November 2009 Archives

Boeing successfully completed a critical static test today that re-created the conditions that caused the initial delamination in the 787 stringer caps, multiple sources tell FlightBlogger.

The test -- dubbed "2C" -- saw the composite wings of ZY997, Boeing's static test airframe, flexed to a deflection 18 feet without suffering the delamination first seen in previous testing back in May.

Today's 2C test, which exceeded 100% of the loads a 787 would ever encounter in service, is the third and final static test FAA requirement to clear the 787 for its first flight in December.

While the final data analysis is not yet complete, the successful static test is a significant step forward in validating the modification to the 787's side-of-body, which wrapped up installation on ZY997 on November 16.

The first two requirements included the high-blow test, completed in September 2008, and the 1G checkout, which was completed in March 20.

Sources say Boeing plans to test the 787 wing to ultimate load of 150% in the spring of 2010.

Boeing was unreachable for comment at the time of publication.

Photo Credit Boeing (File)

Bombardier plans a major expansion of its Mirabel, Québec facility to support an ambitious ramp up that, if required, will see 20 new CSeries aircraft produced a each month by 2016.

Gary Scott, Bombardier President of commercial aircraft, spoke to Flightglobal at the Dubai Air Show about the plans to "more than double" the size of Mirabel to support production of the CSeries.

"We're planning, and have all of our suppliers committed to, a day rate," says Scott.

"So we will be prepared to go as high as a day rate, because we think we'll need to, so 20 airplanes per month. Now can we go higher? Sure. It'll just take additional investment, but clearly it is going to need a significant production rate," he adds.

Currently the facility, which supports CRJ production, is roughly 700,000 sq ft. and will be expanded by just under 1 million sq. ft. as CSeries production gets underway.

Twenty 100 to 125-seat CS100 and 120 to 149-seat CS300 aircraft per month would be an unprecedented production rate for Bombardier, says Scott. The CRJ200 operated at a one-and-a-half-day rate, the previous production record holder.

FlightBlogger obtained a conceptual graphic (above) of the CSeries infrastructure development at the Mirabel facility that depicts a multi-stage expansion of the site. Initially planned at a 1.2 million sq. ft. expansion, Scott says that some administration functions, for example, will be combined with those on the CRJ program to make better use of the existing footprint, bringing the expansion to below 1 million sq. feet.

The planning for consolidation of administrative functions with existing CRJ facilities comes as Bombardier has announced a planned production cut of the CRJ line, though Scott says that the consolidation is "an obvious way to reduce our cost and our footprint."

Phase One, currently underway is the construction of the Complete Integrated Aircraft Systems Test Area (CIASTA) that will validate the aircraft systems one year before first flight in 2012.

Phase Two, says Scott, will include construction of supplier satellite facilities to support wing and engine integration, while Phase Three will see the building of final assembly (Phase Four initially on the chart) bay and pre-flight hangar. Phase Four will establish a paint hangar and delivery center (initially Phase Five) for completed aircraft.

The conceptual chart also includes a section labeled Phase Six, for final assembly and pre-flight extensions to meet a one-day rate.

While Scott says the plans for CSeries assembly are not yet finalized, Bombardier has decided to build the CS100 and CS300 on a pulse line, with plans to eventually transitioning to a moving line as processes mature. 

In the ever growing list of "Things Aviation Geeks Love", combining airline nostalgia, classic route structures, new aircraft, trip reports and complex accident investigations might put this week's Movie Monday close to the top of my favorites.

The first half of this classic news reel from the earliest days of commercial jet travel chronicles the May 1952 London to Johannesburg flight (via Rome, Beirut, Khartoum, Entebbe, Livingstone) of the De Havilland Comet 1 (G-ALYP) on the British Overseas Airways Corporation. Pathe Cameraman Ced. Baynes films the world's first jet passenger service aboard the square-windowed Comet.

Flight's 22 December 1949 Issue discussed the performance of the Comet 1 this way:

It is officially stated that the Comet has a cruising speed of 490 m.p.h. at an all-up weight of 105,000 lb and, as a 36-seater, a capacity payload of 12,000 lb. With this maximum payload its Still-Air Range (standard atmosphere, no wind, no allowances) is 3,540 statute miles. The corresponding Practical Range is 2,645 miles, i.e., with due allowance for ground running, taxying-out, take-off, climb and descent, navigational errors, airframe and engine variation and deterioration, the Comet with 12,000 1b payload can fly to a point 2,645 miles distant and, on arrival, have sufficient fuel left for 30 minutes of circuits and stand-off prior to approach, landing and taxying in. By reducing the payload to 6,000 lb, the practical range becomes 3,000 miles; with no payload, it becomes 3,220 miles.

Additional allowances for head wind and diversion to an alternative airport are necessary in order to arrive at the stage lengths that can be operated. For example, the practical range of 2,645 miles with 12,000 lb payload represents a stage length of 2,140 miles, plus 200 miles diversion allowance, all against a head wind of 50 m.p.h. These loadings to 105,000 lb call for a runway length of 2,175 yards, and at this weight the Comet is stated to have a satisfactory three-engine climb gradient.

The news reel then turns to the loss of that same aircraft (G-ALYP) in 1954 over the Mediterranean Sea as BOAC Flight 781, the first explosive decompression of a Dh.106 Comet aircraft. The investigation that followed saw sister-ship G-ALYU encased in a water tank at Farnborough and repeatedly cycled for the equivalent of 15,000 hours until cracks formed near the corner of an escape hatch due to metal fatigue.

The investigation update was filmed during the grounding of the Comet fleet and ends on a hopeful note as it looks ahead to the entry into to service of the Comet 2 and Comet 3, aircraft that applied the lessons learned from the loss of the early Comets.

Boeing has publicly said that static testing on ZY997 to validate the 787 wing fix would begin in late November. Well, it's late November and Matt Cawby's KPAE blog that closely tracks the goings-on at the company's Everett facility posted a small item that has attracted quite a bit of attention:

A wing load test on the static test 787 in the 40-23 began at 4:30 PM today and was completed at 7:20 PM. Second test scheduled to begin at 8:00 PM.

