September 2008 Archives

Reuters is reporting that Boeing will reassess its delivery schedule to ANA and JAL at the conclusion of the IAM strike:

Boeing says to reassess 787 Japan delivery schedule

TOKYO, Sept 30 (Reuters) - Boeing Co (BA.N: Quote, Profile, Research, Stock Buzz) said on Tuesday it would reassess the delivery schedule for its new 787 Dreamliner aircraft to the Japanese market when a strike ends.

Six of the first 25 787s are for Japanese customers, including the first production unit (ZA007/JA801A) and Dreamliner One (ZA001), both for All Nippon Airways.

Both airlines are also the launch customers for the shorter-range 787-3 aircraft which is set to be the second Dreamliner variant after the 787-9 scheduled for introduction in 2012. The report does not indicate if there is a solidification or reassessment of the 787-3 planning, which currently has no public timeline.

This comes on the heels of last week's announcement that a similar reassessment was coming for QANTAS and its 787s.

GTF set to fly again
The Pratt & Whitney PW1000G geared turbofan demonstrator is all hooked up to an A340-600 in Toulouse. The first A340-600 (MSN360) also known as F-WWCA, is set to fly again this coming week. The PW1000G is mounted on the number two pylon aside three Rolls-Royce Trent 500 engines. According to P&W, ground runs on the A340 were supposed to be completed this past weekend.

The second phase of the flight test program has three key goals for Pratt & Whitney:

1. Validate the data from the 747 test bed by repeating phase one conditions.
2. Explore the acoustic characteristics of the PW1000G. This wasn't done on phase one because of the less than quiet JT9D engines on the 747SP.
3. Work with Airbus to improve the aerodynamic characteristics of the engine to find the best way to mount the PW1000G.

With the help of Apture, you can see the side-by-side differences between the PW1000G mounted on the A340 and the 747SP.

SPEEA & Boeing
With the IAM strike beginning its fourth week, the negotiations between the SPEEA and Boeing are set to unfold over the next eight weeks. The contract of 21,000 engineers expire at 12:01 AM on December 1. SPEEA has started tweeting updates during the contract negotiations. This ominous item was posted on Saturday:

Debunking the rumor that SPEEA won't go on strike if the IAM are still on strike. That's just wishful thinking coming from Chicago.

QANTAS Aires its A380

NBAA Bound
The National Business Aircraft Association is hosting its annual convention in Orlando starting next Monday and this blogger will be on the ground covering it live. Twitter will be out in full force. Next week should bring us the new G250 from Gulfstream, Hawker 450 and certification of the Phenom 100 - and likely much, much more. For a business jet fan, this is Paris and Farnborough combined!

Movie Monday
I started last week with the 787 composite material lecture from University of Washington and this week, through the joys of the newly discovered treasure trove of content on Hulu (via Apture), I bring you one of my favorite IMAX films, Operation Red Flag! This documentary takes you inside the international air forces training operations that take place at Nellis Air Force Base outside of Las Vegas each year. This isn't typically a fighter blog, but the F-15E footage is amazing. Enjoy!

Boeing Completes 787 Dreamliner 'High Blow' Test

EVERETT, Wash., Sept. 27, 2008 -- Boeing [NYSE:BA] successfully completed a high-pressure test, known as "high blow," on the 787 Dreamliner static test airframe at its Everett factory today. The test is one of three static tests that must be cleared prior to first flight. During the test, the airframe reached an internal pressure of 150 percent of the maximum levels expected to be seen in service - 14.9 lbs. per square inch (1.05 kilograms per centimeter) gauge (psig). It took nearly two hours to complete the test, as pressure was slowly increased to ensure the integrity of the airplane.

"We had every confidence going into this test because of the extensive work we've done on larger and larger pieces of composite - from small coupons to fuselage sections," said Pat Shanahan, vice president and general manager of the 787 program. "Still, it's very rewarding to see a whole airplane being tested and having the results we expected.

"I am so proud of the team that has worked on this program and the progress we are making."

Image Credit: The Boeing Company

The remaining two tests will structurally validate the leading edges and trailing edges of the wings of ZY997 before Dreamliner One can fly. Boeing did not announce a timeline for when these tests will be conducted.

Ever since I saw the new A350 XWB rendering this morning, I've been trying to put my finger on what it is about that nose. I'm not going to judge an airplane aesthetically, because that's stupid and it can fly and I cannot, therefore it wins the argument every time. Am I crazy or is the XWB a hybrid of the A320 and 737 families.

Call it the lovechild of the Montagues and Capulets of the aviation industry?
737 wearing an A320 mask?
A320 wearing Groucho Marx 737 glasses?

Judge for yourself. This is photoshopping at its most crude, but I think it captures what I'm getting at.

Update: This is the CAD rendering of the nose that was released in May. It looks as though there are slight differences between the rendering and the CAD drawing:

CORRECTION: The Hawker 450 will be made from traditional materials, not composite. In addition, the Hawker 400XP will serve as platform for the new engines and avionics. All other details remain the same. FlightBlogger apologizes for any confusion.

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Hawker Beechcraft appears poised to relaunch its Hawker 450, as new details emerge about the composite mid-size light business jet.

Few details are known about the aircraft, but a Hawker Beechcraft source tells FlightBlogger that the Hawker 450 is to be powered by twin Pratt & Whitney Canada PW500 engines and sport a Rockwell Collins Proline 21 avionics suite.

The aircraft is to be based on the Hakwer 400XP platform, which seats two pilots and nine passengers.

