Once upon a time, before a single 787 barrel had been wrapped, Boeing let itself dream big about the future of the 737. Not to say that the big dreaming stopped, but it was just over taken by the engineering need on 787 and a massively growing 737 backlog between 2006-2008 that pushed the need for a replacement to the early part of the next decade.

According to industrial sources, Boeing has accelerated the pace of the 737RS study effort and even plans to make its initial pass on prospective supplier teams by mid-2006. The RS/Y1 concept is based around an all-composite 787-like structure, fly-by-wire, more-electric system architecture, EVS-integrated avionics flightdeck, and a cabin cross-section “wider than A320”. Aerodynamic improvements include a longer span wing, single-slotted flaps, raked and blended-winglet wingtip options, blended fin root and 787-like Section 41 (nose and flightdeck).

Airbus launched its own NSR (new single aisle replacement) study and reached similar conclusions about what a 2012 narrowbody replacement could provide for gains in efficiency.

Initial results from both NSR and RS/Y1 studies have, apparently, been less than stellar. Acting completely independently, the two studies have come up with similar results for their individual concepts, which fall far short of the ideal targets set for the 2012 timeframe airliner.

Airbus NSR Phase 1 results, for example, are believed to have indicated that if all the advanced technology (available and considered mature and sufficiently low-risk for entry into service in 2012) was poured into the aircraft, the best specific fuel consumption reduction would be 4%, the best operating cost reduction 3% and the best emissions reduction would be 5%. The numbers are also said to be within 0.5-1% for all parameters for the initial phases of Boeing’s RS/Y1.

These results therefore mean the aggregate benefit of all the combined results indicates a maximum efficiency improvement of only around 9-10% over the current A320/737 models. Given the estimated $7 billion development pricetag (airframe, systems and engine technology) involved in the NSR, insiders say Airbus in particular is asking if the venture is “too much, too soon”.

Then, like now, the engine technology was the driving factor in getting narrowbody efficiency gains of 20%. However, as Boeing and Airbus target 15% improvement with re-engined 737s and A320s, next generation engine technology found in the LEAP-X, PW1000G and RB285 has provided a 50% boost in efficiency expectations from the RS/Y1 & NSR original studies. 

After more than a year of calls for cutting production of narrowbody aircraft, Airbus and Boeing are headed in the opposite direction. Airbus announced Tuesday that it will increase rates on A320 starting in December, going from 34 to 36 aircraft per month and Boeing Commercial Airplanes CEO, Jim Albaugh, says that a decision will be made in April and this summer on 777 and 737 rates, respectively.

Just in case you were worried that there weren’t enough 70-100-seat commercial aircraft being offered in the next decade, a newly funded and resurrected Fokker Aircraft is hoping to join the fray with a next generation F-100 and F-70. 

Last year, I managed to catch the last 10 minutes of this week’s Movie Monday. After seeing that last bit of Inside American Airlines – A Week in The Life, I scoured the internet in search of the program. I was less than successful. Though a huge hat tip goes to AirShowFan for the find. 

The second 787 test aircraft (ZA002) is leaving the nest as early as Tuesday, headed to Southern California Logistics Airport in Victorville, California about 50mi outside of Los Angeles. This will be the first out of state trip for 787 Flight Test after more than two and a half months of testing at airports in Washington. 

ZA002 is expected to make a mid-morning arrival on Tuesday in Victorville after a little over three hour flight from Boeing Field. The 15,059ft runway at VCV is ideal for flight test as it provides a lot of margin for test pilots and is the second largest public-use runway in the US after Denver International Airport. During their time in California, flight test staff will be working out of a quadruple-wide trailer relocated from the local City Hall.

Boeing will shift control of its fleet of four modified 747-400 large cargo freighters or ‘Dreamlifters’ to Atlas Air Worldwide Holdings as part of a compensation deal in the wake of delays incurred by the airframer’s 747-8 program, sources close to the agreement confirm.

