Thread Boeing 787
- Autore Discussione FlyIce
- Data d'inizio
problemi con gli spoiler...
http://m.timesofindia.com/india/Air-Indias-Delhi-Frankfurt-flightAir-India/articleshow/30498980.cms
Inviato dal mio GT-N8000 utilizzando Tapatalk
http://m.timesofindia.com/india/Air-Indias-Delhi-Frankfurt-flightAir-India/articleshow/30498980.cms
Inviato dal mio GT-N8000 utilizzando Tapatalk
OceanDrive
Utente Registrato
Adesso, trovo inutile pubblicare post che per ogni anomalia del 787 che qualsiasi aereo di linea soffre. Sopratutto se sono casi isolati. Capisco rcravero e compagni che vivono la loro vita nella campagna contro il 787 ma basta... non vedo nessuna anomalia che il 777 o il 330 abbia subito (addirittura di 330 ahimè ne è andato anche giù uno dimostrativo e questo non vuol dire che la macchina fosse fallimentare... anzi)...
rinco59
Utente Registrato
qui, se ti serve, hai tutti gli eventi che giornalmente occorrono...
http://avherald.com
forse ti era sfuggito, ma c e' n era uno ben più grave
http://avherald.com/h?article=46f971be&opt=0
TW 843
Senior Member
di grazia se ci sono delle notizie negative sul 787 dove bisognerebbe scriverli , sul thread del 380 forse ?
Per come la vedo io, va benissimo postare in questa sede qualsiasi evento riguardante il 787. Credo che il disappunto dell'altro utente avesse a che fare con altro: non il luogo, ma il fine dei post riguardanti quelle che tu definisci "notizie negative sul 787". Nell'ultima settimana - solo a leggere AvHerald - si notano cinque casi di problemi di 747-400, uno di 747-8, due di 767-300, oltre una bella dose di 737, 777, Airbus vari (340-600, 321, 319, 310, 300, 333) e altro. Eppure nessuno (o pochissimi) di questi trova effettivamente spazio sul forum: è giusto così, perché non si tratta di "notizie negative", ma di eventi in maggioranza rituali, alcuni più inquietanti di altri ma tutti risolti senza problema (spoiler guasti, problemi ai carrelli, engine failure, perdita dei comandi, fumo in cabina, ecc.). Non c'è bisogno, quindi, di trasformare il thread sul 787 in una compilation di guasti normali: per quello ci sono altri siti; ulteriori problemi alle batterie sono notizie importanti, un caso isolato di problemi agli spoiler non è nient'altro che un mal di testa per l'equipaggio e i passeggeri di un volo - come il caso affine a quello di Air India occorso a questo A330-300 Delta dirottato a Iqaluit che non è stato postato sul forum.
Sì: nel 2009-10 ci furono varie cancellazioni imputabili principalmente alla crisi, soprattutto da parte di lessor, seguite nel 2011-2012 da cancellazioni dovute probabilmente più a ritardi e cambi di strategia da parte dei vettori, e nel caso di China Eastern al sovrappeso del 787-8 e conseguente range minore del previsto. Nel quadriennio 2009-2012 il numero di ordini complessivi è rimasto più o meno stabile, con nuovi ordini a fare da contrappeso alle cancellazioni.
per come la vedo io meglio una notizia in più che una in meno
teniamo conto che il 787 ha debuttato prima sulle pagine web che sugli aeroporti
onore o sfiga che solo i nuovi aerei possono avere
quando è decollato , non nel senso decapitato , oramai si sapeva già tutto di lui
quindi ritengo anche più comodo che vi sia traccia di tutto in una lunga e unica cronologia
asterix
Utente Registrato
- 20 Gennaio 2012
- 687
- 5
Boeing Co. (BA) is struggling to find buyers for 11 of its earliest 787 Dreamliners valued at $1.1 billion after two airlines dropped orders for the holdover models from the jet’s troubled birth, people briefed on the plans said.
The partially completed planes, which are heavier than new 787s and can’t fly as far, have been parked for about four years near a Seattle-area plant. Black plastic shrouds the windows, and 17,000-pound (7,700-kilogram) counterweights dangle from wings in place of engines to keep the jets balanced.
Boeing began building Dreamliners before getting U.S. certification in 2011, amassing a record inventory that included dozens of older versions requiring extensive repairs to meet federal standards. Chicago-based Boeing is starting upgrades on the early 787s, the last ones to be fixed, as it steps up sales efforts, said the people, who asked not to be identified because the talks are private.