Hawker Beechcraft declined to comment on this story.

The aircraft is also expected to be the launch customer for the PW535D engine variant.

For the interior, the Hawker 450 will utilize parts of the Venue cabin management system from Rockwell Collins, which was unveiled at the NBAA convention in 2007.

The performance specifications of the aircraft are currently unknown, though the original design called for a five-passenger 2,000 nm range, 4,700 foot takeoff field length and 472 knot cruising speed.

The original design also was powered by both Honeywell engines and avionics. Honeywell was initially a risk sharing partner on the program.

The formal announcement  launching the Hawker 450 is likely to come at next month's National Business Aircraft Association convention.

The delivery of the first aircraft is targeted for the first quarter of 2010.

The Hawker 450 was originally unveiled in 2000 at the National Business Aircraft Association convention, but was later shelved in 2002 in favor of upgrades to its existing product line, rather than opt for an all-new design in light of slowing demand.

Hawker, which at the time was owned by Raytheon, focused its attention on completing its Premier I and Horizon aircraft, later renamed the Hawker 4000, which was certified and delivered earlier this year.

The relaunched Hawker 450 will be the third composite fuselage business jet after Hawker 4000 and the Bombardier Learjet 85XR.

Photo credit: Flight International Archive

Steve Creedy of The Australian posted an item on the impact of the IAM strike on 787 deliveries for QANTAS. This is the closest Boeing has come to acknowledging an impact on the 25 deliveries set for 2009. The article says QANTAS (Jetstar) was to get its first 787-8 (ZA021) in November 2009.

"I can just say that when the team went out on strike all production stopped," Boeing Commercial Airplanes marketing vice-president Randy Tinseth said. "None of us know when the strike will be over. When it is over we can give you a new schedule."

Incoming Qantas chief executive Alan Joyce said last week Boeing was still telling the airline its 787s would be delivered in November next year but an update was due this week.

Before the strike, Qantas was facing further delays of up to three months after completion of the first aircraft slipped by eight weeks.

QANTAS also indicated that it was still interested in the 787-10 and A350 XWB.

Speaking at the airline's A380 delivery event in Toulouse on 19 September, Qantas chief executive Geoff Dixon and his successor designate Alan Joyce revealed that the airline was in "the early stage of talks" with Boeing on the 787-10 as well as with Airbus about the A350 XWB.

The 787-10 is a proposed stretched version of the -9, seating around 300 passengers, making it similar in size to the -200 variants of the 777. Joyce, who was named as Dixon's successor in July, considers the 787-10 to be "a requirement", but acknowledges that Boeing is "not there yet".

Last week JAL finalized its 787 compensation deal with Boeing for 767 and 777 and clarified its delivery time frame for its first 787 (ZA020), which was set for October.

Two weeks ago, Boeing chief financial officer James Bell told investors to expect at least a month's delay:

"Right now it's a one-for-one day slip on the 787 and all other programmes as well."

Back in the factory, it appears as though Boeing has been able to delivery many of those idling 737s at Boeing Field. Inside 40-26, the Dreamliner One's engines have been removed again and there's no explanation currently as to why this happened. Also, the start of static testing is on hold due to data acquisition issues. Can anyone shed some light on this?

GE took a photo crew to Oshkosh this summer and the result was an absolutely beautiful movie of the action. Yours truly even has a photo included in the slide show, which you can make your desktop wallpaper. Of the many shows and events I've been to this year, EAA AirVenture was hands down the best. It's just good for the soul of anyone who loves aviation. This is a great midweek distraction.

Okay, so it's Tuesday. The week is still young, so I'm only 24 hours late. So sue me.

Introducing Apture
AKA what I learned at Blogworld Expo. What is Apture you ask? Essentially, it's post production for blogs. It's a new way of interacting with FlightBlogger. Links with icons next to them are enhanced with Apture. All the photos and links in this post were generated after it was published then added after the fact. That process, for the reader, is ultimately irrelevant, but the finished product is what matters. This post was first written as text, then posted and all the links were added.

The New Marine One
Yesterday, the first production VH-71 helicopter flew in Yeovil in the UK. The Lockheed Martin/AgustaWestland collaboration will replace the current presidential HMX-1 helicopter fleet with 28 new aircraft. President Obama or President McCain will be the first to fly the new helicopters in 2010. The program has be beset by cost overruns and weight increases, but yesterday's milestone is good progress.

The next big battle, Air Force One: 747-8i v. A380. Does it have to be 4 engines?

A380 @ Adelaide
For the Aussie spotters out there, QANTAS's VH-OQA will be making 14 flights to YPAD for crew training during September and October. The first visit of the 450-seater is set for September 27 and will be repeated on October 4, 5, 7, 9, 12, 15, 16 and 17, before entering service on the 20th.

Flight was on board for MSN014's delivery ceremony from Toulouse last week. If you haven't checked out the videos yet, they're really terrific.
Don't see any links, pictures, maps or videos? That's because I haven't added them yet. I'll be updating this post live at 10 AM ET to show the difference that Apture brings to the page. Swing on by.

Static testing for the 787 Dreamliner is set to begin early next week, a key milestone on the road to first flight, Boeing has confirmed.

ZY997, Boeing's static 787 test airframe, will be put through a series of grueling structural tests to validate the strength of the composite structure.

The tests are expected to continue through the fourth quarter of 2008.

