Boeing 787 Dreamliner - New First Delivery Date

Boeing today announced a new date for first delivery of the Boeing 787 Dreamliner. The plane maker expects delivery of the first 787 in the third quarter of this year. The new delivery date reflects the impact of an in-flight electrical fire on ZA002 during testing and subsequently modifications to 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.

Source: Boeing
Image: Boeing

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Rollout of 1000th Boeing 767

On Feb. 2, 2011 Boeing marked an important milestone in the company’s history. Boeing celebrated the rollout of the 1000th 767 airplane.

The 1,000th airplane is a 767-300ER (extended range) passenger model for ANA (All Nippon Airways) and was the final 767 to complete assembly on the current production line. Final production work already is underway on the 1,001 unit in a new, smaller bay that repositions the production line toward a leaner, more efficient operation.

Photo

Video

Boeing has offered the 767 as the platform for its NewGen Tanker if it wins the U.S. Air Force KC-X Tanker competition. A decision on the contract award is expected early this year.

The 767 family is settled in the 200- to 300-seat market. The 767 family includes three passenger models – the 767-200ER, 767-300ER and 767-400ER – and a medium-widebody freighter, which is based on the 767-300ER fuselage.

Source: Boeing
Photo&Video: Boeing

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Iran Air Boeing 727 Crashed in Northern Iran (Video)

An Iran Air Boeing 727-286 (EP-IRP) crashed yesterday evening near Urmia (Orumiyeh) Airport (OMH), Iran, killing at least 77 souls on-board.
Flight IR277 was bound from Tehran-Mehrabad Airport (THR) to Urmia. The 36 year old plane crashed during an emergency landing in heavy snow storm after the pilots reported technical problems.

Video

Ongoing international sanctions on the country are blamed for the recent history of deadly aviation accidents. United Nations Security Council Resolution 1929 still prohibits international supply of aircraft, strongly needed aircraft parts as well as “related material” to Iran.

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Boeing Wins USAF Tanker Deal

The Pentagon recently announced, that Boeing has won the $35 billion USAF tanker contract. The contract means Boeing will initially build 179 of its 767-based KC-46A tankers to replace the Air Force KC-135 tankers.
Boeing must design, develop, manufacture and deliver the first 18 combat-ready airplanes by 2017. The first tanker is scheduled to fly in 2015.

The contest was not just about the better plane but also about monopoly and immense lobbying - Boeing spent more than $17.8 million on lobbying, just in 2010.
In 2008 U.S. Air Force already selected the competing KC-45 Tanker offered by EADS/Northrop Grumman but the selection was revised later after protests filed by Boeing.

EADS has three days to ask for a debriefing as to why exactly it lost. That debriefing must take place within five days, after which EADS has another five days to decide if it wants to formally protest the decision.

EADS North America officials expressed disappointment and concern over the announcement that the US had selected a “high-risk, concept aircraft over the proven, more capable KC-45 tanker”.

“This is certainly a disappointing turn of events, and we look forward to discussing with the Air Force how it arrived at this conclusion,” said EADS North America Chairman Ralph D. Crosby, Jr. “For seven years our goal has been to provide the greatest capability to our men and women in uniform, and to create American jobs by building the KC-45 here in the U.S. We remain committed to those objectives.”

If selected, EADS North America had committed to build the KC-45 at a new production facility in Mobile, Alabama, with a U.S. supplier base of nearly a thousand American companies.

“With a program of such complexity, our review of today’s decision will take some time,” Crosby said. “There are more than 48,000 Americans who are eager to build the KC-45 here in the U.S., and we owe it to them to conduct a thorough analysis.”

Sources: Boeing, Airbus
Image: Boeing

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How did the FAA and Boeing identify the 175 737 Classics?

