Boeing 787 (partie 1)

d'après les fans ou fanatique (humour !! ) de boeing de fleetbuzz
boeing cherche concurrencer l'A350 900 avec son 787-9 ..


787-9 Firm Configuration Next Month

Range Continues To Increase

Natural 777-200ER Successor

Rival To Airbus’ A350-900XWB





To make the proposition more compelling, the current configuration of between 250-290 seats would need to jump beyond 305 passengers to give current 777 operators more incentive to switch to the 787-9.

With decisions yet to be made with the 737 and 777 families, the 787-10 may yet rest on the backburner while the 787-9 becomes the focal point between now and its service entry.

According to one source on the 787-9, it is on track to “meet or exceed” the intended design parameters when it enters service and will give healthy competition to the A350-900 family - a stark contrast to the numerous woes, delays and crippling financial penalties that have delayed and plagued the baseline 787-8 by around two and a half years.

“The A350-900 has sold exceptionally well for Airbus, what we’re seeing coming out on the [787]-9, we’ll be able to have some great head-to-head RFP competitions in the future as we’d seen in the past when the A340 and 777 were pitted against each other. Of course, we want the Dash-9 to come out on top, it won’t be easy for them or us.“



http://www.fleetbuzzeditorial.com/2010/05/24/on-the-9/#comments

Bonjour à tous

Quelques petites infos discrètes sur le 787 qui m'avaient échappée...

http://twitter.com/flightblogger/status/13778217403

Airbus marketing displays early 787-8 with a range of 6,990nm from Beijing with 246 passengers aboard. #AIrbusID (Boeing says 7,650nm)

Source Airbus



Et

http://www.flightglobal.com/blogs/flightblogger/2010/05/what-houston-to-auckland-says.html

If ever there was a route that the 787 was designed for, this is it.

Nearly a decade after Boeing and Airbus diverged on their respective point-to-point or hub-to-hub strategies, the first route announced for the new composite jetliner is the embodiment of the 787's business case for the new jetliner.


Continental Airlines announced on May 26 that it will launch service with its first 787 (Airplane 49) from its Houston hub to Auckland, New Zealand 7,400 (statute) miles away in November 2011. The route will be the longest from Continental's Houston hub. For the sake of technical simplicity, let's convert 7,400mi to 6,430nm.


Connecting two distant cities with just 228 seats, a relatively modest number compared to United's 374-seat 747-400 and Continental's 276-seat 777-200ER, is what the 787 was designed for. The leg between Houston and Auckland is now the third US route to New Zealand. The first two are currently operated by Air New Zealand (777/747) and Qantas (A330) from San Francisco and Los Angeles. Significant network and operating efficiencies are found in "eliminating" a leg from Houston to LAX or SFO.


Additionally, the planned link up of United and Continental is expected to bolster the new route with "the additional traffic flows through Houston that are expected to result from the merger." United nor Continental has said which colors its first 787 would arrive in at the time of first delivery next August, as the timing of merger is dependent on government approval.


While Houston-Auckland is the first 787 route is the first to be announced, it will not be the first operated. If Boeing's current delivery plan holds, the 787 will enter commercial service from Haneda Airport in Tokyo on a yet-to-be-named domestic route following first delivery of ZA100 later this year. ANA continues to keep its cards close to its vest for its early 787 routes and has not yet announced how it will configure its first. As of first flight in December 2009, ANA had not decided on either.


Airlines such as RAM, JAL, Air India, China Southern, Ethiopian and Qatar Airways will also introduce 787s in 2011.


For those watching the 787 program closely, the 6,430nm route prompted an immediate question: "Can the 787 fly that far with its added weight?"


The answer is YES.


At its recent Innovation Days briefings in the UK, Airbus, not known for its glowing technical assessment of the 787, touted the early 787's range at 6,990nm with 246 passengers aboard. At that payload, Houston to Auckland is well within the reach of Continental's first 787 with 36 business class and 192 economy seats.

Boeing says the range of the 787-8 lies between 7,650 and 8,200nm. Airplanes 7 and 20 are the earliest weight saving blockpoint changes with further enhancements planned for introduction with Airplanes 34 and 50.



While the direct great-circle route from Houston to Auckland comes in at 6,430nm, the route is operated within the bounds of ETOPS requirements across the Pacific. The ETOPS goal for 787 certification is 330-minutes, with a minimum of 207-minutes as a back up. At 207-minutes, the track across the Pacific is roughly 80nm longer than at 330-minutes as the route takes the aircraft closer to Hilo in Hawaii.


For those airplane geeks among us (you're in good company), by the end of next year, you'll be able to get from Houston to Auckland on the A380 or the 787. With a 777-200LR leg (EK212) with Emirates to Houston from Dubai, followed by an A380 flight (EK412) to Auckland with a stop in Sydney.

