti tuttavia il volo inaugurale l'ha fatto quasi in orario sulla schedula. Qui la schedula non esiste quasi più...
kernel, io non minimizzerei pernulla.... intanto il pezzo in oggetto è già la seconda volta che viene riprogettato, inoltre il pezzo in questione si sfagliato tipo millefoglie, ed essendo il giunto ala/fusiolera direi che le modifiche da apportare sono abbastanza consistenti. Non è detto che non debbano rivedere parte del cassone alare dove esso combacia con il famoso pezzo. Dal punto di vista aerodinamico è vero che non ha influenza, ma sulla linea di produzione del velivolo si...
E' poi vero che anche il 380 ha avuto "piccoli" problemi nei test ma il first flight è stato eseguito correttamente, poi i ritardi sono arrivati dopo. Ora Boeing non è ancora arrivata all'industrializzazione e quindi rispetto al 380 ha già accumulato enormi ritardi.
Inoltre l'idea di spezzettare la costruzione in giro per il mondo per ora non si è rilevata una gran scelta, e come dai loro comunicati si sono comprati la Vought, e molto probabilmente piano piano assorbiranno altri fornitori per non avere problemi...
Penso comunque che il plasticone non volerà prima del 2010...
ciauz sky3bpy
E' poi vero che anche il 380 ha avuto "piccoli" problemi nei test ma il first flight è stato eseguito correttamente, poi i ritardi sono arrivati dopo. Ora Boeing non è ancora arrivata all'industrializzazione e quindi rispetto al 380 ha già accumulato enormi ritardi.
Inoltre l'idea di spezzettare la costruzione in giro per il mondo per ora non si è rilevata una gran scelta, e come dai loro comunicati si sono comprati la Vought, e molto probabilmente piano piano assorbiranno altri fornitori per non avere problemi...
Penso comunque che il plasticone non volerà prima del 2010...
ciauz sky3bpy
Concordo con cho dice che non sta recuperando un bel niente.
Il problema è nelle ali e quindi può fare tutti i rullaggi che vuole ma non volare. Mi sembra un bel limite per un aereo !!!
Il progresso che hanno fatto è da modello in scala 1:1 di un aereo, visto che hanno fatto il rollout due anni fa esatti (8 luglio '07)
di qualcosa che assomigliava esteticamente ad un aereo ma che un aereo non era; ora sono passati allo stadio di costosissimo ed ingombrante automezzo bus interpista 
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22 Jul 2009 7:10pm
Boeing warns on Dreamliner losses
By Hal Weitzman in Chicago
Boeing’s troubled 787 Dreamliner looks unlikely to make a profit for at least two years after its first delivery, as the aircraft-maker warned on Wednesday that the programme could make a loss in its initial stages.
The manufacturer is poised to announce the details of the fifth delay to the 787 programme after discovering weaknesses in the structure where the wings join the body. Although it has repeatedly stressed the fault can be fixed using a relatively minor technical solution, Boeing is gearing up for significant financial implications because of the cost of solving the problem and penalties to customers.
The company warned on Wednesday that the latest delay could eat into its projections for $68bn-$69bn in revenues this year and revealed that it was sitting on nearly $8bn of inventory for the project, which is running more than two years behind schedule.
Boeing said it was still working out how to fix the fault and did not yet have a new timetable for the programme or know the cost of solving the problem, although it promised to give that information before the end of September.
James Bell, chief financial officer, said: “Up to the point of the side-of-body issue, our assessment was that the programme was not in a loss position. The cumulative impact of schedule delays – including the current one being assessed – is obviously putting pressure on the programme’s profitability.”
Robert Spingarn, an analyst at Credit Suisse in New York, said: “It was interesting that they’re finally addressing the possibility of a forward loss. We’ve thought a forward loss is possible but do not think it would be declared until the third quarter. I don’t expect them to book a profit on the 787 for at least the first couple of years.”
Boeing is suffering as the global economic downturn hits air travel: it lost 41 orders for 787s in the past three months and received only 13 new orders, leaving it with firm orders for 850 aircraft. It continues to face other problems: the aircraft-maker was forced this month to take over a key supplier in an effort to gain tighter control of the production process.
The problems with the 787 have raised questions about the company’s management. Jim McNerney, chief executive, batted away suggestions that there was a lack of accountability within Boeing.
The comments came as Boeing reported net profit in the second quarter well ahead of Wall Street expectations. Net income for the quarter was $998m or $1.41 per share, up from $852m or $1.16 per share last time and ahead of expectations of $1.21 per share.
Financial Times
Boeing warns on Dreamliner losses
By Hal Weitzman in Chicago
Boeing’s troubled 787 Dreamliner looks unlikely to make a profit for at least two years after its first delivery, as the aircraft-maker warned on Wednesday that the programme could make a loss in its initial stages.
The manufacturer is poised to announce the details of the fifth delay to the 787 programme after discovering weaknesses in the structure where the wings join the body. Although it has repeatedly stressed the fault can be fixed using a relatively minor technical solution, Boeing is gearing up for significant financial implications because of the cost of solving the problem and penalties to customers.
The company warned on Wednesday that the latest delay could eat into its projections for $68bn-$69bn in revenues this year and revealed that it was sitting on nearly $8bn of inventory for the project, which is running more than two years behind schedule.