The static test will begin with the "high-blow" test to validate the pressure seals inside the aircraft cabin. During the test, Boeing will raise the internal pressure of the cabin to 14.9 PSI, or about 1.5 times normal pressurization.

Because of the 787's composite one-piece barrel design, there are significantly fewer points along the fuselage where pressure seals could fail.

During the test, the aircraft will be draped in plastic wrap in the event the cabin breaks a pressure seal. If this occurs, the plastic will billow out easily identifying the source of the leak.

In a health and safety advisory sent to staff ahead of the test, "creaking and popping noises are normally noted" due to the "expansion and flexing" of the structure during static testing.

The aircraft, which will never fly, was rolled on April 25 to the static test rig inside Building 40-23 where the testing will take place.

Boeing has not yet determined if it will bring the wings to ultimate load, or the point at which they break. The FAA requires all aircraft structure to withstand 150% of the maximum loads that will ever be encountered in flight.

In January 1995, wings of Boeing's 777 were brought to 154% of maximum design load in before they snapped with an explosive bang. The wings were deflected 24-feet before they succumbed to the punishing loads.

Even with the commencement of static testing next week, all 787 assembly is still frozen as the IAM strike begins its third week, though a certain portion of static testing must be completed before Dreamliner One can take to the sky.

Image credit: FlightBlogger

I had planned on putting together a chart like this, but CNN beat me to it. It really captures what happened this week. One thing missing here, and it's a small spin off, is the business and first class load factors from New York to global business hubs. I spoke with one analyst who said that those cabins are usually 20% Wall Street on any given flight to places like London and Tokyo. Business travel is the backbone for decent yields on international flights, the airlines could take a further hit even beyond the accessibility of aircraft if these people aren't flying.

But hey, look at the bright side, oil is only at $100 a barrel!

These just arrived in my inbox and reflect the extend of the amazing rain that pounded Chicago earlier this week, putting some parts of the city underwater. This United 737-300 (N333UA) tells the story quite nicely.

Special thanks to JR for these photos!

More after the jump

In Toulouse tomorrow, Queensland and Northern Territory Aerial Services will take delivery of its first Airbus A380-800.

QANTAS, the common shorthand form of the Australian flag carrier, will be handed the keys to MSN014, an aircraft that has gone by many different names in its short life. The aircraft has been called by its manufacturer's serial number (14), its Airbus test registration (F-WWSK), or now by its Australian registration (VH-OQA) or given name (Nancy Bird Walton), the 450-seat A380 will fly the longest in-service A380 mission yet.

QANTAS is set to begin airline service October 20 between Melbourne and Los Angeles (QF93). Four days later, VH-OQA will commence service between Sydney and Los Angeles (QF11).

The Melbourne to Los Angeles route is about 900 nm longer than the next longest route served by an A380, Emirates' Dubai-JFK service.

2001
March 6 - QANTAS places initial order for 12 A380s, the fifth airline to order the superjumbo.

2006
February 1 - Structural components arrive in Toulouse for MSN014
October 29 - QANTAS increases its A380 order to 20.

2007
November 28 - MSN014 is first spotted in Toulouse.

2008
January 16 - F-WWSK runs it engines for the first time.
January 25 - MSN014 makes it first flight.
January 30 - The first QF A380 makes the 682 nm to Hamburg for painting and interior outfitting.
May 12 - The Marc Newson designed interior is unveiled to mixed reviews.
May 19 - MSN014 heads to the paintshop.
June 5 - MSN014 is unveiled in Hamburg after being painted in the new QANTAS livery. Note: The new livery was altered for the A380 after it was found that the roo's leg went right through the horizontal stabilizer!
August 15 - After repainting, MSN014 undergoes rejected takeoff testing at Hamburg ahead of its outfitting flight.
August 19 - F-WWSK takes off from Hamburg for a 3-hour 38-minute outfitting flight as AIB014C.
August 30 - MSN014 returns to Toulouse from Hamburg in preparation for its September 19th delivery.
September 5 - VH-OQA makes its first flight with an Australian registration.

Image credit: David Barrie

I got word yesterday from a good friend that the Lone Star Flight Museum in Galveston, Texas was devastated by Hurricane Ike. Any description I give will not do the reality of the damage justice.

Before Ike arrived, the museum was able to move its B-17, B-25, DC-3,P-47, F6F, F4U, SBD, PT-17, T-6 and F8F out of harms way. The LSFM website says that it will be adding a special donations page to help with the rebuilding "within the next 24 hours." Once it is available, I will add the link to this page as well.

From Museum President Larry Gregory:

September 16, 2008 6:30 p.m. - Galveston, Texas

A first site survey found damage from Ike as substantial. The hangars and Texas Aviation Hall of Fame had 7-8 feet of water in those areas. The gift shop and lobby area had 3-4 feet of water. The southwest side of both hangars appear compromised. The entire contents of the gift ship are lost. Every exhibit in the Texas Aviation Hall of Fame was destroyed although some artifacts may be able to be saved.. How many is yet to be determined.

The airplanes received major water damage. Most remain in good shape physically. All plumbing and electrical systems are inoperable. The roof is okay minus one skylight. The second floor appears to be untouched. All evacuated aircraft are ok.

When hurricanes and tropical storms churn over the Atlantic, aircraft usually opt to get of the way. Yet for some, counterintuitive behavior is in the job description.  The US National Oceanic and Atmospheric Administration (NOAA) is tasked with flying into and out of some of the world's most destructive weather.