The work shows the “diversion of personnel and resources needed to deal with unprofitable aircraft,” said Richard Aboulafia, an aerospace analyst at Fairfax, Virginia-based consultant Teal Group. “It is a commentary on plans gone badly wrong.”
Boeing’s marquee jet, the first airliner built mainly from composites instead of the traditional aluminum, ran more than three years late while the company worked out kinks with the carbon-fiber materials, onboard systems and a manufacturing process that relied more heavily on suppliers.
The early Dreamliners are known in the industry as the “terrible teens,” a nod to their place in the assembly-line order and the factory woes. The teens weigh more than other 787s due to custom-fitted reinforcements and needed the most work among the more 60 early Dreamliners that required post-assembly modifications.
“We are actively marketing those airplanes and have several available opportunities,” Doug Alder, a Boeing spokesman in Seattle, said by e-mail while declining to elaborate.
Boeing has approached PT Garuda Indonesia (GIAA) and Malaysia Airline System Bhd. (MAS) as well as Latin American and Middle Eastern carriers about the early 787s, said one of the people.
Garuda is considering buying twin-aisle planes and is choosing between Airbus’s A350 and the Dreamliner, a person familiar with the discussions had said earlier this month.
Airline Responses
Russia’s Transaero Airlines opted out of an order for four of the jets in December, three people said, while Indonesia’s PT Lion Mentari Airlines said in January it was switching to Boeing 737s instead of taking five Dreamliners. The sales push also includes two 787s for which RwandAir signed a letter of intent in 2012 and for which no firm agreement has been reached, one person said.
Transaero, Garuda and Malaysia Air didn’t respond to requests for comment. RwandAir Chief Executive Officer John Mirenge said the carrier’s purchase plans aren’t final and that it wouldn’t take any 787s until 2017. The Kigali, Rwanda-based airline has seven planes.
The 787s are the last of those that Boeing mothballed to fix supplier work done out of sequence and to resolve issues that surfaced during flight tests. The faults included an electric-panel fire and structural weakness where the plane’s wings melded with its body, the repairs that spurred the structural enhancements on the so-called teens.
Bargain Hunters
ANA Holdings Inc. (9202), the first commercial 787 operator, and other customers opted to ditch the teens for planes manufactured with the enhancements.
Barring a global aerospace slump, Boeing should be able to place the reworked 787s with bargain-hunting airlines seeking twin-aisle jets to fly shorter, densely traveled routes, said Douglas Kelly, senior vice president for asset valuation at Chantilly, Virginia-based aviation consultant Avitas.
“Asia seems like exactly the right place,” said George Ferguson, senior analyst with Bloomberg Industries in Skillman, New Jersey, especially if Boeing targeted sales to potential customers of the re-engined A330 contemplated by Airbus Group NV. “You can see it as a competitor to the A330.”
Buyers would probably pay less than half the current $211.8 million list price of the 787-8 version, Kelly said. The 787 teens have a market value of $115 million each for a single-unit or small lot sale, according to Avitas estimates. Airlines will probably demand 10 percent to 15 percent discounts, bringing the price closer to $100 million, Kelly said.
‘Good Value’
The upgraded Dreamliners will boast the same warranties as new planes, 10 percent fuel savings over Airbus’s A330-200 and creature comforts such as greater cabin humidity and dimmable electronic window shades, Kelly said. Their range will be about 1,000 nautical miles (1,852 kilometers) shorter than later 787s.
For carriers that don’t need to fly 7,850 nautical miles nonstop, as Boeing promises the 787 can do, the teens “still represent a good value,” Kelly said in a phone interview. “It’s just a matter of what price are you going to be prepared to pay for that versus a standard-build 787.”
In addition to the 11 teens, three other Dreamliners used for test flights also await upgrades, according to Flightglobal’s Ascend Online database. Boeing has firm orders for two of the test aircraft and is seeking a buyer for the third, according to a Feb. 14 company filing.
Margin Pressure?
Boeing’s inventory ballooned to $42.9 billion in 2013 from $8.1 billion in 2006 as Boeing parked some jets, provided cash advances to suppliers and invested in tooling for the Dreamliner and a revamped 747-8 jumbo that was also delayed, according to company filings and data compiled by Bloomberg.
Once customers are found and deliveries begin, the high-cost teens may squeeze margins for Boeing’s airplane business and cause unit costs to briefly surge, said Jeff Morris, head of U.S. equities at Boston-based Standard Life Investments.
Investors have moved on to other concerns, like Boeing’s production cadence as it raises 787 output, Morris said. “The market tends to be forward-looking and this is a legacy issue,” he said.
