Even with the grounding of the 787 fleet, Boeing is making room in the factory for production standard aircraft.The company has said that production would roll on as normal to limit disruption to the slow production ramp up as the fix for the wing root is being developed for installation at all phases of completion.
The progress on the wing reinforcement will be the topic of a dedicated report.
Boeing received its 10th set of 787 wings (8th flying set) from Japan on Monday. The wings for the second production 787, ZA101, will eventually be delivered to ANA.
Last Thursday night, Boeing moved ZA005 and ZA006 out of the 787 final assembly line. The move opens up two assembly locations inside building 40-26 for production standard aircraft.
ZA005 was moved to Paint Hangar 45-03 and ZA006 relocated to Building 40-24 on the 767 line. No word yet on what colors ZA005, the first GEnx-powered 787, will wear after the six flight test aircraft were no longer assigned to customers.
ZA100 remains at position one inside Building 40-26 with ZA004 sitting at the head of the line closest to the football-field sized doors.
Out on the flight line ZA002 will be fired up again as early as Thursday for systems checks. According to Aviation Week:
Chief amongst these will be a high-lift system ground test using engine-supplied electrical power as well as flight deck checks of the crew alerting audio system.
Another key system due for checks on ZA002 is the gross weight center of gravity processor, originally set for tests on July 12. This is also now scheduled for tests on Thursday and will be an important tool for flight test work in the coming months on ZA002 which will verify 787 stability and control along with ZA001. The processor will allow flight test personnel to precisely monitor and alter cg positions in-flight to enable tests of several conditions in a single sortie.
In other 787 news, the fourth LCF, when it becomes operational, will be registered N718BA.
Video shot by Matt Cawby
on July 14, 2009 11:02 PM | Reply
Jon,
Where's ZA004? We know ZA003 is on the 747 building and know we know where ZA005 and ZA006 are but where's ZA004?
on July 15, 2009 12:19 AM | Reply
@NYC777
You took my question, haha.
I'm thinking maybe there are parked diagonally in the 777 assembly line like the others...maybe...
----
Boeing has 10 sets of wings and going to install them. From Jon's explanation it looks like the problem is with the top of the wing box parts of the wings. What we don't know if this is a defect. Do we? If there is a problem in the wing design, why is Boeing still taking in the wings?
My only guess is that they will just install the reinforcement patch on the newly assembled planes. Then develop, design, and test a new wing with a stronger wing box, then install that on later models.
Oh! Another test that is secretly going on right now is how the carbon fiber reacts in the sunlight. Though painted over as Boeing always planned. NA787BA and NA787EX are getting some good time in the sun.
on July 15, 2009 12:37 AM | Reply
I can't wait to see the paint job on ZA005! :D ...I wonder if ZA003 and 4 have been painted?
on July 15, 2009 3:05 AM | Reply
Not sure it's really a grounding considering it has not been push by Boeing to fly yet (even though in theory it could have).
on July 15, 2009 3:09 AM | Reply
I just go to work. I don't believe anything they tell me anymore. When I see it with my own eyes, I'll probably still have doubts!
on July 15, 2009 5:11 AM | Reply
Jon,
Thanks for the update. It is the only news on the 787 that has appeared since the flight cancellation.
I interpet this as the possibility of some light on to the situation with an optimistic side. Production is being moved on at a normal pace and "the fix for the wing root is being developed for installation at all phases of operation".
Although the language is not explicit in its clarity, it infers that there is a limit to the extent of the structural issue and implies that there is a solution which will be incorporated into the process at the completion phase . Since you indicate that you will issue a dedicated report on the progress of the wing root fix , we will have to wait anxiously for your discussion of more speciific information.
I hope this optimism is not wishful thinking but is a result of indications that progress is being made to overcome the delay and is promising in that it is not causing any additional production delays.
on July 15, 2009 7:32 AM | Reply
NYC77 and Niyoko, you guys need glasses. From the article: "ZA100 remains at position one inside Building 40-26 with ZA004 sitting at the head of the line closest to the football-field sized doors."
on July 15, 2009 9:44 AM | Reply
Why bother putting these beauties together with the wing issue? What's the point? They are only going to have to pull them back into the assembly area to install a major fix in a few months anyway, and none of these birds can be used for flight testing as is.....
on July 15, 2009 10:23 AM | Reply
Wes,. I assume that the fix will enable the plane to undergo flight testing ...you do not.