NOAA's AOC (Aircraft Operation Center) is led by its two flagship Lockheed WP-3D Orion aircraft based at MacDill AFB in Florida. N42RF and N43RF (their official names) often go by different monikers; Jim Henson's Muppet characters Kermit and Ms. Piggy.  Each aircraft sports custom nose art illustrating its namesake.

For Kermit and Ms. Piggy, who just finished up studying Hurricane Ike last week, the task at hand is clear:

Data collected during hurricanes by these airborne meteorological platforms and from a variety of other sources are fed into numerical computer models to provide better forecasts of how intense a hurricane will be, and when and where it will make landfall.  

These data, from the aircraft, fulfill two important purposes:  to help forecasters make accurate predictions during a hurricane; and to help NOAA researchers achieve a better understanding of storm processes, thereby improving their forecast models.

The typical WP-3D mission can run as long as nine to 10 hours, putting these two aircraft through brutal conditions, slammed by hurricane force winds, fierce rain, violent up and downdrafts, all with the goal of getting inside the calm at the eye of the storm often at altitudes of 1,500 to 25,000 feet.

Once inside (or over) the hurricane, the WP-3D uses its nose, lower fuselage and aft radar to measure the intensity of the storm. The WP-3D has been significantly modified to fly these missions as flying science laboratory. In addition, the aircraft drops probes, called GPS dropwindsondes, directly into the storm to gather data on the air and sea temperature, wind speed profile and humidity of the storm, all of which is relayed back to the aircraft for analysis.

Each aircraft, powered by four Allison T56-14 turboprop engines, is manned with two pilots, a flight engineer, navigator, meteorologist flight director, two or three engineering/electronic specialists, a radio/avionics specialist and up to 12 additional scientists or media personnel.

When the aircraft isn't flying straight through the eye wall of a Category 5 hurricane, Kermit and Ms. Piggy have undertaken climate studies in Central and South America, as well as air quality research in the northeastern US and satellite validation missions over the North Atlantic.

NOAA, a division of the US Department of Commerce, operates a small fleet made up of a Gulfstream IV-SP (Gonzo) and Jet Prop Commander, Cessna Citation II, Rockwell Aero Commander, DeHavilland Twin Otter and Lake Seawolf, all tasked with studying and understanding the world's weather.

According to NOAA, the Muppet twins have a remaining useful lifetime of another 10-15 years opening the door for a replacement platform. Currently, the US Navy P-3 Orion, a cousin of the WP-3D, is set to be replaced by Boeing's P-8A Poseidon, which is based on the 737-800 set to fly in 2009. Perhaps a 737/A320 replacement here?

With hurricane season not set to expire until the end of November, Kermit and Ms. Piggy have their work cut out for them.

Good News, Bad News for Airbus
QANTAS is getting their first A380 on Friday, kicking off Melbourne-Los Angeles service on October 20. VH-OQA, MSN014 will be delivered from Toulouse later this week. (European and the Middle Eastern customers deliver from Hamburg, all other customers from Toulouse) I've put together a short feature post about the last year for this airplane, which will be published ahead of the delivery.

French newspaper Journal du Dimanche (via Reuters) is reporting new delays for the A380. The report says that Airbus will only deliver eight to 10 aircraft before the end of 2008 instead of 12. Airbus had no immediate comment. The paper cites electrical defects related to rewiring of Wave 1 (MSN001-MSN025) aircraft. I'm sure we'll hear more about this from Airbus as the week progresses.

Airbus also finalized the sale of the wing plant to GKN in Filton valued at £136m for the A350. We're heading rapidly toward the end of the year, so XWB design freeze likely isn't that far off now.

787's Pacing Item
The IAM is into its second week on strike now and it looks as though there's no sign of any breakthroughs. If they went back to work today, it's somewhat difficult seeing 787 first flight by the end of the year. BCA Chief Scott Carson gave an extended interview to James Wallace of the Seattle Post-Intelligencer over the weekend and addressed all of these questions. Full Q&A

Q: Will you be able to deliver those 25 Dreamliners by the end of 2009?

A: What we do know is if first flight slips it puts pressure on the flight test program until we get the airplane certified. We are going to do our very best to not let it adversely impact our customers but there are a lot of variables in play right now. And the biggest one is getting the strike resolved.

Undercover as Flight Attendant
The New York Times went undercover with American Airlines to see what it is like to be a flight attendant. It's a must read.

On the road again...
I'm pretty sure I'm away from home more than not these days. I'll be in Chicago visiting Boeing today and tomorrow and later in the week to Las Vegas for Blogworld Expo to see if I can't find some new ways to bring a web 2.0 spin on aviation coverage. Not to worry, I'll have fresh material all this week.

And while we're waiting...
...for the strike to end, take a look at this 90 minute lecture on composite technology given by Al Miller, University of Washington alumnus '71, '77, and director, 787 Technology Integration. Enjoy!

 

Unfinished 737s await completion at Boeing's Renton, Washington factory this week

With jetliner production frozen, Boeing and the International Association of Machinists and Aerospace Workers, the company's largest union, struggle with the future of the company.

The confrontation centres on the role of outsourced responsibilities once held by machinists inside Boeing facilities.

The outcome of the battle between Boeing and the IAM is likely to have an impact on the company well beyond the troubled early years of the 787 programme.

In a cyclical industry, Boeing's business case for outsourcing pits oversight against stability. The shared responsibility and risk of the programme, Boeing argues, insulates the company from the painful cyclical industry downturns, opting for stability over direct control of suppliers.

