Bonjour
Mark Jenks, VP dévlpt du 787 donne un long interwiew en trois parts ! à Fleetbuzz !
2 parts dispo, la 3eme à venir !
Rien de bien nouveau, Mark Jenks est prudent !
Le programme d'essai un peu plus conservateur que prévu originellement !
Le management du tout électrique, pas encore réglé, mais ça vient !
Et ils feront le max sur une seule FAL !
La seconde vraiment en pointillé !
Le 787-9 permettra le weight Ripoux du 787-8, ça on le savait !
----------------- Fleetbuzz Long Extrait Part 1 ---------------------
http://www.fleetbuzzeditorial.com/2009/02/23/787program/
“Early on we had an even more aggressive flight test program. With the more recent schedule changes, we’ve really moved that flight test program in line with our history [of flight test programs of other Boeing airplanes].
So whereas before we needed to have flight rates that were higher or as high as we’ve ever done in the past, the current schedule is in line with what we’ve demonstrated in the past. Yes, the technology is new, every program has got a suite of new technologies – a lot of what [from a technology perspective] has really been driving the scheduling by rights would drive the schedule aren’t necessarily big flight test drivers so you know, a lot of the things in terms of the new composite structure, the fastener issues – those really aren’t things that would typically be drivers in a flight test program - it’s not the kind of thing that generally drives a flight test program.”
“So in terms of the risk areas in flight test, a lot of it isn’t necessarily that different than what we would have had before [on previous airplanes]. There are a few things, clearly, where we have taken steps in terms of the more electric architecture for the power system from a technology standpoint, that’s a bigger step, but again for the overall flight test program it’s in line with our history and there really isn’t a reason why we ought to be outside of that [history].
With the issues we’ve had on the [787]-8, all those get addressed on the 787-9. Now there’s elements of them [production issues] that you don’t completely back out necessarily, but the vast majority of the things we’ve seen on the 787-8, we can and will and are addressing on the 787-9. Where we’ve had specific issues, the fastener one is a great example, every bit of that is absolutely “lessons learned” and directly translates into the 787-9 and we won’t do that again - I can say with a lot of certainty!
The [problem area] ones like that that we’ve hit will be fully incorporated into the 787-9 and will not happen again; you “only know what you know”.
The 787-9 is a derivative program and the kinds of things that we’ve experienced are really associated very much with the “first time on a new all composite, more electric airplane” and that’s not a change on the derivatives. The kind of change we’re implementing on the derivatives are the kinds of things we do in general on derivatives – we’re gonna take weight out of the structure where we can. We’re gonna put more weight in where we need it for higher loads for the stretched airplane, these are things that are very familiar to us, so in general, the things we’ve seen now, the timing is such that we can, will and are fixing those as we go into the 787-9 and the other things we’re doing on the 787-9 should not be that unusual for us.
When you look at performance, there are three big drivers – you got the efficiency of the engine, you got the basic aerodynamics of the airplane and also the weight of the airplane. The engines are fortunately are very “backwardly compatible”, so as the engine makers make improvements as they always do, to support the 787-9, so there’ll be engine performance that’ll continue to improve airplane performance whether it’s the 787-8 or 787-9.
There will be improvements in weight that we make on the 787-9 that will be very easy to incorporate back on the 787-8 and in fact a lot of what we’ll do for the 787-9 that’s different, where we’ve got specific ideas where we now know we can take weight out, we will do that for the 787-9 because we’ve got to get the best performance for that airplane as we can and in many cases we’ll use that back for future versions of the 787-8. There are some cases where that doesn’t work but there are cases where it does and it’s fairly straightforward to incorporate those improvements back onto the Dash 8. In fact, we want to do that where we can in terms of commonality, cost and efficiency in building these airplanes. There’s a very strong tie between what we do on the 787-9 and getting the benefits back on the 787-8.”
Stepping Up Production To Eat Into The Backlog
To cut a long story short - no, there’s no immediate plans for a second production line. Jenks explained the rationale and highlighted how the existing infrastructure and supply chain are not yet “fully maximised” to justify the outlay of another line.
“Right now, the single [production] line meets the firm production [estimates] that we have and as we go forward, if we can sell more and we need to look at being able to build more to a higher rate, we’ll have time before we have to make any decisions to see how efficient we can make the line.
