Category: FlightBlogger

Okay, so it’s Tuesday. The week is still young, so I’m only 24 hours late. So sue me.

Introducing Apture
AKA what I learned at Blogworld Expo. What is Apture you ask? Essentially, it’s post production for blogs. It’s a new way of interacting with FlightBlogger. Links with icons next to them are enhanced with Apture. All the photos and links in this post were generated after it was published then added after the fact. That process, for the reader, is ultimately irrelevant, but the finished product is what matters. This post was first written as text, then posted and all the links were added.

The New Marine One
Yesterday, the first production VH-71 helicopter flew in
Yeovil in the UK. The Lockheed Martin/AgustaWestland collaboration will replace the current presidential HMX-1 helicopter fleet with 28 new aircraft. President Obama or President McCain will be the first to fly the new helicopters in 2010. The program has be beset by cost overruns and weight increases, but yesterday’s milestone is good progress.

The next big battle, Air Force One: 747-8i v. A380. Does it have to be 4 engines?

A380 @ Adelaide
For the Aussie spotters out there, QANTAS’s VH-OQA will be making 14 flights to YPAD for crew training during September and October. The first visit of the 450-seater is set for September 27 and will be repeated on October 4, 5, 7, 9, 12, 15, 16 and 17, before entering service on the 20th.

Flight was on board for MSN014’s delivery ceremony from Toulouse last week. If you haven’t checked out the videos yet, they’re really terrific.
Don’t see any links, pictures, maps or videos? That’s because I haven’t added them yet. I’ll be updating this post live at 10 AM ET to show the difference that Apture brings to the page. Swing on by.

Static testing for the 787 Dreamliner is set to begin early next week, a key milestone on the road to first flight, Boeing has confirmed.

ZY997, Boeing’s static 787 test airframe, will be put through a series of grueling structural tests to validate the strength of the composite structure.

The tests are expected to continue through the fourth quarter of 2008.

The static test will begin with the “high-blow” test to validate the pressure seals inside the aircraft cabin. During the test, Boeing will raise the internal pressure of the cabin to 14.9 PSI, or about 1.5 times normal pressurization.

Because of the 787’s composite one-piece barrel design, there are significantly fewer points along the fuselage where pressure seals could fail.

During the test, the aircraft will be draped in plastic wrap in the event the cabin breaks a pressure seal. If this occurs, the plastic will billow out easily identifying the source of the leak.

In a health and safety advisory sent to staff ahead of the test, “creaking and popping noises are normally noted” due to the “expansion and flexing” of the structure during static testing.

The aircraft, which will never fly, was rolled on April 25 to the static test rig inside Building 40-23 where the testing will take place.

Boeing has not yet determined if it will bring the wings to ultimate load, or the point at which they break. The FAA requires all aircraft structure to withstand 150% of the maximum loads that will ever be encountered in flight.

In January 1995, wings of Boeing’s 777 were brought to 154% of maximum design load in before they snapped with an explosive bang. The wings were deflected 24-feet before they succumbed to the punishing loads.

Even with the commencement of static testing next week, all 787 assembly is still frozen as the IAM strike begins its third week, though a certain portion of static testing must be completed before Dreamliner One can take to the sky.

Image credit: FlightBlogger

I had planned on putting together a chart like this, but CNN beat me to it. It really captures what happened this week. One thing missing here, and it’s a small spin off, is the business and first class load factors from New York to global business hubs. I spoke with one analyst who said that those cabins are usually 20% Wall Street on any given flight to places like London and Tokyo. Business travel is the backbone for decent yields on international flights, the airlines could take a further hit even beyond the accessibility of aircraft if these people aren’t flying.

But hey, look at the bright side, oil is only at $100 a barrel!

These just arrived in my inbox and reflect the extend of the amazing rain that pounded Chicago earlier this week, putting some parts of the city underwater. This United 737-300 (N333UA) tells the story quite nicely.

Special thanks to JR for these photos!

More after the jump

In Toulouse tomorrow, Queensland and Northern Territory Aerial Services will take delivery of its first Airbus A380-800.

