Bien, si après avoir perdu 3 Ans, à mettre au point son 787, Boeing repart sur un ramp up style A380 ...;
Franchement ils ont du souci à se faire !
Surtout ... 1000 tâches de résolues en 1 mois, c'est bien ... au fait ce sont combien de "Re-Works " annoncés ...
Plus de 100 000 !
A ce rythme, c'est 2020 qui s'annonce pour la grosse trentaine à refaire ...
Et surtout .... ils reçoivent toujours des pièces non conformes ....
Des fois que le Seattle Times doive l'effacer ... j'ai peur que ce brûlot ne tienne pas longtemps (Ça doit chauffer à Seattle et à Chicago)
J'ajoute .... que si cela est vrai, le A320 NEO va pouvoir attendre plus confortablement la réponse de Boeing !
Je crois aussi que les syndicats, veulent la peau de MC Nerney ! Et le Seattle Times, est un relais utile !
-----------Je re-cite D.Gates du Seattle PI extrait ---------http://seattletimes.nwsource.com/html/businesstechnology/2014875561_boeing26.htmlPlenty of headaches
Yet, those close to the program say production headaches continue.
"The assembly process is still a mess," an engineer said.
"They are building airplanes in the final-assembly process that then
have to be rebuilt in the pickup process, which is many times longer."Parts that don't fit, including doors and control surfaces on the wings, still are arriving in Evere
tt."The wings on the 787s aren't even close to being ready,"
the engineer said.
The employees spoke on condition of anonymity because Boeing doesn't allow them to talk about their work.
The latest airplanes rolled out to the flight line from the factory with about 1,600 jobs incomplete.It has been taking on average about a month to complete 1,000 of these catch-up jobs, the 787 mechanic said.
"They are just digging the hole deeper every time they send one out with that many jobs on it," he said.
Gunter said she didn't have the information to comment on those numbers.
Sorting it all out is made much more difficult because of the balky
computerized system that manages all the data about specific parts.
Mechanics are spending hours trying to call up parts information and
drawings before performing any rework or modification.And individual jets have been reworked so often that engineers have a
hard time just figuring out what is the particular configuration of
parts and assemblies on a particular plane.
"Productivity has crashed," said another employee with knowledge of how the computer system is failing."A worker spends four hours a day on the computer just trying to pull up his work."
Boeing's Gunter said the company is working to improve the digital tools, which she admitted "could work better."
But she said that, even without that, productivity has been improving. "Our mechanics are doing a great job," she said.
Among the major rework that must be done on every jet built so far is the laborious resealing of the wings.
That's currently being done on two jets destined for Royal Air Maroc of Morocco, inside an empty bay of the main assembly plant.
As the engineer put it, the planes are "essentially getting gutted."
The wing seals are important not only to avoid fuel leaks but also to
coat metal fasteners so as to prevent sparks inside the fuel tank
during a lightning strike.
Gunter said Mitsubishi Heavy Industries (MHI), which builds the wings in Japan, is not entirely at fault.
"The sealing that was done did not meet our expectations," Gunter
said. "We worked together with MHI to identify the need for resealing."
At the root of the issue, she said, are "elements of both workmanship and design."