Boeing 787 Dreamliner

[Pieter C. 5]

Yes, some airlines operate more conservative procurement policies and won't buy paper aeroplanes. They prefer to see the actual operational numbers before they commit any orders.

 

Like KLM...although we had a visiting 787 a few weeks back at AMS (demonstration flights for AF and KL), KLM's CEO announced yesterday the new wide-body order will be postponed to 2012, as both the A350 or 787 are not operational as yet...

[flee 5]

Boeing looks to ease overcrowding at Paine Field

 

Boeing will open its 787 change incorporation facility later this month in San Antonio, Texas, easing overcrowding at its overflowing Paine Field site, as it begins a push to ready aircraft for delivery.

 

There are nearly 30 787s in various stages of completion at Paine Field as Boeing attempts to work through more than 140,000 open assembly jobs, say programme sources.

 

Among those is Airplane 23, the first production GEnx-1B-powered 787 and the first in the colours of Japan Airlines. Following its planned early-March first flight, Airplane 23, also known as ZA177, will ferry to Texas, activating the facility that is expected to employ at least 400 workers.

 

Initially the Boeing Aerospace Support Center at Lackland AFB in San Antonio was due to support refurbishment and change incorporation of only the first six test aircraft. This number was increased in early 2008 to "at least 20" 787s, according to officials in San Antonio.

 

However, as required change incorporation has expanded significantly in recent years, that figure is almost certainly set to rise. Further, company sources indicate that 747-8s will be refurbished in Texas as well.

 

In Everett, the amount of outstanding work continues to grow. Every other week sees the arrival of a new 787 airframe, although the rate of open job creation has slowed as shipsets arrive at a higher level of completion, say those inside the factory.

 

As it moves closer to extended twin-engine operations testing and system functionality and reliability validations later this year - a specific timeline of which has not been provided - 787 vice-president and general manager Scott Fancher says the specific delivery phasing of the first 787s has not yet been decided as early production aircraft are added to the test effort.

 

Guiding that selection is establishment of the final production configuration, which is driven by required design changes that come out of the flight-test programme.

 

However, programme sources suggest Airplanes 7 to 9, 23, 24 and 31 and on have been elevated in priority for delivery in 2011, with the remaining airframes between 20 and 29 to be mixed in as they are completed.

 

The first 787 will be delivered to Japan's All Nippon Airways in the third quarter, the first of an estimated 12 to 20 of the composite aircraft scheduled for hand over this year.

 

Inside Boeing's 787 final assembly line, part shortages and rework for parts such as flaps still continue, although the line is beginning to display elements of its originally intended sequence with production aircraft being powered on during assembly operations. Airplane 31, at factory position four, closest to the front hangar door, is set to be the first production 787 activated in flow.

 

Additionally, Fancher says the updated first production power panels - the by-product of the 9 November electrical fire - arrived in Everett from supplier Hamilton Sundstrand on the weekend of 12 February.

 

The company has also received the first "Package B" Rolls-Royce Trent 1000 engines as well, which required further updates following the August uncontained failure on the test stand in Derby, UK and engine surge in New Mexico in September.

 

As production has stabilised, Fancher says a clear picture of the programme's unit costs have emerged as it works to stand up its Charleston and Everett surge lines, as well as solidify its global supply chain: "We understand our financials quite well," he says.

 

Overall, Fancher says the company has completed 80% of the certification testing of the Rolls-Royce-powered 787s, and 60% on the General Electric-powered models.

 

Boeing has also expanded its lease from three to four hangars at Aviation Technical Services in Everett to perform rework and change incorporation as aircraft are readied locally for delivery.

 

 

Source: http://www.flightglobal.com/articles/2011/02/25/353638/boeing-looks-to-ease-overcrowding-at-paine-field.html

[flee 5]

All Things 787 Blog

[flee 5]

Boeing to miss 787 performance spec: Albaugh

 

Boeing Commercial Airplanes CEO Jim Albaugh, for the first time, has acknowledged that the 787 will miss its intended performance specifications, though the majority composite jet will still meet the mission requirements of its customers.

 

"I'll be the first to admit that we're not going to meet the spec, but I think we'll be able to meet what our guarantees are," said Albaugh today at the International Society of Transport Aircraft Trading (ISTAT) conference in Scottsdale, Arizona.

 

Boeing's current spec calls for the aircraft to fly 14,200km to 15,200km (7,650nm to 8,200nm) range at maximum takeoff weight (MTOW) of 227,930kg (502,500lb) with 242 passengers in a three-class configuration.

 

Albaugh says "the first airplanes are going to be a little heavy" and the company has engine and airframe performance improvement packages to "clean the airplane up".

 

He adds: "I feel pretty comfortable that over time we'll be able to get to [14,800km (8,000nm) range]." However, adds Albaugh, "When that date's going to be, I can't tell you."

 

Originally designed to fly 14,200km to 15,200km with a maximum takeoff weight (MTOW) of 219,540kgs (484,000lbs), the MTOW has creeped up to 227,900kg (502,500lbs) in part to regain the aircraft's payload range performance, starting with Airplane 20.

 

Mike Bair, who currently heads Boeing's 737 advanced development effort, said in a recent interview that the 787 would achieve "high teens in terms of fuel burn" advantage over the 767 and "high single digits in terms of cash operating costs," but adds: "It would've been higher, but we decided to trade some of that currency for payload range, so to give the airlines an opportunity to work the revenue side of the equation."

 

Both 787 engine suppliers Rolls-Royce and General Electric are working on improvement packages for their respective engines. Rolls-Royce will introduce its 'Package B' model, expected to bring the Trent 1000 engine within 1% of originally planned specification, while GE is currently flight testing its Product Improvement Package (PIP1) on its 747-100 test bed.

 

The Rolls-Royce 'Package B' Trent 1000 includes a revisedsix-stage low pressure turbine (LPT) design, high-aspect-ratio blades, relocation of the intermediate-pressure (IP) compressor bleed offtake ports and a fan outlet guide vanes with improved aerodynamics. Boeing says the Package B configuration has not yet flown on any of the 787 test aircraft.

 

Further, industry officials suggest that Rolls-Royce is working on a 'Package C' engine intended to further improve engine performance on the larger 787-9.

 

GE says PIP1, which includes a revised low pressure turbine (LPT), will be test flown on ZA005 mid-year. The revision increases the blade, vane and nozzle count after a weight-saving reduction in these areas reduced performance. PIP1 is believed to bring the GEnx-1B engine within 1% of planned specification, say industry officials.

 

A second PIP2, which features aerodynamic improvements to the high pressure compressor (HPC), has been in ground testing since December and GE expects to flight test the changes in the second half of 2011.Certification of these changes is likely in the first quarter of 2012, followed by entry into service in late 2012, says GE.

 

Japan's All Nippon Airways anticipates taking delivery of the first 787 in the third quarter of 2011.

 

Source: http://www.flightglobal.com/articles/2011/03/15/354340/boeing-to-miss-787-performance-spec-albaugh.html

[flee 5]

Boeing pegs July for 787 first delivery

 

With the latest iteration of its 787 schedule, Boeing aims to hand over the first aircraft to Japan's All Nippon Airways in late July, the first of 20 planned for delivery in 2011, according to several sources familiar with the new plan.

 

While Boeing won't confirm the late July guidance, that target remains in line with an "early summer" completion of flight test activities.

 

Industry officials said previously ANA had been provided a September guidance by Boeing for its first delivery following the November 2010 fire that prompted an additional six-month delay in first delivery, though the latest schedule reflects a more optimistic target for first delivery.

 

Boeing's official guidance reflects a third quarter target, allowing the company to deliver the first 787 anywhere from 1 July to 30 September.

 

Several sources familiar with Z23, the latest 787 delivery plan, say Airplane Eight - also known as ZA101 - the second production 787, will be the first 787 delivered and will feature a two-class medium to short-haul configuration for the Japanese carrier.

 

ANA will receive its first long-range configured 787, Airplane 24, in August, which will feature an increased maximum takeoff weight (MTOW) of 227,930kg (502,500lbs) for recovered payload range performance. All aircraft after line number 20 have the MTOW.

 

Airplane Seven, which was initially expected to be the first 787 delivered, along with Airplane Nine, which is now sequestered for delivery preparation, and Airplane 31 will be handed over to ANA in September, with Japan Airlines' first - Airplane 23 - to follow in October.