Without having to manage a native workforce beyond a core final assembly team, Boeing would need only to specify the rate at which suppliers deliver to the company, maximizing productivity and better managing the aircraft backlog. The responsibility for managing the workforce is the responsibility of the suppliers and sub-contractors, not Boeing, potentially avoiding significant layoffs of its own in the event of a downturn.

The goal is to "get the volatility out of the programme," said Ron Epstein, industry analyst with Merrill Lynch.

Epstein emphasized that the key to success becomes the strategies employed in managing the outsourcing.

Though the underlying business case for outsourcing pre-supposes a supply chain able to meet the demands of its customer.

In the first 16 months of final assembly operations, the significantly outsourced 787 supply chain found itself unable to keep pace with the early and aggressive demands of the programme schedule, forcing at least a 15 month delay in the first delivery to Japan's All Nippon Airways.

Boeing has worked to regain oversight and drill down into its suppliers to regain the stability it had hoped to have.

Both the IAM and SPEEA, the union of engineers readying for a contract battle of its own, contends that the 787 programme would have been able to avoid its early problems had a larger share of work been allocated to Boeing employees.

The IAM and its membership of 26,800 roundly rejected Boeing's best and final contract offer 3 September, which provided an 11% increase in pay over three years, plus bonuses.

Though the Union voted 80% to reject the contract and 87% in support of a strike. The union membership emphasized that it was not the pay increase it took issue with, but new contractual provisions opening the door for expanded outsourcing for the movement of parts to Boeing's legacy programs inside the company's facilities. Currently, that responsibility is sub-contracted solely for the 787 programme.

The strike, which is into its second week has left four 787 flight test aircraft, about a dozen and a half 777s and twice as many 737s, and a handful of 767 and 747s languishing at various states of assembly at three Boeing facilities in Washington State.

There is no sign that the contract battle and strike are nearing a conclusion.

"I think there'll be at least a one-month delay," said James Bell, Boeing Chief Financial Officer at an investor conference. "Right now it's a one-for-one day slip on the 787 and all other programs as well."

On the other side of the picket line, the union appears to be preparing for a prolonged fight, advising its members that, "If you have ongoing prescriptions, fill them NOW and fill them again before the end of September."

The union membership loses it health insurance on 1 October.

As prepared for Flight International Magazine next week. Photo credit: FlightBlogger

The Wall Street Journal is reporting that the DoD has hit the stop button on the tanker contract:

The Department of Defense is calling off a hotly disputed $40 billion competition to replace its aging fleet of aerial-refueling tankers because officials don't think they can pick a winner before the next presidential administration as planned.

The decision is a major victory for Boeing Co., which had lost the initial competition in February to a team comprised of Northrop Grumman Corp. and the parent company of Europe's Airbus. Boeing's protest of that decision was upheld by the Government Accountability Office, leading to a new round of bidding.

President McCain or President Obama will be inheriting this mess. Any odds on bets that this becomes an issue in the Presidential campaign?

Just spent the last two days traveling - finally back on the East Coast.

News broke yesterday afternoon of Airbus' decision to offer a heaver A330-200 to take on the first 20 787 Dreamliners in 2010. The new 238t version of the A330-200 would have a range of 6,840nm

A higher gross weight, longer range A330 was studied for years as a response to the 787, though it went by a different name at first. It was called the A350. It eventually gave way to the A350 XWB which we see today in the three aircraft family of the -800, -900 and -1000.

In its earliest iterations, the dimensions of the A350-800 and A350-900 matched identically to the A330-200 and A330-300. Though shelved in favor of a all-new design, Airbus clearly didn't opt to mothball the plan fully, instead waiting until now to call it a higher gross weight model A330 to take on those early 787s.

One has to wonder if a heavier A330-300 is in the works as well if performance issues on -8 carry to the -9. Though, the A350-900 will already be into final assembly by early 2011. Yet, a heavier A330-300 might make sense to offset the A350-800 which is due in 2013, a direct competitor to the 787-9 due in 2012.

There's no indication currently as to whether or not there would be any engine changes to the new 2010 model, though the A350 mark 1 featured both Rolls-Royce and General Electric engines. The only reason why GE didn't make it onto the XWB was because the passenger capacity of the -900 and -1000 would have put it in direct competition with the GE90-110/115B engines on the 777.

Finally, claims that the 787-8 is "tons" overweight and 2% over fuel burn targets are stunning to say the least. Airbus didn't say by how much the 787 is overweight, but the impact as they see it is clear. Early 787s, Airbus claims, will only have a range of 6,720 nm, at least 1,000 nm less than the range Boeing advertises, and only about 800 nm more than the 767-300ER. Airbus cited "market intelligence" for its updated assessment. It's worth noting that Boeing has not yet responded to Airbus' claims about the 787-8 performance.

Though with Dreamliner Seven held in supply chain because of the strike, the aircraft will likely benefit from additional change incorporation aimed at bringing down the weight and boosting performance both on the airframe and for the engines.

The jury is still definitely out on this question until flight and static testing get underway fully.

EVERETT -- Jetliner production is set to halt at 12:01 AM in Puget Sound, costing The Boeing Company as much as $100 million per day and further stymieing its struggling 787 Dreamliner program with the walkout of 27,000 machinists.

Negotiations between Boeing and the International Association of Machinists and Aerospace Workers Union (IAM) collapsed after a 48-hour contract extension yielded no new breakthrough.

Boeing says that for the, "787 in particular, a protracted strike could risk the ability to fly in the fourth quarter," adding "mitigation plans are in place to minimize impact of work stoppage."

