Thread Boeing 787
- Autore Discussione FlyIce
- Data d'inizio
Monday March 22, 2010
Continental Airlines plans to take delivery of four 787-8s in the third quarter of 2011 and two more in the fourth quarter, it said in a US Securities and Exchange filing last week. It has 11 -8s and 14 787-9s on order. The fleet plan included in the filing anticipates the 2010 delivery of two 777-200ERs, three 757-300s, two 737-900ERs, 10 737-800s (one of which will not enter service until 2011) and three 737-500s, plus the disposal of six 737 Classics. By year end, CO will have 350 aircraft in the mainline fleet. The regional fleet will comprise 257 planes owing to the reduction of six ERJ-145s and seven CRJ200s plus the addition of six Q400s in the second half of this year.
In the same filing, CO said it expects consolidated first-quarter capacity to slip 0.2% year-over-year, with mainline ASMs flat and international capacity up 1.5%. Consolidated and mainline load factors each will rise 4-5 points to 79%-80% and 80%-81% respectively. For the full year, both are expected to be 81%-82% as capacity rises 1%-2%. First-quarter consolidated unit cost is forecast to be 12.18-12.23 cents and 12.04-12.09 cents for the full year.
atwonline
Continental Airlines plans to take delivery of four 787-8s in the third quarter of 2011 and two more in the fourth quarter, it said in a US Securities and Exchange filing last week. It has 11 -8s and 14 787-9s on order. The fleet plan included in the filing anticipates the 2010 delivery of two 777-200ERs, three 757-300s, two 737-900ERs, 10 737-800s (one of which will not enter service until 2011) and three 737-500s, plus the disposal of six 737 Classics. By year end, CO will have 350 aircraft in the mainline fleet. The regional fleet will comprise 257 planes owing to the reduction of six ERJ-145s and seven CRJ200s plus the addition of six Q400s in the second half of this year.
In the same filing, CO said it expects consolidated first-quarter capacity to slip 0.2% year-over-year, with mainline ASMs flat and international capacity up 1.5%. Consolidated and mainline load factors each will rise 4-5 points to 79%-80% and 80%-81% respectively. For the full year, both are expected to be 81%-82% as capacity rises 1%-2%. First-quarter consolidated unit cost is forecast to be 12.18-12.23 cents and 12.04-12.09 cents for the full year.
atwonline
Boeing says 787 flight test program on track for November first delivery
Wednesday April 7, 2010
Boeing is pressing forward with the 787 flight test program and believes first delivery to ANA by the end of November is feasible.
The manufacturer expects to obtain Type Inspection Authorization for the 787 this week after passing flutter and structural wing bending tests. TIA will formally kick off the FAA certification process.
Meanwhile, ZA005, the fifth flight test aircraft and the first powered by GEnx-1B engines, is on the flight line at Everett and is being prepared for its first flight, currently scheduled for May 8. The final flight test Dreamliner, ZA006, is expected to be in the air by June 4 and now is in building 40-24 adjacent to the 777 production line.
Boeing is conducting up to 90 hr. of flight testing weekly to support the delivery goal. By the end of November it plans to have built 30 delivery-standard 787s.
Visiting the 787 production line in Everett last week, ATWOnline saw ship LN17 (the first for Royal Air Maroc) as well as LN18 (for ANA) and LN19 (the second RAM aircraft). LN20, the first for Japan Airlines and also the first "weight-optimized" 787, started final assembly in late March.
by Geoffrey Thomas
ATWOnline
Wednesday April 7, 2010
Boeing is pressing forward with the 787 flight test program and believes first delivery to ANA by the end of November is feasible.
The manufacturer expects to obtain Type Inspection Authorization for the 787 this week after passing flutter and structural wing bending tests. TIA will formally kick off the FAA certification process.
Meanwhile, ZA005, the fifth flight test aircraft and the first powered by GEnx-1B engines, is on the flight line at Everett and is being prepared for its first flight, currently scheduled for May 8. The final flight test Dreamliner, ZA006, is expected to be in the air by June 4 and now is in building 40-24 adjacent to the 777 production line.
Boeing is conducting up to 90 hr. of flight testing weekly to support the delivery goal. By the end of November it plans to have built 30 delivery-standard 787s.