 

At the 11 March opening of its 787 change incorporation facility in San Antonio, Texas - which now hosts Airplane 23 - 787 programme vice president and general manager, Scott Fancher explained Z23 may not be the final plan. Fancher says the delivery sequence "is still evolving a bit, and that is still somewhat coupled to our detailed plans on F&R (functionality and reliability) and ETOPS (extended operations)". Once Boeing settles on its F&R and ETOPS testing, the airframer can settle on a delivery sequence, says Fancher.

 

Fancher adds "we are absolutely focused on getting through F&R and ETOPS before delivery", which is expected to get underway in the "next couple of months".

 

Nineteen aircraft will follow after the first 787 delivery in July, and ANA will be joined by Japan Airlines, Air India and China Southern in receiving 787s this year.

 

Source: http://www.flightglobal.com/articles/2011/03/15/354388/boeing-pegs-july-for-787-first-delivery.html

[Mohd Azizul Ramli 2]

ANA today (26MAY11) and Boeing has announced that Boeing 787 will be flying on Japan Domestic Routes for 5 days in July 2011 for certification in Japan. The full name of the certification is “Service Ready Operational Validation”.

 

Such procedure is to ensure smooth operation for the Dreamliner when it enters commercial service late-Summer 2011, when ANA is to receive the first 787 around August or September. http://airlineroute.net/2011/05/26/nh-787-jul11/

[Mohd Azizul Ramli 2]

The era of the Dreamliner has finally begun. JL has opened up booking on their B787 service NRT-BOS today.

 

[qoute]Starting on April 22, 2012, Japan Airlines will launch non-stop flights between NRT and BOS with the Boeing 787-8 Dreamliner. The service will initially operate 4x weekly, increasing to a daily service on June 1, 2012. AA will code-share with JL on this service.

 

ustomers can make bookings at JAL beginning May 28, 2011* (10am JST/ May 27, 9pm EST) and at American from the middle of June this year via their respective websites and call centers (see end of release).

 

http://press.jal.co.jp/en/release/201105/001803.html

[flee 5]

Boeing confirms 787 certification flight test completion

 

Boeing has completed certification flight testing for the first delivery variant of its 787, finishing more than 4,800h and more than 25,000 test conditions.

 

Aircraft ZA102, operating as flight BOE102 with 14 aboard, completed its final scheduled systems function and reliability (F&R) flight trials at 13:58 local time on 13 August, clearing the way for final certification documentation submittals to the US Federal Aviation Administration.

 

The final day of certification flight trials for Boeing's first 787 variant with Rolls-Royce Trent 1000 Package A engines brought the aircraft to Salt Lake City, Utah and Billings, Montana before returning to Paine Field in Everett on a 90min sortie that simulated a dispatch with a failed generator and fuel flow indication.

 

At the controls of the final F&R mission was 787 chief pilot, Mike Carriker, who piloted the type's maiden flight 20 months ago.

 

"We are very pleased with the performance of the airplane during the function and reliability and extended operations testing over the last month," said Scott Fancher, 787 programme vice president.

 

The initial certification will provide Boeing regulatory approval for its 787 powered by Rolls-Royce Trent 1000 Package A engines.

 

The second engine choice, the General Electric GEnx-1B, is expected to achieve certification in the fourth quarter.

 

Rolls-Royce plans to introduce a Package B upgrade for the Trent 1000 at the end of the year and a first Performance Improvement Package (PIP1) for the GEnx is expected at a later date.

 

ZA102, the ninth aircraft built, and the airframer's third production configuration aircraft, completed extended twin operations testing (ETOPS) on 3 August as part of a 300h block of F&R trials, which included an 18h 7min maximum endurance flight.

 

Boeing began flight testing on 15 December 2009, when ZA001 made its maiden sortie from Paine Field in Everett, Washington, more than two years later than planned.

 

The airframer said it plans to receive its FAA type certificate in August, with first delivery to All Nippon Airways to follow in September.

 

Source: http://www.flightglobal.com/articles/2011/08/17/360898/boeing-confirms-787-certification-flight-test-completion.html

[alberttky 0]

Looks like Boeing's decided to get in bed with Android a mile-high in the sky. The aerospace company has exclusively selected Google's mobile OS as the might behind its new class of 787 Dreamliners' in-flight entertainment. Currently in production jets, of which there are over 800 plus orders, will get outfitted with either a Panasonic or Thales model of the 7- to 17-inch screens. And in a strange twist of luxury privileges, first and business class passengers won't get to enjoy the touchscreen tech, as their monitors will be too large and too far out of reach. Instead, an alternate gesture-based control method is being explored by the company for elite travelers, although nothing's been solidified. Don't expect the planes to launch with the typical Android market experience, either -- apparently, "airline-specific apps" are on the way for the nascent fleets' launch. Now, if only they could replace those flight attendants with little green robots.

 

http://www.engadget.com/2011/09/16/boeing-hitches-android-to-its-787-dreamliner-ride-powers-in-fli/?a_dgi=aolshare_facebook

[alberttky 0]

As Boeing’s B787 Dreamliner transitions from development and certification to airline operation, airlines are so far proving the type to be more utilitarian, replacing less-efficient predecessors, than network changing. Even if the B787 does not come close to opening the 450 new long and thin routes Boeing estimated early on would be possible, the aircraft will dominate in the Asia-Pacific region, which claims ownership of 43% of announced airline orders. The aircraft’s practicality is also reflected in cabin layouts, which so far have not come close to trumpeting the Airbus A380’s headline-grabbing features, but do not need to since the B787 is less designed for competitive hub-to-hub flying. Regardless of where and how airlines deploy their new B787s, their orders for it - even if delayed - are of exceptional value, with Boeing undercutting its earnings.

 

B787 order distribution corresponds to global traffic forecasts

 

Japan’s All Nippon Airways (ANA) took contractual delivery of its first B787 on 25-Sep-2011, with additional ceremonies planned for 26-Sep-2011 before the 27-Sep-2011 delivery flight that arrives in Tokyo Haneda on 28-Sep-2011. It is the first of 55 B787s to be delivered to ANA, as well as the first of 291 B787s ordered directly by airlines in Asia-Pacific. Globally airlines have ordered 680 B787-8s and its longer-range and higher-capacity variant B787-9. Lessors, business jet operators, and unidentified airlines have also ordered 141 aircraft.

 

The Asia-Pacific region, with large B787 orders from Air India (for 27), ANA (55), Japan Airlines (35), the Qantas Group (50) and Singapore Airlines (20), comprises 43% of announced direct airline purchases of the B787. This is above the 34% proportion of all new civil aircraft Airbus and Boeing both forecast being delivered to airlines in Asia-Pacific through to 2030.

 

The remaining B787 orders are split between Europe, North America and the Middle East with just over 100 frames each, and then rounded out by Latin America and Africa.

 

B787 routes so far do not push operating envelope

 

Boeing’s marketing material from when the Dreamliner was still called the 7E7 – it was christened the B787 in Jan-2005 with an order for 60 aircraft from six Chinese airlines – boasts the aircraft could open 450 new city-pairs within two decades. Although the B787 in-service programme is young, that claim seems bold.

 

For airlines that operate A330-200s, which has a standard range of 7,200nm, the B787-8’s standard range of 7,650-8,200nm will not open as many new routes as airlines that now operate B767-200ERs or B767-300ERs, which have respective ranges of 6,385nm and 5,990nm. Conversely, some airlines may not require the extra range and instead use B787-8s on routes for which the A330-200 is not as economical on. Much will depend on the B787’s final weight, which Boeing has so far only said is overweight without specifying an exact amount.

All Nippon Airways selected routes based on aircraft being overweight

 

On the day of contractual handover of the first B787 to ANA, executives from the airline disclosed for the first time that their route selection was based on early B787s being overweight, according to local reports. ANA’s entry into service schedule will see the airline operate a special charter flight to Hong Kong on 26-Oct-2011, returning on 27-Oct-2011. On 28-Oct-2011 and 29-Oct-2011 ANA will operate “excursion” flights departing from and returning to Tokyo Narita.

 

On 1-Nov-2011 ANA will commence its first two regular B787 domestic flights, Tokyo Haneda-Okayama and Tokyo Haneda-Hiroshima. ANA is deploying the B787 on secondary routes as its primary operations to Fukuoka, Osaka and Sapporo typically require large-capacity aircraft. ANA will initially operate its short-haul international B787 aircraft as those will be delivered first and ANA wants to expedite crew familiarisation.