The 787 programme is already fifteen months behind schedule.

All aircraft completed prior to the strike will be delivered on schedule, and Boeing pledges continuing support for all aircraft in service.

Boeing has estimated that it will deliver between 475 and 480 aircraft in 2008, a number that is likely to be impacted with the strike.

For the Next Generation 737, Boeing's highest production rate aircraft, each day that the strike rolls on means one less 737 delivered to airlines, many in desperate need of fuel efficient aircraft to replace aging fleets.

In the first half of 2008 Boeing delivered 187 737s.

For the widebody twin-engine 777 programme, every five days means one less aircraft delivered. During the first half of 2008 Boeing averaged a production rate of just under seven per month to deliver 39 777s to its customers.

Currently, Boeing has eleven 777 aircraft at various states of completion on the flight line at its Everett, Washington facility, including four for Emirates, two for Brazil's TAM, and one each for Cathay Pacific, Air Canada, Qatar Airways, Asiana Airlines and fledgling trans-pacific Australian carrier V Australia, which is set to begin service from Sydney to Los Angeles on 15 December.

In addition, the 777 freighter program is undergoing a certification campaign with two aircraft based at Boeing Field in Seattle. The first 777F is set to be delivered later this year.

For Boeing's lowest rate production aircraft, the widebody 767 and 747 lines, the first half of 2008 saw an output of roughly one per month, delivering six and nine aircraft respectively.

An IAM strike also halts production for the 747-8F, which is scheduled for roll-out in February of next year.

On 3 September, 87% of the IAM membership--Boeing's largest union--voted to strike, with 80% rejecting the company's best and final offer. Later that evening, Boeing and the IAM leadership agreed to a 48-hour extension in the contract to negotiate with the assistance of a federally appointed mediator.

"Despite meeting late into the night and throughout the day, continued contract talks with the Boeing Company did not address our issues," said Tom Wroblewski, IAM district president, in an open letter to the union membership.

Boeing also expressed its disappointment in the outcome of the negotiations.

"Over the past two days, Boeing, the union and the federal mediator worked hard in pursuing good-faith explorations of options that could lead to an agreement. Unfortunately the differences were too great to close," said Scott Carson, president and CEO of Boeing Commercial Airplanes who was present at the negotiations.

This will be the first time the IAM has voted in favor of a strike in back-to-back contract negotiations. The union's 2005 strike lasted for 28 days.

As IAM prepares to strike, both sides indicated it was the responsibility of the other to step up and return to the negotiating table.

"We are interested in speaking to the IAM," said a Boeing spokesman. "And when we hear from [the IAM] we'll be able to [continue negotiations]."

"If this Company wants to talk," said Wroblewski. "They have my number, they can reach me on the picket line.

Photo Credit: FlightBlogger

I missed a bit this week covering the labor negotiations, so here's a quick rundown. Discuss.

CRJ1000 First Flight
Mary Kirby broke the story of the first flight of the CRJ1000 earlier this week. C-FRJX took off from Montreal's Mirabel airport of Wednesday at 10:02 for its maiden three-hour and 25 minute flight. Congratulations Bombardier!

900 for 787 (really this time)
On the 787 front, Gulf Air signed a letter of intent for 8 more Dreamliners, boosting the total over 900. This is not official yet because the orders are not yet firm, but once they are the 900 mark is officially broken.

Governor Palin's Plane
Senator McCain's Vice-Presidential running mate got a new plane this week. A jetBlue Embraer E190 registered N239JB. The aircraft was delivered as 'Blissfully Blue' in August 2006 to jetBlue, ironic really, because Governor Palin hails from America's largest Red State.

Podcasting
Sat down with Addison Schonland for a podcast to discuss the goings on this week with the IAM and Boeing and what things are looking like heading into the weekend.

MRJ & Boeing
Boeing will serve as consultant to Mitsubishi for the "marketing, development and post-sales activities" of the MRJ. I'm still pondering this move - what do you think?

Also, this was the scene on Wednesday from the Seattle Times. I was in the back of the room.

Saying Hello to the Dreamliners
The Boeing Factory Tour is a tradition of mine every time I come to Seattle.

Naturally, I checked in on the 787. Dreamliner One is surrounded by a gated red fence requires anyone working with the airplane to check in and state your purpose for working with the aircraft.

The aircraft was on its own wheels and its flaps (all installed) and spoilers were extended. Yellow testing lights were on signifying the on-going functional testing of all the aircraft's systems. Another thing I noticed was that ZA001 had its nose cone attached and it appeared to be new! It was painted fresh white, not the shades of blue we saw at the roll-out.

I could also see some flight test equipment installed in the cabin. The engine inlets were shielded with red covers and the chevron-edged cowlings were installed.

Down the line, ZA002-ZA004 all had their nose cones tipped up, revealing the honeycomb radar underneath. Also, ZA003 was sporting a bright red rudder for Northwest. ZA004 was surrounded by tooling and the MOATT (mother of all tooling towers) which had been installing the vertical and horizontal stabilizers. I could also see the wings for ZA005 laying beside ZA004, as well as the tail cone and horizontal stabilizer in the aft soak area.

I'm going to Disneyworld!
Okay, I'm not going to Disneyworld, but Boeing and the IAM certainly are.

According to one veteran machinist deeply familiar with Boeing/IAM labor policy, had the IAM refused to accept the help of a federally appointed mediator and the 48-hour extension, immediate beginning a strike, the IAM would have been deemed negotiating in bad faith, opening themselves up to legal action.

