Ultime news su A380, B777X, 330neo e B787


kenadams ha detto:
La cosa più Tafazzi di tutte è il 787. Facciamo pure finta che sia lecito ritardare di sei anni per una rimotorizzazione allungata, e ormai lasciamo perdere il MAX che è nato male e cresciuto peggio. Ma il 787 stava finalmente andando molto bene: hanno in tutti i modi voluto chiudere lo stabilimento di Everett per spostare tutto a Charleston, dove i sindacati non contano -- solo che lo stabilmento di Everett macinava 7-8 aerei al mese tutto sommato decenti, e quello di Charleston era appena arrivato a 6-7 al mese con tanta fatica e tanti problemi (nel 2019 Qatar Airways rifiutò di ritirare aerei prodotti a Charleston). Va bene che il 787-10, per la lunghezza della fusoliera, poteva essere prodotto solo a Charleston, ma ostinarsi a chiudere Everett è stata una mazzata pazzesca per il cashflow dell'azienda: un danno gravissimo prodotto dalla gestione precedente.
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Tafazzismo olimpico, altroche'.
 
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vipero ha detto:

FAA Plans 787 Inspections For Non-Compliant Titanium | Aviation Week Network

The FAA has proposed mandating Boeing-recommended inspections of about 100 787s for fuselage fittings that may be constructed from the wrong grade of titanium.
aviationweek.com aviationweek.com
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Quattro anni di tempo (e si tratta, per ora, solo di una proposta): in pratica dicono sia il caso di verificare al primo D Check che, per le macchine in questione, dovrebbe arrivare fra il 2028 e il 2029.
 
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A parte il risarcimento pecuniario, che come dici tu e' difficile incassare da un'azienda in bancarotta, esiste anche il vantaggio reputazioale dell'accertamento che fosse unicamente responsabilita' della societa' di Brindisi, e non di Leonardo o Boeing. In questo modo si evitano cause per risarcimento fatte a loro.
 
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The United States Federal Aviation Administration (FAA) has reportedly granted Boeing approval to begin the next phase of testing for the 777X. According to The Air Current, the American aircraft manufacturer can now expand its certification program to include Type Inspection Authorization (TIA) Phase 2D testing.

As part of Phase 2D, the 777X will undergo community noise testing, which is usually performed in Glasgow, Montana, according to the report. The Air Current also pointed out that Phase 3 testing under the TIA is still some time off, but when it begins, it will cover a wide range of certification requirements.

Once Phase 2D testing is complete, Boeing will proceed to Phase 3, which covers a broad set of evaluations. These include testing the Auxiliary Power Unit (APU) to confirm its performance and cooling in various conditions, checking the aircraft’s stability and control to ensure safe handling, and conducting P-static tests to make sure the systems remain protected from static build-up during precipitation.
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Buone notizie

High five: Fifth 777-9 takes flight

www.boeing.com www.boeing.com
Primo volo per il 5° 777-9: N2007L, msn 1723 (in teoria sarà di SQ)
 
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Boeing Will Regain Ability to Certify Some Planes From F.A.A.​

By Niraj Chokshi
The Federal Aviation Administration said the aerospace company will be allowed to approve some new 737 Max and 787 Dreamliner jets.



Boeing is regaining the ability to sign off on the safety of some of its planes, a responsibility federal regulators had taken away from the company in recent years after two fatal crashes of the 737 Max and quality concerns about the 787 Dreamliner.

Starting on Monday, the Federal Aviation Administration will allow Boeing to issue airworthiness certificates for both jets. The certificates serve as a stamp of approval affirming that each new plane is designed to approved specifications and is safe to fly. The F.A.A. said that it and Boeing would alternate issuing the certificates on a weekly basis.

“Safety drives everything we do, and the F.A.A. will only allow this step forward because we are confident it can be done safely,” the agency said in a statement on Friday. “This decision follows a thorough review of Boeing’s ongoing production quality and will allow our inspectors to focus additional surveillance in the production process.”

