FlightBlogger Archive 2007-2012

Tag: FlightBlogger Archive

  • Project Gemini documents provide look into 787 line selection

    Albaugh-2nd Line Dec-Intro.jpg

    READ THE FULL PACKAGE OF BOEING DOCUMENTS (3.8 MB PDF)

    SEATTLE — In a hotel function room in downtown Seattle on Friday, the International Association of Machinists and Aerospace Workers released never-before-seen documents that provide a glimpse into Boeing manufacturing strategy and its analysis of Project Gemini, the plan to bring the second 787 final assembly line to North Charleston, South Carolina.
    The conclusion drawn by the IAM is the presentations given to the Boeing Board of Directors serve as the “smoking gun” that validates the National Labor Relations Board case against Boeing, which alleges the company moved work to South Carolina in retaliation for the September-October 2008 strike.
    However, the IAM’s publication of the documents as excerpts of larger presentations, as indicated by non-sequential page numbering and does not provide a full picture of what other information was provided to the board.
    While nothing in the documents explicitly suggests that the move to Charleston was a retaliatory move, the presentations point to Boeing’s own analysis of the greenfield site as an expensive, high risk move that would further erode the profitability of the 787 and risk the coming production ramp up. Despite this rationale, the documents show the company ranked its labor dynamics ahead of any potential threat of not meeting customer commitments. 
    Separate from the IAM’s evaluation of Boeing’s motives for placing the second line in Charleston, one April 27, 2009 presentation outlines the company’s second line strategy and purpose for “establishing long-term manufacturing capability outside of Puget Sound, starting with a second 787 final assembly line and progressing to the new airplane program”.
    NewAirplaneLine-Slide.jpg
    This revelation will no-doubt spur a discussion that laments the actions of management or labor, but the publication of the documents – and their content – illustrate just how deep the adversarial “arm’s-length” relationships runs between Boeing and its workforce stakeholder. Boeing’s own description of a labor “hostage situation” is perhaps the clearest example of the state of its interaction with the representation of its largest group of employees.
    The Piepenbrock Framework explains not only product development strategies of big “Blue” leaps, but the short-term decision-making that erodes trust and collaboration for mutual benefit of the organization’s stakeholders. Boeing’s relationship with labor, and labor’s relationship with Boeing, by this standard, is a deep shade of Blue with little collaboration or trust to be found.
    The documents illustrate, above all, how Boeing’s leadership views its strategic decisions through a zero-sum lens that any move that creates a winner, must also by definition, create a loser.
    For reference, the other codenamed projects in the document – Secretariat and Horseshoes 2 – are references to the July 2009 Vought Aircraft Industries 787 acquisition as well as the second half of the Global Aeronautica purchase which came in December 2009.
    A selection of the slides are below the fold:

    This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.

    This post originally appeared at Flightglobal.com from 2007 to 2012.

  • All Nippon’s first 787 receives Certificate of Airworthiness

    787 First Delivery Header

    All Nippon Airways Boeing 787 Dreamliner JA801A ZA101

    SEATTLE — With the official delivery transaction between Boeing and 787 launch customer All Nippon Airways a day away, the first aircraft to be handed over to the Japanese carrier has received its Certificate of Airworthiness, the company confirms.

    The CoA for JA801A, which was received September 23, is the final regulatory step for each delivered aircraft, certifying that it meets all production and type specifications and that no outstanding work is left to be done on the aircraft before it is officially delivered to the customer.
    The official handover is really an elaborate multi-party conference call with banks, the airline and Boeing undertaking the procedure of transferring funds and confirming their receipt. While, Boeing has received pre-delivery payments from the airlines who have ordered the 787, this final transfer marks the largest share of the transaction.
    Boeing’s last first delivery was on May 15, 1995 to United Airlines for the first 777-200. This excerpt from 21st Century Jetliner takes you inside the room for the historic, albeit bureaucratic, handover of the 777.

    This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.

    This post originally appeared at Flightglobal.com from 2007 to 2012.

  • A cover worth noting: Flight International – 27 September-3 October

    787 First Delivery Header

    Flight International 27 Sept-3 Oct

    This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.

    This post originally appeared at Flightglobal.com from 2007 to 2012.

  • Atlas Air cancels three 747-8Fs on performance concerns

    Atlas Air Boeing 747-8F N852GT/G-GSSF RC573
    Atlas Air Holdings, the second largest customer for the 747-8F, abandoned three of the jumbo freighters it has on order, reducing its overall order from 12 to nine aircraft.

    The move, driven by schedule and performance issues on the early aircraft, advances the cargo carrier’s fourth through sixth 747-8Fs built to deliveries later this year.

    The cancellation adds to the program’s customer woes which began on September 16 when launch operator Cargolux abruptly cancelled the delivery of its first two aircraft this week.

    Atlas received compensation for delays associated with it’s 747-8F order, which reportedly included operation of the four 747 Large Cargo Freighter Dreamlifters that act as the structural transport for the 787 program. Evergreen International Airlines operated the fleet from August 2007 to September 2010.