Article 24 of the existing contract allows for a potential extension of up to 1 year if the union agrees to it. It has never been done for this long, though it was done for 5 days in 1986 to give additional time to the Union membership to see the changes to the contract and vote. The same could be done this time around to call for a vote later this weekend without going on strike. A simple majority (50%+1) is required to approve the new contract.

Right now, Boeing and the IAM are in a media blackout while the extended negotiations are underway.

777F's Busy Summer
Flight Testing at Boeing is going as strong as ever. I spotted the second 777F for Air France weaving in tight turns in the skies above Boeing Field today while driving north on I-5 to Everett. Both aircraft are based at BFI.

One thing you didn't know about the IAM contract
Reading the contract today I thought it was interesting was that Boeing has now added "or same-gender domestic partner" after group benefits were previously allocated only for spouses.

Twenty-three hours forty-seven minutes to go.

SEATTLE -- At Flights Pub in Everett, a local bar in the parking lot of a shopping center not far from the Boeing's widebody final assembly line, Machinists could be heard spontaneously chanting "Strike!" venting their frustration over the events of the evening.

It had been just over three hours since the IAM leadership and Boeing agreed to a 48-hour extension in negotiations to identify and resolve what vice president for Human Resources and chief Boeing negotiator Doug Kight called the "critical few details" remaining in the contract.

Though as one veteran business reporter asked of Kight at Boeing's 10:45 PM press conference that, "it sound to me like there are probably as many issue as there are union members. What if they come to you with a list a mile long with issues?"

Kight responded:

"At this stage in the process, we've been talking for months and months, hours and hours and hours on all aspects of the contract, all subjects. When you get to this stage in the process you have to narrow the issues. It'll be very, very challenging to make progress if this doesn't occur."

Though, the frustration by union members was not limited to management. The reaction at the IAM lodge meeting halls near Boeing Field captured the sentiment of the membership.

The announcement of Boeing's desire to return immediately to the table was met with jubilant cheers, but moments later, the mood turned sour when IAM chief negotiator Mark Blondin informed his membership of the 48-hour extension in negotiations, even with 87% supporting a strike.

"They have 48 hours to bring a deal that's acceptable to you, or it's on," said Blondin.

The announcement was met with very visible displeasure, including comments not suitable for print.

Many machinists were frustrated by what they felt was the IAM not supporting their overwhelming vote to reject Boeing's best and final offer and go on strike.

"We stood in solidarity with them, they didn't stand with us," remarked one Everett-based machinist at Flights Pub.

Amid the frustrations of assembled machinists, Bondin attempted to get a word in edgewise over the loud protests of the machinists:

"We have told you all along that it is our job as negotiators to go to the table and negotiate you a contract that is acceptable to you, not to negotiate a strike."

The following morning, there are indications across many Boeing factories that even without the formal commencement of a strike, jetliner assembly has ground almost to a complete halt. One machinist tells FlightBlogger that "droves" of staff at Renton, site of 737 final assembly, were sent home for inactivity and, "a lot of people didn't go in at all."

Even with the 48-hour extension, many machinists were defiant in the face of both the IAM membership and Boeing.

"I'm on strike," remarked another machinist. "My contract expired yesterday at midnight."

This is a breaking story and will be updated as more details become available.

SEATTLE -- The International Association of Machinists, Boeing's largest union, has voted to strike, rejecting Boeing's "best and final" offer for a new three-year contract.

UPDATE 9:51 PM: IAM leadership has agreed to return to the bargaining table with Boeing to continue to negotiate a contract with a NRLB Federal Mediation & Conciliation Service appointed mediator in exchange for a 48-hour hold in the commencement of any strike. IAM members present angrily reacted and indicated that the 87% vote in favor of a strike and 80% rejection of the contract should stand initiating a strike at 12:01 AM. Currently, no strike is authorized.

UPDATE 9:45 PM: IAM leadership indicates Boeing is ready to return to the table, in exchange for 48 hour delay in strike. Union members present react with expletives, mostly of the four-letter variant.

UPDATE 9:41 PM: IAM votes 87% in favor of a strike. 80% reject contract. Jetliner production halts at 12:01 AM.

UPDATE 9:39 PM: "The Final Countdown" blares as Union Leadership enters the press conference hall.

IAM: "You don't tell us what our members want, we tell you what our members want."

UPDATE 9:27 PM: Official confirmation of a tally is not yet available.

This will be the first time the IAM has voted in favor of a strike in back-to-back contract negotiations. The union's 2005 strike lasted for 28 days.

SEATTLE -- The early ballots have arrived at the IAM 751 meeting halls near Boeing Field. Roughly fifty ballot counters are separating and counting ballots. Blue ballots represent votes supporting or rejecting the contract, red ballots represent strike votes. Counting of the approximately 25,000 ballots is expected to take several hours.

Cheers were heard earlier coming from another counting room; observers speculated that these signified early returns from IAM sites in Oregon and Kansas.

EVERETT, WA -- I write from the just across the flightline at Paine Field at the Boeing Factory. The sound of airhorns can be heard blaring from the march of machinists taking place at the other side of the field at the world's largest building right now.

Driving from Seattle to Everett, one quickly realizes just how intertwined The Boeing Company is in the fabric of the Pacific Northwest. A forty minute trip on Interstate 5 takes you past Boeing Field to the Everett Factory.