The move is a significant step for Boeing, which has suffered a string of self-inflicted setbacks in recent years, starting with the crashes of the 737 Max in Indonesia in 2018 and Ethiopia in 2019, which together killed 346 people.

In 2019, the F.A.A. stripped Boeing of the authority to issue airworthiness certificates for that plane, its most popular commercial jet. The Max was also banned globally for nearly two years. Three years later, the agency also revoked the company’s ability to issue certificates for the Dreamliner because of quality concerns. Boeing’s safety record was further marred last year when a panel blew off a 737 Max during an Alaska Airlines flight near Portland, Ore.

The F.A.A. has long delegated some of its responsibilities to employees at Boeing and other aerospace companies. The practice was widely criticized after the Max crashes, but industry experts said that Congress had not provided the agency with enough money and resources to do all that work itself.

Boeing employees deputized to certify planes and perform other functions for the F.A.A. are supposed to be protected from interference or punishment from management. But safety experts have said that those workers may feel pressure to sign off on work that they may have concerns about.

After the crashes, Boeing said it made changes to better shield those workers from undue meddling. An expert panel convened at Congress’s behest found that the changes have helped, but it said in a report last year that opportunities for retaliation remained.

The F.A.A. said allowing Boeing to issue some airworthiness certificates would free some of the agency’s inspectors to better oversee Boeing’s production process, which came under scrutiny after last year’s panel blowout.

No one was seriously injured in that incident, but it revived concerns about the quality of Boeing’s planes. After a long investigation, the National Transportation Safety Board said that the probable cause of the blowout was Boeing’s failure to “provide adequate training, guidance and oversight” to its workers. The transportation board also criticized the F.A.A. for not adequately overseeing the company.

Boeing did not immediately respond to a request for comment.
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Boeing Has Started Working on a 737 MAX Replacement​

By Benjamin Katz and Drew FitzGerald
While CEO Kelly Ortberg has focused on addressing quality issues and financial concerns, a new narrow-body plane is in development


Boeing is planning a new single-aisle airplane that would succeed the 737 MAX, according to people familiar with the matter, a long-term bid to recover business lost to rival Airbus during its series of safety and quality problems.

Earlier this year, Chief Executive Kelly Ortberg met with officials from Rolls-Royce Holdings RR 0.09%increase; green up pointing triangle in the U.K., two of the people said, where they discussed a new engine for the aircraft. Ortberg appointed a new senior product chief in Boeing’s commercial plane business, whose prior role was developing a new type of aircraft.

Boeing has also been designing the flight deck of a new narrow-body aircraft, according to a person familiar with the plans.

This new aircraft is in early-stage development and plans are still taking shape, some of the people said.

Boeing’s plans represent a shift for the company, which had put some new aircraft development work on the back burner while it navigated multiple challenges. They are also a sign that the company is betting that a cutting-edge plane design could power its business for the next few decades.

Ortberg hasn’t publicly detailed any plans for a 737 successor. He has consistently said that fixing Boeing’s long-running quality and manufacturing problems, and shoring up its balance sheet, are his priorities.

At a recent investor conference, Ortberg said the company is looking to finish up various projects, which “will also free up a lot of capital for us to focus on what’s next.”

Boeing said in a statement that it remains focused on its recovery plan, including delivering on a backlog of roughly 6,000 commercial airplanes and certifying already-announced aircraft models.

“Our team evaluates the market, advances key technologies, and improves our financial performance, so that we will be ready when the time is right to move forward with a new product,” the company added.

Boeing’s aircraft-development programs have struggled in recent years. The 737 MAX entered commercial service in May 2017. Two deadly crashes involving the jets resulted in a global grounding of the fleet in 2019 and delayed two new variants. The company later dropped plans to build a new midsize aircraft that it had been trumpeting. It is years behind on a new upgrade for its 777.