    This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.

    This post originally appeared at Flightglobal.com from 2007 to 2012.

  • Cargolux 747-8F delivery looks likely to slip out of this week

    Cargolux-747-8Ftail.jpg

    SEATTLE — With a cancelled ceremony on Friday in Luxembourg and 787 delivery on Monday, it is looking “highly unlikely” that Boeing, Cargolux, GE and Qatar Airways will solve their contractual dispute over the first 747-8 freighters by week’s end. The issue is looking increasingly tied to the GEnx-powered 787s Qatar has on order, as well as twin 747-8Is for the Government of Qatar. 
    Here’s my latest report:

    Cargolux 747-8F delivery becomes “highly unlikely” this week
    By Jon Ostrower/Seattle

    The 747-8 freighter contract dispute has made delivery this week of the new jumbo to Cargolux “highly unlikely” as the parties continue to negotiate, said industry sources.

    Cargolux is said to have cancelled a planned 23 September event with the 747-8F in Luxembourg. Cargolux was unreachable for comment.

    Boeing declined to comment on delivery timing for this week, and stated: “We continue to work with Cargolux to find a time to deliver its airplanes.”

    This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.

    This post originally appeared at Flightglobal.com from 2007 to 2012.

  • From the Flight Archive: “The cost of broken promises”

    TheCostofBrokenPromises.jpgSEATTLE — Had everything gone to plan, the first 747-8 freighter would be entering service right about now.

    In the brief period since Friday’s unprecedented decision by Cargolux to “reject” by the first two 747-8 freighters, much has been written (and speculated) about why the negotiations between the European cargo carrier and Boeing fell apart at the last moment. The weight and performance of the aircraft, and the role of Cargolux 35% stakeholder Qatar Airways, appear to be at the heart of the negotiations. 
    For a launch customer hours before first delivery, yes, such a dispute has no precedent. Though major changes in orders due to performance targets have great precedent. As the foundation of the business case for launching (as an aircraft maker) and purchasing (as a customer) a new commercial transport, performance targets are at the heart of any decision.

    Just over two decades ago, in July 1991, Singapore Airlines cancelled its $3 billion order for 20 McDonnell Douglas MD-11s after its Pratt & Whitney 4460-powered aircraft were found to not be able to perform its Singapore to Paris route without a 11,000lb (5t) payload restriction. That route, and the airline’s rigorous planning rules, was the basis for the purchase. After planned improvements to the engines and even a proposed center fuel tank and wingspan increase, Singapore, fed up with P&W and McDonnell Douglas, nixed its order outright and defected to Airbus. The move launched the CFM56-powered A340-300.

    Although SIA says the cancellation was simply due to the MD-11’s inability to meet payload/range targets for specific missions such as Singapore- Paris, it appears that the airline was determined to teach both Douglas and P&W a lesson for months of confusion over the actual performance that the aircraft would deliver.
    —
    Douglas introduced the drag reductions out of frustration at the failure of both engine companies to meet their performance guarantees. Although both suppliers announced engine improvements quickly, the long lead-times involved meant that significant reductions in fuel- burn would not be available until at least the end of 1992, with P&W’s four-stage product improvement programme (PIP) not due to be completed until late 1994.

    Working in Boeing’s favor is its 100% marketshare in the jumbo freighter carrier market. That position was cemented after UPS and FedEx walked away from the A380F when the A380-800 delays prompted the freighter variant’s shelving by Airbus. Cargolux has no alternative in the category, but as we saw with Singapore in 1991, history has shown us frustrated customers have a way of launching new aircraft.

    This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.

    This post originally appeared at Flightglobal.com from 2007 to 2012.

  • BREAKING: Cargolux has informed Boeing it will not take delivery of the 747-8F Monday (Update3)

    Cargolux Boeing 747-8F N5573S RC503

    By Max Kingsley-Jones
    Cargolux has informed Boeing it will not take delivery of its first 747-8 freighter on Monday as planned, due to a contractual tussle, the airframer confirms.
    The Luxembourg-based freight operator is due to receive its first of 13 General Electric GEnx-powered 747-8Fs during the high-profile ceremony at Boeing’s Everett plant near Seattle on 19 September. However, Flightglobal has learnt from well-placed industry sources that, in a last minute wrangle over “unresolved issues”, Cargolux is withdrawing its personnel from Boeing’s plant and has informed the airframer that it will not accept delivery of the aircraft. The airline had been due to take its second 747-8F two days later, on 21 September.
    UPDATE 3:58 PM ET: The official statement from Boeing:

    “Due to unresolved issues with Cargolux, delivery of the first Boeing 747-8 Freighter will not take place on Monday, Sept. 19. We continue to work with Cargolux and look forward to delivering its airplanes.”