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How did the FAA and Boeing identify the 175 737 Classics? By

Jon Ostrower  on April 5, 2011 12:05 AM | Permalink | Comments (12) | TrackBacks (0) | With the coming of Tuesday's Federal Aviation Administration emergency airworthiness directive, there are still a few key questions left unanswered by the identification of the 175 737-300, -400s and -500s worldwide that will require intensive Eddy-current inspections of their fuselage lap-joints. 
For quick catch up, a 737-300 made an emergency landing in Yuma, Arizona on April 1 after developing 5ft hole in the upper fuselage, which has since been traced to a pre-existing structural fatigue.
Only about 80 aircraft in the US are subject to the inspections, and almost all are the Southwest Airlines 737-300s that will all have completed inspection by late Tuesday. 
So what of the other approximately 95 Classics around the world?
Boeing says the group of 175 was narrowed down by two criteria:The airframes in question had to have 30,000 or more operational cycles. 
Southwest says the airframes in question were "designed differently in the manufacturing process". Boeing confirms there are differences in the lap-joint design, and the specific configuration, says the airframer, was phased out as part of a blockpoint change during the 737 Classic's production run. The number of aircraft with this design is significantly higher than the aircraft identified by the FAA and Boeing, though only 175 meet the criteria when paired with 30,000 or more cycles.
The specifics of that design configuration are yet undisclosed, though just how much information is shared publicly is up to Boeing and the FAA. 
The natural question that will come along with these available facts is what prompted the different lap-joint design in the first place? And what's being done to ensure the aircraft with this older design along and fewer than 30,000 cycles are properly cared for just as the higher-cycle aircraft? Categories: Boeing Tags: 737, Boeing, FAA, Southwest Airlines 0 TrackBacks

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12 Comments By alloycowboy
on April 5, 2011 12:17 AM | Reply

Hey Jon,

Do you think this will accelerate the 737 replacement program espically if Southwest is forced to prematurely invest in new air planes.

By database design software
on April 5, 2011 1:11 AM | Reply

Qantas airlines and Southwest airlines both have the safest track record in aviation history. Both companies have NEVER had a plane fall out of the sky. Most United airline planes are extremely old planes. One of the reasons why southwest can operate at a lower cost, is because they pay a fixed price for their fuel.

By JetAviator7
on April 5, 2011 8:03 AM | Reply

I never realized that buyers could specify details down to that level of construction.

I assume it had something to do with costs because it seems everything today is driven by costs.

Whatever happened to the idea of quality over price?

By Rick Denton
on April 5, 2011 8:39 AM | Reply

@JetAviator7: Where do you read that the different lap joint design was specified by a customer rather than an engineering change initiated by Boeing? I think your assumption regarding cost is baseless and doesn't apply.

By RobH
on April 5, 2011 9:36 AM | Reply

Expanding on Mr. Cowboy's post, I'm very interested to see how this will affect the internal debate on whether or not to use CFRP on the 737RS.

By Scentsy
on April 5, 2011 11:58 AM | Reply

Nothing lasts forever. I remember Delta's last 737-300's(which actually began life as Western Air Lines,RIP!)and heading out to preflight in the morning only to find the acft destination was KVCV w/no pax. Great airplane but she needs TLC!

By Tom
on April 5, 2011 1:00 PM | Reply

http://english.aljazeera.net/programmes/peopleandpower/2010/12/20101214104637901849.html#

By Zippy
on April 5, 2011 1:07 PM | Reply

I seem to recall that there was a lap joint maintenance procedure for some 737s where they'd seal the lap joints, then use a sharp edge, like a box cutter, to remove excess sealing material. This was scoring the body panels, leading to a location where fatigue cracking occurred. Could that be related to this problem?

By Zippy
on April 5, 2011 1:13 PM | Reply

There's a pretty good discussion of lap joint scoring here.

http://www.b737.org.uk/fuselage.htm

By Bob
on April 5, 2011 1:54 PM | Reply

Reports are out that Paul Richter, a Boeing Chief Project Engineer, said in a conference call today that 570 older 737s are at risk for cracks. That's a far cry from the 175 that the FAA wants inspected.

Stress cracks were anticipated, but not before the jets had performed at least 50,000 flights. Now Boeing says safety checks for the older 737s, delivered between 1993 and 2000 should be carried out after 30,000 flights, and then again every 500 flights. Each inspection takes about eight hours, on average, Richter said on the conference call.

By Jetmech
on April 5, 2011 4:32 PM | Reply

John, can you look into Southwest's outsourcing of maintenance to El Salvador?

By Geoffrey C
on April 5, 2011 6:33 PM | Reply

I'm wondering if service ceiling should be lowered on those older high cycle aircraft? Many cycles of high altitude flying probably contributed to earlier failure.