The crashes and other safety problems dented customers’ confidence, spurred turnover in Boeing’s senior management and prompted regulatory crackdowns.

As Boeing struggled, rival Airbus didn’t sit still. The European aircraft manufacturer has grown to be the world’s biggest plane maker by total deliveries and order backlog.

Despite starting production roughly 20 years after its rival, Airbus deliveries of A320 narrow-body jets have caught up to Boeing’s deliveries of its 737s.

Airbus’s gains are bringing it billions of dollars to invest in its own next-generation narrow-body, an aircraft that it wants to deliver to customers in the late 2030s.

Boeing’s previous chief, Dave Calhoun, considered reviving the effort for a midsize aircraft to gradually replace the 737 family and discussed the idea with customers. Those grand plans took a back seat to more-pressing problems following a midair door-plug blowout that exposed persistent manufacturing problems and led to Calhoun’s departure in 2024.

Boeing has historically signaled development plans years in advance to entice airline customers, lock in commitments from suppliers and drum up interest from investors.

Ortberg, who has led Boeing for just over a year, has had an eye on Boeing’s next big play.

Building an all-new aircraft, known as a clean-sheet design, can take over a decade and cost tens of billions of dollars. Manufacturers typically look for at least a 15% jump in fuel efficiency when deciding whether to embark on a major plane program. That could come from new engine architecture, lighter materials or radical changes to the airframe.

In February, Ortberg traveled to Rolls-Royce’s factory in Derby, England, a roughly three-hour drive from London, where he met with the company’s CEO, Tufan Erginbilgic. The Boeing chief heard the company’s pitch to supply an engine for a new narrow-body aircraft.

“We actually hosted Boeing leadership in Derby to talk about narrow-body this year,” Erginbilgic said, according to a transcript of a September investor event viewed by The Wall Street Journal. “That should give you a sense where the conversations are.”

Rolls-Royce, which began testing a prototype of its newest engine in 2023, doesn’t yet have a customer for the technology. The new engine could offer a 10% jump in fuel efficiency compared with engines on Airbus’s A320neo and up to 20% when combined with other upgrades to a new airframe, the Rolls-Royce CEO said at the investor presentation.

In a separate media event, Erginbilgic said the company would need a partner to help manufacture the engines and could begin deliveries as soon as 2035, a faster timeline than what Airbus is planning for its next narrow-body plane.

Any deal with Rolls-Royce would mark a major change for Boeing, which for about 40 years has used engines from CFM International—a joint venture between GE Aerospace and Safran—to power its 737 narrow-body planes. The first 737 aircraft made its debut in the 1960s.

In April, Boeing shifted the focus of a project with the National Aeronautics and Space Administration aimed at developing a radical new and greener aircraft, known as X-66. Instead, the company has retooled that effort to design a lighter and more aerodynamic wing for a new aircraft.

The next month, Ortberg promoted Brian Yutko, boss of its flying-taxi subsidiary Wisk Aero, to a role leading product development within the company’s commercial division. The role would include overseeing any successor to the 737 family of planes.

Boeing executives have said that Wisk technologies would be essential to designing future cockpit avionics, including Boeing’s next airplane.

Ortberg has worked to convince customers and the public that Boeing can overcome its challenges. That has been reflected in comments from airlines, including the discount carrier Ryanair, one of Boeing’s biggest customers and at times, a staunch critic.

Boeing is “doing a really good job at the moment, the aircraft are coming early, quality is excellent,” Ryanair CEO Michael O’Leary said at a press conference in August. He said Ryanair had started recalling engineers it had based at Boeing’s factories to oversee the plane maker’s work.

The Federal Aviation Administration, which will have to approve Boeing’s new plane, is loosening its grip over the company’s aircraft deliveries and production. Regulators expressed tentative satisfaction with the plane maker’s efforts to improve its manufacturing quality.