 

“The first several aircraft which we will be receiving will have our short-haul international product. These aircraft are to be installed on our short-haul routes such as Tokyo-Asia routes, however, in order to train our pilots as efficiently as possible, we are temporarily putting the aircraft on a shorter range on domestic routes,” an ANA spokeswoman explains.

 

ANA will commence scheduled international operations with the B787 in Dec-2011 with a Tokyo Haneda-Beijing service. Long-haul routes will commence in Jan-2012 with a thrice-weekly service between Tokyo Haneda and Frankfurt, 5,068nm apart. ANA already serves Frankfurt from Tokyo Narita with a B777-300ER. ANA has said it is evaluating other destinations, including Denver, Moscow, New Delhi and Seattle – which are thin but not long, like the Tokyo Haneda-Frankfurt route.

 

Japan Airlines echoes ANA in going thin but not long

 

Japan Airlines, which, as with the B777, ordered the B787 after ANA did, plans to launch B787 services from 22-Apr-2012 with a four flights per week service between Tokyo Narita and Boston, 5,823nm apart. It is JAL’s first new North American destination in 13 years and Boston’s first link to Asia, although well within the range of B777-200 aircraft, making this route perhaps thin in demand, but not long in terms of range.

 

JAL president Masaru Onishi said the route would be possible “by making full use of the efficiencies of the revolutionary 787 as well as capitalizing on our closer relationship with American Airlines”. JAL has a joint business agreement with American Airlines, who will codeshare on the service. Additionally, JAL is working with major Boston carrier and American Airlines partner jetBlue for onward connectivity, suggesting partnerships are just as important as the B787’s operating costs.

 

United goes long and thin to Auckland; Lagos also included

 

Continental Airlines, now part of United, was the first carrier to announce any B787 route, disclosing in 2010 its first routes would be from Houston to Auckland and Nigeria’s Lagos. The Houston-Auckland link is long and thin at 6,444nm. The Houston-Lagos link is less critical on the B787 with a distance of 5,659nm. While B787 delays pushed back the Auckland service, United pressed ahead and is launching Houston-Lagos later this year with a B777-200.

 

United-Continental holdings CEO Jeff Smisek previously explained that on the Auckland route “we’re dependent on the B787”. He added: “We will not fly that route without the B787. With the B787 we can make money.”

 

To illustrate converging factors that make the Auckland route possible, Mr Smisek rhetorically asked, “How many Kiwis live in Houston who want to fly to Auckland on a daily basis? Three?”

 

Working in United’s favour, like with Japan Airlines’ Boston link, is the aircraft and network connectivity. “We have the power of the location of the Houston hub, we have the power of our single carrier [united-Continental] network, we have the power of Star Alliance, and we have the power of the B787.”

 

Big dreams for Virgin Atlantic

 

Upon ordering 15 B787-9s, Virgin Atlantic gave a slew of potential destinations for its new aircraft – but first and foremost it said the B787, in an undisclosed Upper Class Suite, premium economy and economy configuration, would operate on “many” of the carrier’s existing routes from the UK – London Heathrow, London Gatwick and Manchester – to Africa, Asia, the Caribbean, the United States and the Middle East.

 

Virgin Atlantic said the B787 would be “instrumental” in establishing new routes “like Bangkok, Melbourne, Rio de Janeiro, Seattle, Toronto and Vancouver” and added that, “Due to the long range of the aircraft, both Perth and Hawaii are currently under consideration.” London is 6,311nm from Honolulu and 7,829nm from Perth, a flight that would be pushing the B787-9’s range of 8,000-8,500nm.

 

With only 15 aircraft on order, and some earmarked to take over existing routes, it is unlikely Virgin Atlantic will realise all of its aspirational routes with the B787 unless it exercises options. Even then Virgin Atlantic may find the B787 does not have enough range, and what equipment it requires is the B777-200LR.

South America on target for anxious Air New Zealand

 

Air New Zealand has evaluated the B787-9 against the B777-200LR and concluded the B777-200LR is not suitable, with CFO Rob McDonald coining the latter a “flying gas tank”. Air New Zealand is eager to enter the South American market, and Sao Paulo in particular, but says it does not have optimal aircraft that could operate without payload restrictions or prohibitively high fuel burn rates.

 

“For South America we're certainly looking for a game-changing aircraft that we can exploit,” Mr McDonald said. Adding to that are concerns that in the next one or two years Star Alliance member and dominant Brazilian carrier TAM is expected to merge with LAN and for the two to affiliate with oneworld. With oneworld’s Qantas renewing its push into South America by switching its flight from Buenos Aires to LAN’s hub at Santiago, Air New Zealand may find itself entering a market dominated by oneworld.

 

While Air New Zealand continues to evaluate the potential of a South American link, in part for its home country to become a hub for Asia-South America flights, Mr McDonald said the carrier’s first B787-9s were likely to be deployed to China or Japan.

B787 shows utilitarian purpose at Qantas’ Jetstar unit

 

Like with Virgin Atlantic, the Qantas Group accompanied its B787 order with statements about the city-pairs the aircraft could open. “The Boeing B787 provides breakthrough technology, enabling us to fly further to more point-to-point destinations throughout the world at a cost equivalent to operating larger aircraft like the Boeing B747-400,” then-CEO Geoff Dixon said at the time of the Dec-2005 order. “One of our clear priorities is for Jetstar to be ready for international operations by early 2007, with the fastest possible transition to new technology, more efficient aircraft.”

 

Later Jetstar made known it was evaluating using its B787s to serve European destinations including Athens and Rome. More recently, however, Jetstar has favoured intra-Asia growth and is now instead looking at using B787s to replace its existing A330s on flights within Asia and from Asia to Australia and New Zealand and open new routes in those markets before considering Europe, which is not in Jetstar’s immediate plans.

Passenger experience once again over-hyped

 

Much has been said about the promised passenger experience on the B787, but perspective is needed. The largest benefits passengers can realise are determined by airlines and their willingness to invest and increase costs. These factors include the seat and how much legroom to give, bars and lounge areas, in-flight entertainment, meal and beverage service and then the soft service from crew.

 

Airframers can put in large overhead bins and LED lighting, as Boeing has done for recent new aircraft types, but these developments are small in passenger impact. The B787 promises bigger impacts, including a higher cabin pressure for a smoother ride and dimmable window shades, but how noticeable and important these features are remain to be seen.

 

This of course is nothing new. The A380 entered service in Oct-2007 with Singapore Airlines on headlines of giant beds in first class, and the next year Emirates had the headlines going again with an on-board bar and showers. Passengers gave acclamations to the A380, but what they most likely appreciated was the airline-determined fit-out that had the latest products. Passenger appreciation for the aircraft will likely be less in a high-density configuration, such as Air Austral’s A380 seating approximately 840 passengers. Likewise, a passenger’s experience with the B787 will be very different whether flying a Singapore Airlines B787 or a Jetstar B787.

 

So far only three airlines have released their seating plans. Launch customer and operator ANA plans to operate three configurations: domestic, short-haul international and long-haul international. Its long-haul international B787 will be the least dense configuration of all announced, seating only 158 passengers across two cabins. The exceptionally low-density configuration can be attributed to 46 business seats configured in very spacious alternating rows of 1-2-1 and 1-1-1 instead of five- or six-abreast, and the 112 seats in economy being configured in a standard eight-abreast 2-4-2 configuration instead of nine-abreast. ANA’s domestic configuration is so far the most dense, seating 12 in its premium class and 252 in economy.

 

Not far behind is LOT, whose B787 will seat 252 passengers across three cabins: 18 in 2-2-2 business class seats that fold down to lie-flat beds, 21 armchair premium economy seats in a 2-3-2 configuration, and 213 economy seats in a 3-3-3 configuration. While Boeing’s standard configuration for the B787 was eight-abreast economy seating in a 2-4-2 configuration, most airlines are expected to select a 3-3-3 nine-abreast configuration. The B787 can more comfortably accommodate a ninth seat in a row than the B777 can accommodate a tenth. Airlines may later have less dense configurations as they seek to reduce weight to the push the range of the B787, and -9 variant in particular.