Visiting the 787 production line in Everett last week, ATWOnline saw ship LN17 (the first for Royal Air Maroc) as well as LN18 (for ANA) and LN19 (the second RAM aircraft). LN20, the first for Japan Airlines and also the first "weight-optimized" 787, started final assembly in late March.
by Geoffrey Thomas
ATWOnline
Boeing: 787 ultimate load test successful
Thursday April 8, 2010
Boeing said yesterday that all test requirements were "successfully met" during the 787's ultimate load wing and fuselage bending test.
The manufacturer said the finding comes following "a thorough analysis of the results" from the test conducted March 28 on the 787 static test airframe. Boeing said that "loads were applied to the test unit to replicate 150% of the most extreme forces the airplane is ever expected to experience while in service. The wings were flexed upward by approximately 25 ft. (7.6 m.) during the test and the fuselage was pressurized to 150% of its maximum normal operating condition."
VP and GM-787 Program Scott Fancher said, "The airframe performed as designed and retained the required structural integrity. These results continue to validate the design of the 787 as we move toward certification".
Separately, the manufacturer said it completed the first maintenance training class for the Dreamliner. The class was composed of 10 mechanics from 787 launch customer ANA and two regulators from the Japan Civil Aviation Bureau. Boeing said it will train 150 ANA mechanics over the next seven months. The just-completed course lasted 32 days "including 20 days of theoretical training, two days of engine runs and taxi testing, five days of practical training and five days of troubleshooting exercises," it said.
by Aaron Karp
ATWOnline
Thursday April 8, 2010
Boeing said yesterday that all test requirements were "successfully met" during the 787's ultimate load wing and fuselage bending test.
The manufacturer said the finding comes following "a thorough analysis of the results" from the test conducted March 28 on the 787 static test airframe. Boeing said that "loads were applied to the test unit to replicate 150% of the most extreme forces the airplane is ever expected to experience while in service. The wings were flexed upward by approximately 25 ft. (7.6 m.) during the test and the fuselage was pressurized to 150% of its maximum normal operating condition."
VP and GM-787 Program Scott Fancher said, "The airframe performed as designed and retained the required structural integrity. These results continue to validate the design of the 787 as we move toward certification".
Separately, the manufacturer said it completed the first maintenance training class for the Dreamliner. The class was composed of 10 mechanics from 787 launch customer ANA and two regulators from the Japan Civil Aviation Bureau. Boeing said it will train 150 ANA mechanics over the next seven months. The just-completed course lasted 32 days "including 20 days of theoretical training, two days of engine runs and taxi testing, five days of practical training and five days of troubleshooting exercises," it said.
by Aaron Karp
ATWOnline
Quello dovrebbe essere il livello di rottura dell'ala, il filmato qui sotto e relativo ad un precedente test sull'ala del 787 è abbastanza esplicativo
http://www.youtube.com/watch?v=sA9Kato1CxA
Sì sì, ed è comunque impressionante, almeno per me...non mi aspettavo un simile margine! Comunque guardando i dati è 1ft in più dell'ala del 777
Aridaje: B787, stop alle consegne fusoliere.
http://www.flightglobal.com/article...ng-halts-787-shipments-to-final-assembly.html
http://www.flightglobal.com/article...ng-halts-787-shipments-to-final-assembly.html
Riuscirà mai questo aereo a solcare i cieli con qualch ecomapgnia di linea?
O quando tutto sarà pronto salterà fuori qualche altra maledizione?
In un momento di crisi e recessione, aziende in difficoltà per mancanza di commesse, ci ritroviamo con aziende che non riescono a stare dietro agli ordini per vari motivi.... mah!
I comandanti Masayuki Ishii e Masami Tsukamoto di All Nippon Airlines sono i primi piloti di linea a volare sul Boeing 787 Dreamliner, di cui la loro compagnia aerea è cliente di lancio. Lo annuncia Boeing. I due piloti giapponesi hanno volato sul primo prototipo per due ore e 40 minuti, accompagnati dal capo pilota Boeing per il 787 Mike Carriker, dal comandante Christine Walsh e dal d.g. del programma Scott Fancher. I piloti giapponesi, entrambi già abilitati sul Boeing 777, hanno effettuato decolli, atterraggi e varie altre manovre ed esplorato alcune caratteristiche del posto di pilotaggio.
md80
md80
I piloti della ANA volano il Dreamliner prima delle consegne
Capt. Mike Carriker (left), Boeing 787 chief test pilot, ANA Capt. Masayuki Ishii (center) and ANA Capt. Masami Tsukamoto exiting Boeing's first flight-test 787 Dreamliner airplane after a flight on Thursday, May 13, 2010. (Boeing)
Two pilots from 787 Dreamliner launch customer All Nippon Airways Wednesday became the first non-Boeing pilots to fly the composite airliner.