QANTAS, the common shorthand form of the Australian flag carrier, will be handed the keys to MSN014, an aircraft that has gone by many different names in its short life. The aircraft has been called by its manufacturer’s serial number (14), its Airbus test registration (F-WWSK), or now by its Australian registration (VH-OQA) or given name (Nancy Bird Walton), the 450-seat A380 will fly the longest in-service A380 mission yet.

QANTAS is set to begin airline service October 20 between Melbourne and Los Angeles (QF93). Four days later, VH-OQA will commence service between Sydney and Los Angeles (QF11).

The Melbourne to Los Angeles route is about 900 nm longer than the next longest route served by an A380, Emirates’ Dubai-JFK service.

2001
March 6 – QANTAS places initial order for 12 A380s, the fifth airline to order the superjumbo.

2006
February 1 – Structural components arrive in Toulouse for MSN014
October 29 – QANTAS increases its A380 order to 20.

2007
November 28 – MSN014 is first spotted in Toulouse.

2008
January 16 – F-WWSK runs it engines for the first time.
January 25 – MSN014 makes it first flight.
January 30 – The first QF A380 makes the 682 nm to Hamburg for painting and interior outfitting.
May 12 – The Marc Newson designed interior is unveiled to mixed reviews.
May 19 – MSN014 heads to the paintshop.
June 5 – MSN014 is unveiled in Hamburg after being painted in the new QANTAS livery. Note: The new livery was altered for the A380 after it was found that the roo’s leg went right through the horizontal stabilizer!
August 15 – After repainting, MSN014 undergoes rejected takeoff testing at Hamburg ahead of its outfitting flight.
August 19 – F-WWSK takes off from Hamburg for a 3-hour 38-minute outfitting flight as AIB014C.
August 30 – MSN014 returns to Toulouse from Hamburg in preparation for its September 19th delivery.
September 5 – VH-OQA makes its first flight with an Australian registration.

Image credit: David Barrie

I got word yesterday from a good friend that the Lone Star Flight Museum in Galveston, Texas was devastated by Hurricane Ike. Any description I give will not do the reality of the damage justice.

Before Ike arrived, the museum was able to move its B-17, B-25, DC-3,P-47, F6F, F4U, SBD, PT-17, T-6 and F8F out of harms way. The LSFM website says that it will be adding a special donations page to help with the rebuilding “within the next 24 hours.” Once it is available, I will add the link to this page as well.

From Museum President Larry Gregory:

September 16, 2008 6:30 p.m. – Galveston, Texas

A
first site survey found damage from Ike as substantial. The hangars and
Texas Aviation Hall of Fame had 7-8 feet of water in those areas. The
gift shop and lobby area had 3-4 feet of water. The southwest side of
both hangars appear compromised. The entire contents of the gift ship
are lost. Every exhibit in the Texas Aviation Hall of Fame was
destroyed although some artifacts may be able to be saved.. How many is
yet to be determined.

The
airplanes received major water damage. Most remain in good shape
physically. All plumbing and electrical systems are inoperable. The
roof is okay minus one skylight. The second floor appears to be
untouched. All evacuated aircraft are ok.

When hurricanes and tropical storms churn over the Atlantic, aircraft usually opt to get of the way. Yet for some, counterintuitive behavior is in the job description.  The US National Oceanic and Atmospheric Administration (NOAA) is tasked with flying into and out of some of the world’s most destructive weather.

NOAA’s AOC (Aircraft Operation Center) is led by its two flagship Lockheed WP-3D Orion aircraft based at MacDill AFB in Florida. N42RF and N43RF (their official names) often go by different monikers; Jim Henson’s Muppet characters Kermit and Ms. Piggy.  Each aircraft sports custom nose art illustrating its namesake.

For Kermit and Ms. Piggy, who just finished up studying Hurricane Ike last week, the task at hand is clear:

Data collected during hurricanes by these airborne meteorological platforms and from a variety of other sources are fed into numerical computer models to provide better forecasts of how intense a hurricane will be, and when and where it will make landfall.  