 

Some operators have at various times suggested they can have a pricing premium on A380 flights, but there is no thorough data to confirm that a pricing premium, if in existence, is because of the aircraft flying or because of its product or if it is flying at a convenient and popular time. As B787s with numerous operators enter service, such claims of pricing premium should be evaluated carefully.

 

With B787 delivery, battle begins on Airbus v Boeing route forecasts

 

The outlook on the B787’s potential in expanding long and thin city-pairs is at the crux of the diverging market views of Airbus and Boeing. Boeing expects Asia-Pacific to account for 40% of the 7,330 new twin-aisles to be delivered through 2030. Driving this is increased liberalization – such as the ASEAN open skies target of 2015 – and Asia’s large geography. Intra-Asia-Pacific routes do not qualify as long and thin while the number of potentially new long and thin routes emerging from liberalization is unknown, but forecasts from Airbus and Boeing suggest traffic will be weighted within the region.

 

The more likely outcome for airlines operating the B787 is that of the B777. While the most recent variant of the B777 family, the long-range -200LR, has the capability to fly upwards of 18 hours non-stop and regularly operates on 14 hour missions (including Qatar’s Doha-Melbourne and Delta’s Los Angeles-Sydney), Boeing says the average sector length for the variant is only nine hours. The entire B777 family, which includes the -300ER variant Emirates routinely pushes to the edge of its operating envelope, has an average sector length of just six hours. The B777 family may fly some long-range routes, but overall few airlines are pushing the aircraft’s range to the edge, and likely few will do so for the B787.

 

Indeed, few new wide-body aircraft have recently enabled airlines to open up great swathes of city-pairs. The A340-500s operated by Emirates, Singapore Airlines and Thai Airways did open a handful of routes, as did the MD-11 and then the B777 that gained more favour over the MD-11 with airlines, Singapore Airlines especially so. The A380, as expected, has barely opened new routes, instead replacing larger aircraft. The driving factor behind new city-pairs being opened by wide-body aircraft has been the results of the Middle East network carriers operating an aircraft to its maximum as they seek to connect any two points in the world through the hubs, with a route from their hub dependent on incoming traffic from the opposite direction.

 

It is narrow-body aircraft that Airbus argues is connecting people with the point-to-point achievement the B787 strives for; 87% of all routes today are served by narrow-body aircraft, whose demand through 2030 is forecast to be triple that of wide-body aircraft.

 

Airbus initially spurned the B787, and its counter offer for airlines, the A350, received so much criticism Airbus had to return to the drawing board and came up with a much more advanced aircraft, the A350 XWB, which to date has 567 net orders. Now Airbus is betting the twin-engine, medium/long-haul market on the upper end of the capacity scale; 76% of its orders are for variants that will seat more passengers than the largest B787 variant. Boeing in its recent market outlook recognised this trend, writing, “The average seat count of airplanes in the fleet will verge upward incrementally as fuel and operating cost pressures encourage airlines to go to larger seat counts within all airplane size categories.”

 

Airbus is more specific about this trend’s implications for airlines. In 2010, by its calculation, 51% of long-haul traffic was between so-called “megacities”, which see over 10,000 long-haul passengers daily, of which there are 39 today with a projected 87 by 2030. Forty-two per cent of long-haul traffic in 2010 was from a megacity to a secondary megacity (under 10,000 long-haul passengers daily), and 7% between two secondary megacities. By 2030 the share will reverse with megacity to secondary megacity increased to 46% of long-haul traffic and megacity to megacity traffic dropping to 45%.

 

Megacity to megacity flights include, using the Airbus examples, New York to London, London to Toyko and Tokyo to Los Angeles. They are typically operated by B777-200s or B747s but will need to increase capacity to very large aircraft types, like larger B777s or the A380 and B747-8. Some megacity routes face slot restrictions or are already at such a high frequency that additional frequencies are unpractical, a convenient argument for Airbus, who having dropped the cargo variant of its A380, has to see orders grow for its passenger variant. (Boeing expects most orders for its new B747-8 to be for cargo versions.)

 

Meanwhile, Airbus expects megacity to secondary megacity flights to require “large twin aisle types like the A350-1000” – another plausible but also convenient outlook. The A350-1000 permits Airbus for the first time to target Boeing’s extremely successful B777-300ER, and of which Boeing has no direct response to in its B777 or B787 product ranges, although it is examining an upgrade to the B777 and a new B787-10 variant.

 

As traffic has grown and airlines have upgraded B777-200s to -300s (American Airlines is the latest convert), and B747s to A380s (as most A380 customers are doing), the B787 may be too thin a replacement or expansion aircraft. There could be attraction in flying the B787 – bigger than a B767 but smaller than a B777-200 – on long and thin routes, but there could be even more attraction if the B787 could carry more passengers and cargo at a similar unit cost, as Airbus plans for its A350 XWB family. Airlines might find operating an aircraft larger than the B787 yields a smaller margin per cent but a larger bottom line profit. That dilemma could be addressed through new variants like the B787-10. But there is no doubt the B787 was one of the best deals in aircraft purchasing history.

 

Pricing in airlines’ favour

 

Until the A320neo usurped the B787 earlier this year, the B787 was the fastest-selling commercial aircraft, accumulating 821 net orders in the seven years between first order and delivery. By comparison, the B777 in the five years between first order and delivery accumulated 144 orders. It has since received net orders for 1269 frames. This can be attributed to a shift in airline ordering practice, with airlines now preferring to order aircraft in bulk rather than place incremental orders. For the B787, this has been driven by the desire to secure early delivery slots of an aircraft with 20% reduced operating costs compared to the B767, as well as Boeing offering airlines pricing that was favorable – possibly too favorable.

 

Wrongly assumed design and manufacturing practices led Boeing to undercut itself on the B787’s price for the first 300 frames, FlightBlogger reported last year. Boeing’s list price of the B787-8, which currently accounts for 67% of the B787’s backlog, rose from an initial USD125 million to today’s USD185.2 million, double the percent increase of other models. While some airlines gained favorably from that pricing, their delivery slots are now being spaced out to permit higher-margin B787 orders into the delivery schedule and boost Boeing’s cash flow.

 

On 23-Sep-2011, two days before the first B787 handover, the lead union representing Boeing employees disclosed an additional price undercut in airlines’ favour but Boeing’s detriment. The union, the International Association of Machinists and Aerospace Workers, released an Oct-2009 presentation from Boeing Commercial Airplanes CEO Jim Albaugh to the company’s board of directors. They were evaluating whether to place the second B787 final assembly line alongside the first line in Everett, Washington or in Charleston, South Carolina. The Charleston line would have a higher cost – USD1.5 billion – and reduce Boeing’s earnings on 1/3 of its B787 backlog, or approximately 270 aircraft of the net 812 frames at the time.

 

Two days after Mr Albaugh’s presentation, Boeing announced it had selected Charleston for its second B787 line. Charleston’s workforce is not unionized, unlike the Washington State workforce who went on strike in late 2008 for 57 days, an action that caused delivery delays and resulting financial settlements to airlines – including upstart carrier V Australia, who had to postpone its launch until after the popular summer travelling season. It blamed reduced profitability partially on Boeing’s IAM strike. (A separate presentation from Boeing's board of directors said Boeing should "leverage 787 final assembly placement decision by rebalancing an unbalanced and uncompetitive labor relationship", a statement IAM is disputing in court as Boeing discriminating against union employees because of their membership.)

 

Boeing is not expected to turn a profit on the B787 programme until at least its 1000th aircraft. While Boeing’s profitability is another matter, airlines clearly came out ahead financially with their B787 orders. For the first time they gained on widebody aircraft sales the extremely competitive pricing and discounting that had been confined to low-margin narrowbody aircraft. Airlines may rightfully lampoon the seven delays that have pushed back first delivery by 40 months, but few have been affected by competition directly outpacing them with newer aircraft; Airbus’ competing product, the A350 XWB, still lags behind the B787. Airlines have, however, had to put expansion on hold – some of which was to catch-up to competitors – and have seen earnings reduced as they continue to operate less efficient aircraft.

 

Few airlines took mitigating measures, primarily because the seven delays were incremental, with each pushing back entry-into-service, but not by enough to make interim actions cost-effective.