As I drove up the freeway and overlooked BFI, a brightly blue and white painted 777F sat on the ramp; it's large cargo door open busily being worked on.

Approaching Everett, the doors to Building 40-23 were just slightly ajar revealing the static test airframe in its massive blue metal test rig.

Though on this day, where my eyes would usually be drawn to the new aircraft on the ramp, a large gathering of sign-carrying blue-shirted machinists is today's purpose for being here.

Looking out at Boeing right now reveals just how much is at stake. The result of the vote should be known by 6:30 PM PT.

Seven hours, twenty-three minutes to go.

The headline says it all really. I'm heading to Seattle this morning to cover the IAM vote tonight in person.

I'll be twittering (tweeting), updates all day (and likely all night) as they become available. News of the vote will be instantaneously sent out via twitter the moment the result is known.

With that being said, I want to hear from you, Boeing employees, to get your viewpoint. To strike or not to strike? What do you think

With just over twenty-four hours to go before the contracts of 26,800 machinists expire, Boeing's beleaguered 787 is quickly running out of margin to achieve its first flight in the fourth quarter with a fresh slip in assembly completion.

According to several sources inside the 787 program and others familiar with the schedule, assembly completion of Dreamliner One is now tentatively targeted for early October, a slip of about five weeks.

Assembly completion was initially set for August 31, just four days prior to the expiration of the IAM's three-year contract.

The change in the internal schedule is separate from the looming spectre of a potential strike.

Boeing spokesperson Yvonne Leach reaffirmed that 787 is "on track for first flight for the fourth quarter of this year."

According to another source familiar with the schedule change, the remaining work centers largely on the installation of flight test instrumentation and cabin equipment.

The slip was necessitated by the production of long lead-time parts resulting from design changes, as well as small, but time-consuming, issues arising from systems integration.

When Boeing announced its recovery plan for the 787 program in April, the first flight of ZA001 was slated for late October. A five-week schedule slip would push first flight to early-to-mid December.

Yet anecdotally from suppliers, indications exist that first flight could slip to the early part of 2009, though these are currently unconfirmed.

787 Program Vice President and General Manager, Pat Shanahan, said in July at the Farnborough air show that he was "eating margin" built into the schedule to provide a buffer between first flight and the close of the year.

Shanahan also said at the time first flight was set for November.

A December first flight would still meet Boeing's projected fourth quarter target for ZA001. Though the change in the schedule underscores just how tight the 787 schedule currently is, even before any impact of a potential IAM strike.

Yet with the slip, the 787 program is not without progress. Dreamliner One recently had all its movable control surfaces reinstalled and landing gear swing tests were successfully initiated.

In addition, section 43, the Kawasaki-built forward barrel of the center fuselage, was declared shop complete.

Even with the remaining work left to complete assembly of Dreamliner One, aircraft is set to move out of the factory to a slant position in Building 40-24 later this month, once the fatigue airframe is moved to the test rig.

The vacancy created by ZA001 leaving Building 40-26 allows Dreamliners Two, Three and Four to advance on the line, making way for assembly of Dreamliner Five, the first GEnx powered 787. The first four 787s are powered by Rolls-Royce Trent 1000 engines.

Labor Day @ Boeing
The IAM leadership unanimously decided to recommend a strike vote by its 28,000 strong membership. A two-thirds majority vote is required to strike. If a two-thirds majority is not reached the contract would be approved and a strike avoided. IAM's video response to the "best and final" offer. Boeing expressed its "extreme disappointment" in the IAM's recommendation of a strike.

The most visible sticking point centers on job security in the face of growing outsourcing. A concern left unaddressed in Boeing's "best and final" contract presented to the Union last Thursday.

This is an unstoppable force and an immovable object on a collision course for one another.

2 days to go.

Hurricane Gustav
About five hours from the time this is posted, Hurricane Gustav will make landfall on the Gulf Coast of the United States, once again slamming New Orleans with brutal weather. We pray that the New Orleans and the Gulf Coast escape the wrath of this storm.

The storm track has it plowing a course between New Orleans and Houston, undoubtedly wreaking havoc on America's air traffic system. As of 6:30 PM local time on August 31, "The Louis Armstrong New Orleans International Airport has ceased commercial flight operations."

The active TAF at 3:36 PM (8/31) for MSY has winds gusting at 5:00 AM local to 60 kts and 70 kts by 9:00 AM this morning. Not pretty.

The course also has the storm on track to hit America's oil infrastructure. Refineries along the coast and off shore drilling platforms will undoubtedly be impacted by Gustav. The already astronomical price of oil, which had been coming down in recent weeks, could shoot back up  hitting cash strapped airlines just as the summer travel season ends and fares have historically begun to come down.

A Flightglobal Film
With last week's news of the "shower related delay" for the second Emirate's A380, the first A380 had quite an inaugural flight. Flight's Lori Ranson was invited to cover the first flight from Dubai to JFK on August 1. The first revenue flight of A6-EDA was masterfully captured on film by Lori and edited by yours truly. We couldn't get permission to use Jet Airliner, an aviation rock classic by Steve Miller, so our European team opted for a "moody European Cinema vibe to the piece." Not my first choice.

Lori's account is packed with fantastic tail cam footage of both take off and landing, a full on-board tour, Emirates chief Tim Clark comparing the 777-300 (classic) to the 747-400, and even a great shot of the superjumbo's safety card. I edited in the seat map of the A380, so you always know where you are on board.

Total running time for the video is 30-plus minutes, in three parts. Enjoy.