In this case, "today" referred to Friday, November 27th. Static testing will(is) take(taking) place inside Building 40-23 at the Everett factory, where the static airframe has been parked since April 2008. The static tests will validate Boeing's side-of-body reinforcement and clear ZA001, the first 787, for flight in Decemeber.

There are a few other indications that the static tests are underway, but direct (official) confirmation eludes me. Boeing says that they will be making a comment at the conclusion of the static tests, not the commencement, so official word one way or another isn't coming right now.

Anyone know what's up? Is your strain gauge "spidey sense" tingling too?

UPDATE 5:06 PM ET: Gulfstream has put out a formal release on the successful maiden flight of the G650. The vibration that prompted the precautionary landing was centered on a landing gear door.

UPDATE 2:45 PM ET: Early indications are that the unusual vibration that prompted the early landing was in the aircraft's flap system.

UPDATE 2:22 PM ET: N650GA is back on the ground after what is being described by sources as a "unusual vibration"
caused "precautionary landing" at KSAV around 20 minutes into first flight.

UPDATE 2:07 PM ET: Two independent reports show N650GA back on the ground at KSAV after "apparently problem" caused "emergency landing". Working to find details. (NOTE***The landing was never considered an emergency and was deemed precautionary after vibrations in the landing gear door were felt by the crew)

UPDATE 2:01 PM ET: Savannah Airport weather report: METAR KSAV 251853Z 00000KT 10SM FEW070 SCT090 SCT110 OVC180 14/10 A3002 RMK AO2 RAB04E36 SLP165 P0000 T01390100

UPDATE 1:50 PM ET: Flightaware.com tracking just came alive with a GLF6 flying from KSAV to KSAV as Gulfstream 21 with a departure reported at 1:42 PM ET.

UPDATE 1:47 PM ET: Source reported at 1:42 PM that N650GA was airborne and first flight of the ultra long-range Gulfstream G650 business jet was underway from Savannah/Hilton Head International Airport.

UPDATE 1:37 PM ET: Source adds that first flight is now a go at 2 PM ET at KSAV.

UPDATE 1:25 PM ET: One source says that N650GA's APU has been started and the crew is going through pre-flight preparations.

All signs point to Gulfstream flying its flagship G650 early this afternoon at the company's Savannah, Georgia base, sources tell FlightBlogger.

The weather has begun to lift and Jake Howard, Tom Horn and flight engineer Bill Osborne may take the G650 (N650GA) into the sky for the first time around 1pm.

Weather at KSAV shows winds 350@7 kts. with few clouds at 1100 feet and a second broken level at 11000 feet.

I'm keeping a close watch on flightaware.com and the Savannah Airport Webcam as well, which happens to be pointed directly at the Gulfstream hangars.

Follow FlightBlogger on Twitter for the latest updates on G650 progress.

PODCAST: I discuss the United order with Addison Schonland of IAG and Julie Johnsson of the Chicago Tribune.

Late last week, The Chicago Tribune reported that United Airlines had narrowed its options for the first phase of its wide-body fleet renewal to two choices: The Airbus A350 XWB and Boeing 787 Dreamliner.

There are pros and cons to the selection of each model, but what cannot be avoided here is the historic relationship between Boeing and United Airlines that finds its roots at origin of both companies.

Boeing - once named the United Aircraft and Transport Corp. - was split up as part of the Air Mail Act of 1934 that created three separate companies: United Airlines, United Aircraft, the Boeing Airplane Co. United Aircraft would later go on to be known as United Technologies, parent company of engine maker Pratt & Whitney.

The creation of the 727, 737-200 and 767 saw the continued collaboration of these three companies. These new types were powered by Pratt & Whitney engines and launched with orders from United Airlines. In October of 1990, United again served as launch customer for a new Boeing type powered by the P&W engines. The order, which at the time was the largest in commercial aerospace history, was valued at $22 billion and launched the 777 with a firm order for 34 plus 34 options.

Flash forward 20 years and United again returns to the negotiating table with Boeing on a wide-body order, this time to renew the airline's fleet (and its image) for the first half of the 21st century. There are a lot of considerations for United to consider when selecting a new fleet, let's take a look at their remaining options.

The Case for the A350
Though an inelegant replacement for the 767-300ER, the A350-800 fits with United's fleet as a chance to take advantage of the trend in up-gauging aircraft while reducing overall capacity. For example, five 244 seat 767-300ER flights can be consolidated into four 270 seat A350-800s. The A350 family offers models in the -900 and -1000 that can also replace both the 777-200/200ERs and 747-400s in a single common platform. The commonality between all three variants offers flexibility for United's pilots, as well as consolidating three wide-body aircraft types into one while streamlining maintenance and operations. 

Across the Pacific to Australia, United can leap frog over Delta (777-200LR), V Australia (777-300ER) and QANTAS (A380) with the A350-1000 while going from a four engine to a two engine platform with next-generation technology. The investment new United business class interiors suggest that the airline is in no rush to retire its existing wide-body fleet, meaning the 2013-2015 EIS for the A350 family variants makes the timing attractive to coincide with fleet retirement.

The Case for the 787
Even with the 787 potentially being overweight, the -8 will offer superior fuel burn performance on same-sized routes currently flown by the 767-300ER by comparison. As the oldest aircraft currently in the fleet, United's 767-300ERs are the first candidates for retirement. The A350 is too large to act as a suitable replacement for this aircraft. By Airbus' own admission, the A350 covers the larger 787-9, 777-200ER and 777-300ER market more than the 767 market. The training commonality between the 777 and 787 also offers an advantage for crews transitioning between types.   

Implementation plans for 787-8 with airlines like QANTAS and Ethiopian have shown these carriers' intention to deploy the aircraft as a replacement to routes currently flown by 767-300s. Not only can the 787-8 act as a replacement for the 767 fleet for trans-Atlantic routes, but the aircraft could open lower density long-range flights to China, India or Japan. The 787-9 could also replace the 777-200ERs flying with 258 seats on long-haul segments to Asia offering greater efficiency in an optimized platform. The 787-3 in a high-capacity medium haul role also would also be ideal for high-density routes for vacationing travelers to Hawaii from the west coast, acting as a replacement for the older shorter-range 777-200s that fly the routes today.