 

Now the real challenge begins

 

For many, this week’s B787 ceremonies close the book on the aircraft’s development. But Boeing still has plenty of targets to meet for its airline customers. Weight reductions must be made in the B787-8 and the B787-9 awaits construction and certification as Boeing turns its eye and resources to its re-engined B737, the Max, next-generation B777 and even the B787-10. Airlines, especially B787-9 launch customer Air New Zealand, are watching closely as they confront the B787’s next challenge: deployment.

 

Whatever gains one B787 operator can make, its competitor can too. The B787, Boeing's first all new aircraft type in 16 years, will carry a wow factor for being new. But airlines must balance replacing older aircraft and using the B787 to open new routes, perhaps long and thin, but more likely just new at a lower operating cost. Jetstar for one is not getting caught up in the hullabaloo, saying its B787 – initially announced as opening new routes to Europe – will instead replace A330s. At the end of the day, that is what Boeing needs: not public excitement but for airlines to quickly see in action the B787’s cost potential and to then order more.

 

What airline will order more or exercise options is hard to discern, but certainly future variants, like the B787-10, will spur sales, which can be expected to continue to fall heavily in Asia. So far 17 airlines have placed 24 additional orders for a collective 119 aircraft. Only with more orders will Boeing make a profit on the aircraft it gave to many of its airline customers for a dream price.

 

http://www.centreforaviation.com/analysis/dreamliner-delivery-to-ana-begins-787s-asia-pacific-dominance-59488

[michgyver 0]

http://www.youtube.com/watch?v=eUZmTzPyR-A&feature=player_embedded#!

[flee 5]

Boeing has pushed its 787 to the outer limits of performance, breaking two endurance records for an aircraft of its size.

 

787 test aircraft ZA006, powered by twin General Electric GEnx-1B engines, departed Boeing Field in Seattle at 11:02 local time on an eastward route to Dhaka, Bangladesh on 6 December covering a distance of 19,835km (10,710nm) overflying New York and Luxor, Egypt on its leg to South Asia. The leg broke the distance record for the aircraft's weight class, 200 to 250t (440,000 to 550,000lbs), gaining credit for 19,144km (10,337nm).

 

The aircraft and its 13 passengers, including six pilots and a National Aeronautic Association (NAA) observer, spent approximate two hours on the ground in Bangladesh before returning to Boeing Field flying eastbound at 05:29 local time 8 December. Upon its return to Boeing Field, the 787 completed the around-the-world-flight in 42h 27min, establishing a world record for its weight class.

 

The second leg saw the aircraft depart Dhaka, overflying Singapore, the Philippines and Guam before re-entering US airspace north of Hawaii.

 

The first record targeted by the 787 dates from December 2002 and is an endurance record for the 200-250t weight class aircraft held by an Airbus A330-200, which flew from Toulouse, France to Melbourne, Australia, covering 16,901km (9,126nm).

 

Boeing holds world records for longest distance flights in five weight classes, set by the KC-135, 767-200ER, 777-200 and 777-200LR, while 777-200 holds the speed record for its weight class after an April 1997 attempt between Boeing Field and Kuala Lumpur, Malaysia.

 

Read more about the record flights and view maps of ZA006's route

 

Source

[alberttky 0]

Airlines can deploy the B787 in broadly two ways: the high-profile option of opening new long-haul routes, and the less exciting, but often more practical, replacement of older aircraft, B767s in particular. It is in this latter category that fit Japan Airlines' (JAL) new B787 destinations of Moscow and New Delhi. JAL's deployment of the B787 will see the aircraft largely replace the B777-200ERs that currently serve the routes, allowing JAL to trim capacity as its B787s seat 186 while its B777-200ERs seat 245. Moscow and New Delhi may have been better suited to be served by the B767, but JAL and many airlines never planned to fit out B767s for long-haul sectors. JAL will also deploy its B787 to Beijing from Tokyo Haneda, following All Nippon Airways (ANA).

Smaller B787 deployment sees capacity cuts of 19-24%

 

Moscow

 

JAL tentatively plans to have the B787 replace the B777-200ER on all three of its weekly Tokyo Narita-Moscow services, a JAL spokeswoman tells CAPA. This will result in a 24% capacity reduction on the route.

 

JAL's B787 seats 42 in business and 144 in economy. Since business class seats on the B787 and the B777-200ER account for 23% of all seats, JAL will offer the same proportion of business class seats on the route after the B787 is introduced.

 

JAL flies into Moscow's Domodedovo Airport while Aeroflot serves Tokyo Narita from Sheremetyevo Airport. Aeroflot plans to double its capacity on the Moscow-Tokyo route in mid-March 2012, around the time JAL will introduce the B787 and decrease its overall capacity. This represents higher year-on-year traffic for Aeroflot and not just seasonal factors.

 

New Delhi

 

On Tokyo Narita-New Delhi JAL tentatively plans to deploy the B787 on four of the five weekly flights, keeping the B777-200ER on the last remaining frequency. This will result in a 19% capacity reduction on the route. The changes will be take effect in the northern hemisphere spring 2012. JAL in Oct-2011 added an additional one weekly frequency. If JAL is not seeing a higher demand for the extra service, the decrease from B777 to B787 equipment will give JAL about the same capacity pre-Oct-2011 but with greater frequency. Increased frequency has been shown to disproportionately increase demand.

 

Air India also serves Tokyo Narita-New Delhi but often with half of the capacity of JAL. Air India and JAL both plan capacity decreases in Mar-2012, the start of India's wet summer season.

 

Moscow and New Delhi have the same block flight time of 10hrs 25 mins – far longer than B767 operators envisioned having B767-300ERs serve, and consequently configured them for medium-haul regional flights. For JAL, its smallest available aircraft would have been the B777, which it selected for the routes. The B787 gives airlines a suitable B767 replacement for routes in the upper half of the B767's operating envelope. On other planned B787 routes like JAL's Tokyo Narita-Boston or United's Houston-Auckland, the B787 fills a niche of serving long but thin routes. Specifically with JAL's Delhi service, the B787 may enable additional airlines to replace large sized aircraft with the B787, allowing for an increase of frequency without a capacity glut.

 

Premium economy class discontinued on the routes

 

JAL serves Moscow and New Delhi with B777-200ER aircraft equipped with premium economy seats. While JAL has not officially announced details of its B787 interior, the seat map on its website indicates there will no premium economy on the B787. This will see the cabin no longer offered at all to Moscow while it may be offered only once a week to New Delhi or not at all if JAL elects to deploy a B777-200ER without premium economy.

Following ANA into Beijing

 

JAL also plans to deploy its B787 daily on the Tokyo Haneda-Beijing route. ANA previously said its B787 would operate between the two cities, which form a strategically important route for the two neighbouring countries. It is no surprise the carriers would want to deploy their newest and best product on the route, as well as take advantage of cargo opportunities on the route. Air China's capacity currently eclipses both ANA and JAL.

 

http://www.centreforaviation.com/blogs/aviation-blog/jals-new-787-dreamliner-routes-to-moscow-and-new-delhi-allow-it-to-trim-capacity-on-thin-flights-64325

[alberttky 0]

Etihad Airways' order for ten additional Boeing 787-9 Dreamliners will see the carrier join Emirates in guaranteeing medium-term growth. While some of the growth may be organic, a concern is further delays – or all together performance shortfalls – for the Airbus A350-1000, which both Emirates and Etihad ordered. The A350-1000 sits between the 787-9 and the 777-300ER, the latter of which Emirates ordered an additional 50 of last month. While the A350-1000 is due for delivery from late 2017, delays are highly expected. Etihad CEO James Hogan all but confirmed this when commenting on the additional 787 purchase, "We saw an opportunity to add further certainty to our growth profile in the mid to late part of the decade."

Largest 787-9 customer

 

Etihad's order for 10 additional 787-9 aircraft will bring Etihad's total for the type to 41. Etihad had 35 787-9s on order but in Mar-2011 cancelled four in lieu of three additional 777s; the move was also seen to combat delivery dates – that time for the 787. Etihad's original order from 2008 included purchase rights for 10 787s, and Mr Hogan in a statement indicated he was exercising the rights. Etihad has options and rights on 25 more 787s. While All Nippon Airlines and Qantas hold larger absolute orders as 787 airline customers, neither will match or exceed Etihad's 41 787-9s.