ANA pilots Masayuki Ishii, director of 787 pre-operations planning, and Capt. Masami Tsukamoto, manager of 787 pre-operations pilots, took the controls of Boeing's first test-flight 787 during the two-hour-and-40-minute flight over Washington state, Boeing said.
"It was fantastic and an incredible experience," Ishii said in a news release. "ANA passengers are in for an incredible experience when they fly on the 787."
"The flight was fantastic," Tsukamoto said. "I've been waiting for this day since we made the launch order, and today my dream came true."
Both pilots performed multiple takeoffs and landings, along with other maneuvers that allowed them to feel the airplane's characteristics, Boeing said. It conducted the flight under a special airworthiness certificate from the U.S. Federal Aviation Administration.
Boeing expects pilots such as Ishii and Tsukamoto, who are rated on the 777, to be able to become qualified as 787 pilots in as few as five days of training.
Boeing pilots Mike Carriker, Boeing's 787 chief test pilot, and Christine Walsh, and Scott Fancher, vice president and general manager of the 787 program, also were on board.
"The flight was a customer demonstration for our launch customer's lead pilots to evaluate the 787," Fancher said in the news release. "We are extremely proud to have ANA on the flight, and have the opportunity to show what a great airplane the men and women of Boeing have created."
Boeing is scheduled to deliver the first 787 to ANA in the fourth quarter of this year.
Capt. Mike Carriker (left), Boeing 787 chief test pilot, ANA Capt. Masayuki Ishii (center) and ANA Capt. Masami Tsukamoto exiting Boeing's first flight-test 787 Dreamliner airplane after a flight on Thursday, May 13, 2010. (Boeing)
Two pilots from 787 Dreamliner launch customer All Nippon Airways Wednesday became the first non-Boeing pilots to fly the composite airliner.
ANA pilots Masayuki Ishii, director of 787 pre-operations planning, and Capt. Masami Tsukamoto, manager of 787 pre-operations pilots, took the controls of Boeing's first test-flight 787 during the two-hour-and-40-minute flight over Washington state, Boeing said.
"It was fantastic and an incredible experience," Ishii said in a news release. "ANA passengers are in for an incredible experience when they fly on the 787."
"The flight was fantastic," Tsukamoto said. "I've been waiting for this day since we made the launch order, and today my dream came true."
Both pilots performed multiple takeoffs and landings, along with other maneuvers that allowed them to feel the airplane's characteristics, Boeing said. It conducted the flight under a special airworthiness certificate from the U.S. Federal Aviation Administration.
Boeing expects pilots such as Ishii and Tsukamoto, who are rated on the 777, to be able to become qualified as 787 pilots in as few as five days of training.
Boeing pilots Mike Carriker, Boeing's 787 chief test pilot, and Christine Walsh, and Scott Fancher, vice president and general manager of the 787 program, also were on board.
"The flight was a customer demonstration for our launch customer's lead pilots to evaluate the 787," Fancher said in the news release. "We are extremely proud to have ANA on the flight, and have the opportunity to show what a great airplane the men and women of Boeing have created."
Boeing is scheduled to deliver the first 787 to ANA in the fourth quarter of this year.
areo dream,
boeing dise che dovaria portalo a farnborough insieme col 748
secondo ti i ghe fa??
mi no son gran convinto, saria beo vedarlo in europe prima dea consegna pero'
Ciao
MF
Ancora modifiche strutturali al 787
vedi:
http://www.flightglobal.com/article...e-787-design-flaw-drives-supplier-freeze.html
vedi:
http://www.flightglobal.com/article...e-787-design-flaw-drives-supplier-freeze.html
DATE:17/05/10
SOURCE:Air Transport Intelligence news
Source: 787 design flaw drives supplier freeze
By Jon Ostrower
Fixing a previously undisclosed 787 design flaw has now emerged as a contributor to Boeing's decision to freeze shipments from suppliers until early June.
Shear ties, which affix the fuselage frames to the skin of the aircraft, now require replacement or rework, after the initial design failed to take into account thermal fatigue loading of the aluminium parts.