Right now it works with our single line, we’ve got time to go figure out how much additional efficiency we can drive in before we would have to make decisions that if we want to go to a higher rate, can we squeeze it in on one line here [in Everett] or have multiple lines and it’s the same situation with the supply base. If there are areas in the [supplier] factories right now and we would want to push them to higher than they can do right now, we have time to get into [higher] production, get the rate up which can really start to exercise the [supply] system and then we ask “how good can we make this, how much can we lean it out” but right now, things are sized to meet with the existing facilities.
There are areas in some of the [supply] factories where they’ll make modifications, relatively minor modifications to their factories to reach to the rates we have already sold to – so for example if they have to knock out a wall and put another machine in, that’s all within the plan.
In terms of us [here at Everett] going to a full second line or a new factory, those are not yet at “lead time” to make those decisions.”
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Bon, dans la part 2, Jenks se marre un peu, et prévoit que airbus va souffrir comme Boeing !
Pour sortir son A350 !
Il se pose qq questions sur le Y1 ! mais visiblement pense qu'Airbus en a assez sur les bras ! Boeing observe, normal, c'est son tour !
Le B787-3 n'est pas annulé (Les Japs apprécieront) il sera pris aprés le 787-9 ! Donc, des progrés sur le poids !
Bon ça donne le temps de réfléchir à sa définition !!
Il y à plus de chances de voir un 787-10 (Not ruled out) .... mais pas de délai ... qu'un remplaçant du B777 ! Dixit un Client !
-------------------- Fleetbuzz long Extrait part 2 ------------------------
http://www.fleetbuzzeditorial.com/2009/02/26/787program-part2/
787 Program Review (Part Two)
February 26th, 2009
Part Two of the 787 Program Review continues with Vice President of 787 Development, Mark Jenks as he discusses the future of the airplane.
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As the expansion in twin aisle, twinjets continues, Jenks highlights the problems faced by both Boeing and Airbus in the near future. For Airbus, they are working on their first major new airplane program since the A380, and for Boeing, the dilemma of what to do about the 777 family continues to raise as many questions as it does opportunities.
“With the plan we have, the 787 and 777 are very complementary in their current form. When you look at the 787-8 and 787-9 and the 777 models our customers use, the combination is a really good combination for a lot of airlines.
At the end of the day, a lot is gonna depend on what Airbus does.
The competitive dynamic is going to drive a portion of this, but what does Airbus do next - are they gonna do a new refresh or new A320-sized airplane?
We’ve got decisions to make; when do we go look at a new smaller airplane versus a look at a refresh of the 777 – is it a refresh, is it a whole new airplane or do another derivative or upgrade; those are all things that are “in the mix.””
“It’s gonna be an interesting play to watch – even before Airbus does anything in terms of committing to their next move, they’ve still got an A350 to do and they’ll have interesting times ahead of them, I’m sure, as we had!
It’s going to be a very interesting marketplace, now that the economy is taking a turn, you knows, its another variable – all those things are in the mix – there are lots of options that have lots of interesting elements to them.”
Critically, Jenks made a point about the another derivative of the 787.
“Yes, there’s still a 787-3 in our program,” he notes.
From my discussions with both Japan Airlines and All Nippon Airways, both carriers are “disappointed” that the 787-3 has been pushed back for service entry after the 787-9, itself due in service in 2013, however both state that they “remain committed” to taking 43 787-3’s firmly ordered by the two carriers.
No firm date has been publicly announced as to when either carrier will take first deliveries of there 787-3’s.
Arran Aerospace’s Doug McVitie states the value proposition behind the 787-3 is a great tactical move for Boeing.
“The 787-3’s value to Boeing is far greater than a simple addition to the 787 stable. The aircraft is a strategic asset for Boeing which will perpetuate the Japanese airline industry’s long-running close cooperation with the US manufacturer,” he tells FleetBuzz Editorial.com.
Critically, discussions on the proposed second stretch 787-10 have in recent months dissipated while Boeing focusses on the near term aim of first flight.
“Don’t rule out the 787-10 just yet - you’ll probably see it fly sooner than a 777 replacement,” said one 777/787 customer who declined to be identified.
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par Beochien Lun 5 Jan 2009 - 1:50