The company still has major near-term hurdles to clear. Two new 737 MAX models have yet to be certified. Boeing is roughly six years behind schedule in bringing an upgraded 777X, a long-distance aircraft, to market.
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Esclusiva del Wall Street Journal, Boeing sta progettando il successore del 737 Max.
(Se fosse più consono, potrebbe essere spostato in un nuovo thread)
 

Boeing Likely to Record Billions in Charges Over 777X Debut Delay​

By Julie Johnsson and Siddharth Philip



Boeing Co.’s 777X is slated to fly commercially for the first time in early 2027 instead of next year, people familiar with the matter said, a fresh setback to the US planemaker that sets the stage for potentially billions of dollars in accounting charges.

Deutsche Lufthansa AG, the launch customer for the widebody aircraft, is already making plans for such a delay. The German airline isn’t including the 777X in its fleet plans until 2027, said one of the people, who asked not to be identified because the matter is confidential. Officials at Emirates, the 777X’s biggest customer, have also grown more cautious as it looks at entry into service possibly not before 2027.

Analysts estimate the non-cash accounting charge could run from $2.5 billion to as much as $4 billion, though Boeing has not detailed the extent of the cost. But executives have held meetings with major investors in recent weeks and are charting out damage-control messaging that the financial impact will be spread across the overall jet program, according to one of the people.

The jet, already six years late, is of major strategic and financial importance to Boeing in its duel with Airbus SE for a bigger slice of the lucrative long-haul market. Boeing executives are set to discuss the extent and cost of the latest schedule slip for the hulking jet when Boeing reports earnings on Oct. 29.

A Boeing spokeswoman declined to comment, citing a quiet period ahead of earnings. A spokesman for Lufthansa deferred questions on the delivery schedule to the manufacturer.

Shares in Boeing pared earlier gains on Bloomberg’s report, finishing the trading session in New York with a 1% increase. The stock has risen about 23% so far this year.

Last month, Boeing Chief Executive Officer Kelly Ortberg revealed to a Morgan Stanley conference that 777X certification was falling behind schedule, though he didn’t provide a new timeline. He attributed the latest setback to a “mountain of work” rather than any new technical issue with the plane or its engines.

“As you know, even a minor schedule delay on the 777 program has a pretty big financial impact because we’re in a reach-forward loss situation,” Ortberg said. “So we’re looking at that real hard.”

For analysts, Ortberg’s comments fit a familiar pattern. The planemaker has often used investor conferences to signal negative news and set expectations for its quarterly earnings. The CEO’s reference to program losses under Boeing’s arcane accounting methodology indicated the non-cash accounting charge would be substantial.

Another delay to the start of deliveries for Boeing’s upgraded 777, which was originally due to fly commercially in 2020, would also crimp cash needed to help the company leave behind years of crises and financial bloodletting.

Boeing expects to start generating cash this year, fueling optimism that the US manufacturer has regained a grip on production under Ortberg, who joined in August 2024.

Boeing has already racked up more than $11 billion in cost overruns for the 777X, which has encountered a string of setbacks and faced tough Federal Aviation Administration scrutiny in the aftermath of two fatal 737 Max crashes last decade.

The program is in a reach forward-loss position, meaning Boeing won’t recover its development costs across the first 500 airplanes it builds and sells. The company must immediately book any additional abnormal costs and overruns as a charge to earnings.

Sheila Kahyaoglu, an analyst with Jefferies, predicts Boeing could report a charge as large as $4 billion from the delays. That covers cash payments the manufacturer would have received next year from delivering 18 of the planes, as she’d expected, as well as customer concessions and other costs.

Of the challenges that Boeing currently faces, “I’m sure it’s a big priority because it’s going to be a big cash drain for them,” Kahyaoglu said of the 777X certification delays.

Ken Herbert, analyst with RBC Capital Markets, predicts the 777X jet’s entry into service will slide to the second half of 2027, and that the upcoming charge will be around $2.5 billion, broadly consistent with previous writedowns.