The 787 could also be available earlier to United than any A350 variant with the Charleston 787 final assembly line coming online in 2012. While initially sized for three aircraft per month along with Everett's seven per month, Boeing could hold the surge line in place or potentially boost Charleston to meet the demand of early delivery dates.

Updating the whereabouts of the now-rapidly-growing 787 fleet has become a regular feature of this blog, and after a week out of the country it's definitely time to get oriented. So, let's get this show on the road.

Test Fleet
ZA001 is in paint hangar 45-04 going through restoration before it heads to the 40-24 building this weekend. ZA002 wrapped up the wing fix on November 16th and was moved to the 40-24 building for systems restore on the same day. ZA003 has remained in 40-24 (red rudder) where it is undergoing the wing fix. ZA004 is at ATS, where it has been since September 8th. ZA005 has left ATS and joined ZA006 on the flight line. ZY998 (fatigue) was moved from the 40-24 building to the flight line on November 16th and to the Circus Tent on November 17th. ZY997 (static) hasn't moved an inch since April 25, 2008, but also completed its wing fix on the 16th.

Production Fleet
A half-painted ZA100/LN7 has been joined on the flight line by ZA101/LN8. ZA102/LN9 did not pass go, did not collect $200 and went straight to ATS for the wing fix on November 15th. ZA103/LN10, ZA104/LN11, ZA105/LN12 and ZA115/LN13 are in the factory being assembled, with wings and horizontal stabilizer for ZA116/LN14 in the house as well.

Photo Credit AirShowFan

This last daily wrap up from Dubai is a tad belated due to some late network issues. We also had to record this one a bit earlier on Tuesday because of some time constraints, so we didn't get the full skinny on the orders announced during the day. That being said, I'm back safe and sound on the East Coast! Thanks everyone for a very memorable week!

DOHA -- Though I hold an economy class ticket on all legs of my journey to and from Dubai, Qatar Airways provided me with a look inside their Premium Terminal for First and Business Class passengers transiting through Doha.

The terminal is separated into three primary areas, first class and business class and security screening and staff waiting area. Once I got off the Airbus A320 (A7-ADJ) in Doha and I boarded a people mover specially fitted with lounge seating for a trip to the terminal that takes less than a minute. Upon arrival I passed through security and made by way up the main escalators of the spacious naturally lit terminal.

One thing you won't find in the Premium Terminal are loud speaker boarding announcements. When you first check into the terminal, a staff member notes your attire so they can find you individually when it's time for your next flight. When it gets a bit busier, staff members will roam the area to make personalized group announcements starting 45 minutes before your departing flight.

It becomes immediately clear that Qatar Airways has spared no expense for its premium customers, with showers and beds (for use up to 6-hours) for both classes. First Class lives up to its name with an area for spa treatments, a jaccuzzi and a sauna. Access to the spa is actually the only area of the terminal that is not included in the cost of the ticket and passengers can select from a menu of indulgent options during their layover.

Small things like play areas for little children and families, as well as a room with Playstation 3 terminals are all available to pass the time (for kids of all ages). The terminal also features twin male and female prayer rooms for Muslim passengers, an indication of airline's cultural heritage.

The First Class area can accomodate around 125 passengers and the Business Class area was expanded four months ago to accomodate up to 600 passengers. During peak evening hours, both room are very commonly filled to capacity. Both areas have business centers, free wi-fi terminal wide (thank you!), as well as buffets to fuel up before or after a long flight - which I'm doing as I write.

I want to thank Qatar Airways for the opportunity to visit their Premium Terminal. It's good incentive to try and return one day as a premium passenger. A guy can dream, right? In the mean time, I'm perfectly content with whatever class I fly...as long as I'm in the sky.

(More pictures later)

DUBAI -- Cessna handed over the keys of the first Middle Eastern Citation X fitted with elliptical winglets to Wallan Aviation here at the Dubai Air Show.

Saad Wallan, chairman of Wallan Aviation says the aircraft, with its range extending blended winglets, allows for non-stop travel between Riyadh and London at the Citation X's signature high-speed cruise at Mach .92.  

The newly introduced winglets add a 15kt boost in cruise speed and 545kg more payload at hot and high airports, as well as a 280 km (150nm) increase in range.

Along with a reduced time to climb, Cessna says the winglets also reduce fuel consumption by 4-5% for long range missions.

With Sunday's delivery to Wallan, the aircraft will immediately enter service following the show.

Wallan Aviation operates a fleet of Cessna aircraft and is the company's authorized sales representative and authorized Citation Service Center in the Middle East.

The US Federal Aviation Administration certified the retrofit of the winglet for the Citation X in June and includes the replacement of the existing anti-collision and position light system with LED versions.

As a previous order holder for the super midsize Columbus business jet that was cancelled by Cessna in July, Wallan says that even with the downturn that sidelined the new aircraft, his company has found a silver lining that has made the substitution of the Citation X ideal.

Wallan says that his company has benefitted from the downturn, in that previous operators of large-cabin BBJ and Gulfstream aircraft have opted for a smaller aircraft like the Citation X for their travel needs.

Wallan says that the dust has now settled following the sharp downturn in business jet travel, adding that the Dubai Air Show represents a barometer for the industry.

"We have a lot of faith in this show to show us the direction," says Wallan.

DUBAI -- Boeing's vice president of marketing, Randy Tinseth outlined development milestones for the company's 787 and 747-8 programs today in Dubai.

The company announced earlier today the completion of the installation of the wing fix on its 787 static aircraft - ZY997 - and ZA002, the second of six flight test aircraft.

Tinseth says restoration operations are underway to refit access doors, systems, seals and fasteners on ZA001 and ZA002 in preparation for flight, while ZY997 is being refitted with strain gauges and instrumentation required for testing.

