Category: FlightBlogger

Night Flight with Honeywell, originally uploaded by flightblogger.

Sent from my handheld.

I’ve added the following updates to the main A380 production post.


F-WWSI, MSN012 taxis for the first time today. Image courtesy David Barrie.

FLIGHT TESTING

MSN004 was repainted and flown using GTL (gas-to-liquid) synthetic fuel from Toulouse to Filton in the UK. It was the first flight of a commercial aircraft using alternative fuels.

PRODUCTION

MSN012 – Singapore Airlines – F-WWSI – 9V-SKF
The aircraft was spotted taxiing for the first time on February 11, 2008. The first flight typically happens within two weeks of the first taxi tests.

MSN014 – QANTAS – F-WWSK – VH-OQA
The aircraft was ferried to XFW on the 30th of January.

MSN020 – Emirates – F-WWSS – A6-EDE
This aircraft was seen being towed between assembly hangars at TLS on December 20.

MSN029 – QANTAS – F-WW** – VH-OQF
FlightBlogger has confirmed that parts for this aircraft were delivered to Toulouse in complete convoy over four days from January 21-24, 2008.

MSN033 – Air France – F-HPJA
FlightBlogger has confirmed that this aircraft has been assembled and was towed around the ramp at TLS on the 8th of February.

National Airport 4:45 PM, originally uploaded by flightblogger.

Sent from my handheld.

Some food for thought as we head into the weekend.

Image Courtesy Howard Pain

Boeing targets two-tier response to Airbus A350-1000 threat
By Stephen Trimble

The proposed 787-10, likely to be a 305-seater, “is a good product against the [777]-200, 200ER-class airframe”, says Carson. “The 777-300ER is a little bigger and the 777-200LR has a little more legs so they could well co-exist. That will be part of the product and market studies that we continue to refine.”

Carson also emphasises that Boeing believes the basic 777 airframe can remain competitive through the next decade with perhaps a “modest” refresh, focusing on engine and airframe technologies.

“There comes a time when you think about what you’re going to do with the upper-end of that marketplace,” he says. “We’ll make some decisions about what to do with a major refresh, but we’re not in any panic about that. We think its doing incredibly well in the marketplace right now.”

Rather, Boeing still plans to hold off developing a new widebody in the 380-seat-and-above class market for at least 10 years, he said, adding such an aircraft would feature an all-composite airframe like the 787.

Image Courtesy Flight/Tim Bicheno-Brown

BA could eventually operate up to 30 A380s: Airbus
By Max Kingsley-Jones

Meanwhile, Leahy is feeling confident about Airbus’s chances in phase two of the BA campaign to replace the bulk of its 747-400 fleet, where the A350 XWB is up against the proposed 787-10 and “777X” design study. The airline’s chief executive Willie Walsh has said that he aims to reach a decision on this deal before the end of the year.

The 787-10 is “too small” so Boeing “is looking at what it can do with the 777 as the -300ER is not competitive with the A350-1000,” says Leahy.

“We feel we have the right aircraft with the A350 and BA is leaning in that direction,” he adds. Leahy does not expect Boeing to be ready to finalise its 777 development plans this year “unless it pulls a rabbit out of a hat”.

Cessna unveiled its new Citation Columbus business jet yesterday. It’s fast (Mach .85) , efficient (PW810 engines) and has very long legs (4000 nm). To boot, it’s got wireless hubs on board to, “connect your PDAs, cell phones, laptops and just about any other communication device to the rest of the world.”

This is an aircraft designed with the global economy in mind.

First flight is scheduled in 2011, FAA certification in 2013 and entry into service 2014.

See the complete product brochure from Cessna.

Click for high-resolution:

More high-resolution photos below the fold.

India’s Tata Motors unit to manufacture components for Boeing’s Dreamliner
February 06, 2008: 06:34 AM EST

MUMBAI, Feb. 6, 2008 (Thomson Financial delivered by Newstex) — India’s largest vehicle maker Tata Motors Ltd, part of the salt-to-software Tata Group, said its engineering solutions unit has signed an agreement with the Boeing (NYSE:BA) Company to supply structural components for Boeing’s 787 Dreamliner airplane program.

No financial details were given.

In a release, Tata said wholly-owned TAL Manufacturing Solutions Ltd will build floor beams for the 787 using new technology with advanced titanium and composite materials.

The floor beams for the 787 airplane will be produced at TAL’s new facility in the central Indian city of Nagpur and then transported to Boeing partners in Japan, Italy and the US for further assembly, it added.

This is extraordinarily significant at first glance. This appears to be one of the first steps in the 787 recovery plan. BCA Chairman and CEO Scott Carson is speaking later this morning to a group of aerospace analysts and I’m sure this will be on his agenda. The announcement of a new structural supplier this far into the program means that 1. Another supplier has been replaced or 2. Another supplier was unable to meet the initial demand for floor beams and this is a supplement. Either way, it’s clear that a supplier has not been making the grade on floor beam production.

By the looks of this graphic, IAI appears to be the supplier in question. The Wall Street Journal authored a piece in December citing significant concerns by BCA leadership about IAI and Vought Aircraft Industries, both partners are directly responsible for structural components like the floor beams on the Dreamliner.

Look for more on this here as the day develops.

UPDATE 1:00 PM: Scott Carson did not mention any supplier changes in his speech to the Cowen & Co Conference.

UPDATE 12:12 AM: According to a source familiar with the agreement Tata will manufacture floor beams beginning with the 787-9 an 787-3. There has been no change to suppliers of floor beams for the 787-8. It remains unclear whether or not Tata will be working in conjunction with the current 787-8 suppliers to supplement production or be absorbing the current work package for the variant aircraft.