We all await Jon's report, but based on the remarks by Scott Francher, there is a fix being contemplated that would satisfy some of the requirements of a much enlarged flight envelope and enable the plane to fly and start moving towards certification.
on July 15, 2009 12:21 PM | Reply
It should be noted that the static frame continues to undergo testing. The issue at the side of body has not prevented them from carrying out some lower load conditions.
on July 15, 2009 1:46 PM | Reply
This goes to Jon,
Jon with the wing fix being developed, and them still continuing production of the 787's as normal, does that mean, that they will try to continue to build them until a fix is developed, and then all the aircraft that are already assembled, and on the flight line going to receive the fix there on the spot? Wouldn't it be better to wait for the fix then apply it already in the factory?
on July 15, 2009 3:23 PM | Reply
Thank you for the clarification, BA Investor. Of course, not being an engineer and looking from the outside in, it appears to be a very major setback for the program. If a reasonable fix can be found to permit a reasonable flight envelope, then it makes sense.
on July 15, 2009 3:53 PM | Reply
Wes,
Not being an engineer and looking at this situation from the outside, I hope I am right. This has been an indication from the Company as well as some Bloggers, but we all await Jon Ostrower's report because he has been able to get to the heart of the matter with clarity and veracity.
I think this site has been one of the best on the web to tune into insightful and leading edge information because Jon has contributed his efforts with objectivity and balance. He appears to be trusted by many.
on July 15, 2009 6:40 PM | Reply
It will be intereting to see the fix for this problem. They may be able to just spec newer,stronger, and stiffer carbon fiber then what previously speced for that area orginally, or add a few more plys of high modulas carbon.
on July 15, 2009 7:37 PM | Reply
Tim,
I see.
Anyways I knew ZA004 was still in the production line. I didn't know or see the move of ZA005 or 6...but doing more re-reading I have found the answer. I do still wonder what ZA005 is going to come out looking like. :) Can't wait.
on July 15, 2009 7:47 PM | Reply
I think it would be cool to see ZA005 painted in a GEnX type theme, like on the test bed.
on July 15, 2009 9:32 PM | Reply
Niyoko's comment about sunlight reaction tests rang a bell!
Before internet and blogs, I recall exposure to sunlight was a major maintenance issue on the B2.
I assume they solved it, but these tests are interesting?
on July 16, 2009 3:18 AM | Reply
Mr. Fancher said that they were dealing with a very small area, about 1" square. So it is not a big problem at all.
Anyone want to buy a bridge in Manhattan?
Why do some people continue to quote Boeing execs as they were a trustworthy, reliable source of information?! Makes me doubt anything else such people would also write.
Fool me once, shame on you. Fool me twice, shame on me. Fool me 6 times,.......?
Reading some of the comments, I get the impression that people believe Boeing will first come up with a fix to allow the flight test program to continue, and then another fix for serial production which would also include the flight test aircraft. Not sure where this is coming from, but I don't think so. If i were a pilot, I would not be wanting to try to recover from a deep stall in an aircraft with a reduced flight envelope wing and I cannot see Boeing "grounding" (if it isn't a grounding, what do you call it?!) its flight test fleet in the middle of the flight test program in order to install the "proper" fix.
on July 16, 2009 12:57 PM | Reply
Alloycowboy seems to know something about composites and suggests a possible solution, but non of really know the extent of this issue and will not until either Boeing announces some new information or Jon posts an article that will clarify what is really happening.
The rest is speculation...some sounding more interesting than others but we are all on hold until further details are provided.
on July 17, 2009 12:02 AM | Reply
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on July 20, 2009 2:37 AM | Reply
Alloycowboy means high modulus carbon (I hope). Don't believe Boeing would use a lower strength carbon in such an area on such a weight sensitive (overweight) aircraft. Would be very much surprised if we even get a hint as to the repair on the static acft, the fix on the existing acft or the new design for future acft.