Category: FlightBlogger

DUBAI — It’s Saturday morning here in Dubai and I’m just seeing the photos from Thursday night’s 747-8F roll-out for the first time. The aircraft departed the 747 line (Building 40-22) and made the quick trip over the Boeing Freeway for Paint Hangar 45-02. 45-02 was part of the original layout for Boeing’s Everett factory in the 1960s. RC501, the first 747-8F, should spend at least the next week or so in the paint hangar before moving to the fuel dock for first APU runs followed by a formal move to the flight line for gauntlet testing and pre-flight preparations.

More photos below the fold.

Photos Credit AirShowFan (1,3,6) Boeing (2,4,5) & Liz Matzelle (7)

Travel Night (and Day): IAD-DOH, originally uploaded by flightblogger.

On board Qatar Airways 777-300ER about to start my journey to the Dubai Air Show (Twitter #dxb09). First LONG leg takes me to Doha from Dulles then on to Dubai. The second leg is only 250 miles long but on a 777. I didn’t have a chance to check the registration on my IAD-DOH leg, so if anyone knows, let me know too! The first 777-300ER was delivered almost exactly two years ago, but this particular plane doesn’t feel more than a year old. Not a bad ride for a 6018 nm flight.

UPDATE: Now in Dubai! Turns out the first leg was on A7-BAA (first delivered) and the second leg was on a A330-300 (A7-AEJ) – an unexpected pleasant surprise.

Side-of-Body Installations Complete on First Boeing 787 Dreamliner

EVERETT, Wash., Nov. 12 /PRNewswire-FirstCall/ — Boeing (NYSE:
BA) has completed installing reinforcements within the side-of-body
section on the first 787 Dreamliner.

The modification entails installing new fittings at 34 stringer
locations within the joint where the wing is attached to the fuselage.
Installations were completed yesterday.

Boeing expects to complete the installations on the static test
airframe and the second flight-test airplane in the coming days.

“Completing this work is a significant step toward first flight.
We continue to be pleased with the progress of the team and remain
confident the first flight of the 787 Dreamliner will occur before the
end of the year,” said Scott Fancher, vice president and general
manager of the 787 program. “We will test the modification on the
full-scale static test airframe later this month. As soon as we confirm
the loads are being handled appropriately in the joint we will complete
preflight activities on the airplane.”

Once the modification is complete on the static test airframe,
it will be refitted with strain gauges and instrumentation required for
testing. Access doors, systems, seals and fasteners removed from
airplane No. 1 to provide access are being restored in preparation for
continued testing on the airplane. Boeing continues to install fittings
on the fatigue test airframe and the remaining flight-test airplanes.
Other airplanes will be modified in the weeks ahead. Overall, the work
on modifying airplanes is progressing well, Fancher said.

“We have a strong and capable team that has performed
exceptionally well,” Fancher said. “I’m very pleased with the team’s
dedication to meet our commitment to fly before the end of the year.”

After airplane No. 1 is restored, the flight-test team will
perform another set of gauntlet and taxi tests to ensure that all
systems are ready for flight. Fancher noted that with the exception of
a single high-speed taxi test, all remaining flight-test activities
have been successfully completed on the first flight-test airplane.

In what may end up being the biggest aircraft order of 2009, United Airlines appears close to purchasing a massive number of widebody aircraft by the end of the year from Boeing and/or Airbus to replace the airline’s aging 747, 777, 767 and 757 fleets.

I’ve put together a graphic that lays out all of United’s options (PDF) for
fleet renewal that shows the existing fleet and potential replacements
from both Boeing and Airbus.

There are many options that United could exercise for its fleet renewal, choosing to buy exclusively from either manufacturer, or creating a mixed fleet. Flightglobal’s ACAS database shows United operates 25 747-400s, 34
767-300ERs, 19 777-200s and 33 777-200ERs. The carrier also operates 94
757-200s. Each aircraft has a range of options that that could feasibly be replaced by each manufacturer. What follows is a general comparison of models and the airline’s options for renewal.

757-200 – United’s narrowbody workhorse seats 182 (3-class) or 110 (United ps.) and could be replaced by the A321 or 737-900ER for hub-to-hub or coast-to-coast operations.

767-300ER – The 787-8 or A330-200 would fit for United in this 183 and 244-seat category for trans-Atlantic, Trans-Pacific and Latin America operations. The A330-200 could offer an interim solution before the larger A350-800 is available, but it fits in a category closer to United’s 777 rather than the 767.