Boeing faces writedowns if it can’t find customers for the unsold 787s, Teal Group’s Aboulafia said. Boeing recorded a $2.7 billion research and development expense after concluding it couldn’t sell the first three 787 flight-test Dreamliners in 2009 because they required “an inordinate amount of rework.”
“It’s good to remove any residual overhang, any doubt that there’s more like that,” Aboulafia said.
http://www.bloomberg.com/news/2014-...eek-buyers-for-1-1-billion-of-early-787s.html
The partially completed planes, which are heavier than new 787s and can’t fly as far, have been parked for about four years near a Seattle-area plant. Black plastic shrouds the windows, and 17,000-pound (7,700-kilogram) counterweights dangle from wings in place of engines to keep the jets balanced.
Boeing began building Dreamliners before getting U.S. certification in 2011, amassing a record inventory that included dozens of older versions requiring extensive repairs to meet federal standards. Chicago-based Boeing is starting upgrades on the early 787s, the last ones to be fixed, as it steps up sales efforts, said the people, who asked not to be identified because the talks are private.
The work shows the “diversion of personnel and resources needed to deal with unprofitable aircraft,” said Richard Aboulafia, an aerospace analyst at Fairfax, Virginia-based consultant Teal Group. “It is a commentary on plans gone badly wrong.”
Boeing’s marquee jet, the first airliner built mainly from composites instead of the traditional aluminum, ran more than three years late while the company worked out kinks with the carbon-fiber materials, onboard systems and a manufacturing process that relied more heavily on suppliers.
The early Dreamliners are known in the industry as the “terrible teens,” a nod to their place in the assembly-line order and the factory woes. The teens weigh more than other 787s due to custom-fitted reinforcements and needed the most work among the more 60 early Dreamliners that required post-assembly modifications.
“We are actively marketing those airplanes and have several available opportunities,” Doug Alder, a Boeing spokesman in Seattle, said by e-mail while declining to elaborate.
Boeing has approached PT Garuda Indonesia (GIAA) and Malaysia Airline System Bhd. (MAS) as well as Latin American and Middle Eastern carriers about the early 787s, said one of the people.
Garuda is considering buying twin-aisle planes and is choosing between Airbus’s A350 and the Dreamliner, a person familiar with the discussions had said earlier this month.
Airline Responses
Russia’s Transaero Airlines opted out of an order for four of the jets in December, three people said, while Indonesia’s PT Lion Mentari Airlines said in January it was switching to Boeing 737s instead of taking five Dreamliners. The sales push also includes two 787s for which RwandAir signed a letter of intent in 2012 and for which no firm agreement has been reached, one person said.
Transaero, Garuda and Malaysia Air didn’t respond to requests for comment. RwandAir Chief Executive Officer John Mirenge said the carrier’s purchase plans aren’t final and that it wouldn’t take any 787s until 2017. The Kigali, Rwanda-based airline has seven planes.
The 787s are the last of those that Boeing mothballed to fix supplier work done out of sequence and to resolve issues that surfaced during flight tests. The faults included an electric-panel fire and structural weakness where the plane’s wings melded with its body, the repairs that spurred the structural enhancements on the so-called teens.
Bargain Hunters
ANA Holdings Inc. (9202), the first commercial 787 operator, and other customers opted to ditch the teens for planes manufactured with the enhancements.
Barring a global aerospace slump, Boeing should be able to place the reworked 787s with bargain-hunting airlines seeking twin-aisle jets to fly shorter, densely traveled routes, said Douglas Kelly, senior vice president for asset valuation at Chantilly, Virginia-based aviation consultant Avitas.
“Asia seems like exactly the right place,” said George Ferguson, senior analyst with Bloomberg Industries in Skillman, New Jersey, especially if Boeing targeted sales to potential customers of the re-engined A330 contemplated by Airbus Group NV. “You can see it as a competitor to the A330.”
Buyers would probably pay less than half the current $211.8 million list price of the 787-8 version, Kelly said. The 787 teens have a market value of $115 million each for a single-unit or small lot sale, according to Avitas estimates. Airlines will probably demand 10 percent to 15 percent discounts, bringing the price closer to $100 million, Kelly said.
‘Good Value’
The upgraded Dreamliners will boast the same warranties as new planes, 10 percent fuel savings over Airbus’s A330-200 and creature comforts such as greater cabin humidity and dimmable electronic window shades, Kelly said. Their range will be about 1,000 nautical miles (1,852 kilometers) shorter than later 787s.
For carriers that don’t need to fly 7,850 nautical miles nonstop, as Boeing promises the 787 can do, the teens “still represent a good value,” Kelly said in a phone interview. “It’s just a matter of what price are you going to be prepared to pay for that versus a standard-build 787.”