The latest setback is a consequence of the slower-than-anticipated pace of safety certification work on 777X test aircraft with FAA pilots and inspectors aboard, Ortberg said. Emirates, Cathay Pacific and Qatar Airways are among the customers awaiting the 777X, Boeing’s successor to its out-of-production 747 jumbo.

Jay Malave, who joined Boeing in August as chief financial officer, is studying the financial ramifications. The CFO transition gives Boeing “an opportunity to re-set both program and expectations,” Herbert said in a Sept. 28 report.

“With better news expected on both the Max and the 787,” he added, referring to steadily rising factory output, “the timing of the 777X charge is not a surprise.”

— With assistance from Leen Al-Rashdan and Sonja Wind
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Nuovi ritardi....secondo Bloomberg, il 777X non volerà prima del 2027.
 
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Altro ritardo: entrata in servizio adesso prevista per il 2027.

Boeing 777X to be delayed to 2027, Bloomberg News reports​

Delivery of Boeing's 777X jet is being pushed back to early 2027, instead of next year, Bloomberg News reported on Thursday, citing people familiar with the matter.
Deutsche Lufthansa AG, the launch customer for Boeing's newest widebody aircraft, is already preparing for a setback and not including the 777X in its fleet plans until 2027, the report said, citing one of the sources.
 
in 9 anni Airbus ha progettato e consegnato al primo cliente l'A350 partendo da un cleansheet. Il 777x basato su una evoluzione del 777 ha volato per la prima volta in gennaio 2020. Qualcuno ha idea di cosa stia succedendo alla Boeing?
 
ally01 ha detto:
in 9 anni Airbus ha progettato e consegnato al primo cliente l'A350 partendo da un cleansheet. Il 777x basato su una evoluzione del 777 ha volato per la prima volta in gennaio 2020. Qualcuno ha idea di cosa stia succedendo alla Boeing?
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Guardando ai modelli passati, la situazione è abbastanza disastrosa.

Airbus A300:
il MOU fu firmato il 26/09/1967 dai governi britannici, francesi e dal governo della Repubblica Federale Tedesca (Germania Ovest). All'epoca era il secondo progetto congiunto europeo, dopo il magnifico Concorde. Il 10/04/1969 il governo di Sua Maestà abbandonò il programma.
Fu presentato il 29/05/1969 (nome in codice A300B2), il primo prototipo fu svelato il 28/09/1972, il primo volo fu il 28/10/1972 e fu certificato il 15/03/1974. Primo volo di entrata in servizio con AF il 23/05/1974.
Tempo totale (dalla data di presentazione ufficiale del progetto al primo volo commerciale) ... circa 5 anni.

Boeing 767:
I primi studi iniziarono nel 1972, 2 anni dopo l'entrata in servizio della Queen of the Skies (747), nome in codice era 7X7; il progetto iniziale era pensato per il corto raggio, proposto inizialmente sia con 2 che con 3 motori e le compagnie non ne erano entusiaste. Dopodiché, nel 1976 il progetto virò su un modello con 2 motori, che potesse essere comparabile all' A300.
Fu presentato il 14/07/1978, primo volo effettuato il 26/09/1981 e certificato il 30/07/1982. Primo volo di entrata in servizio con UA, l' 08/09/1982.
Tempo totale ... circa 4 anni e 2 mesi.

Airbus A330: Airbus iniziò a lavorarci nella metà degli anni 70, (nome in codice A300B9, poi fu cambiato in TA9). I primi ordini risalgono al 12/03/1987 da parte di Air Inter e TG. Il progetto fu ufficialmente presentato il 05/06/1987. Il prototipo fu svelato il 14/10/1992 e il primo volo fu il 02/11/1992. Fu certificato il 21/10/1993 e il primo volo in servizio fu il 17/01/1994 da parte di Air Inter.
Tempo totale ... circa 6 anni e 7 mesi.