Pour résumer :
Avec charge PAx Max (sans fret en soute donc)

Premiers avions :
Distance franchissable 7000 Nm à 7650 Nm selon les sources
Avions au delà de 50
Distance franchissable 8200 Nm (boeing)

Pour mémoire en référence à la fameuse présentation d'Airbus " Boeing 787 Lessons to be learnt...." Airbus a révisé sa prédiction à +100 Nm

Enfin, le "block updates " sont :
7
20
34
50

A partir du 50 ème on saura

Bonne journée

Boeing envisage de présenter le 787 à Farnborough

http://www.aero.de/news-10520/Boeing-bringt-787-zur-Farnborough-International-Air-Show.html

http://www.flightglobal.com/articles/2010/03/17/339566/boeing-aiming-to-bring-787-and-747-8f-to-farnborough.html

http://blog.seattlepi.com/aerospace/archives/210416.asp

Merci Rasta !

Le 787 qui tourne le moins aux essais, celui avec les aménagements intérieurs, le N°3 de mémoire, c'est probable, et même sans trop d'ETOPS à jour, i passera par le nord !

Pour le 748, c'est un trade off sur les délais ... mais les Luxo, avec leurs freighters, ben ils attendront bien une semaine de plus ... c'est moins "Prioritaire"
Et en plus si Boeing a le bon goût de peindre leurs couleurs sur l'avion exposé !

JPRS

Bonjour,

Premier vol pour le 787 équipé de GenX (et du coup, premier vol pour le GenX 1B, le 2B ayant volé sur le 748F):
http://www.flightglobal.com/articles/2010/06/17/343366/video-genx-powered-787-completes-maiden-flight.html

A General Electric-powered Boeing
787 flew for the first time today, adding the fifth aircraft to the
flight test programme. The ZA005 flight test aircraft took off
at 1441 PST (0041GMT) from Boeing's
factory in Everett, Washington. The aircraft, powered by twin GEnx-1B64
engines, completed its maiden sortie around 2130 PST after a nearly 4h
flight, says Boeing. The test flight, flown by Captain Mike
Bryan, ZA005 chief pilot and Mike Carriker, chief 787 pilot, included a
brief stop at the company's Moses Lake testing facility in central
Washington, followed by a return to Boeing Field in Seattle where the
787 test fleet is based. ZA005 is the first of two flight test
aircraft powered by the two GEnx-1B64 engines that will complete 670h of
flight testing and 600h of ground testing to certify the
engine-airframe combination that will enter service with Royal
Air Maroc in the first quarter of 2011. The sixth and final
787 test aircraft is expected to make its maiden fight in July. The
first four 787s in the flight test programme flew with pairs of
Rolls-Royce Trent 1000s, the engine selected by launch customer All
Nippon Airways. The first Rolls-Royce powered example is expected
to be handed over to the Japanese carrier in November or December and
enter service in January.

Bonjour à tous,
Merci macintosh,

La photo :



http://boeing.mediaroom.com/index.php?s=13&item=1143

Amicalement

Bonjour !

Je ramène cela d'un fil un peu rare ou je l'avais laissé, pour plus de cohérence !

Bonjour !

Le B787 se rendra à Farnborough, aprés qq "Huit" de côntroles des instruments de navigation, sur le pôle nord !
Espérons qu'il ne va pas se perdre, pas trop d'ETOPS non plu ! !
C'est le proto n°3 qui fera le voyage, le seul avec la cabine équipée !

------------------ Le Seattle PI -----------------

http://blog.seattlepi.com/aerospace/

Boeing will fly its third flight-test 787 in figure eights over the North Pole on the way to the Farnborough International Airshow in England next month, Boeing 787 chief test pilot Mike Carriker said Friday.

Boeing said last week that it planned to bring 787 ZA003 -- the only one with interior elements such as seats and overhead bins -- to Farnborough.

Lingering around the North Pole will allow navigation system tests required for certification, Carriker outside of a Seattle preview of the 3D IMAX movie Legends of Flight. Carriker and the 787 star star in the film, which is showing at the Pacific Science Center.

JPRS

Bonjour ...

Pour le premier vol du GEnx 1B sur le B787... noté cette réflexion de Tom Brisken de GE, à lire ci dessous !
Plus de 7 ans pour développer et faire voler un moteur extrapolé du GE 90, et nettement plus avancé quand même ...
Un an ou 2 de moins, pour un T1000 de RR plutôt Clean Sheet, dans la techno 3 arbres, bien maîtrisée évidemment !
RR qui a bien été content de bénéficier des délais du 787, pour rejoindre les specs, grâce à des inserts technos de dernière année, pour compenser le pari sur une THP mono étage, un peu anémique !

Juste pour constater que les temps de développement des moteurs, sont égaux à ceux des Avions, et que les Avionneurs n'adoptent les moteurs que quand ils sont suffisamment convaincus que le motoriste possède les éléments pour y arriver au moment du lancement d'un l'avion ... ce qui de plus n'exclut pas une certaine prise de risques pour l'airframer qui doit juger des moteurs de "Papier" avec déjà au moins une paire d'années d'études sur les planches à dessein, au moment du lancement d'un nouvel avion!