All eyes on the A350-1000

 

Both Etihad's order and last month's Emirates order fill gaps – possible or emerging – in fleet planning. Single deck aircraft deliveries at Emirates were to end in 2014 until A350s started being delivered in 2015. But those initial models are for small capacity and range variants; the A350-1000 is officially not due until late 2017. That left a gap that would be enlarged as the A350-1000 became delayed. Etihad is in a similar predicament. While it has 777s and 787s scheduled for delivery through the latter half of the decade, there was little overlap with Etihad's long-term single-deck aircraft, the A350-1000, of which it has 25 on order. Further delays to it would leave Etihad without aircraft for growth, but the 10 additional 787-9s provide cushioning. The aircraft are due for delivery from late 2014 until 2019 – providing coverage for an A350-1000 delay of up to two years. Or if Etihad cancels its A350-1000, possibly in favour of Boeing's revamped 777, which would surpass the A350-1000, Etihad now has interim growth until a new long-term growth vehicle is secured.

 

Sharp words for Airbus

 

The big three of the Middle East – Emirates, Etihad and Qatar – all have the A350-1000 on order. (The only other customer is Asiana, with an order for 10.) Etihad, as is typical of the carrier and Mr Hogan, has avoided negotiation through the press about recent changes to the A350-1000, which includes increasing the empty weight as well as introducing a new and more powerful version of the Rolls-Royce Trent XWB engine, but which will lack commonality with other Trent XWB engines. While Qatar CEO Akbar Al Baker is known for his direct and caustic remarks, and was short on none at last month's Dubai airshow, his comments are more typically made when he has nothing to lose or is in the driving seat about to sign off on a contract and wants a lower price. But when the situation is out of his control, such as asking for a design re-vamp for an aircraft that has no immediate alternative he can turn to, Mr Al Baker is quiet. At the Dubai airshow he declined to comment about the A350-1000.

 

Leading the pact in A350-1000 commentary is Emirates CEO Tim Clark, who has taken his usual practical and technical stance to explain operational shortfalls that will result from the design changes: more weight, maintenance and costs.

 

Thin routes targeted for 787-9

In addition to 787-9 top-up order, Etihad announced a large sphere of destinations the 787-9 will initially operate to. They include Beijing, Delhi, Dublin, Frankfurt, Istanbul, Kuala Lumpur and Nagoya. While Etihad noted the 787-9 has an official range of 8000nm, the initial routes are largely medium/long-haul thin routes currently operated by the A330 that can benefit from the 787-9's similar operating profile but with lower costs. The longest of the initial routes, Abu Dhabi-Beijing, is half the 787-9's listed range.

 

Recent route announcements for JAL's 787s indicate that carrier will also use 787s on medium-haul thin routes.

 

Etihad can be expected to open new destinations since the 41 787-9s far exceed the 22 A330s Etihad currently has in passenger operation and will be targets for replacement in the medium-term.

Growth for Etihad freight

 

Etihad has also ordered two additional 777-200LR freighter aircraft. Etihad's Crystal Cargo division currently operates two A300-600Fs, two A330-200Fs, one 777F and two MD-11Fs.

Growth for Etihad freight

 

http://www.centreforaviation.com/blogs/aviation-blog/in-ordering-more-787s-etihad-joins-emirates-in-securing-medium-term-growth-64486

 

Etihad joins Emirates in securing medium-term growth

Has MH secured its short-term survival???

Edited December 12, 2011 by alberttky

[alberttky 0]

Ethiopian Airlines will further strengthen itself in the nascent but rapidly growing Africa-Asia market by using its new Boeing 787 Dreamliners to open new routes – potentially in China, Malaysia and Singapore – reduce costs and align its overall fleet strategy to better serve existing Asian destinations. The geography of Ethiopian's hub in Addis Ababa allows the carrier to offer as efficient or more efficient connections than those through Middle East hubs. Ethiopian's African network is also unrivaled in the number of destinations served, and the booming times are seeing Ethiopian consider exercising 787 options and accelerating deliveries. Elsewhere in its route network, which is growing at 30% a year, Ethiopian next year will commence services to Toronto and in 2013 will increase capacity to Washington Dulles by deploying 777-300ERs.

 

Ethiopian will become the first carrier in Africa and Europe to operate 787s when it takes the delivery of its first 787-8 in 2Q2012.

 

The 787 this week is making its African debut, with a demonstration aircraft currently in Addis Abba to coincide with a ceremony celebrating Ethiopian joining the Star Alliance.

 

Ethiopian had planned to first deploy its 787 – expected in Jan-2012 – to Guangzhou, as CAPA reported in Jun-2011. Ethiopian CEO Tewolde Gebremariam told CAPA yesterday that Guangzhou is still an option for the carrier’s first 787 but Ethiopian is also now looking at using its first 787 to serve Hong Kong. He says Ethiopian is also evaluating three potential Asian routes which could be launched with the 787: Chongqing in China, Kuala Lumpur in Malaysia and Singapore.

 

787 better suited to Hong Kong's lower demand

 

Guangzhou may not end up receiving Ethiopian's 787 on a regular basis because demand is now so strong from Guangzhou a larger aircraft is needed. Guangzhou had been served daily via Bangkok with 767-300ERs and the intention was to upgrade the route to non-stop once the first 787 was delivered. But Mr Gebremariam said Ethiopian decided to instead upgrade Guangzhou in Oct-2011 to non-stop using the 777-200LR, which seats 321 in two classes. Ethiopian's 767-300ER typically seats 234 while its 787-8 will seat 270 (24 in business and 246 in economy), giving the 777-200LR a 50 seat advantage – as well as greater cargo capacity, critical on the route to Guangzhou, China's manufacturing heartland.

 

Mr Gebremariam says Guangzhou is switching back this week to the 767 via Bangkok but says demand is generally sufficient to support the 777-200LR. While Guangzhou could still see the 787 instead of the 777-200LR during certain times of the year, Mr Gebremariam foresees the 787 used more regularly to Hong Kong because Ethiopian has seen higher demand from mainland China than Hong Kong.

 

Ethiopian now serves Hong Kong with four weekly 767-300ER flights via Bangkok. Mr Gebremariam says these will be upgraded to non-stop, likely in 2Q2012, after the first 787 is delivered.

 

Four 787s in 2012 with further orders and delivery acceleration likely

 

Mr Gebremariam says Ethiopian is now slated to receive four 787s in 2012 with the first to be delivered in the April to June timeframe. Ethiopian currently has 10 787s on order. All are for the -8 variant with the last aircraft slated for delivery in 2014. Mr. Gebremariam says the carrier is interested in exercising options for additional 787s and accelerating its deliveries. Ethiopian, which also has orders for 12 A350s and nine additional 737-800s, needs more aircraft to meet its 15-year business plan.

 

Mr Gebremariam says the 787 will enable Ethiopian to open new destinations while lowering its operating cost. “It is a pillar of our Vision 2025 [business plan],” he says.

 

Ethiopian is particularly bullish on using its 787s to expand in Asia although the type will also be used on some European routes, likely starting by the end of 2012. Ethiopian now serves three destinations in mainland China – Guangzhou, Beijing and Hangzhou – and is planning to add several Chinese cities as part of Vision 2025, likely starting with Chongqing. While new destinations in Southeast Asia and North Asia are also part of Vision 2025, China is particularly the focal point as traffic between China and Africa is expected to boom. As CAPA reported in June:

China is a key market for the carrier as Ethiopian is ideally positioned geographically to tap into the fast growing China-Africa market. Ethiopian currently operates 26 weekly flights to four destinations in China, making it the largest carrier between China and Africa. It has already begun codesharing with Star member Air China.

 

 

Over the past decade air traffic between Africa and Asia has doubled. Africa supplies China with one-third of its fuel needs as well as notable amounts (by value) of timber, copper and diamonds, with trade between Africa and China surpassing USD100 billion in 2010.

 

Of all traffic measured in revenue passenger kilometres to/from and within Asia-Pacific, Africa will have the highest annual growth rate at 8.4% through 2020, eclipsing the 7.5% of intra-Asia-Pacific traffic and 7.5% of Latin America-Asia-Pacific traffic, Airbus forecast in its 2011 market outlook.

 

African travel will also eclipse the global average of traffic growth to/from and within Europe. RPKs from Africa will grow at 4.5% a year between 2011 and 2030, outpacing the 4.2% average, although Africa falls behind the Middle East, Russian Federation and Asia-Pacific.

 

Africa will account for the second-highest growth of traffic to/from and within North America, growing at 5.6% a year from 2011 to 2030.