The parts in question are located in the aft most part of the fuselage, inside sections 48 and 48 aft, which is the tail cone of the 787. Boeing discovered the problem in December of last year after it was found that repeated cooling and warming of the unpressurized Section 48 and 48 Aft would result in the shear ties pulling away from the skin of the fuselage, potentially compromising the structural integrity of the aircraft.
Boeing says the solution, which will be incorporated on all deliverable aircraft, is a combination of new thicker shear ties, while an additional programme source adds that radius fillers will be employed along side some existing shear ties.
The airframer says that the changes to the shear ties will not impact the current flight test or delivery schedules, and does not present an immediate safety of flight issue to the four flying 787s.
"It is a structural issue in that we are modifying the airplanes but once complete, the structure has full integrity and will meet all FAA requirements," says Boeing.
Rework on Airplane 23, say programme sources, has already begun in Charleston, South Carolina and will be completed in Everett, Washington, as will Airplane 24. The same changes are required for Airplanes four through 22 as well, including three of the six flight test aircraft, which will eventually be delivered. A permanent design solution is planned for introduction beginning with Airplane 55.
Section 47 and 48 are both fabricated by Boeing Charleston, formerly Vought Aircraft Industries, while Section 48 Aft is made by Korean Aerospace in South Korea.
Starting with Airplane 25, shear tie modification of the Section 48 and 48 Aft will be done in Charleston and Korea, respectively.
The 24-manufacturing day hold does not represent a new production schedule as the 787 ramp up continues, rather, the pace of deliveries will quicken as the time between rate breaks is reduced.
One programme source says the shear tie issue was an important driver for the 24-manufacturing day hold, while Boeing downplayed the issue as being on a longer list of contributing factors.
Continued part shortages and design changes were identified by Boeing as the cause of the 24-manufacturing day hold announced on 27 April that will keep structures for Airplane 23 at suppliers until early June.
While accurate, programme sources say that the stoppage can be ultimately traced to the aft fuselage shear tie replacement and rework. Holding structural sections at suppliers, particularly the aft fuselage, allows for the completion of required engineering along with significantly easier access by crews to address the rework.
Once in Everett at final assembly and delivery, the horizontal stabilizer is installed and access to the frames and shear ties in the aft fuselage becomes "extremely limited" they add.
Compared to a year ago, says Boeing VP of airplane programmes Pat Shanahan, design changes to the 787 have declined by a factor of ten or greater, though he acknowledges changes, even small ones, continue to be disruptive to the manufacturing process.
During manufacturing in Charleston, Sections 47, which is the pressurised aft passenger cabin, and Section 48 which houses the aft pressure bulkhead and horizontal stabilizer, are joined, stuffed with systems, wiring, insulation and ducting before being shipped to Everett for final assembly.
Programme sources say Boeing and Vought, which still supplies engineering support to Boeing, are blaming each other for the design oversight.
Boeing has encountered previous disruptions in 787 production from shear ties in 2007 and 2008 when a shortage of shear ties built by Boeing Winnipeg prevented structural frames from being installed, prompting a limited structural completion of assembly at the time of delivery.
SOURCE:Air Transport Intelligence news
Source: 787 design flaw drives supplier freeze
By Jon Ostrower
Fixing a previously undisclosed 787 design flaw has now emerged as a contributor to Boeing's decision to freeze shipments from suppliers until early June.
Shear ties, which affix the fuselage frames to the skin of the aircraft, now require replacement or rework, after the initial design failed to take into account thermal fatigue loading of the aluminium parts.
The parts in question are located in the aft most part of the fuselage, inside sections 48 and 48 aft, which is the tail cone of the 787. Boeing discovered the problem in December of last year after it was found that repeated cooling and warming of the unpressurized Section 48 and 48 Aft would result in the shear ties pulling away from the skin of the fuselage, potentially compromising the structural integrity of the aircraft.
Boeing says the solution, which will be incorporated on all deliverable aircraft, is a combination of new thicker shear ties, while an additional programme source adds that radius fillers will be employed along side some existing shear ties.
The airframer says that the changes to the shear ties will not impact the current flight test or delivery schedules, and does not present an immediate safety of flight issue to the four flying 787s.
"It is a structural issue in that we are modifying the airplanes but once complete, the structure has full integrity and will meet all FAA requirements," says Boeing.