Noter aussi que les clients en majorité exercent leurs choix moteurs, lors du passage de la cde, bien avant d'avoir la moindre idée de ce qui sortira du chapeau, à l'heure de la vérité, dans le cas du 787, c'est impressionnant !
Ils prennent tous les risques, les clients, pour obtenir les crédits et les remises sur les moteurs, plusieurs années avant l'EIS, et même le premier vol, rares sont les compagnies qui attendent un peu pour les choix "Moteurs" !

Beaucoup de prises de risques que je ne m'explique pas, pour des Airlines, dont la santé financière n'est pas brillante pour la plupart !


------------------------ Extrait Seattle PI --------

http://blog.seattlepi.com/aerospace/

Boeing's fifth flight-test 787 Dreamliner -- the first with GEnx-1B engines -- took off on its first flight from Everett's Paine Field at 2:40 p.m., local time, Wednesday.

"For me it's a culmination of seven and a half years of work," Tom Brisken, general manager of the GEnx program, said Wedneday at the Future of Flight Aviation Center, overlooking Paine Field and Boeing's flight line.


JPRS

Salut, Beochien...

Serait-ce la puissance du marketing?
Le remplacement des techniciens par des managers purs et durs?

Salut Rasta !

Je dirais que les vendeurs de moteurs, prennent une poignée de plans incubents sur le bureau des ingés, avec en mix, de ce qui est maîtrisé, un bon paquet de technos toujours en développement, et obtiennennt un projet, à soumettre à l'Airframer, qui va le juger et évaluer !

Les vendeurs, vendent et signent avec un produit papier ... et engagent leur compagnie !

Les techniciens, n'ont plus qu'à courir pour tenir les promesses, et jouer sur les options des nouvelles technos mélangées aux basiques !
Ajoutant , retirant à mesure des essais, avec l'obligation d'y arriver ... ça peut prendre 1 ou 2 ans de plus, car il faut insérer parfois des technos ou des matériaux non contemplés au départ, pour y arriver !
Comme RR sur le T1000!
Ou prendre des risques sur la fiabilité comme GE le fait souvent !
Et/Ou ne pas tenir le devis de poids ... gênant aussi, mais comme c'est souvent un peu dilué dans les différents "Over-weight" des premières séries, c'est un peu moins criant ... et cela peut donner 2 ans de répit !

Mais quand des commerciaux vendent des perfs, reprises, par l'avionneur, pour construire son nouvel avion!
Ben faut les tenir à tout prix ces specs, après avoir signé !
C'est aux ingés de se débrouiller avec les trade-off !
Et c'est aux commerciaux de négocier, retards, surpoids, specs tardives, maintenance, etc ! Ca ils savent faire, et comme leurs moteurs sont négociés directement avec les clients, ben la majorité du suivi des affairesse fait avec le client final , ce qui soulage d'autant l'Airframer !

JPRS

Bonjour à tous,

1000 heures de vol pour le 787
40 % des essais sont effectués en vue de la certification.
Le tableau marquant l'événement :

Airplane	Flights	Flight Hours
TOTAL	311	1,001 hrs., 25 min.
ZA001	139	384 hrs., 20 min.
ZA002	96	330 hrs., 35 min.
ZA003	33	89 hrs., 00 min.
ZA004	42	193 hrs., 40 min.
ZA005	1	3hrs., 50 min.
ZA006	In Production

http://787flighttest.com/dreamliner-passes-1000-hours-of-flying/

Amicalement

Bonsoir à tous,

Des signes de mécontentement de la part d'Air Canada au sujet des problèmes générés par les retards du programme. Ils auraient ralenti son expansion : cinq ans de retard, cela compte.

Les retards du Boeing nuisent à Air Canada

Air Canada soutient que les retards de livraison du Boeing 787 limitent les possibilités d'expansion de son réseau international.

Au cours des derniers mois, le transporteur montréalais a ajouté plusieurs nouvelles destinations aux États-Unis, en Europe et en Asie, mais aurait pu en faire plus, notamment vers l'Inde et ailleurs en Asie, s'il avait pu compter sur le 787 Dreamliner, un avion de taille moyenne qui peut parcourir de longues distances.
Des liaisons qui ne sont pas viables autrement pourront être offertes grâce au 787, a indiqué jeudi le chef des affaires commerciales d'Air Canada, Ben Smith, au cours d'un entretien téléphonique.
Par exemple, les villes de Mumbai, en Inde, et de Changzhou, en Chine, ne généreraient pas suffisamment de trafic pour justifier l'emploi d'un Boeing 777, alors que la distance franchissable du 767 n'est pas assez grande pour les relier au Canada.