777-200ER – The stretch 787-9 and A350-800 or even larger A350-900 would be ideal replacements for long-haul trans-Pacific 253 and 258-seat 777-200ER operations. Even the 777-200LR could fit for ultra-long haul operations opening up new markets from the airline’s US bases. United is also keen to continue to compete on the US-Australia routes against Delta (777-200LR) and V Australia (777-300ER).

777-200 – As the launch customer for the type back in 1995, United’s early non-ER 777s have a range of just over 5,200 nm for 348-seat Hawaii flights and 258-seat trans-Atlantic flights. The 787-3 or A330-300 may fit on these routes designed for high density operations of 5-6 hours or less.

747-400 – As the largest aircraft in United’s fleet, the 747-400 could be replaced by four potential aircraft. The twin-engined 777-300ER and A350-1000 are the closest in seat count to the existing 374-seat 747-400. However, the larger 747-8 or A380 would offer significant growth for the airline flying high-capacity long haul routes between large cities.

United appears to be leaning away from the A380 and 747-8 and 777, potentially opting for a mix of 787s or A350s. In addition, a report by Leeham.net says that United is concerned the 787 won’t be able to perform the missions the airline is looking for. The report also indicates that any A321 purchase would come
with winglets to put them in line with the 757 in terms of
performance.

The installation of the wing fix for the first 787 – ZA001 – is now complete, with program sources telling FlightBlogger that flight test
schedules have readjusted to target late December for first flight just
before Christmas.

Boeing declined to confirm the completion of the installation but says
that “we are satisfied with the progress being made with the
modifications and are on-track to fly before the end of the year.”

As part of the Z18 program schedule, Boeing initially targeted late November for first flight, but the on going pace of engineering design, the availability of the machined fittings, and the installation of the wing fix has slid 787 first flight roughly a month.

The latest target holds 787 first flight within Boeing’s latest revised target of flying by the close of 2009. 

Sources also indicate that the wing fix is slated to undergo full-scale
testing on the static airframe is currently slated for late-November. Once complete, Boeing engineers will study the results to validate the wing fix and  clear ZA001 to begin its certification campaign.

Additionally, as a result of the completion, ZA001 restoration work is scheduled to begin today in Everett.

Restoration consists of a thorough cleaning, re-installation of systems and complete panel close out.

Once restoration is complete, what remains unknown is if ZA001 will stay in the paint hangar while ZY997 undergoes final validation or return to the flight line to re-start preparation for first flight.

While it is not said explicitly on its website, Japan’s All Nippon Airways quietly unveiled the cabin for its 787 Dreamliner this morning.

While the exact configuration of the aircraft is still unknown, ANA’s announcement of the selection of the Panasonic eX2 IFE for the 777-300ER and 767-300ER aircraft, we well as the the unveiling of its new 777-300ER cabin leads to one speculative conclusion: This is ANA’s 787 product for introduction in late 2010.

ANA already announced in January 2007 that it had selected eX2 IFE for the 787. ANA says the AVOD system will feature 160 programs including movies, videos, music and games, as well as the ability to order food and drinks directly from your seat.

While the 777-300ER will feature a four-class cabin starting in February 2010, there’s no guarantee that the smaller 787-8 would also have four classes of service. However, ANA’s longest haul aircraft – 777-300ER & 747-400 – both feature a four-class configuration. The airline’s medium to long haul 767s have two-class cabins with seating in economy and business class.

Presumably, at least two of ANA’s four new classes of service will find their way onto the 787.

First
Re-branded as the ANA First Square, the new first class suite features fully lie-flat beds and a baggage compartment and mini-closet to hang your coat. Each Square will have a 23-inch LCD touch screen with universal power port, iPod connector and USB port. 

Business
ANA’s new business class will feature fully a lay-flat seat in a staggered arrangement with a large side table, shoe storage and small in-seat baggage area. Each seat back will have a 17-inch LCD touch screen with universal power port, iPod connector and USB port.

Premium Economy
ANA has selected fixed back shell seats for premium economy and increased the seat pitch from 38-inches to 42-inches. Each seat back will have a 12-inch LCD touch screen with universal power port, iPod connector and USB port.