These data, from the aircraft, fulfill two important purposes:  to help forecasters make accurate predictions during a hurricane; and to help NOAA researchers achieve a better understanding of storm processes, thereby improving their forecast models.

The typical WP-3D mission can run as long as nine to 10 hours, putting these two aircraft through brutal conditions, slammed by hurricane force winds, fierce rain, violent up and downdrafts, all with the goal of getting inside the calm at the eye of the storm often at altitudes of 1,500 to 25,000 feet.

Once inside (or over) the hurricane, the WP-3D uses its nose, lower fuselage and aft radar to measure the intensity of the storm. The WP-3D has been significantly modified to fly these missions as flying science laboratory. In addition, the aircraft drops probes, called GPS dropwindsondes, directly into the storm to gather data on the air and sea temperature, wind speed profile and humidity of the storm, all of which is relayed back to the aircraft for analysis.

Each aircraft, powered by four Allison T56-14 turboprop engines, is manned with two pilots, a flight engineer, navigator, meteorologist flight director, two or three engineering/electronic specialists, a radio/avionics specialist and up to 12 additional scientists or media personnel.

When the aircraft isn’t flying straight through the eye wall of a Category 5 hurricane, Kermit and Ms. Piggy have undertaken climate studies in Central and South America, as well as air quality research in the northeastern US and satellite validation missions over the North Atlantic.

NOAA, a division of the US Department of Commerce, operates a small fleet made up of a Gulfstream IV-SP (Gonzo) and Jet Prop Commander, Cessna Citation II, Rockwell Aero Commander, DeHavilland Twin Otter and Lake Seawolf, all tasked with studying and understanding the world’s weather.

According to NOAA, the Muppet twins have a remaining useful lifetime of another 10-15 years opening the door for a replacement platform. Currently, the US Navy P-3 Orion, a cousin of the WP-3D, is set to be replaced by Boeing’s P-8A Poseidon, which is based on the 737-800 set to fly in 2009. Perhaps a 737/A320 replacement here?

With hurricane season not set to expire until the end of November, Kermit and Ms. Piggy have their work cut out for them.

Good News, Bad News for Airbus
QANTAS is getting their first A380 on Friday, kicking off Melbourne-Los Angeles service on October 20. VH-OQA, MSN014 will be delivered from Toulouse later this week. (European and the Middle Eastern customers deliver from Hamburg, all other customers from Toulouse) I’ve put together a short feature post about the last year for this airplane, which will be published ahead of the delivery.

French newspaper Journal du Dimanche (via Reuters) is reporting new delays for the A380. The report says that Airbus will only deliver eight to 10 aircraft before the end of 2008 instead of 12. Airbus had no immediate comment. The paper cites electrical defects related to rewiring of Wave 1 (MSN001-MSN025) aircraft. I’m sure we’ll hear more about this from Airbus as the week progresses.

Airbus also finalized the sale of the wing plant to GKN in Filton valued at £136m for the A350. We’re heading rapidly toward the end of the year, so XWB design freeze likely isn’t that far off now.

787’s Pacing Item
The IAM is into its second week on strike now and it looks as though there’s no sign of any breakthroughs. If they went back to work today, it’s somewhat difficult seeing 787 first flight by the end of the year. BCA Chief Scott Carson gave an extended interview to James Wallace of the Seattle Post-Intelligencer over the weekend and addressed all of these questions. Full Q&A

Q: Will you be able to deliver those 25 Dreamliners by the end of 2009?

A: What we do know is if first flight slips it puts pressure on the
flight test program until we get the airplane certified. We are going
to do our very best to not let it adversely impact our customers but
there are a lot of variables in play right now. And the biggest one is
getting the strike resolved.

Undercover as Flight Attendant
The New York Times went undercover with American Airlines to see what it is like to be a flight attendant. It’s a must read.

On the road again…
I’m pretty sure I’m away from home more than not these days. I’ll be in Chicago visiting Boeing today and tomorrow and later in the week to Las Vegas for Blogworld Expo to see if I can’t find some new ways to bring a web 2.0 spin on aviation coverage. Not to worry, I’ll have fresh material all this week.