Air Canada a commandé 37 Boeing 787. Ils devaient d'abord être livrés en 2008, mais les nombreux problèmes que le constructeur a éprouvés ont fait en sorte que le transporteur ne les recevra pas avant 2013.

http://lapresseaffaires.cyberpresse.ca/economie/transports/201006/17/01-4291037-les-retards-du-boeing-nuisent-a-air-canada.php

Amicalement

Boeing 787 test effort reaches 1000h, GE to deliver 2% improvement

Boeing is fast approaching the halfway stage in the 787's flight-test
programme, having recently achieved the important milestones of 1,000h
in the air and the introduction of the second engine option in to the
trial effort.
Meanwhile, General Electric says that an upgrade planned for
introduction next year will deliver a 2% fuel burn saving and bring the
787's GEnx-1B performance in line with, or ahead of, the original
target.
The 1,000h point was passed on 16 June, as the first of two
GEnx-powered Dreamliners joined the four Rolls-Royce Trent 1000-powered
787s engaged in the flight-test programme. Boeing estimates that it is
"about 40% through the test conditions" required to certificate the
initial variant of the all-new jetliner. The programme is expected to
eventually accumulate 3,100 flight hours.

Boeing

"More work remains, but we are seeing excellent progress in flight
test," says Scott Fancher, vice-president and general manager of the 787
programme. "We are making solid progress on the ground testing required
on the flight-test fleet as well," he adds.
GEnx general manager Tom Brisken says that the two-and-a-half-year
programme delay allowed GE to reduce the shortfall in GEnx fuel burn
from a reported 4% to "closer to 2%". This deficit will be addressed,
and possibly beaten, with another upgrade package to be introduced in
the third quarter of 2011.
Meanwhile, Brisken says that a full understanding of the
airframe/engine performance and fuel burn of the GEnx-2B-powered Boeing
747-8 is about a "month or two" away. He declines to comment on
suggestions from industry sources that the GEnx-2B is also 2-4% behind
its fuel-burn target.
http://www.flightglobal.com/articles/2010/06/22/343525/boeing-787-test-effort-reaches-1000h-ge-to-deliver-2.html

Bonjour

Grand merci Art-Way !

Entre RR qui est parti 1 ou 2 points derrière ... et y est arrivé (Voire 1%+ ) dans le buzz Anet ..
Et GE qui semble trainer sérieusement de 2% (Je pensais moins, surtout en altitude, leur PB étant la montée)

Bien, comme d'hab, GE va pousser la chaudière en espérant qu'elle ne saute pas ...

Ben, c'est pas fini les commentaires ... et on comprends mieux au passage les doutes sur le 748, ceux des clients en particulier ... un peu annoncés d'ailleurs , pour le GEnx2, et son coup de l'entonnoir , en réduisant les diamètres !

Maintenir des BPR hauts, artificiellement, en réduisant les diamètres de fan, et en augmentant les pressions hors coeur, ce n'est gagné pour personne, ni pour GE, ni pour RR, s'ils veulent "Arranger" le V2500 !
Et pour le LeapX non plus, sous l'aile (Peut être) du 737 !

Juste mon avis !

JPRS

Bonnne nuit !

Vu chez Anews, crédit Jeannot !

Des PB avec les fixations de la queue du 787, renforts, équerres et caches, pas conformes, ou mal installés par Alenia ...
Un peu l'histoire des stringers ...
Résultat, des avions d'essais grounded, pour inspection, 8 jours de reworks à prévoir sur chaque avion trouvé défectueux ...
Oh Oh, Farnborough ce n'est plus trés loin !
Boeing la joue cool .... les essais, c'est fait pour ça... à travers Yvonne Leach, c'est comme pour les stringers ...
Mieux vaut maintenant que plus tard !

A quand la prochaine ???
L'inquiètant est la régularité de ces pépins ...dits petits... pour l'instant !
Il est presque évident, que d'autres surgiront, pas forcément pendant les essais, malheureusement ...
Va falloir continuer à surveiller tout cela de très prés .... et encore un certain temps chez Boeing, avant de tout lâcher dans la nature !
Tous les clients ne sont pas AA ou ANA ... gare aux petits qui ne vont pas trop surveiller ....

------------------- Extrait du Seattle Times --------------------

http://seattletimes.nwsource.com/html/businesstechnology/2012201147_boeing25.html?syndication=rss

Boeing grounds 787 test fleet

Boeing has grounded its 787 fleet temporarily because of a quality problem in the horizontal tails of the 787 Dreamliners built by Italian manufacturing partner Alenia.

By Dominic Gates

Seattle Times aerospace reporter


Boeing has grounded its 787 fleet temporarily because of a quality problem in the horizontal tails of the 787 Dreamliners built by Italian manufacturing partner Alenia.

The problem was discovered within the past week.

Engineers are inspecting all 23 planes already built, and some will need a fix that may take up to eight days' work.

Dreamliner program spokeswoman Yvonne Leach said Thursday the problem is "regrettable but under control."

"We made a decision to be prudent and do the inspections first," Leach said.

She said it won't cause another delay in the schedule for completing flight testing and first delivery of the new airplane, which has already been delayed by more than two and a half years.