The company reaffirmed its plan to test the design of the modification on the static airframe later this month, and plans to fly ZA001 by the close of 2009.

Meanwhile, Tinseth announced that RC501, the first 747-8F which recently moved to the paint hangar is 98% complete, with the second and third 747-8F flight test aircraft 93% and 86% completed, respectively.

In addition, Tinseth says has passed 87% of engineering released on the company's new 747-8 Intercontinental passenger jet and has completed the critical design review phase.

DUBAI -- A few hours before Ethiopian Airlines announced its order for 12 Airbus A350-900 aircraft yesterday, I had a chance to sit down with CEO Girma Wake to discuss his airline's plans for global expansion with its three new aircraft types, the A350, 777-200LR and 787.

I started off by asking Mr. Wake about the role of his newly purchased A350 and how it will fit in along side the 787 and 777-200LR.

"These are complementary [aircraft] for us," wake says. "The 777-200LR has a very good range and especially from the Addis Ababa Airport, its very difficult with the altitude."

"We are at 8,000 feet above sea level. It's very difficult to get full benefits of engine performance. With the 200LR we get very good advantage with performance. Secondly, we have been growing the last five years -- 20% year over year -- and that necessitates an airplane that can take over 300 passengers. And the airplanes that we have today, the 767 carry about 270 passengers and the load requires we go over 300 [passengers] and that is why we picked the 777-200LR and we expect that the 787 to do the mid-range for us. The A350 will also help us operate the long range with that older fleet. Both of them can serve on the same route."

I asked Mr. Wake directly about his airline's order for the 787 and Ethiopian's role as the African launch customer of the type and whether or not the title still held.

"Yes, that is still the case," he replied. "We are taking all of the airplanes that we have ordered."

Wake says his airline's first 787 is now expected in mid-2011, which is around the same time Ethiopian will be "taking most of our 777s." He also revealed that two of the 10 787s on order would be 787-9s which would be delivered "sometime in 2013'.

With the performance of the 787 an open question until flight testing begins, I asked Mr. Wake about the prospect of early aircraft being delivered to the airline overweight.

"There is an overweight situation. We are not very happy that it is over weight," says Wake.

"But even considering the fact that it is overweight, we believe that for our mid-range routes, it is still a very attractive airplane like Europe to Africa [and] within Africa. And if we can leave the Far East and the American operation to the 777 and the A350, the 787 will definitely be a very good replacement for us for the 767 and 757 routes. It will still be a lot better."

Wake says that Boeing is trying to "come up with various solutions" to meet contractual range, payload and fuel consumption targets for the 787-9, adding that "If they come up with a solution, we will take the -9.  If they don't come up with a solution we will keep the -8, we have that in our contract. In any case, initially only two -9s were contracted for us, but if it does not work we can still go with -8, but we'll take all the [orders]."
 
I then asked Wake about the introduction of the A350 and his airline's plans for the new long-range widebody set to arrive in 2017.

"We have plans to dry lease some A350s before that if we see that demand is picking up, the new sectors that will come up gradually will be Brazil - Sao Paulo- more points in the USA, we want to fly to Canada and we want to expand to more points in the far east like Shanghai, Kulala Lumpur, so on and so forth," says Wake.

Wake made a point of saying that Ethiopian Airlines will double in the next five years growing 20% year-over-year. Currently Ethiopian moves 3 million passengers per year.

I concluded the interview asking about his shift as a long-time Boeing customer to a split fleet with the purchase of 12 A350-900s. Wake addressed the decision in this way: 

"We had a very small fleet before. Diversification when you only have 30 airplanes is not a bad thing to do, but when you have 50-plus [aircraft], you can still accommodate it. Diversification is not cheap. So, if you have the right quantity you can still do that and we believe now we have the right number of airplanes in our system that we can diversify, he says.

"And secondly," Wake adds. "I believe it is always better to put your eggs different baskets. Putting them all in one basket could be a problem. So, and we see the airplane also, the A350, when it was originally planned it was not as good. The new revised A350, at least on paper, is very good."

Photo Credit Airbus

Gulfstream remains focused internally as speculation churns on a potential competitor to the company's ultra long-range G650 business aircraft.

"We have about 200 [G650 aircraft] sold and that's our market. We are much more focused on us and bringing products to market...than anything else," says Larry Flynn, Gulfstream senior vice president marketing and sales.

Bombardier is widely believed to be quietly developing a replacement for its large cabin Global Express XRS and competitor for Gulfstream G650.

Gulfstream launched its flagship G650 in March 2008 and recently rolled the aircraft out in September.

"We think we have an airplane that has effectively developed a new market at the top end of the business aircraft market, it has been extraordinarily received and now we need to deliver," adds Flynn.

Programme sources tell FlightBlogger that the aircraft has been recently undergoing low-speed taxi tests at the company's Savannah, Georgia facility.

Flynn declined to comment on any specific tests, but said "If you're at the airport in Savannah, you may see it on the runway" adding that aircraft is on track on meet its first flight target by the close of the year.

DUBAI -- Airbus will offer fuel-saving winglets on its A320 family aircraft beginning in 2012.

The specially designed 'sharklets' will provide a 3.5% fuel burn savings on routes longer than 1500 nm. Air New Zealand will launch the new sharklets at the end of 2012 as part of its recent order for A320 aircraft. Airbus says the A321 and A319 will follow in 2013. Airbus has not yet decided if it will offer the winglet on the A318.

Airbus claims the winglets will offer a boost of 110 nm in range or a payload increase of 500 kg or about 2 passengers.

The winglets will not be offered as a retrofit, but Airbus says it is working with Aviation Partners to provide a simpler design on existing A320 aircraft.

DUBAI -- It feels like just yesterday I was arriving in Dubai for my first day of work with Flight. Two years around the horn and I'm back for another go at the Dubai Air Show. Needless to say, the world (and this city) has changed much in the past two years. The 2007 show saw a staggering number of orders as backlogs exploded, pushing Airbus and Boeing towards record bookings.