And while we’re waiting…

…for the strike to end, take a look at this 90 minute lecture on composite technology given by Al Miller, University of Washington alumnus ’71, ’77, and director, 787 Technology Integration. Enjoy!

Unfinished 737s await completion at Boeing’s Renton, Washington factory this week

With jetliner production frozen, Boeing and the International
Association of Machinists and Aerospace Workers, the company’s largest
union, struggle with the future of the company.

The confrontation centres on the role of outsourced responsibilities once held by machinists inside Boeing facilities.

The
outcome of the battle between Boeing and the IAM is likely to have an
impact on the company well beyond the troubled early years of the 787
programme.

In a cyclical industry, Boeing’s business case for outsourcing pits
oversight against stability. The shared responsibility and risk of the
programme, Boeing argues, insulates the company from the painful
cyclical industry downturns, opting for stability over direct control
of suppliers.

Without having to manage a native workforce beyond a core final
assembly team, Boeing would need only to specify the rate at which
suppliers deliver to the company, maximizing productivity and better
managing the aircraft backlog. The responsibility for managing the
workforce is the responsibility of the suppliers and sub-contractors,
not Boeing, potentially avoiding significant layoffs of its own in the
event of a downturn.

The goal is to “get the volatility out of the programme,” said Ron Epstein, industry analyst with Merrill Lynch.

Epstein emphasized that the key to success becomes the strategies employed in managing the outsourcing.

Though the underlying business case for outsourcing pre-supposes a supply chain able to meet the demands of its customer.

In
the first 16 months of final assembly operations, the significantly
outsourced 787 supply chain found itself unable to keep pace with the
early and aggressive demands of the programme schedule, forcing at
least a 15 month delay in the first delivery to Japan’s All Nippon
Airways.

Boeing has worked to regain oversight and drill down into its suppliers to regain the stability it had hoped to have.

Both
the IAM and SPEEA, the union of engineers readying for a contract
battle of its own, contends that the 787 programme would have been able
to avoid its early problems had a larger share of work been allocated
to Boeing employees.

The IAM and its membership of 26,800 roundly rejected Boeing’s best
and final contract offer 3 September, which provided an 11% increase in
pay over three years, plus bonuses.

Though the Union voted 80%
to reject the contract and 87% in support of a strike. The union
membership emphasized that it was not the pay increase it took issue
with, but new contractual provisions opening the door for expanded
outsourcing for the movement of parts to Boeing’s legacy programs
inside the company’s facilities. Currently, that responsibility is
sub-contracted solely for the 787 programme.

The strike, which is into its second week has left four 787 flight
test aircraft, about a dozen and a half 777s and twice as many 737s,
and a handful of 767 and 747s languishing at various states of assembly
at three Boeing facilities in Washington State.

There is no sign that the contract battle and strike are nearing a conclusion.

“I
think there’ll be at least a one-month delay,” said James Bell, Boeing
Chief Financial Officer at an investor conference. “Right now it’s a
one-for-one day slip on the 787 and all other programs as well.”

On the other side of the picket line, the union appears to be
preparing for a prolonged fight, advising its members that, “If you
have ongoing prescriptions, fill them NOW and fill them again before
the end of September.”

The union membership loses it health insurance on 1 October.

As prepared for Flight International Magazine next week.
Photo credit: FlightBlogger

The Wall Street Journal is reporting that the DoD has hit the stop button on the tanker contract:

The Department of Defense is calling off a hotly
disputed $40 billion competition to replace its aging fleet of
aerial-refueling tankers because officials don’t think they can pick a
winner before the next presidential administration as planned.

The decision is a major victory for Boeing Co., which had lost the initial competition in February to a team comprised of Northrop Grumman
Corp. and the parent company of Europe’s Airbus. Boeing’s protest of
that decision was upheld by the Government Accountability Office,
leading to a new round of bidding.

President McCain or President Obama will be inheriting this mess. Any odds on bets that this becomes an issue in the Presidential campaign?