 

Addis Ababa hubs provides strategic connections

 

Ethiopian's hub in Addis Ababa provides geographically convenient connections. On a sample routing from Shanghai to Johannesburg, transiting through Addis Ababa is only 21nm longer than transiting through Dubai.

 

While intermediate point connection distances matter (as well as connection flight timing, which Emirates excels at with three departure banks) so too do the destinations served on the other end. Ethiopian serves 40 points in Africa compared to Kenya Airways' 44, Emirates' 21, Qatar's 14 and Etihad's 11. South African Airways, although not as strong a competitor for Asia-Africa services, has flights to 31 destinations in Africa.

 

Beijing a borderline route for Ethiopian after 787 performance shortfall

 

Boeing sees the 787 as a vehicle to increase connectivity between China and Africa. Kenya Airways, which is one of four African customers for the 787 (the others are Arik Air and Royal Air Maroc), is also well positioned to tap in the booming China-Africa market

 

Boeing sales director for Africa Rob Faye told CAPA following a press briefing yesterday in Addis Abba that the 787 in Africa will be used more for route development than replacing existing aircraft, pointing out that Ethiopian and Kenya are both planning to double their overall fleets over the next 10 years. The 787 demonstrator will be stopping in Kenya later this week as part of its multi-month world tour.

 

The 787 is geared as a 767 replacement, and Ethiopian's order of 10 787s corresponds to replacements for its 10 767-300s, but its comments to obtain additional frames support route growth. Likewise Kenya Airways has 5 767-300s in service and 9 787s on order.

 

“Africa is going to grow. Aviation is the catalyst to growth,” Mr Faye says, adding that without connectivity economic growth is limited.

 

Ethiopian is now unable to use its 767s to serve China non-stop because of the takeoff restrictions at Addis Abba, which has an altitude of over 7000ft. Hangzhou is served via Delhi and is another likely non-stop route for the 787. Ethiopian also previously served Beijing via Delhi but was able to upgrade its daily

Beijing service to non-stop in May-2011 after taking delivery of its second batch of 777-200LRs.

 

Mr. Gebremariam says Ethiopian plans to continue using 777-200LRs on the Addis Abba-Beijing route rather than switch to 787s as he expects the carrier would have some payload limitations with the 787 to Beijing. Mr Gebremariam says Ethiopian would likely have to leave a few seats empty flying the 787 out of Addis Abba for Beijing and would also be restricted in carrying belly cargo.

 

Boeing, however, claims the 787-8 has the range to reach Beijing from Addis Abba, factoring in Addis Abba’s high altitude and normal 242-seat configuration. Ethiopian plans to operate its 787-8s with 246 seats in two-class configuration.

 

Even if Beijing ends up being a borderline route for operating the 787-8 with full payload, all of Ethiopian’s other Asian routes and all its European routes are safely within range with full payload. As a result, Mr Gebremariam does not seem to upset with the aircraft coming in with less range than originally expected.

 

Mr Gebrermariam says the range difference between the expected and actual range is very small with Beijing the only affected current route. He says Korea and Japan are also now out of range but while Korea and Japan are potential routes in the carrier's long-term business plan they are currently not high priorities.

 

Ethiopian originally intended to use its 787s to serve the US via Europe but later decided to order five 777-200LRs to help offset the impact of the delivery delays on the 787. The first batch of two 777-200LR were delivered at the end of last year and used to upgrade Washington Dulles, which is now served non-stop on the eastbound leg. The last three 777-200LRs from Ethiopian’s order were delivered this year and used to upgrade Beijing and Guangzhou. Ethiopian also uses the 777-200LR on one of its two daily Dubai flights.

 

Toronto to be launched in 2012

 

Ethiopian was planning to begin flights this quarter to Toronto with 777-200LRs but postponed the launch of the new route. Mr Gebrermariam says Toronto is now planned to be launched in summer 2012 with two or three weekly 777-200LR flights. Like Washington DC, Toronto will be served non-stop on the eastbound leg but will stop in Rome going west.

 

Ethiopian is continuing to study other potential new destinations in North America. But for now the carrier plans to focus on Washington Dulles and Toronto. Both are Star Alliance hubs which will help Ethiopian connect with the rest of North America.

 

Ethiopian does not plan to acquire additional 777-200LRs but Mr Gebrermariam says the carrier has committed to acquiring two 777-300ERs for delivery in 2013. He says the intention is to use the 777-300ERs to up-gauge the Washington Dulles route.

 

The 777-300ER has the range to be able to operate non-stop from Dulles to Addis Abba. Westbound a fuel stop will still be required but this is no disadvantage to the longer-range 777-200LR, which also needs a stop going west because of Addis Abba’s high altitude. Mr Gebrermariam says Ethiopian will keep its 777-200LRs even as the Dulles route switches over to 777-300ERs as it still has routes which are too thin for 777-300ERs and are too long for the 787.

 

Overall Ethiopian is a flexible carrier and will likely change multiple times its deployment of aircraft. The main focus is rapid growth and to secure as many modern widebodies as possible.

 

Mr Gebrermariam laments the 787s are still not coming fast enough, forcing the carrier to stick with some of its ageing 767-300ERs for longer than it wishes. He says Ethiopian this month returned one of its 767-300ERs, which leaves it with 10 of the type. But he said Ethiopian is unable to phase out any of its 767s in 2012 as it aims to continue growing capacity at a clip of 30% per year.

 

Ethiopian, however, is phasing out three of its seven 757s in 1H2012. Mr Gebrermariam says the 757s will be replaced by a mix of additional 737s, 787s and 767s. Ethiopian is not increasing its 767 fleet but some 767s will be freed up to replace 757s on routes to Europe and within Africa as 787s replace 767s on Asian routes.

 

http://www.centreforaviation.com/analysis/ethiopian-eyes-787-service-to-hong-kong-and-new-asian-services-as-africa-asia-market-booms-64487

 

Even African airlines have 787... Sigh... MH...

Edited December 13, 2011 by alberttky

[alberttky 0]

Boeing unveils first 787 to enter service for Japan Airlines

 

December 14, 2011

 

EVERETT, Wash. /PRNewswire/ -- The first Boeing (NYSE: BA) 787 Dreamliner to enter service for Japan Airlines (JAL) rolled out of the paint hangar last night. The airplane's livery features the iconic new brand mark on its tail and underscores the airline's commitment to provide the highest level of service to customers and contribute to the advancement of society. The logo is a distinct symbol of the airline which was the first Japanese carrier to fly internationally from Japan since 1954.

 

http://www.just4airlines.com/j4_dox/email/rss.mv?story_id=54448

 

[BC Tam 2]

Japanese minimalist design taken to near extreme

(well, they can still delete/reduce size of name and logo)

Nice though !

[flee 5]

Its a shame JAL did not design a special livery for their first B787, like ANA did.

[S V Choong 4]

A bit of a late news from nearly two months ago. Air Pacific has cancelled their 787 orders due to the delay of the 787s. Instead Air Pacific has order 3x A332 delivered from 2013 onwards.

 

FJ's 787 cancellation news

 

New Airbus A330-200 Aircraft

25 October 2011

 

Air Pacific to Acquire New Airbus A330-200 Aircraft

 

Fiji’s national airline Air Pacific today announced that it has ordered three new Airbus A330-200 aircraft to replace its current fleet of B747 and B767 aircraft.

 

These brand new, highly capable, long-haul aircraft will begin arriving in early 2013, and they will be operated on flights to Fiji from Sydney, Auckland, Hong Kong, and Los Angeles.

 

“This decision is a significant milestone in our 60-year history because it will be our first-ever purchase of new wide-body airplanes, and these state-of-the art A330s are clearly going to be planes that our customers and the people of Fiji will be thrilled to fly,” said Air Pacific’s Managing Director and CEO David Pflieger. “In addition, I can’t begin to tell you how excited our team here in Fiji is with this once-in-a-lifetime opportunity to design and outfit new aircraft that will embody the beauty and spirit of Fiji and its 333 islands.”

 

Air Pacific’s Chairman, Mr. Nalin Patel, echoed that enthusiasm when he said “Dave and his team did a fantastic job in conducting a comprehensive seven-month review of our entire fleet and network and then working with aircraft manufacturers to find the right solution for Air Pacific. The entire Board is very pleased with the outcome of those efforts, and Dave has our full support on this critical decision. The team’s success in finding and financing new planes that can start flying as soon as March of 2013 completely validates the support we provided them when they started their work 17 months ago.”