Late 2007 saw mega orders for Boeing and Airbus by Emirates and DAE, while Bombardier selected the Pratt & Whitney geared turbofan for CSeries, 787 first flight was scheduled for February 2008, United and Delta were in merger talks, 747-8F roll-out had slid and just one A380 had been delivered to Singapore Airlines.

What a difference two years makes.

The global economy is struggling to free itself from grips of recession, while the Middle East appears poised to lead the rest of the world out of the downturn. This region is an economic barometer for the rest of the planet, though it remains a widely discussed open question as to whether or not regional ambitions will become a reality.

Follow the latest on the Dubai Air Show on Flightglobal.com and Twitter.

Airbus
The European airframer is expected to live up to its M.O. of saving order announcements for air shows. Likely customers include Ethiopian (A350), DAE, Emirates (A330, A350, A380) and Vietnam (A380). Other big show questions for Airbus include: What's the latest on A350 development? Also, what about those A320 winglets?

Boeing
Like the Paris Air Show, Boeing will likely remain quiet on the commercial side, with the real action happening 9000 miles away in Puget Sound with 747-8 and 787. On the defense side, the show is likely to be busy with potential fighter orders. Keep a close eye on The DEW Line and @thedewline for the latest defense coverage here at Dubai.

Embraer
The Brazilian airframer is busy here at the show working both angles of its civil business. The company has brought its Lineage 1000 and Phenom 100, and is widely rumored to have several order announcements in the pipeline from Middle Eastern customers for its E-Jets. 

Bombardier
CSeries is at the forefront of Bombardier's show strategy as the company plans to meet with "over a dozen" Middle Eastern airlines to sell the new narrowbody. An order could be up Bombardier's sleeve, however the magic eight ball is quite cloudy on this one. Also, I'll be chasing the latest on the M-170, Bombardier's G650 competitor.

Gulfstream
Let's just put it this way - I'm on first flight watch for G650. Low speed taxi tests took place on 12 Nov in Savannah pushing T1 to about 20-30 knots, but the tests are indicative of a rapidly approaching maiden flight for the company's ultra long-range flagship.

Wild Cards
Latest on Sukhoi Superjet? China's Comac 919? Mitsubishi's MRJ? Unexpected comments, orders, etc. Like any good air show, you begin with one plan for the show which quickly gets torn up in the first five minutes. The only thing predictable here is the unpredictable.

Required Reading:

• Overview and show preview: Middle East sets course for economic recovery
• Business aviation bounces back: Joining the new jet set
• Dubai's expanding airports: The sky's the limit
• Jordan aims high: Oasis of enterprise
• Royal Jordanian's strategy: Linking the Levant
• A low-cost spy in the sky: Security on a budget
• Training the region: Alya Aviation Academy takes off at Aqba
• Gulf's ambitious network carriers: Flying the flags
• Budget carriers cause a ripple: Low-cost challenge
• Bahrain and Oman fly solo: Out of the shadows
• UAE stockpiles weapon systems: Building an arsenal
• Saudi Arabia's military muscle: Robust Riyadh
• Iraq gathers arms for 2012: Starting from scratch
• NATO-like coalition takes shape: Fractious friends
• US aid for Israel's neighbours: Border security

DUBAI -- Bombardier appears to be closing in on a new ultra long-range business jet to rival Gulfstream's G650 and replace the company's Global Express XRS.

The new clean-sheet project, says one source familiar with the program, is code named the M170.

Bombardier declined to comment if the M170 was, in fact, the company's new ultra long-range business jet, however the a recent increase in listings in support of a non-descriptive "M170 program" have begun appearing on Canadian job websites.

In response to an inquiry about the M170 designation, the company chose only to say, "We are involved in a number of R&D projects."

DUBAI -- It's Saturday morning here in Dubai and I'm just seeing the photos from Thursday night's 747-8F roll-out for the first time. The aircraft departed the 747 line (Building 40-22) and made the quick trip over the Boeing Freeway for Paint Hangar 45-02. 45-02 was part of the original layout for Boeing's Everett factory in the 1960s. RC501, the first 747-8F, should spend at least the next week or so in the paint hangar before moving to the fuel dock for first APU runs followed by a formal move to the flight line for gauntlet testing and pre-flight preparations.

More photos below the fold.

Photos Credit AirShowFan (1,3,6) Boeing (2,4,5) & Liz Matzelle (7)

On board Qatar Airways 777-300ER about to start my journey to the Dubai Air Show (Twitter #dxb09). First LONG leg takes me to Doha from Dulles then on to Dubai. The second leg is only 250 miles long but on a 777. I didn't have a chance to check the registration on my IAD-DOH leg, so if anyone knows, let me know too! The first 777-300ER was delivered almost exactly two years ago, but this particular plane doesn't feel more than a year old. Not a bad ride for a 6018 nm flight.

UPDATE: Now in Dubai! Turns out the first leg was on A7-BAA (first delivered) and the second leg was on a A330-300 (A7-AEJ) - an unexpected pleasant surprise.

Side-of-Body Installations Complete on First Boeing 787 Dreamliner

EVERETT, Wash., Nov. 12 /PRNewswire-FirstCall/ -- Boeing (NYSE: BA) has completed installing reinforcements within the side-of-body section on the first 787 Dreamliner.

The modification entails installing new fittings at 34 stringer locations within the joint where the wing is attached to the fuselage. Installations were completed yesterday.

Boeing expects to complete the installations on the static test airframe and the second flight-test airplane in the coming days.

"Completing this work is a significant step toward first flight. We continue to be pleased with the progress of the team and remain confident the first flight of the 787 Dreamliner will occur before the end of the year," said Scott Fancher, vice president and general manager of the 787 program. "We will test the modification on the full-scale static test airframe later this month. As soon as we confirm the loads are being handled appropriately in the joint we will complete preflight activities on the airplane."

Once the modification is complete on the static test airframe, it will be refitted with strain gauges and instrumentation required for testing. Access doors, systems, seals and fasteners removed from airplane No. 1 to provide access are being restored in preparation for continued testing on the airplane. Boeing continues to install fittings on the fatigue test airframe and the remaining flight-test airplanes. Other airplanes will be modified in the weeks ahead. Overall, the work on modifying airplanes is progressing well, Fancher said.