Rework on Airplane 23, say programme sources, has already begun in Charleston, South Carolina and will be completed in Everett, Washington, as will Airplane 24. The same changes are required for Airplanes four through 22 as well, including three of the six flight test aircraft, which will eventually be delivered. A permanent design solution is planned for introduction beginning with Airplane 55.
Section 47 and 48 are both fabricated by Boeing Charleston, formerly Vought Aircraft Industries, while Section 48 Aft is made by Korean Aerospace in South Korea.
Starting with Airplane 25, shear tie modification of the Section 48 and 48 Aft will be done in Charleston and Korea, respectively.
The 24-manufacturing day hold does not represent a new production schedule as the 787 ramp up continues, rather, the pace of deliveries will quicken as the time between rate breaks is reduced.
One programme source says the shear tie issue was an important driver for the 24-manufacturing day hold, while Boeing downplayed the issue as being on a longer list of contributing factors.
Continued part shortages and design changes were identified by Boeing as the cause of the 24-manufacturing day hold announced on 27 April that will keep structures for Airplane 23 at suppliers until early June.
While accurate, programme sources say that the stoppage can be ultimately traced to the aft fuselage shear tie replacement and rework. Holding structural sections at suppliers, particularly the aft fuselage, allows for the completion of required engineering along with significantly easier access by crews to address the rework.
Once in Everett at final assembly and delivery, the horizontal stabilizer is installed and access to the frames and shear ties in the aft fuselage becomes "extremely limited" they add.
Compared to a year ago, says Boeing VP of airplane programmes Pat Shanahan, design changes to the 787 have declined by a factor of ten or greater, though he acknowledges changes, even small ones, continue to be disruptive to the manufacturing process.
During manufacturing in Charleston, Sections 47, which is the pressurised aft passenger cabin, and Section 48 which houses the aft pressure bulkhead and horizontal stabilizer, are joined, stuffed with systems, wiring, insulation and ducting before being shipped to Everett for final assembly.
Programme sources say Boeing and Vought, which still supplies engineering support to Boeing, are blaming each other for the design oversight.
Boeing has encountered previous disruptions in 787 production from shear ties in 2007 and 2008 when a shortage of shear ties built by Boeing Winnipeg prevented structural frames from being installed, prompting a limited structural completion of assembly at the time of delivery.
nuovo aggionamento
primo volo a gennaio 2011
http://www.flightglobal.com/article...st-787-commercial-flight-in-january-2011.html
primo volo a gennaio 2011
http://www.flightglobal.com/article...st-787-commercial-flight-in-january-2011.html
Continental plans 787 service on Houston – Lagos from Nov 2011
Continental announced year-round operation on Houston – Lagos service, starting 10NOV11. Service is to be operated by Boeing 787-8 aircraft.
Continental announced year-round operation on Houston – Lagos service, starting 10NOV11. Service is to be operated by Boeing 787-8 aircraft.
Trattative aperte tra Boeing e Blue Panorama
Trattative aperte con Boeing per lo sviluppo della flotta Bpa
16/06/2010
Potranno essere annunciate a breve alcune novità riguardanti la flotta di Blue Panorama. Proprio in questi giorni, il presidente del gruppo Bpa Franco Pecci è impegnato su questo fronte e sta dialogando con Boeing. Il ritardo nella consegna dei B787 che ormai supera i due anni, rende infatti necessario rivedere gli sviluppi della flotta, in attesa della consegna dei nuovi velivoli. "Siamo stati il primo vettore europeo ad ordinare i nuovi modelli e il ritardo è ormai significativo - ha spiegato Giancarlo Zeni, direttore generale della compagnia -. Stiamo valutando diverse opzioni possibili e contiamo di annunciare a breve delle novità".
(TTG)
Trattative aperte con Boeing per lo sviluppo della flotta Bpa
16/06/2010
Potranno essere annunciate a breve alcune novità riguardanti la flotta di Blue Panorama. Proprio in questi giorni, il presidente del gruppo Bpa Franco Pecci è impegnato su questo fronte e sta dialogando con Boeing. Il ritardo nella consegna dei B787 che ormai supera i due anni, rende infatti necessario rivedere gli sviluppi della flotta, in attesa della consegna dei nuovi velivoli. "Siamo stati il primo vettore europeo ad ordinare i nuovi modelli e il ritardo è ormai significativo - ha spiegato Giancarlo Zeni, direttore generale della compagnia -. Stiamo valutando diverse opzioni possibili e contiamo di annunciare a breve delle novità".
(TTG)