Economy
ANA has selected fixed back shell seats increased the seat pitch to 34-inches from 31-inches with a sliding headrest and footrest for its new economy cabin. Each seat will have a 10.6-inch LCD touch screen, universal power port, iPod connector, USB port and a special cup holder.

Woohoo cupholder!

Dubai 2009
I head east bound Thursday night for a leisurely 13-hour jaunt to Doha, then on to Dubai. This should prove to be a fascinating show with the Middle East expected to barrel its way out of the recession before the rest of the planet, so all eyes will be on Dubai as a barometer of global economic health. I’ll have much more on this topic heading into the weekend. Anyone making the trip over?

Don’t forget, the Twitter hashtag for the Dubai Air Show is #dxb09.

A380 In-Service Report
After just over two years of service with three airlines, Flightglobal reporter Max Kingsley-Jones (just back from A330-200F first flight) has authored an eight-page report that delivers an early verdict on the A380. Max traveled to to Dubai and Singapore to assemble the incredibly comprehensive report. We’ve put together an online package for the A380 in-service report that features additional interviews with Emirates President Tim Clark and tours of the flight deck and cabin. It is a must read for those who love airline operations and aircraft development.

787s to the Flight Line
Over the weekend, another 787 Dreamliner departed the paint hangar in full ANA colors. The more time that goes on, the more I realize how many different ways you can classify each 787. The most recent flight line arrival is: Airplane 8, Production aircraft 2, ZA101 (fmr. ZA008), JA804A and S/N 34488. The fully painted fuselage is also another indication that ZA100 (JA801A) will wear a special paint scheme upon delivery to ANA at the end of next year.

Next up will be Airplane 9: ZA101, JA803A and S/N 34486.

I feel like this is a short week ahead post. What’s on your minds for the week ahead?

For the sake of full disclosure, I won’t for a second claim to have found this video myself. In fact, I saw it on Airliners.net thread yesterday and thought it would make a fantastic Movie Monday. Airline, a documentary by the BBC, takes you inside the life of British Airways long-haul pilots (in five parts) as they fly the 747-200 from London Heathrow to Bangkok and then on to Sydney as Speedbird 009.

Perhaps most timely is the section on pilot fatigue and boredom in the wake of the Northwest 188 incident. The discussion centers around the increasing role of aircraft automation and the role of pilots in the cockpit as systems operators rather than aviators. Save for the aircraft types in question, the topics of discussion remain just as relevant today as they did two decades ago.

Parts two through five are after the jump. Enjoy!

For those of you who have paid a visit to the Future of Flight museum at Paine Field in Everett, Washington, this large monolithic composite barrel will be quite familiar to you. A few weeks ago, Boeing removed three barrel – a demonstrator of 787 section 47 – from its exhibit in at the museum and relocated back to the factory grounds. It’s been rigged up near the 40-41 building and appears to have a vertical stabilizer leading edge now attached to the top of it. I confess to having absolutely no earthly clue as to the purpose of this barrel’s reclamation, but it does inspire many many questions? Can anyone shed some light?

Photo Credit Mark Palmer

Boeing has completed the first of three rounds of gauntlet testing on the 747-8F, marking a significant step towards the aircraft’s first flight, the company confirms.

RC501‘s two-day factory gauntlet took place over Wednesday and Thursday and consisted of ground control and autopilot checks, as well as testing of the flight deck and power systems.

Gauntlet testing places the aircraft in a closed loop simulation that
‘fools’ the aircraft systems into thinking they are flying. The
factory gauntlet also represents the first major test of all of the aircraft
systems as they operate in unison.

The first 747-8F also flew a simulated reduced B1 first flight profile with dynamics, flight controls and autoflight checks.

The nine-hour “first flight” was flown by Mark Feuerstein, chief project pilot for the 747-8F program and was joined on the flight deck by Captain Sheila Beahm, says Boeing.

RC501 will continue functional testing before rolling out of the factory then heading to the paint shop and fuel dock for first APU start, followed by a move to the flight line for the intermediate gauntlet. The second phase of gauntlet testing will see the first start of the four General Electric GEnx-2B engines under the wings of the new freighter.

After the intermediate gauntlet is complete, the aircraft will move into the final gauntlet systems testing, followed by low and high-speed taxi testing before first flight.

RC501 is expected to take its maiden flight early next year, with first delivery to Cargolux in the fourth quarter of 2010.

Photo Credit Boeing