"We have a strong and capable team that has performed exceptionally well," Fancher said. "I'm very pleased with the team's dedication to meet our commitment to fly before the end of the year."

After airplane No. 1 is restored, the flight-test team will perform another set of gauntlet and taxi tests to ensure that all systems are ready for flight. Fancher noted that with the exception of a single high-speed taxi test, all remaining flight-test activities have been successfully completed on the first flight-test airplane.

In what may end up being the biggest aircraft order of 2009, United Airlines appears close to purchasing a massive number of widebody aircraft by the end of the year from Boeing and/or Airbus to replace the airline's aging 747, 777, 767 and 757 fleets.

I've put together a graphic that lays out all of United's options (PDF) for fleet renewal that shows the existing fleet and potential replacements from both Boeing and Airbus.
There are many options that United could exercise for its fleet renewal, choosing to buy exclusively from either manufacturer, or creating a mixed fleet. Flightglobal's ACAS database shows United operates 25 747-400s, 34 767-300ERs, 19 777-200s and 33 777-200ERs. The carrier also operates 94 757-200s. Each aircraft has a range of options that that could feasibly be replaced by each manufacturer. What follows is a general comparison of models and the airline's options for renewal.

757-200 - United's narrowbody workhorse seats 182 (3-class) or 110 (United ps.) and could be replaced by the A321 or 737-900ER for hub-to-hub or coast-to-coast operations.

767-300ER - The 787-8 or A330-200 would fit for United in this 183 and 244-seat category for trans-Atlantic, Trans-Pacific and Latin America operations. The A330-200 could offer an interim solution before the larger A350-800 is available, but it fits in a category closer to United's 777 rather than the 767.

777-200ER - The stretch 787-9 and A350-800 or even larger A350-900 would be ideal replacements for long-haul trans-Pacific 253 and 258-seat 777-200ER operations. Even the 777-200LR could fit for ultra-long haul operations opening up new markets from the airline's US bases. United is also keen to continue to compete on the US-Australia routes against Delta (777-200LR) and V Australia (777-300ER).

777-200 - As the launch customer for the type back in 1995, United's early non-ER 777s have a range of just over 5,200 nm for 348-seat Hawaii flights and 258-seat trans-Atlantic flights. The 787-3 or A330-300 may fit on these routes designed for high density operations of 5-6 hours or less.

747-400 - As the largest aircraft in United's fleet, the 747-400 could be replaced by four potential aircraft. The twin-engined 777-300ER and A350-1000 are the closest in seat count to the existing 374-seat 747-400. However, the larger 747-8 or A380 would offer significant growth for the airline flying high-capacity long haul routes between large cities.

United appears to be leaning away from the A380 and 747-8 and 777, potentially opting for a mix of 787s or A350s. In addition, a report by Leeham.net says that United is concerned the 787 won't be able to perform the missions the airline is looking for. The report also indicates that any A321 purchase would come with winglets to put them in line with the 757 in terms of performance.

The installation of the wing fix for the first 787 - ZA001 - is now complete, with program sources telling FlightBlogger that flight test schedules have readjusted to target late December for first flight just before Christmas.

Boeing declined to confirm the completion of the installation but says that "we are satisfied with the progress being made with the modifications and are on-track to fly before the end of the year."

As part of the Z18 program schedule, Boeing initially targeted late November for first flight, but the on going pace of engineering design, the availability of the machined fittings, and the installation of the wing fix has slid 787 first flight roughly a month.

The latest target holds 787 first flight within Boeing's latest revised target of flying by the close of 2009. 

Sources also indicate that the wing fix is slated to undergo full-scale testing on the static airframe is currently slated for late-November. Once complete, Boeing engineers will study the results to validate the wing fix and  clear ZA001 to begin its certification campaign.

Additionally, as a result of the completion, ZA001 restoration work is scheduled to begin today in Everett.

Restoration consists of a thorough cleaning, re-installation of systems and complete panel close out.

Once restoration is complete, what remains unknown is if ZA001 will stay in the paint hangar while ZY997 undergoes final validation or return to the flight line to re-start preparation for first flight.

While it is not said explicitly on its website, Japan's All Nippon Airways quietly unveiled the cabin for its 787 Dreamliner this morning.

While the exact configuration of the aircraft is still unknown, ANA's announcement of the selection of the Panasonic eX2 IFE for the 777-300ER and 767-300ER aircraft, we well as the the unveiling of its new 777-300ER cabin leads to one speculative conclusion: This is ANA's 787 product for introduction in late 2010.

ANA already announced in January 2007 that it had selected eX2 IFE for the 787. ANA says the AVOD system will feature 160 programs including movies, videos, music and games, as well as the ability to order food and drinks directly from your seat.

While the 777-300ER will feature a four-class cabin starting in February 2010, there's no guarantee that the smaller 787-8 would also have four classes of service. However, ANA's longest haul aircraft - 777-300ER & 747-400 - both feature a four-class configuration. The airline's medium to long haul 767s have two-class cabins with seating in economy and business class.

Presumably, at least two of ANA's four new classes of service will find their way onto the 787.

First
Re-branded as the ANA First Square, the new first class suite features fully lie-flat beds and a baggage compartment and mini-closet to hang your coat. Each Square will have a 23-inch LCD touch screen with universal power port, iPod connector and USB port. 

Business
ANA's new business class will feature fully a lay-flat seat in a staggered arrangement with a large side table, shoe storage and small in-seat baggage area. Each seat back will have a 17-inch LCD touch screen with universal power port, iPod connector and USB port.

Premium Economy
ANA has selected fixed back shell seats for premium economy and increased the seat pitch from 38-inches to 42-inches. Each seat back will have a 12-inch LCD touch screen with universal power port, iPod connector and USB port.

Economy
ANA has selected fixed back shell seats increased the seat pitch to 34-inches from 31-inches with a sliding headrest and footrest for its new economy cabin. Each seat will have a 10.6-inch LCD touch screen, universal power port, iPod connector, USB port and a special cup holder.