"We're going to deal with it and we have a plan in place," Leach said.

Leach said the problem should not affect the plan to fly Dreamliner No. 3 to the Farnborough Air Show next month.

Alenia mechanics in Foggia, Italy, improperly installed brackets used to attach the horizontal tail to the fuselage, according to a person familiar with the problem.

The error, which was discovered during final assembly in Everett, involved small pieces of composite material, called shims, that are used routinely to fill small gaps when assemblying structural parts.

The shims at the horizontal tail attachment became compressed after installation and the material degraded. Potentially, this could create a small amount of play in the structural join that would increase localized stresses and could cause fractures that shorten the life of the tail attachment.

"Shims were improperly installed in a manner that could lead to lower-than-expected longevity for a joint within the horizontal stabilizer," said Leach.

"An inspection and rework plan is already implemented for airplanes in production. For those airplanes requiring rework, we expect it will take up to eight days for each airplane."
-------------------
JPRS

Bonne nuit !

La Version du Seattle PI !

Des PB de torque et de fasteners, encore ...
Boeing dispute le terme de grounded au Seattle Times ...
http://boeing.mediaroom.com/index.php?s=43&item=1280
En inspection pour d'éventuels reworks ... ben ça change tout !

----------------------- Extrait du Seattle PI --------------

http://blog.seattlepi.com/aerospace/archives/212418.asp

Boeing finds glitch in 787 horizontal stabilizers

UPDATE: Boeing says its not grounding 787 flight-test fleet.

Boeing will inspect the horizontal stabilizers on its flight-test 787 Dreamliners before their next flights to check for a workmanship issue from Italian manufacturing partner Alenia, the company said Thursday.

"Some airplanes have issues with improperly installed shims and the torque of associated fasteners. This finding requires inspection of all airplanes and rework if discrepancies are found," the company said. "Inspections are expected to take one to two days."

Boeing will continue to fly 787s that don't have an issue and has Federal Aviation Administration permission to continue flying planes that need the rework, spokesman Jim Proulx said, adding that he wasn't sure if those planes needing the work would, in fact, fly before getting the repair.

The rework will take up to eight days for those planes that need it, Boeing said. It said it had an inspection and rework plan in place for airplanes in production, and that it did not expect the issue to impact the 787 program schedule, which calls for certification and first delivery by the end of the year.

Boeing disputed The Seattle Times' report that the 787 fleet was grounded, saying: "Reports that the fleet is 'grounded' are incorrect. Boeing has made the decision to inspect the horizontal stabilizers on all flight test airplanes before their next flights to ensure any rework is completed as quickly as possible."

Boeing also downplayed the significance of the issue, saying: "It is not unusual for these issues to arise in the course of production programs – they are identified, dispositioned and dealt with through our normal processes."


J'ajoute ...
Plus de détails du Seattle Times
http://seattletimes.nwsource.com/html/businesstechnology/2012201147_boeing25.html
JPRS

Ok
Meric Beochien
Ca faisait longtemps

Shim = rondelle ? me trompe-je ?

http://dictionary.reference.com/browse/shims

Entre cale, joint, cache ....

Je reste sur rondelle ou cale...

Bonjour

-----------Un peu plus sur Flight global ... Extrait ------------
http://www.flightglobal.com/articles/2010/06/25/343682/horizontal-stabiliser-gaps-force-787-inspections-and-reduced-flight.html
Et Photo du démontage ...
http://www.flightglobal.com/blogs/flightblogger/2010/06/gaps-in-787-horizontal-stabili.html

Programme sources say the gaps, which the shims are intended to fill, range between 0.25 and almost 0.5cm, and were first found near where the rear spar meets the stiffened centre box panel that joins the two rear wings that make up the horizontal stabiliser.

While Boeing maintains that the fleet has not been "grounded", the company has decided to not fly each aircraft as it undertakes one to two day inspections of each aircraft before returning to flight test operations. If issues are discovered amongst its test fleet, the aircraft can still fly, but with a reduced operating limit that is specified by the airframer and the US Federal Aviation Administration.

"An inspection and rework plan already is implemented for airplanes in production. For those airplanes requiring rework, we expect it will take up to eight days for each airplane," says Boeing.

Shims, or engineered fillers, are traditionally used to fill structural gaps that naturally occur during manufacturing, and the ones used to fill gaps in the horizontal stabiliser became compressed after fasteners were over-torqued as a means of pulling the surfaces together.

JPRS

Bonsoir ...

Un communiqué qui ressemble fortement à un ré- échelonnement des livraisons des fournisseurs du 787... organisé par Boeing ... et pas vraiment dans le bon sens ... retards de certains fournisseurs, pour les portes, retour vers d'autres niveaux de qualité et de finitions .... mystère ???
Peut être trop d'en cours à Everett aussi, beaucoup de re-work, à chaque pépin, même mineur !
C'est planifié pour la période 2010-2011 !