Boeing 777: inizialmente (nel 1978) sarebbe dovuto essere un aereo con 3 motori, poi grazie alle regole ETOPS e al successo del 767 e 757 il progetto fu rivisto. Nel 1986 Boeing, svelò un progetto (nome in codice 767-X), ma alle compagnie non interessava. Il processo di sviluppo fu eseguito congiuntamente a 8 compagnie aeree: (All Nippon Airways, American Airlines, British Airways, Cathay Pacific, Delta Air Lines, Japan Airlines, Qantas, e United Airlines). Il 14/10/1990 fu scelto come cliente di lancio, UA. Il primo prototipo fu svelato il 04/01/1993 e il primo volo fu il 12/06/1994. Fu certificato il 19/04/1995 e il primo volo in servizio fu effettuato da UA il 07/06/1995.
Tempo totale ... circa 4 anni e 8 mesi.

Boeing 787: Boeing annunciò, dopo aver cancellato il programma del Sonic Cruiser, il 29/01/2003 un nuovo aereo (nome in codice 7E7). Il programma iniziò il 26/04/2004, con NH primo partner. Il primo prototipo (senza alcuni principali sistemi) fu svelato l' 08/07/2007 (il motivo era svelarlo proprio quel giorno, per via della coincidenza: 07.08.07). Ci furono vari ritardi e rinvii e il primo volo avvenne il 15/12/2009; fu certificato il 26/08/2011. Il primo volo commerciale fu operato da NH, il 26/10/2011.
Tempo totale ... circa 6 anni e 6 mesi.

Airbus A350: Il primo progetto fu proposto nel 2004, come risposta al 787, ma si trattava di un A330 migliorato: ali composite, winglets e motori più efficienti. Il 13/06/2005 QR firmò il primo ordine. Viste le numerose critiche e dato che alcune compagnie preferirono il 787, l'allora CEO Gustav Humbert incaricò un gruppo di ingegneri di produrre una variante "nome in codice 1d". La nuova versione fu presentata il 14/07/2006. Airbus diede luce verde al progetto il 01/12/2006. Il primo prototipo fu completato nel dicembre del 2012. Il primo volo fu eseguito il 14/06/2013 e fu certificato il 30/09/2014. Il primo volo in servizio fu operato da QR il 15/01/2015.
Tempo totale ... (considerando l'inizio nel dicembre 2006) ... 8 anni e 1 mese circa.

Boeing 777X: inizialmente venne pensato nel 2011 come risposta all' A350, si pensò che dovesse avere 3 versioni, con la data di lancio nel 2019. Nel 2012, per via del 737 MAX e del 787-10, lo sviluppo fu rallentato. Il cliente di lancio fu Lufthansa firmando l'acquisto il 18/09/2013. Il primo prototipo fu mostrato internamente il 13/03/2019 (pochi giorni dopo il tragico schianto del volo ET302). Dopo vari ritardi per la certificazione dei motori e l'incidente durante un test di pressurizzazione della cabina, il primo volo avvenne il 25/01/2020. A causa di ritardi con le certificazioni e ad altri problemi sorti durante le fasi di test, si prospetta che diventerà operativo nel 2027, 7 anni rispetto quanto inizialmente preventivato.
Ipotizzando il 2027 e senza ulteriori rinvii, il tempo totale ... sarà di circa 14 anni.

La cosa anomala è che con l'avanzare della tecnologia, le simulazioni, tutti i programmi di CAD... il tempo anziché diminuire è aumentato notevolmente:
Airbus: dall' A300 al 350, i tempi sono aumentati del 60% (8 anni vs 5)
Boeing: dal 767 al 777x, l'aumento è stato del 250% (in teoria)
Sicuramente una parte dell'aumento dei tempi, sarà stato dettato da una minuziosità maggiore nelle certificazioni, ma i valori sono comunque eccessivamente elevati.
 
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