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Boeing "evaluating the potential impacts" of US government shutdown (Update1)

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Boeing "evaluating the potential impacts" of US government shutdown (Update1) By

Jon Ostrower  on April 7, 2011 7:45 PM | Permalink | Comments (7) | TrackBacks (0) |
Yesterday, I submitted a series of questions to Boeing about what impact, if any, a government shutdown would have on the aircraft maker. The US government will shut down at 12:01 AM on April 9 if no continuing budget resolution (or permanent budget) compromise is found, meaning that non-essential federal employees will be on furlough until a solution is found. This includes many personnel at the US Federal Aviation Administration who are neither law enforcement or responsible for the protection of property and safety.
According to the Washington Post, who cites an agency official: (Big hat tip to Chris)

...the FAA will retain all employees necessary to keep the national airspace system operating safely. However, non-critical safety functions would be suspended including aircraft certification, the development, testing and evaluation of NextGen technologies and most budget and administrative activities.

Boeing is currently operating four major simultaneous certification campaigns, three of which are for new aircraft types. The 787 Dreamliner, 747-8 freighter and 747-8 Intercontinental, as well as the 737 paired with CFM56-7BE engines are all currently undergoing certification.
Both the 737 and 747-8 freighter are expected to achieve certification in April and June, respectively prompting the nearer-term need for FAA resources to validate and sign off on tests. Though the 787 may have the most breathing room with its delivery window opening in late-July and progressing through the end of the third quarter in September. Only the 747-8I, which began its flight test program on April 20, has not yet begun to fly for Federal Aviation Administration certification credit.
Inside the factory FAA personnel assist in signing off on assembly operations, though what role Boeing's FAA authorized representatives (ARs) and delegated engineering representative (DERs) play in signing off on manufacturing work is unclear to this outsider.
The response I received from Boeing this afternoon is as follows:

Boeing is evaluating the potential impacts of a government shutdown, if that's what comes to pass. However, until a shutdown is declared, we won't speculate on impact.

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7 Comments By Chris
on April 7, 2011 8:27 PM | Reply

The Washington Post says this about the FAA

"FEDERAL AVIATION ADMINISTRATION

According to an agency official, the FAA will retain all employees necessary to keep the national airspace system operating safely. However, non-critical safety functions would be suspended including aircraft certification, the development, testing and evaluation of NextGen technologies and most budget and administrative activities."

Can be found here: http://www.washingtonpost.com/blogs/federal-eye/post/government-agency-shutdown-plan-details-what-is-my-agencys-plan-if-the-government-shuts-down/2011/04/07/AFZZZVuC_blog.html?hpid=z2#faa

By Aero Ninja
on April 8, 2011 1:48 AM | Reply

Has the federal government ever been shut down in the past? How likely is this to happen? Is this just the press getting a bit worked up and making a big thing out of not much?

If, though, the threat is real, it looks like a real head in the sand attitude for Boeing, if they really are not evaluating the impact of such an event.

I am sure there are many analysts who are doing so, and will soon be making their evaluations public.

By Uwe
on April 8, 2011 5:06 AM | Reply

Took this for a delayed April Fools bit first.

Can Boeing lay out the funds required to keep
certification relevant personel at their work?

By Steve
on April 8, 2011 11:35 AM | Reply

If cert activities are unfunded then all FAA witnessed flight testing will not be possible. On the other hand the ARs at Boeing will continue their work as the are paid by Boeing.

By Anonymous
on April 8, 2011 11:46 AM | Reply

All Boeing employees, including those done by BDCO, the FAA delegation branch of Boeing, will continue to go to work.

I do not know the details ... I wonder if the FAA can continue to delegate non-critical Certification tests? The tests that the FAA have already written off as delegated perhaps can still claim credit towards. But some testing, like S&C testing on RC001, will be delayed.

By Tim Raetzloff
on April 8, 2011 1:36 PM | Reply

First, the shutdown is unlikely to go on more than a couple of weeks. Someone will blink.

Second, the effect on Boeing may be minimal in flight test operations. Boeing could use more catch-up time; the schedules still look tight to me. An FAA shutdown delay doesn't damage Boeing credibility in any way and does provide wiggle room if schedules aren't met.

The joker is that if deliveries of current production lines are delayed (I don't think they will be as I understand it, but I admit I don't know and haven't found anyone who is certain) the cash flow starts to squeeze in just a few weeks.

The Boeing response to the question is measured and reasonable.

By JIM HELMS
on April 8, 2011 6:18 PM | Reply

AS NOTED, HAVING SOMEONE TO BLAME DOESN'T HELP CASH FLOW!

PJ

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