Woohoo cupholder!

Dubai 2009
I head east bound Thursday night for a leisurely 13-hour jaunt to Doha, then on to Dubai. This should prove to be a fascinating show with the Middle East expected to barrel its way out of the recession before the rest of the planet, so all eyes will be on Dubai as a barometer of global economic health. I'll have much more on this topic heading into the weekend. Anyone making the trip over?

Don't forget, the Twitter hashtag for the Dubai Air Show is #dxb09.

A380 In-Service Report
After just over two years of service with three airlines, Flightglobal reporter Max Kingsley-Jones (just back from A330-200F first flight) has authored an eight-page report that delivers an early verdict on the A380. Max traveled to to Dubai and Singapore to assemble the incredibly comprehensive report. We've put together an online package for the A380 in-service report that features additional interviews with Emirates President Tim Clark and tours of the flight deck and cabin. It is a must read for those who love airline operations and aircraft development.

787s to the Flight Line
Over the weekend, another 787 Dreamliner departed the paint hangar in full ANA colors. The more time that goes on, the more I realize how many different ways you can classify each 787. The most recent flight line arrival is: Airplane 8, Production aircraft 2, ZA101 (fmr. ZA008), JA804A and S/N 34488. The fully painted fuselage is also another indication that ZA100 (JA801A) will wear a special paint scheme upon delivery to ANA at the end of next year.

Next up will be Airplane 9: ZA101, JA803A and S/N 34486.

I feel like this is a short week ahead post. What's on your minds for the week ahead?

For the sake of full disclosure, I won't for a second claim to have found this video myself. In fact, I saw it on Airliners.net thread yesterday and thought it would make a fantastic Movie Monday. Airline, a documentary by the BBC, takes you inside the life of British Airways long-haul pilots (in five parts) as they fly the 747-200 from London Heathrow to Bangkok and then on to Sydney as Speedbird 009.

Perhaps most timely is the section on pilot fatigue and boredom in the wake of the Northwest 188 incident. The discussion centers around the increasing role of aircraft automation and the role of pilots in the cockpit as systems operators rather than aviators. Save for the aircraft types in question, the topics of discussion remain just as relevant today as they did two decades ago.

Parts two through five are after the jump. Enjoy!

For those of you who have paid a visit to the Future of Flight museum at Paine Field in Everett, Washington, this large monolithic composite barrel will be quite familiar to you. A few weeks ago, Boeing removed three barrel - a demonstrator of 787 section 47 - from its exhibit in at the museum and relocated back to the factory grounds. It's been rigged up near the 40-41 building and appears to have a vertical stabilizer leading edge now attached to the top of it. I confess to having absolutely no earthly clue as to the purpose of this barrel's reclamation, but it does inspire many many questions? Can anyone shed some light?

Photo Credit Mark Palmer

Boeing has completed the first of three rounds of gauntlet testing on the 747-8F, marking a significant step towards the aircraft's first flight, the company confirms.

RC501's two-day factory gauntlet took place over Wednesday and Thursday and consisted of ground control and autopilot checks, as well as testing of the flight deck and power systems.

Gauntlet testing places the aircraft in a closed loop simulation that 'fools' the aircraft systems into thinking they are flying. The factory gauntlet also represents the first major test of all of the aircraft systems as they operate in unison.

The first 747-8F also flew a simulated reduced B1 first flight profile with dynamics, flight controls and autoflight checks.

The nine-hour "first flight" was flown by Mark Feuerstein, chief project pilot for the 747-8F program and was joined on the flight deck by Captain Sheila Beahm, says Boeing.

RC501 will continue functional testing before rolling out of the factory then heading to the paint shop and fuel dock for first APU start, followed by a move to the flight line for the intermediate gauntlet. The second phase of gauntlet testing will see the first start of the four General Electric GEnx-2B engines under the wings of the new freighter.

After the intermediate gauntlet is complete, the aircraft will move into the final gauntlet systems testing, followed by low and high-speed taxi testing before first flight.

RC501 is expected to take its maiden flight early next year, with first delivery to Cargolux in the fourth quarter of 2010.

Photo Credit Boeing

Late last night, Aviation Week's Guy Norris published a blog post discussing progress on the upcoming A330-200F first flight and the potential for 787 first flight by year's end:

Meanwhile up in Seattle, first flight of the 'other' new twin, the Boeing 787, still remains at least a month away with ZA001 and the other test aircraft in various states of storage and modification, and a re-activation pending structural test results from the side-of-body rework on static airframe ZY997.

Boeing says the installation of the wingfix on ZA001 is not yet complete, and sources say completion on ZA002 is now slightly ahead. There's conflicting information on the next point, which suggests some early steps are being taken to prepare ZA002 for flight ahead of ZA001 if it is ready first, but others indicate that ZA001 is still the prime candidate for 787 first flight.

Boeing continues to reaffirm that the 787 will fly before the end of 2009.

Additional program sources indicate that the installation of the wing fix on ZA001 is tentatively scheduled to be complete just before the middle part of the month. Once ZA001 and/or ZA002 are ready, ZY997 becomes the pacing item for the full-scale validation of the side of body modification.

Mr. Norris followed up with an additional post this afternoon that mapped out the remaining tasks for ZA001 before first flight. His assessment leads to a late-December target for ZA001's first flight. Once the static testing is complete and the fix is validated, Mr. Norris says, ZA001 will begin a three-week pre-flight process of gauntlet tests and other activity.

My sources and Guy's sources both agree: Either way there's a busy December in store for Everett.

Spirit AeroSystems CEO Jeff Turner says his company will deliver 10 787 shipsets to Boeing by the end of 2009. Turner says that six shipsets were delivered to Boeing's Everett, Washington facility in the first half of 2009, with two in October.

To date, Spirit has shipped eight 787 shipsets, including two flight test units and six production barrels. Boeing currently has Airplane 12 in final assembly, with 13 and 14 to follow before year's end. In June, Spirit projected that it would deliver between 10 and 12 shipsets for the mid-size long-range aircraft.

