Boeing expected to announce another 787 delay; 747-8 programs remain on track
Wednesday April 9, 2008
Boeing is expected to announce another delay to the 787 program today, but the manufacturer is emphasizing that the 747-8 freighter and passenger programs will not be affected.
The Seattle Post-Intelligencer, which has predicted previous 787 delays accurately, reported yesterday that a delay of at least six additional months is likely. Boeing admitted last month that it had "found the need for some improvements" on the Dreamliner, specifically in the center wing box. Its original intention was to fly the aircraft last September and deliver the first to ANA this May, but now the program is on the verge of a third major delay.
The company is stressing, however, that the 787 problems are not bleeding to other aircraft programs, specifically the 747-8F and 747-8 Intercontinental, which are slated to enter service in late 2009 and late 2010 respectively. Even though the next-generation version of the 747 borrows technology from the 787, it is being built using a "more traditional approach," according to VP and GM-747 Program Ross Bogue.
Briefing reporters in Peebles, Ohio, where GE Aircraft Engines is assembling and testing GEnx-1B and -2B engines that will power 787s and 747-8s respectively, Bogue expressed confidence that the -8F and -8I will be delivered to launch customers Cargolux and Lufthansa on time.
The 747-8 is "largely not as far a push from a technology standpoint as the 787," he explained. "The suppliers are known and we also have rights to the engineering. We own all of the intellectual property on the aircraft. We didn't outsource that. That's a more traditional approach. . .and substantially different from the 787 program. I would argue that we have much more control at Boeing [on the -8 compared to the 787]." But he did acknowledge that "we spread the engineering work too far on the freighter and that's a lesson we've learned for the Intercontinental."
While two-thirds of 747-8s sold likely will be freighters (78 of 104 sold so far are -8Fs and LH is the sole commercial -8I customer), the manufacturer believes the passenger version is viable and is in a "marketplace all by itself." It plans to move away from marketing the 450/470-seat aircraft as a competitor to the A380, Bogue said. The 747-400 "has certainly done very well as a Pacific Ocean airplane and we're continuing to talk to the same customers" about the -8I, he said, adding that it also could be a "good fit" for Middle East carriers launching services to Latin America.
by Aaron Karp
ATWOnline
Wednesday April 9, 2008
Boeing is expected to announce another delay to the 787 program today, but the manufacturer is emphasizing that the 747-8 freighter and passenger programs will not be affected.
The Seattle Post-Intelligencer, which has predicted previous 787 delays accurately, reported yesterday that a delay of at least six additional months is likely. Boeing admitted last month that it had "found the need for some improvements" on the Dreamliner, specifically in the center wing box. Its original intention was to fly the aircraft last September and deliver the first to ANA this May, but now the program is on the verge of a third major delay.
The company is stressing, however, that the 787 problems are not bleeding to other aircraft programs, specifically the 747-8F and 747-8 Intercontinental, which are slated to enter service in late 2009 and late 2010 respectively. Even though the next-generation version of the 747 borrows technology from the 787, it is being built using a "more traditional approach," according to VP and GM-747 Program Ross Bogue.
Briefing reporters in Peebles, Ohio, where GE Aircraft Engines is assembling and testing GEnx-1B and -2B engines that will power 787s and 747-8s respectively, Bogue expressed confidence that the -8F and -8I will be delivered to launch customers Cargolux and Lufthansa on time.
The 747-8 is "largely not as far a push from a technology standpoint as the 787," he explained. "The suppliers are known and we also have rights to the engineering. We own all of the intellectual property on the aircraft. We didn't outsource that. That's a more traditional approach. . .and substantially different from the 787 program. I would argue that we have much more control at Boeing [on the -8 compared to the 787]." But he did acknowledge that "we spread the engineering work too far on the freighter and that's a lesson we've learned for the Intercontinental."
While two-thirds of 747-8s sold likely will be freighters (78 of 104 sold so far are -8Fs and LH is the sole commercial -8I customer), the manufacturer believes the passenger version is viable and is in a "marketplace all by itself." It plans to move away from marketing the 450/470-seat aircraft as a competitor to the A380, Bogue said. The 747-400 "has certainly done very well as a Pacific Ocean airplane and we're continuing to talk to the same customers" about the -8I, he said, adding that it also could be a "good fit" for Middle East carriers launching services to Latin America.
by Aaron Karp
ATWOnline