C'est tellement alambiqué que je le laisse à l'interprétation de chacun !
Mais ce pourrait bien être le prémisse à l'annonce de nouveaux glissements des programmes de livraison clients, des 787-8!
Pour l'instant ils disent le contraire, Boeing, cela n'affectera pas le planning livraisons...
Trop de stock peut être, duplication ou changement de certains fournisseurs, possible aussi, côté portes ??
Difficile de croire que tout sera transparent côté livraisons !
Dernier soupçon ... qq mouvements de clients dans le carnet de cdes defferals possibles vers d'autres dates ??

Bizarre, beaucoup de non dits en cette approche de Farnborough !

------------ L'article de J Ostrower, de Flightglobal -----------

http://www.flightglobal.com/articles/2010/06/25/343735/boeing-plans-additional-re-sequencing-of-787-parts-deliveries.html

------------------------

Boeing plans additional re-sequencing of 787 parts deliveries
By Jon Ostrower

Boeing will further re-sequence deliveries of 787 structural components to final assembly starting in September, following customer flexibility that enables the airframer's global supply chain to play catch up.

The airframer outlined the re-sequencing as it supplied additional details regarding workmanship issues on the aircraft's horizontal stabiliser, though the two issues are unrelated.

Scott Fancher, 787 programme vice president and general manager, says the move will take advantage of "customer driven opportunities" and "further strengthen production system health", adding that the change is similar to that undertaken by the company in April, prompting a 24-manufacturing day hold on deliveries that ended 6 June.

Programmes sources say that the changes to the production schedule will begin following the arrival of Airplane 27, and will address key part shortages, such as aircraft doors.

Fancher says that the customers who have opted to move their delivery dates will be accommodated, enabling the re-sequencing. However, he adds that Boeing isn't necessarily able to substitute other customers for those aircraft due to differences in aircraft configuration and engine selection.

With the upcoming change, Boeing says that September's re-sequencing will not impact 2010 or 2011 deliveries, including the first to Japan's All Nippon Airways by year-end.


Boeing plans additional re-sequencing of 787 parts deliveries
By Jon Ostrower

Boeing will further re-sequence deliveries of 787 structural components to final assembly starting in September, following customer flexibility that enables the airframer's global supply chain to play catch up.

The airframer outlined the re-sequencing as it supplied additional details regarding workmanship issues on the aircraft's horizontal stabiliser, though the two issues are unrelated.

Scott Fancher, 787 programme vice president and general manager, says the move will take advantage of "customer driven opportunities" and "further strengthen production system health", adding that the change is similar to that undertaken by the company in April, prompting a 24-manufacturing day hold on deliveries that ended 6 June.

Programmes sources say that the changes to the production schedule will begin following the arrival of Airplane 27, and will address key part shortages, such as aircraft doors.

Fancher says that the customers who have opted to move their delivery dates will be accommodated, enabling the re-sequencing. However, he adds that Boeing isn't necessarily able to substitute other customers for those aircraft due to differences in aircraft configuration and engine selection.

With the upcoming change, Boeing says that September's re-sequencing will not impact 2010 or 2011 deliveries, including the first to Japan's All Nippon Airways by year-end.

JPRS

Bonjour !
L'avis du Seattle PI concernant le 787-8 et les petits PB en cours !
Sans trop de commentaires tout est vu ... juste à lire ...

http://blog.seattlepi.com/aerospace/archives/212521.asp#extended

Noter quand même qq réflexions vues sur A.Net ...

Les 100 premiers B787-8, n'attirent vraiment plus les foules, les clients parlent avec leurs jambes depuis qq mois .... c'est discret mais effectif et ça met le bazar dans le planning de production à Everett!
D'ou une gymnastique bien compliquée dans les lancements, et le besoin d'une pause et d'une remise à plat, côté supply line, exprimée ces jours, aprés déjà une pause de qq semaines !

Evidemment, une fois les coques et les ailes, à l'assemblage, tous les équipements spécialisés, et les moteurs différent... ben ça change tout le temps en ce moment, avec ces foutus clients qui defferent, ou passent au 787-9 ... sacré casse tête pour Boeing !

Bien,
A part les clients de lancement, et qq privilégiés US avec des remises à 50% .... ou plus, et qq compagnies à la gestion, disons peu cohérente ... qui restent assises et attendent !

Ben il ne reste plus beaucoup de candidats pour expérimenter les MAJ et autres AD en perspective, sans parler de perfs pas trop glorieuses pour le moment, de plus, soigneusement cachées au publique, et surtout aux agences boursières !

Les temps meilleurs viendront, pour le 787, dans 2-3 ans, courage !

En attendant, il reste à surveiller les prises de nouvelles commandes, today au raz des pâquerettes, et les divers mouvements des clients qui ont signé !

Joyeux Farnborough pour le B787 !

Juste mon avis !

JPRS

Bonjour !