 

According to Mr. Pflieger, the landmark acquisition of new Airbus A330s signals a very bright future for the airline. “It’s the right plane at the right time for our company, and it will set us up for another 60 years of success. Our exhaustive evaluation proved not only that the A330-200 was the best plane for Air Pacific, but also that the features and capabilities of this new plane will complement our world-renowned customer service and ensure our passengers enjoy a spacious, comfortable, and relaxing flight on their way to or from Fiji.”

 

“These A330s will be equipped with the latest in cabin seats and in-flight entertainment, and their optimised 222-inch wide fuselage will accommodate more passengers and cargo than our current B767.” In addition, these new jetliners will have a look and feel that is truly Fijian, appropriately reflecting Air Pacific’s role as Fiji’s ambassador to the world,” said the airline’s CEO.

 

Mr. Pflieger observed that the new aircraft would also dramatically improve the appeal and effectiveness of Fiji’s national carrier in achieving its goal of becoming the airline of choice in the South Pacific. Mr. Pflieger added that once the new aircraft are operational, he expected their superior range and payload capabilities will also allow Air Pacific to explore the possibility of further growth, more jobs, and adding more destinations to its network.

 

“Some of the other advantages that these new aircraft will provide are: lower maintenance and operating costs, lower fuel burn and carbon emissions, and superior cargo capacity and capabilities. As a result, we fully expect that our new A330s to significantly help us cut costs and increase revenue – two key objectives for any airline — especially ours,” said Mr. Pflieger.

 

Mr Pflieger thanked the Air Pacific Board for its unequivocal support in obtaining the new aircraft, and he also thanked the entire Air Pacific staff for their dedication and hard work in getting the Company to where it is today.

 

“The team at Air Pacific has been working extremely hard for over a year now to cut costs, increase revenue, deliver better operational performance and ensure that we continue to provide world-class customer service. Those efforts have already paid off with better performance across all areas of the company, and I want to thank our team here in Fiji and world-wide for their selfless dedication and efforts to date,” Mr. Pflieger added. “While we have made significant progress on almost all other fronts, and the modernisation of our fleet will provide the capstone to our turnaround and revitalisation plans.”

 

Source: Air Pacific

 

Note: Qantas holds 46% stake in Air Pacific.

[Zamir 0]

http://www.komonews.com/news/local/Worker-run-over-by-Boeing-787-Dreamliner-138691234.html?tab=video&c=y

[xtemujin 0]

Delamination prompts Boeing to inspect 787 fleet

By: Jon Ostrower Washington DC

 

 

 

Boeing again faces a manufacturing quality issue, requiring inspections and repairs of its 787 fleet.

Structural stiffeners were found to be improperly joined to the composite skin in the aft sections of the aircraft, causing parts of the aircraft's carbon fibre structure to delaminate, confirms the airframer.

 

"Boeing has found that incorrect shimming was performed on support structure on the aft fuselage on certain airplanes in our facility in Everett, [Washington]," said the airframer.

 

Flightglobal has confirmed there are at least three affected airframes, Airplanes 56, for All Nippon Airways, where the problem was first discovered, and Airplanes 57 and 58, the first two aircraft for Qatar Airways.

 

Boeing declined to say how many 787s have this issue, though sources indicated that there are "significantly more" than the three initially identified in the factory.

 

Programme sources say the stiffeners, or longerons that run along the length of the aircraft, are delaminating around the rear opening of the Section 48 section above and below the cutout known as the "bird's mouth" that holds the Alenia Aeronautica-built horizontal stabiliser.

 

Boeing said the issue is a "straightforward repair" and poses no "short-term safety concern" and the airframer said its inspections have revealed "delamination in some instances."

 

Boeing is currently conducting inspections on the already built 787s and those waiting to be assembled, at least 50 airframes, in Everett and its North Charleston, South Carolina facilities.

 

"We have this condition well-defined and we are making progress on the repair plan," said Boeing and declined to say if the inspections were slowing preparations for delivering additional 787s.

 

The issue, identified around 24 January was traced to assembly of the aft fuselage by Boeing South Carolina, Formerly Vought Aircraft Industries, where Sections 47 and 48 are fabricated, assembled and stuffed with systems before being delivered to final assembly lines in North Charleston or Everett.

 

When the longerons are installed on the wound carbon fibre barrel, frames and longerons are secured to the skin of the structure to give it strength. When natural variations in the fit of parts exists, aerospace mechanics will install shims, or spacers, which compensate for variations and wedge into structure to create a tighter fit.

 

Without the shims, damage can be sustained to the composite when fasteners are installed by pulling the structure together, damaging the layers of carbon fibre.

 

Over the long-term composite delamination can decrease the fatigue life of the aircraft's structure.

Boeing said it has "already taken appropriate steps to address this issue" in South Carolina, declining to elaborate on what steps it has taken.

 

"We have already notified our early customers to ensure they are informed and aware of our plans to make repairs, should they be needed," the company said.

 

ANA, currently the sole operator of five 787s, said: "Currently we are not experiencing the issue; however, we are aware of this issue arising at the factory, and will take appropriate action when contacted by Boeing."

 

For the affected aircraft, Boeing said its "current plan", which one programme source described as "tedious", will not require the removal of the 787's tail cone and horizontal stabiliser to fix the longerons, its initial remedy for aircraft in the factory, and it can "address this condition without removal of any major structural parts."

 

"Repairs, should they be needed, will be implemented in the most efficient manner possible," said Boeing in order to maintain a design that conforms with its airworthiness certification standards.

 

Boeing has faced manufacturing quality issues before, most notably the June 2010 inspection, teardown and reinstallation of many Alenia Aeronautica-built horizontal stabilisers after many were assembled without proper shimming creating gaps in the structure that threatened the fatigue life of the empennage.

 

http://www.flightglobal.com/news/articles/delamination-prompts-boeing-to-inspect-787-fleet-367793/

[Rob 0]

Usual teething problems before product becomes mature.

[fendy 2]

note the air india with star alliance logo

[alberttky 0]

http://www.flightglobal.com/blogs/flightblogger/2012/02/boeing-brands-the-sky-with-787.html

[flee 5]

Boeing picks up awards for record-breaking 787 flight

 

Boeing has been presented with twin official records for the 787's December 2011 attempt to break the longest flight for an aircraft in its weight class and establishing an around-the-world speed record.

 

The National Aeronautic Association (NAA) on 28 February presented Boeing with two certificates confirming its record flights.

 

ZA006, Boeing's sixth 787 flight test aircraft, fitted with General Electric GEnx-1B engines, departed Boeing Field, Seattle, US, on 6 December 2011 en route for Dhaka, Bangladesh, weighing 212t (467,375lb), including 103t of fuel, the volumetric shut-off limit for the aircraft.

 

Rod Skaar, assistant chief production pilot for Boeing Commercial Airplanes, called the flight "delightfully" boring, as was intended. "You don't want any excitement, you don't want any adventure, you don't want any drama," he said.

 

After flying 10,710nm (19,814km), ZA006 landed in Dhaka with 13.6t of fuel remaining. Boeing officially received credit from the NAA for 10,336nm flown. The distance record for the 200-250t weight class was held by an Airbus A330 that flew 9,127nm in 2002.

 

After 200 people toured the new twinjet during a 1h 52min refuelling stop on the ground in the Bangladeshi capital, the 787 departed Dhaka heading eastbound, having taken on 86t of fuel for the second leg of the journey.

 

The 787's lateral and vertical navigation modes (LNAV and VNAV) were used to fly the overwhelming majority of the record-breaking flights, said Mike Carriker, chief pilot for Boeing product development.

 

As NAA rules prohibit cutting a waypoint corner short, as the LNAV function is designed to do to optimise routing, the 787 was required to switch to heading select mode, overflying predetermined turn points in New York, Luxor, Egypt, and southern India before proceeding on course.

 

On its return leg to Seattle, the 787 landed with 9.08t of fuel remaining, even after accelerating the Dreamliner to Mach 0.88 for the final 6h of the flight. The global circumnavigation lasted 42h 26min.

 

Six pilots, on rotating 4h shifts throughout the flight, were among 13 people on board ZA006, including two NAA observers.

 

Source: http://www.flightglo...-flight-368998/

Edited March 2, 2012 by flee