ZA001, jacked up off its landing gear, was conducting final landing gear swing tests late into Friday evening, as Boeing moves ever closer to rolling the first 787 to the flight line.

Using about 4 million lines of code, and a myriad of supporting systems, ZA001 raised and lowered its landing
gear in concert with the nose and main gear doors.

Following this final
ground-based validation of the landing gear system, the next test of
the Messier-Dowty landing gear will take place in the skies over Washington when Mike Carriker and
Randy Neville are at the controls. The area around the
aircraft was cordoned off for the tests after jacks to raise the aircraft were installed
early on Friday.

For ZA002, final preparations were underway for the ground vibration testing as additional testing equipment was being set up on Friday evening. The tests, according to Aviation Week, are slated to get underway around midnight Pacific Time.

Presuming the current testing progresses as planned, Boeing is targeting a very late Sunday night
departure for ZA001 from Building 40-24. Dreamliner One will be
quite visible on the flight line when the sun rises over Everett on Monday morning.

It’s been a busy week for the 787 program in Everett, no different really from the 103 busy weeks that preceded it, and no different from the busy weeks that will follow.

Starting this weekend, ZA002 will undergo ground vibration testing inside the 787 assembly line in Building 40-26. The testing will validate
the aeroelastic and aeroservoelastic characteristics of the Dreamliner and examine flutter stability of the wing ahead of the fight test campaign.

ZA002 has had all the electrostatic discharge equipment removed and the aircraft is now sitting on shaker actuators, according to a program source. Dominic Gates of the Seattle Times also discusses the electrostatic tests that were just completed on ZA002 in an article published today.

Aviation Week also reports that ZA001 is running through additional checks of the flight control systems:

This work, which is
also known by some engineers as flight controls operating tests, is a
run-through of all the linkages (mechanical and electric) connecting
the flight deck with the ailerons, flaperons, rudder, elevators and
high-lift devices.

At the conclusion of these tests, Dreamliner One will again be lifted off its landing gear for final swing tests, also planned for the coming days.

This weekend also marks two years since the LCF touched down and unloaded the first Alenia-built horizontal stabilizer for ZA001 on April 25, 2007.

If all goes as planned, Dreamliner One should roll out to the flight line on Sunday.

ALSO SEE: Here to there: 787 pre-first flight milestones explained

That was really the best title for this post, because frankly, it really captures the fact that there are a ton of non-787 first flight things going on and I wanted to at least mention them.

Boeing Leaving Puget Sound?
Scott Hamilton of Leeham Co. says, “Yes.” His presentation to the Snohomish County Economic Development Council should make everyone sit up and take note, especially political leaders in Olympia, Hamilton contends. The reality is, Boeing has been leaving in pieces over the years with the corporate relocation to Chicago and 787 business model. A decision within a year about the 787 production rate will likely dictate the necessity for a second production line, which Hamilton believes will be outside of Washington State. Many signs point to this conclusion.

American’s new 737s
Consider this the reverse canary in a coal mine, American Airlines took delivery of several of its 76 new 737-800s (N979AN being the 1st). The airline already has 77 737-800s in its fleet all based out of DFW. The new -800s will all be based at ORD and will have a 1% fuel burn advantage over their earlier counterparts and 20% better than the MD-80s they’ll replace. The interior of the newer 737s are also outfitted with new fixed backshell seats, larger
overhead storage bins and electrical plug-in ports in every row and a HUD standard at the business end of the venerable narrowbody.

So why is this a big deal? Well, if financing is the lifeblood of aircraft deliveries, then the fact that a US airline has already secured financing for most of its new deliveries bodes well for other airlines that have a demand for new aircraft and just need financing. Though, unfortunately there’s not much that can be done for airlines that have no need for aircraft and just opt for a deferred delivery.

Deferrals, Deferrals, Deferrals
Now consider this the actual canary in a coalmine. Three of the world’s top 25 airlines (by revenue) made major
announcements last week deferring major aircraft deliveries. By the numbers: QANTAS – 12 737s, 4 A380s possibly 15 787s. China Southern – 777Fs, 787s and A380s. Cathay Pacific – A330-300s, 777-300ERs, 747-8Fs.

These are all on top of other airlines initiating further deferrals announced this year so far: Air France – 2 A380s, 6 777-300ER and 777Fs. Interjet – 4 A320s. Bangkok Airways – 2 A319s, 1 ATR-72-500. Volaris – 3 A319s. FedEx – 777Fs. Aeromar – 1 ATR-72-500. Kingfisher – 2 A380s. Thai Airways – A380s. Mesa – 10 CRJ700s.

To top it off many airlines are pondering deferrals, but have yet to decide: Singapore Airlines – A380s. Aerologic – 777F. V Australia – 777-300ER.