Dominique Gates du Seattle Times, se fend de qq pages sur la sécurité du 787 en cas de crash ...
Remettant en scène l'ingénieur viré de chez Boeing, Vince Weldon !
Bon, à prendre avec calme ... une revue de tout ce qui a été dit, une longue compil intéressante !
Des schémas et des "G" intéressants à voir !

Quant au timing, c'est haro sur le Baudet 787, juste avant Farnborough ... bon, les mystères journalistiques ... Chez Boeing, ils ont du fermer une porte ou oublier de passer une invit à Dominique Gates ...

Mais, entre full barrel, et planchers, on comprends pourquoi le 787 n'est pas si léger !

http://seattletimes.nwsource.com/html/businesstechnology/2012201098_787tests27.html

J'ajoute, les Américains ont déjà crashé des (Vieux) avions, 707 ou DC8 en full automatique, pour expérimenter, ce ne serait pas une mauvaise idée de crasher un 787, une fois les essais terminés !
Commercialement et politiquement trop risqué, bien sûr ... on laissera faire la nature !
Côté A350, les mêmes questions restent posées, avec sa structure "Mixte" !

Et le débat A.net, qui était annoncé comme chaud , bon, pas trop non plus, pour l'instant, attendre lundi !

http://www.airliners.net/aviation-forums/general_aviation/read.main/4851804/


JPRS

Bonjour !

La config du 787-9 enfin Gelée !

Juste avant farnborough ... Normal, en plus il va y avoir du boulot avec les clients 787-8 !

Crédit David Barie, Aeroweb !

On voit les différence avec les 787-8 ... côté perfs ... il va faire mieux !
Et on comprend pourquoi les clients se bousculent pour changer les ordres !

---------------Repris sur le Seattle PI !---------------

http://blog.seattlepi.com/aerospace/archives/213168.asp

Boeing has completed firm configuration of the 787-9 Dreamliner — the stretch sibling to the initial composite 787-8 model now in flight testing, the company announced Thursday.

"Firm configuration means the airplane's structural, propulsion and systems architectures are defined and not changing," Mark Jenks, vice president of 787-9 development, said in a news release.

Finalization of the 787-9's overall capability and basic design allows Boeing and its suppliers to start detailed design of parts, assemblies and other systems, leading to the start of production. Boeing has scheduled the first 787-9 delivery for late 2013.

"What this milestone really is for our customers is a validation of the progress we're making," Jim Haas, Boeing's 787 marketing director, said in a company video. "We've been working with these customers for six years on what the family should look like."

The 787-9 adds two more fuselage sections to the 787-8, with seating for 250 to 290 passengers, 16 percent more than the 787-8. It will have a range of 8,000 to 8,500 nautical miles, around 4 percent farther than the 787-8 can fly.

"The 787-8 and -9 are far more fuel efficient, have much lower operating costs than either the A330 or the new A350 family airbus is working on," Haas said.

The 787-9 will compete against the A330 and, more so, the smallest A350 model, the A350-800. For now, Boeing says the 787-9 is positioned between the 787-8 and the larger 777. But the company also is considering a 787-10 to better compete with the larger A350-900 and A350-1000.

Boeing Chairman, President and CEO Jim McNerney said last month that the 787-10 can wait on details of the A350-1000.

-------------
Et le lien pour la com de Boeing !
Même chose

http://www.prnewswire.com/news-releases/boeing-completes-firm-configuration-of-787-9-dreamliner-97588009.html

JPRS

Bonjour à tous,

Je place une photo de la com :



http://boeing.mediaroom.com/index.php?s=43&item=1289

Amicalement

Bonsoir à tous,

Toujours sur ces problèmes concernant les fixations de la queue.
Sur le blog de Jon Ostrower, Bob Noble, le responsable des fournisseurs chez Boeing pour le 787, confirme bien que Boeing est incapable de dire quels appareils sont affectés par ce problème, sans les avoir vérifiés un par un.
En tout cas, Alenia est un peu dans l'oeil du cyclone, même si Alenia garde la confiance de Boeing. Mais Boeing a-t-il une autre solution ?

Boeing and Alenia respond to questions on 787 manufacturing quality

ROME -- On our visit Wednesday in Grottaglie, Italy, we had a chance to discuss the horiztontal stabilizer inspections with Boeing and Alenia, who fabricates the 787's tail feathers in Foggia, Italy. The complete responses of Daniele Romiti, Alenia Aeronautica chief operating officer and Bob Noble, Boeing vice president, 787 supplier management are below.

I'm wrapping up my visit here in Italy this week, heading back to the States on Sunday, and after some technical difficulties that resulted in a corrupted audio file, I found a workaround that allowed me to transcribe the responses to questions regarding the horizontal stabilizer quality issue. Apologies for the belated post.

Q: With all the issues cropping up in the supply chain from Italy, is Alenia its weakest link?

Q: How was the issue first discovered? Over the course of the 25 shipsets that made it to Everett, just being found at that point in the quality system, what has been done to make sure this doesn't happen in the future? And what's being done to make sure this doesn't happen in the future?