Atlas would not “confirm nor deny” that the nine-year Dreamlifter deal is part of compensation package for its delayed order for 747-8F aircraft, now scheduled to begin delivery in early 2011.

The carrier emphasizes that the outsourcing model which Atlas operates under creates a “cost-effective” operation for operating the Dreamlifters on worldwide operations.

Atlas, which is the largest customer for the 747-8F, holds orders for 12 of the 76 freighter aircraft Boeing has on order.

Atlas originally planned to take delivery six 747-8Fs in 2010 and the remaining six in 2011. Now deliveries will be completed during the first half of 2013, says Ed McGarvey, vice president and treasurer of Atlas Air Worldwide Holdings.

Boeing has incurred more than a year of delays on its 747-8 program after design changes and supply chain woes stalled the development of the company’s largest aircraft.

Boeing declines to “publicly share the ins-and-outs” of the contract, but is not offering an explicit denial that the deal was part of a compensation package related to the 747-8F.

As part of the operational agreement, Boeing will retain ownership of the Dreamlifter fleet, and handle certain costs such as fuel, while Atlas pilots and crews will operate the aircraft.

Atlas says at this point it doesn’t believe it will need to add any additional pilots to operate the Dreamlifters, as the aircraft is largely based on the 747-400. The company currently employs roughly 650 747-400 pilots, but does acknowledge some crew will need “differences training” to operate the modified Dreamlifter.

Starting in September, Atlas will assume control of the Dreamlifter cargo flights from Everegreen International Airlines, which won a contract from Boeing for the operation in December 2005. Evergreen inaugurated its Dreamlifter flights in August 2007.

Evergreen was formally notified of the contract cancellation on 2 March, but Boeing offered no explanation for the abrupt termination, says Tim Wahlberg, chairman of holding company Evergreen International Aviation.

He adds that Boeing informed the airline of a “best value” review it was conducting as a part of normal business, and to “not worry about it” as Everegreen was “doing a great job”.

“I can’t even tell you how disappointed we are,” says Wahlberg, who adds that 75 pilots, mechanics and ground crew supporting the Dreamlifter operations will be difficult to retain.

Wahlberg says Everegreen, which achieved 93% on-time performance with the Dreamlifter, will bid to operate the aircraft again at the end of Atlas’ nine-year contract.

Wahlberg adds that Evergreen beat Atlas Air during the initial 2005 bid for the contract.

At the time Evergreen assumed control in 2007, the contract life was 20 years, renewable every five years over the life of the 787 program.

The four aircraft, which were specially modified in Taiwan from passenger 747-400 aircraft, are the backbone of the 787’s global supply chain, ferrying over-sized structural components and tooling between Asia, Europe and the USA to integration and final assembly sites.

At Darwin Airport in Northern Territory, Australia an Airbus A340-300 has been undergoing flight testing since the February 21st. The curious arrival of the aircraft – MSN001 (F-WWAI) – was noted by the Northern Territory News under the headline A340 arrives in Top End for ice testing, stating that the aircraft is “being put through its paces in the Territory after a major air disaster off the coast of South America.”

The article then goes on to state that the aircraft is “testing new engines at high altitude”, citing an industry source. While the article begins to draw a link to the testing in Darwin to the A330-200 Air France 447 crash in June, the relationship is anything but clear. This particular A340-300 is powered by four CFM56-5C engines while Air France’s fleet of A330-200s are powered by two General Electric CF6-80E1.

An Airliners.net photo of F-WWAI arriving in Darwin on February 21st provides an interesting clue. Mounted on the partially painted nosecone are two red protrusions, and a third just aft of the cone, that appear to be external sensors.

Much of the discussion regarding Air France 447 has been related to the A330/A340’s pitot tubes and sensors potentially returning bad airspeed data under certain icing conditions.

At first glance, engine icing tests appear far less likely in this case if the purpose of the A340’s testing is related to Air France 447, especially when matched against the new hardware installed on the front of the aircraft.

I’ve put in a formal query with Airbus about the A340-300 testing in Darwin and will update this post with additional information as it becomes available.