In addition to the 11 teens, three other Dreamliners used for test flights also await upgrades, according to Flightglobal’s Ascend Online database. Boeing has firm orders for two of the test aircraft and is seeking a buyer for the third, according to a Feb. 14 company filing.
Margin Pressure?
Boeing’s inventory ballooned to $42.9 billion in 2013 from $8.1 billion in 2006 as Boeing parked some jets, provided cash advances to suppliers and invested in tooling for the Dreamliner and a revamped 747-8 jumbo that was also delayed, according to company filings and data compiled by Bloomberg.
Once customers are found and deliveries begin, the high-cost teens may squeeze margins for Boeing’s airplane business and cause unit costs to briefly surge, said Jeff Morris, head of U.S. equities at Boston-based Standard Life Investments.
Investors have moved on to other concerns, like Boeing’s production cadence as it raises 787 output, Morris said. “The market tends to be forward-looking and this is a legacy issue,” he said.
Boeing faces writedowns if it can’t find customers for the unsold 787s, Teal Group’s Aboulafia said. Boeing recorded a $2.7 billion research and development expense after concluding it couldn’t sell the first three 787 flight-test Dreamliners in 2009 because they required “an inordinate amount of rework.”
“It’s good to remove any residual overhang, any doubt that there’s more like that,” Aboulafia said.
http://www.bloomberg.com/news/2014-...eek-buyers-for-1-1-billion-of-early-787s.html
East End Ave
Utente Registrato
mah...per alcuni potrebbe essere un affare (forse), ma certo le incognite son molte e le grandi davvero non ci cascano...
Chennai sara' la prossima destinazione servita da BA col 787 a partire dal mese di Ottobre:
BA to fly Dreamliner on London-Chennai route
26 February 2014
Chennai will be the next city to be served by a Boeing 787 Dreamliner, British Airways has confirmed.
The new aircraft, complete with state of the art entertainment and new-style economy and premium economy cabins, will be deployed on the route from October, when the six flights a week will increase to daily.
Chennai will be the eighth BA 787 route, with Hyderabad already announced among the others.
Richard Tams, BA’s head of UK and Ireland sales and marketing said: “Customers travelling on the Dreamliner are enjoying new levels of comfort and reduced jet-lag thanks to improvements in air quality, mood lighting, quieter cabins, and lower air pressure.
“We are delighted that Chennai is the second city in India to benefit from the 787.” TTG
BA to fly Dreamliner on London-Chennai route
26 February 2014
Chennai will be the next city to be served by a Boeing 787 Dreamliner, British Airways has confirmed.
The new aircraft, complete with state of the art entertainment and new-style economy and premium economy cabins, will be deployed on the route from October, when the six flights a week will increase to daily.
Chennai will be the eighth BA 787 route, with Hyderabad already announced among the others.
Richard Tams, BA’s head of UK and Ireland sales and marketing said: “Customers travelling on the Dreamliner are enjoying new levels of comfort and reduced jet-lag thanks to improvements in air quality, mood lighting, quieter cabins, and lower air pressure.
“We are delighted that Chennai is the second city in India to benefit from the 787.” TTG
Le grandi ottengono sconti sufficienti per la mole degli ordini, senza bisogno di raschiare ulteriormente il barile: questi esemplari sono roba da vettori piccoli, per i quali però è difficile scommettere su un aereo che potrebbe costare uno sproposito in manutenzione. Boeing dovrà svendere questi aerei veramente a due lire.
Dopo aver tagliato negli scorsi mesi 700 contrattisti a Charleston, Boeing ne aggiunge ora 1100 per cercare di rimediare ai ritardi accumulati nella produzione della sezione centrale di fusoliera del 787, e offre contestualmente un bonus al personale per incentivarlo a recuperare tempo. Non una bella figura: dopo aver tentato di ridurre i costi (come da programma originale) con l'eliminazione di quei 700 posti a tempo determinato che erano previsti solo nella fase di avvio dell'attività, Boeing si trova a dover rigonfiare l'organico. Non è chiaro come mai abbiano cercato di ridurre così l'organico proprio mentre chiedevano un aumento del ritmo di produzione a 10 esemplari al mese.
http://seattletimes.com/html/businesstechnology/2022948300_boeingscxml.html
http://seattletimes.com/html/businesstechnology/2022948300_boeingscxml.html
TW 843
Senior Member
Li offrissero a Ryanair, così finalmente andiamo a vedere il bluff di Oleary sul lungo raggio.
OceanDrive
Utente Registrato