Today’s post is actually written from the road. I’m up in Boston (jetBlue E190 in case you were wondering). In a previous life I used to work in politics, and with today’s democratic (small d) festivities in 25 states and territories across America, I felt it was appropriate to do a little crossover post.

If you happen to be in one of those 25 states and territories, get out and vote. One of the six candidates will be the President of the United States. Don’t you want to have your say?

If you live in:

Alabama, Alaska, American Samoa, Arizona, Arkansas, California, Colorado, Connecticut, Delaware, Georgia, Idaho, Illinois, Kansas, Massachusetts, Minnesota, Missouri, Montana, New Jersey, New Mexico, New York, North Dakota, Oklahoma, Tennessee, Utah, West Virginia

Then take 20 minutes on your lunch break or after work (stop reading the blog, you have my permission) and go vote!

Okay, I made my pitch for your civic participation. Now to the planes.

One aircraft in particular caught my eye at the Reagan Library debate. It was the centerpiece of the last Republican debate. The Boeing 707 that first flew as Air Force One with Presidents Kennedy, Johnson, Nixon, Carter and Bush.

Both Governor Romney and Governor Huckabee chartered an Express Jet Embraer E145 earlier in the campaign. Rumor has it that they didn’t share the same plane.

Senator McCain has been flying a jetBlue Airbus A320. 10 pts to anyone who can spot the irony.

UPDATE: According to the NBC Nightly News on Feb. 6, Senator McCain had chartered a jetBlue Airbus A320 N658JB. Otherwise known as “WooHoo jetBlue!” the promotional A320 used to market the Simpson’s Movie this past summer.

Congressman Paul’s supporters have hired a blimp to orbit cities all over America.

Governor Romney was spotted flying a Boeing 737-400 (N42XA) around the south yesterday.

Both Senator Obama (N319TZ) and Senator Clinton (N310TZ) have been flying around on ATA Boeing 737-800s. A definite size upgrade for Senator Obama who had been previously been flying on a Gulfstream II (N747NB).

Winner gets the best ride of them all:

When an aircraft is first imagined on the drawing board, an ideal mission profile is modeled with city pairs, frequencies and payloads. When the new aircraft enters service, more likely than not the operator identifies a mission profile similar to what the manufacturer had intended.

Occasionally, you see an airline take the ideal mission profile and tear it to shreds. No one fully envisioned a 757 would be flying trans-Atlantic or an A320 trans-continental.

Taking a leap one step further, British Airways has ordered two Airbus A318 in a 32 seat all-business configuration to find its way into an ultra-niche market. The newest (and shortest) member of the A320 family will be put into service between London City Airport in the heart of the financial district and New York City. There has been a raging debate about whether or not this service is a good idea for BA. (See podcast) Either way, this is a bold step forward in responding to the premium trans-Atlantic carriers that are flying 767s out of Stansted.

The aircraft itself will be pushed to its operational limits. With a range of 3,700 nm, the aircraft will be able to make the trip without stopping for fuel on the east-bound leg from New York with the reduced weight. However, a 40 minute fuel stop will be required on the westbound leg. The exact location for the stop has yet to be determined, however Shannon, Ireland appears to be at the top of the list.

British Airways has selected CFM56 engines to power its pair of A318s. Both the CFM56 & PW6000 engine each have 180 minute ETOPS certification, essential for safe and efficient twin engine operations over the Atlantic.

The block times, according to Crankyflyer, a fellow blogger and GWU Alum, clocks in at 7 hours and 10 minutes to London (compare 6:55 – 747-400 JFK-LHR). The return leg is a lengthy 9 hours and 30 minutes (compare 7:10 – 747-400 LHR-JFK) back to the states, which includes the fuel stop.

Allegedly leaked information and photos on the PilotsofAmerica.com forum. Very interesting stuff here if it’s confirmed.

At about 700 ft AGL, the auto throttle commanded engine acceleration. One engine started to rollback during and the other engine started to accelerate then 8-10 seconds later began to roll back. Once the flight crew noticed, they pushed the throttles up and the engines’ EECs responded but the engines did not. It appears that no fuel was getting to the engines.

The investigation continues to look broadly for a cause of the dual engine rollbacks. Fuel exhaustion is the only item that has been positively ruled out. Aspects that the FAA believes the investigation is concentrating on are:

• Ice in the fuel somehow limiting the fuel flow to the engines. A maintenance message indicating excessive water in the center tank was set during taxi on the two previous flight legs, although it cleared itself both times. The airplane was being operated in a high humidity, cold environment, conducive to ice formation.

• Small-sized contamination building up in the engine fuel systems somehow limited the fuel flow to engine. All the fuel samples have tested for contamination of larger particles (sizes outside the fuel specification). Testing has been started looking for small particles (greater than 5 microns).

• Engine hardware failures sending inaccurate data to the engine electronic control (EEC) causing the EEC to demand insufficient fuel. A preliminary review of the EEC data from the right engine shows erratic combustor inlet pressure (P30). A leaking P30 sense line could cause this, or the EEC receiving a higher than actual fuel flow parameter.

• Software coding problem in the EEC causing the EEC to demand insufficient fuel. British Airways installed a new engine EEC software revision in December 2007. The software was approved in May 2006. There were several changes to the software as part of the revision. Two items seem remotely related to the accident: improvements to low power stall recovery logic and fan keep out zones for ground maintenance. The first two items would be related to a part 25 compliance issue, while the last two items would be related to a part 33 compliance issue.

MUCH MORE BELOW THE FOLD