Everything But The New Design
No 787, no A350, no 737RS, no A30X and no CSeries. The demand is certainly there for these products. However, Airlines, waiting for their aircraft on order or are delaying big purchases, along with Boeing and Airbus, are squeezing every last bit of efficiency out of existing designs before taking out a clean sheet of paper to design a new aircraft. 767-300ERs are getting winglets, bringing their range up 200 miles. A330s are pushing to 7200 nm. 737s and A320 are expected to get a whole host of enhancements. Qatar is ripping out lounges for A340-600 efficiency and RNP capabilities are popping up everywhere. Smart business decisions, yes, but is there an acceleration due to the recession? Let’s call it an open question.

What plane is this?
I’m out on my balcony Saturday evening and I see this Delta aircraft fly from east to west over Washington, DC around 6:30 PM. Seeing clear skies above, I grabbed my camera to see if I could figure it out. Well, I’m baffled. First glance says its a 737-800 with winglets, though a closer inspection looks like a 767-300ER with winglets. I thought the only wingletted 767 Delta had was in the old colors? Help me get to the bottom of this!

Boeing’s pace towards 787 first flight continues to accelerate as the static test airframe has completed the third and final pre-flight test required for ZA001 to fly, Boeing confirms.

ALSO SEE: Here to there: 787 pre-first flight milestones explained

Consummate airplane spotter Liz Matzelle somehow managed to squeeze out a really neat composite photo through the open cracks of Building 40-24 this morning. The result of her largely inexplicable photography efforts are above. You can “clearly” see ZA001 in Building 40-24, which will be jacked up off of its landing gear for today’s swing tests.

Dreamliner One has completed phase one of rigorous gauntlet testing as the aircraft inches ever closer to the flight line, Boeing confirms.

The factory gauntlet, which took ZA001 through a series simulated flight tests, successfully demonstrated the integration of aircraft systems in a closed-loop environment. During the testing, ZA001 was attached to a “bread truck” while a flight test pilot manipulated aircraft systems from the flight deck as engineers measured the response on the instrumentation installed in the aircraft cabin.

Aviation Week reports that the first phase of the gauntlet wrapped up considerably faster than planned. According to previous schedules, Boeing had budgeted as much as three days for its factory gauntlet.

In
what could be interpreted as a much-needed optimistic sign for the
future efficiency of the 787 and its more-electric systems, Boeing
engineers astonishingly completed factory gauntlet testing by late
afternoon on Monday Apr 20. The rigorous schedule of testing,
provisionally set to run in continuous cycles of 10 hour blocks with
briefing, debriefing and handover hours between shifts, was completed
well ahead of expectations in less than 12 hours.

In a step toward the second phase of gauntlet testing, the the intermediate gauntlet, ZA001 will conduct final gear swing tests today (Tuesday) before being cleared to depart Building 40-24. One source indicates that Dreamliner One could be on the Everett flight line as early as this evening.

Over on the 787 line, ZA002 is preparing for ground vibration testing to begin as early as tomorrow, a prerequisite for ZA001 first flight clearance. This page misreported that the wire mesh coverings on ZA002 were intended for ground vibration testing, when in fact they were a part of high intensity radiated field (HIRF) and electro-magnetic interference testing.

Follow @flightblogger for the latest details on the road to 787 first flight.

Photo Credit Matt Cawby

With all the activity surrounding ZA001 this week, it’s easy to forget that another new airplane is being assembled on the other side of the factory on the 747 line. Boeing has completed major assembly of the first set of 135-foot 3-inch 747-8F wings. For size comparison, each wing is just slightly shorter than the length of a 737-900ER.

Photo Credit Boeing

The first of three phases of gauntlet testing is currently underway for ZA001, as the first 787 edges ever closer to its maiden flight, Boeing confirms.

The factory gauntlet is the first phase of full integrated systems testing that sees ZA001 hooked up to an external computer and “flown” in a simulated environment to see how systems react.

The testing, which began around 6:30 AM local time, is expected to be conducted in two ten-hour blocks and wrap up early tomorrow morning, says one source familiar with the tests.

The commencement of the testing also marks the handover of the first 787 to the Flight Test team as it closely examines the performance of the integrated onboard systems.

Most of the aircraft’s systems will be tested during the first phase of the gauntlet and the
aircraft’s power will be drawn from ground cart and battery power. The engines and APU will not be turned on during this indoor phase of
gauntlet testing.

The final two phases of gauntlet testing, intermediate and final, will both take place once ZA001 exits Building 40-24 for the Everett flight line.

UPDATE 4:32 PM ET: Boeing says that the factory gauntlet does not take place in two ten-hour blocks. Previous schedules have indicated that up to three days were budgeted for the testing.

As far as the status of the current testing, one source tells FlightBlogger that the early gauntlet “is going great so far!”

Photo Credit Boeing

ALSO SEE: Here to there: 787 pre-first flight milestones explained