Boeing said it was still working out how to fix the fault and did not yet have a new timetable for the programme or know the cost of solving the problem, although it promised to give that information before the end of September.
James Bell, chief financial officer, said: “Up to the point of the side-of-body issue, our assessment was that the programme was not in a loss position. The cumulative impact of schedule delays – including the current one being assessed – is obviously putting pressure on the programme’s profitability.”
Robert Spingarn, an analyst at Credit Suisse in New York, said: “It was interesting that they’re finally addressing the possibility of a forward loss. We’ve thought a forward loss is possible but do not think it would be declared until the third quarter. I don’t expect them to book a profit on the 787 for at least the first couple of years.”
Boeing is suffering as the global economic downturn hits air travel: it lost 41 orders for 787s in the past three months and received only 13 new orders, leaving it with firm orders for 850 aircraft. It continues to face other problems: the aircraft-maker was forced this month to take over a key supplier in an effort to gain tighter control of the production process.
The problems with the 787 have raised questions about the company’s management. Jim McNerney, chief executive, batted away suggestions that there was a lack of accountability within Boeing.
The comments came as Boeing reported net profit in the second quarter well ahead of Wall Street expectations. Net income for the quarter was $998m or $1.41 per share, up from $852m or $1.16 per share last time and ahead of expectations of $1.21 per share.
Financial Times
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A380: reveal 18-01-2005 first delivery 15-10-2007 to Singapore Al (9V-SKA)
B787 rollout 08-07-2007 first delivery per mantenere lo stesso ritardo del conocorrente il 04-04-2010 cioè dopo 2 anni, 8 mesi e 27 giorni
M ho forti dubbi!!!!!
RIDE SEMPRE BENE CHI RIDE ULTIMO CARA BOEING!!!!!
IMPARA!
B787 rollout 08-07-2007 first delivery per mantenere lo stesso ritardo del conocorrente il 04-04-2010 cioè dopo 2 anni, 8 mesi e 27 giorni
M ho forti dubbi!!!!!
RIDE SEMPRE BENE CHI RIDE ULTIMO CARA BOEING!!!!!
IMPARA!
Se fai il confronto tra presentazione e primo volo il risultato è ancora più drastico.
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Questo è il tipo di cose che non mi piace leggere sul forum.A380: reveal 18-01-2005 first delivery 15-10-2007 to Singapore Al (9V-SKA)
B787 rollout 08-07-2007 first delivery per mantenere lo stesso ritardo del conocorrente il 04-04-2010 cioè dopo 2 anni, 8 mesi e 27 giorni
M ho forti dubbi!!!!!
RIDE SEMPRE BENE CHI RIDE ULTIMO CARA BOEING!!!!!
IMPARA!
BAlorMXP
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Friday July 24, 2009
787's structural design problem, centered on the upper wing join area, is more complex than originally outlined by Boeing and may result in first flight being delayed until next year, engineers told The Seattle Times. One engineer with knowledge of the problem claimed that it will take "at least 3-4 months just to get something installed on the 787," while a second, familiar with Boeing's construction methods, claimed that the fix first must be installed on the nonflying test aircraft in Everett and only will be applied to flight test aircraft if proven successful. It has become apparent that it will be difficult to apply the fix to aircraft already completed.
However, Chairman, President and CEO Jim McNerney claimed during Wednesday's second-quarter results announcement that the manufacturer is "making solid progress" toward resolving the issue and plans to issue a revised program timetable by October. It has completed gauntlet testing on the first 787 and conducted taxi testing up to 130 kt., while the second Dreamliner has run up its engines. The third and fourth aircraft have been powered on and off. But the latest structural problem likely will have a serious impact on deliveries, according to a client note issued by Bernstein Research of New York. It suggested that the company now will deliver only three in 2010, down from 15; 25 in 2011, down from 35, and 50 in 2012, down from 60.
by Geoffrey Thomas
ATWOnline
787's structural design problem, centered on the upper wing join area, is more complex than originally outlined by Boeing and may result in first flight being delayed until next year, engineers told The Seattle Times. One engineer with knowledge of the problem claimed that it will take "at least 3-4 months just to get something installed on the 787," while a second, familiar with Boeing's construction methods, claimed that the fix first must be installed on the nonflying test aircraft in Everett and only will be applied to flight test aircraft if proven successful. It has become apparent that it will be difficult to apply the fix to aircraft already completed.
However, Chairman, President and CEO Jim McNerney claimed during Wednesday's second-quarter results announcement that the manufacturer is "making solid progress" toward resolving the issue and plans to issue a revised program timetable by October. It has completed gauntlet testing on the first 787 and conducted taxi testing up to 130 kt., while the second Dreamliner has run up its engines. The third and fourth aircraft have been powered on and off. But the latest structural problem likely will have a serious impact on deliveries, according to a client note issued by Bernstein Research of New York. It suggested that the company now will deliver only three in 2010, down from 15; 25 in 2011, down from 35, and 50 in 2012, down from 60.
by Geoffrey Thomas
ATWOnline
CTALIRQ
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B787, Finmeccanica, brutte notizie
vedi:
http://www.flightglobal.com/article...ural-flaw-halts-production-of-alenia-787.html
vedi:
http://www.flightglobal.com/article...ural-flaw-halts-production-of-alenia-787.html
rick@BCN
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