Turner says that Spirit will restart regular composite barrel fabrication later this quarter as it prepares to meet Boeing's 787 production ramp up. Spirit is responsible for the engine pylons, leading edges of the wings and the forward fuselage of the aircraft.

On the flightdeck of the Pratt & Whitney PW4000-powered freighter (MSN 1004) for the 3h 50min flight were Airbus test pilots Philippe Perrin and Martin Scheuermann, accompanied by test-flight engineers Wolfgang Brueggemann, Stephane Vaux and Pascal Verneau.

With just under a day to go before her maiden sortie, the Airbus A330-200F underwent rejected takeoff (RTO) testing at the Toulouse-Blagnac Airport in the south of France. The high-speed taxi tests are part of the final series of check-outs on the new freighter before its scheduled first flight tomorrow morning.

The first A330F (F-WWYE - MSN1004) is now wearing marketing stickers on either side of its windowless fuselage. The left side of the aircraft reads "the right aircraft right now" and the right side reads "Efficient, reliable, profitable".

RTO testing brings the aircraft to just under the takeoff decision speed known as V1. At anytime below the V1 speed, the aircraft is able to safely stop in the remaining length of the runway. The decision speed is determined based on many factors including the length of the runway, weight of the aircraft, thrust rating of the engine, as well as runway and weather conditions.

Airbus will be streaming live video of the A330F's first flight on its website beginning at 8:30 GMT (3:30 AM ET) Thursday morning.

Photo Credit Eurospot

One small item on Airbus.com caught my eye this morning:

First flight of the A330-200F freighter

5 November 2009

Toulouse, France

The A330-200F's first flight is planned for 5 November (weather permitting) from Airbus' Toulouse, France headquarters. This maiden takeoff will mark a key milestone for the cargo version of Airbus' popular A330 jetliner, which is the first new mid-sized freighter to be launched in 40 years. Photos, video and articles from the event will be posted after the first flight.

A little over a week ago, my colleague Mary Kirby and I had a chance to join several industry journalists in an interview with Gary Scott, president of Bombardier commercial aircraft programs.

The small gathering was part of a kickoff to a roadshow Bombardier has begun to market its new narrow-body CSeries aircraft to airlines and lessors. The first stop was New York city to be followed by stops in Europe, Asia and the Middle East.

Our hour-long conversation covered an enormous amount of ground on the future of the CSeries. After being twice burned with the 787 and A380, Scott says that program execution is the number one concern of airlines looking to buy into a new aircraft.

Scott, for the first time, outlined the five-aircraft flight test program that Bombardier has planned for the 100 to 125-seat CS100 which has a planned 2013 EIS. After flight test, all the aircraft, Scott says, will be offered up for sale and likely sold with a discount following refurbishment.

He also discussed emerging competition from China, Brazil and Japan and how a Comac selection of the GTF for the C919 would be an endorsement of the CSeries. Scott also spoke candidly about the Trans States MRJ order which neither Bombardier nor Embraer was invited to bid on.

Bombardier has put a lot of energy into designing the cabin of the CSeries which will include a five-abreast layout and a 1-inch wider middle seat. The overhead bins, Scott says, will enable passengers to carry on more luggage, avoiding baggage fees and reducing ramp baggage loading times for aircraft. The company is also looking distantly down the road to a time when the passenger interior is removed and fitted in VIP configuration to create a new BBJ, or Bombardier Business Jet.

Lastly, and perhaps most importantly, the composite wing of the CSeries was a topic of conversation. Rather than laying down composite tape for the top and bottom wingskins, Bombardier will use resin transfer injection to create the CFRP panels at the company's Belfast unit. The new $520 million facility represents the largest investment in the history of Northern Ireland.

Scott says that Bombardier went back and took a long, hard look at the CSeries wing design after Boeing announced the side-of-body issue with the 787 wing, but ultimately made no changes to its own design as a result. In addition, Scott reaffirmed that both the CS100 and CS300 would have a common 115 foot 1 inch (35.1m) wing design even though the wing is sized for the larger CS300.

Scott's comments came after I asked him whether or not the CS100 was carrying around too much extra weight as a result of the larger wing in comparison to the Embraer E-195. The Brazilian airframer says the CS100 only offers a 2% advantage in cash operating costs over the E-195.

"Yes, we have a bigger wing, but it's optimized for our family and putting a larger wing on does add weight, no doubt about it. Obviously we've offset that with the new materials, as well as the fly-by-wire. That gives us the range that our customers want and that also gives us performance. The CS100 can take off in less than 5,000 feet of runway. It can fly in an out of London City it also can fly in and out of difficult airports...whether it's Jackson Hole or Western China. The Embraer [E-195] can't do any of that, it needs over 7,000 feet of runway to take off. The bigger wing means you can actually carry payload, so at high/hot conditions like in Denver, I'm not sure how many people the E-195 can carry, but it's not many, so they have to start dumping payload in a hurry if they want to fly very far. So the bigger wing...is intended to solve all of those different issues."

Embraer's formal response to Mr. Scott's comments on the E-195:

"While Embraer is not in a position to comment on the strategic positioning its competitors are aiming with their own projects, it is important to note that over  600 Embraer E-Jets have already been delivered to 45 airlines operating in five continents, providing significant benefits in terms of performance, economics and passenger comfort.

E-Jets are flying right now - in 2009,  from challenging airports like Denver and London City, stretching the right-sizing benefit to cities that otherwise could not be served as efficiently and environmentally friendly."

Sometimes you can just tell when you've got an airplane geek in your midst. FlightBlogger reader and proud papa Chris Darringer sent these photos of 23-month old Theo to me this evening of his little guy trick-or-treating.

He writes that Theo "dressed up as a 747-8, performing final gauntlet testing for Halloween.  Like Boeing, I experienced some manufacturing problems with wrinkles in the fuselage and mounting of the wings (which I fixed with the "stringers").  Luckily my plane launched on time this year, though ;)"

Thanks Chris!