    UPDATE Appox. 9 PM ET: Vice president of Boeing Commercial Airplanes Marketing, Randy Tinseth, posted on his company blog about the delay:

    We still need to work through some contractual issues with our customer Cargolux, so first delivery won’t take place as scheduled on Monday. Employee and media events for next week have also been postponed.

    While this is disappointing to all of us here at Boeing, we’re working with Cargolux to resolve the issues. They’ve been an incredible partner going back a long way. Two decades ago, they became the first carrier worldwide to operate the 747-400 Freighter. It’s only fitting that they became the launch customer of the new 747-8 Freighter.

    The 747-8 Freighter is something to celebrate–and we plan on doing just that very soon.

    Earlier, Boeing 747 vice president and general manager Elizabeth Lund also addressed the issue internally to employees:

    Earlier today we received notification from our 747-8 Freighter launch customer Cargolux that it would not take delivery of its first airplane on Monday. We are working closely with Cargolux to determine the delivery dates for both its first and second airplanes.

    In light of these events, the employee celebration on Tuesday has been cancelled.
    I am disappointed to have to share this information with you. I remain confident that we will work through these issues and look forward to celebrating the delivery of this great airplane with you.

    -Elizabeth

    UPDATE 9/17 6:18 PM ET: Cargolux is calling its refusal to take delivery of the first two 747-8Fs a “rejection” and if the contract are not resolved quickly, the cargo carrier will seek capacity elsewhere, reports Flightglobal.
    This is a breaking story and will be updated.

    This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.

    This post originally appeared at Flightglobal.com from 2007 to 2012.

  • Photos of Note: A chance air-to-air encounter with a 787

    During a visit to Seattle several weeks ago, I found myself readying for takeoff from runway 34L at Seattle-Tacoma International Airport when I spotted a familiar sight on the horizon. On final approach to Boeing Field was ZA004, returning from a test flight descending south of the city. I grabbed my camera as we began our takeoff roll, watching the Rolls-Royce Trent 1000-powered jet flying lower and lower. As our 757-200 climbed out, we kept pace with the 787 as it flew underneath us right over Interstate 5. Holding down the shutter at six frames per second I figured some of the resulting shots had to be decent. Here’s the result.

     

    ▶ Video originally embedded here

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    This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.

    This post originally appeared at Flightglobal.com from 2007 to 2012.

  • Boeing’s 777-9X comes into focus with a massive CFRP wing

    DSC_4063

    Building on its 777-300ER, Boeing is evaluating its next moves in the 300 to 415-seat market, with its conceptual 777-8X/9X, powered by a smaller GE90-derived engine, composite wing, a possible fuselage stretch and shrink and higher economy seating capacity, marking what is likely to become the second major incremental evolution of the 777 family, 15% better than today’s aircraft, say those familiar with the studies.
    The options to Boeing now coming into focus look to grow the 213ft metallic wingspan of the long-range twin to as much as 234ft (71.3m) with a carbon fiber design, 10ft (3.05m) wider than the 747-8. Initial estimates being evaluated by Boeing point to a lower maximum takeoff weight of around 753,000lbs (342t) for the 777-9X, which would anchor the family and preserving or growing the payload range capability of just under 8,000nm (14,800km) for today’s aircraft.
    Speaking generally about future changes to the 777 in a recent interview, Larry Loftis, 777 program vice president and general manager said: “We have done a lot of work on looking at what’s next, and we have a whole range of different things. We are committed to this airplane, we are committed to this marketplace we have and we are committed to maintaining the role and…the strength in the marketplace we have.”

    This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.

    This post originally appeared at Flightglobal.com from 2007 to 2012.

  • Film Montag – September 12 – Building a Lufthansa Airbus A321

    I don’t speak a word of German, so naturally today’s Movie Monday would be entirely in German, right? While a language barrier may exists for non-German speaking readers, the visuals of this documentary on how Airbus builds an A320 family aircraft offer a universal translation.

    The aircraft being assembled was the 901st A320 family aircraft, a 1998 A321 for Lufthansa, registered D-AIRY. This incredibly detailed documentary takes you through the process of building an A321, from sheet metal fuselage panel fabrication all the way through final assembly, testing and delivery to Lufthansa. The program should also provide a look at how Airbus’s A320 workflow and supply chain is structured. 
    For those knowledgable observers, I’d be very curious to hear how the Airbus assembly process for the A320 family differs from the 737 fabrication and assembly. Is there a meaningful difference between how Boeing and Airbus approach narrowbody manufacturing? In 1998, the 737 line beginning a troubled ramp up, but the Renton line was itself operating as a slant system rather than the significantly higher efficiency moving line first instituted in 2002, which cut the aircraft’s flow time in half from 22 to 11 days.
    The eight-part documentary – which as I said is entirely in German – runs just under two hours. Parts two through eight after after the jump. Special thanks to commenter Michael who pointed this out. Enjoy!

    This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.

    This post originally appeared at Flightglobal.com from 2007 to 2012.