Q: Can you tell us what the quality control procedures are within Alenia, how it works with Boeing, how it works at Seattle?

Daniele Romiti, chief operating officer, Alenia Aeronautica:
We talk about this, let me call it a manufacturing problem, which is fixed and we used to fixed this with Boeing, as we work as a single team on these subjects, so I think it's quite normal, I would say even though, I was not happy it even happened, we should say it's normal in a manufacturing process and is not related even to those new technologies, it was during assembly of spacements, secondary spacements, on the main spar. So, we have fixed it together with Boeing and there is activity ongoing to just complete our repairs on the aircraft.

Bob Noble, vice president, 787 supplier management, Boeing:
The defect was found in Everett during a routine inspection. I don't believe we have inspected every horizontal yet, however, this defect is not on every unit. We're still working our way through, which units that have the defect and which ones don't. I wouldn't characterize it...Alenia is not the weakest link in the 787 supply chain.

It is a complicated supply chain, Alenia, as you're going to see, builds a very complicated part of the airplane. Unfortunately you won't see the horizontal here (in Grottaglie), I know that's of current interest, but what you're going to see is this is a very complicated manufacturing process, and unfortunately, periodically, things happen, that's why we perform so many inspections. You asked about the inspection processes, Alenia has an approved quality system, that has inspections for defects, it as a part of that system, Boeing, also provides inspection of the units before they leave Italy. And of course, we also inspect the unit when we received it in Everett, and we inspect it periodically during the manufacturing process.

Unfortunately, every once in a while, something of this complexity will have an escape, they're very unfortunate when they happen. This is not at all related to the material system, it is not related to the quality system, it is just one of those things that happens during a manufacturing process. We know what it is, it won't happen again. Absolutely, positively certain we won't have that same defect again. We have put counter measures in pace to assure ourselves of that.

http://www.flightglobal.com/blogs/flightblogger/2010/07/boeing-and-alenia-respond-to-q.html

Amicalement

Bonjour !

Un petit tour sur le web, côté essais du 787 ..;

Il semblerait que ce soit le ZA002 qui ira à Farnborough, le 03 étant en révision, avec revue des PB de gouvernes de queue au passage !

Les ZA005-06, n'avancent guère !
Le 05 vole peut, le 06 vient de prendre plus de 2 mois de retard sur fond de spéculations chez A.net ... PB d'adaptations du GEnx ?? Tech insertions en cours, et chaque foi qu'un retard apparaît... ça spécule dur, faute de com's de Boeing !

Rien d'extraordinaire pour un programme d'essais, mais comme pour le A400M, dés que l'on prends 3 ans de retard, chaque foi qu'un incident ou un retard apparaît, les doutes aussi s'accumulent ...

Bon, les premières livraisons étant avec des Trent, pas trop de dommages !

---------- Des liens Anet (La fin) et All things 787 !----------------

http://www.airliners.net/aviation-forums/general_aviation/read.main/4799936/

http://nyc787.blogspot.com/

JPRS

Bonsoir !

Vu sur Aweb, ce matin!
Merci le Cousin !

Boeing refait la queue, stab Horizontaux, de son B787, re-désign interne, et reprocess de fab intégrant dans le moulage les pièces fixées (Mal) manuellement !
- Pour le 787-9, avec une petite réduction dimensionnelle, et quand ils pourront pour le 787-8 !
- D'autres changements avec les japs, et toujours des optimisations de poids !

Bon, a la fin, le 787-9 sera (devrait être) un avion abouti !

Et le 787-8 suivra ... quasi une NG dans qq années !

Ils vont être contents les premiers clients ... qq centaines d'avions après au bas mot !

-------------- De Flight Global, extrait!-----------

http://www.flightglobal.com/articles/2010/07/12/344092/boeing-plans-787-9-horizontal-stabiliser-design-change-explains-8.html

Boeing plans 787-9 horizontal stabiliser design change, explains -8 issues
By Jon Ostrower

With its final configuration for the 787-9 now set, Boeing is to incorporate significant changes in the stretch variant, which include a revised architecture for the carbonfibre horizontal stabiliser. The airframer has also provided more details on the stabiliser production issues that have required inspections of 787s already built.

The 787-9's two 3.1m (120in) fuselage extensions in the Alenia Aeronautica-built Section 46 and Kawasaki Heavy Industries-built Section 43 represent the most significant external change between the 787-8 and larger -9, although Boeing plans a host of internal changes for weight reduction and ease of assembly.

One such change, says Boeing's vice-president of supplier management Bob Noble, is a revised architecture for the horizontal stabiliser on the larger -9.

"As it happens we're going to make a change to the horizontal on the -9," he says, speaking at the Alenia's 787 fuselage manufacturing plant in Grottaglie, Italy. He adds that the revision was always planned for the larger variant, which is due to enter service with Air New Zealand in 2013.

JPRS