Boeing: May 2009 Archives

Boeing's first 787, ZA001, is two days into its planned seven-day intermediate gauntlet test that will test integrated functions of the aircraft systems while fooling the aircraft into believing it is flying, the company confirms.

The testing got underway Friday evening and rolled into Saturday morning, according to Aviation Week.

Guy Norris outlined five blocks of testing as part of the first several days of the intermediate gauntlet:

• Block One - Dry-run of the B-1 flight. Overnight May 29-30.
• Block Two - Re-run of the B-1 flight plus testing of the Common Core System, with a focus on developing the "time stamp" function for systems testing. Afternoon May 30.
• Block Three - Propulsion and electrical systems testing. Overnight May 30-31
• Block Four - Further testing of electrical, hydraulic, avionics and environmental control systems. Morning May 31.
• Block Five - Further Common Core System and flight control system tests. Late May 31.

Boeing say that it still plans for the intermediate gauntlet to last seven days, putting its conclusion around June 4th or 5th.

Prior to Friday's start of the intermediate gauntlet, ZA001 conducted high power engine runs and tests of the flight control surfaces. According to Liz Matzelle, who capture video of the testing, says ZA001 conducted four engine runs during the course of Friday, lasting between three and ten minutes.

Dreamliner Engine Run Video Courtesy of Liz Matzelle

I woke up this morning to find some pretty spectacular photographs in my inbox. You'll recognize the plane in the photos, though the angle at which they were taken is a little different that we're used to. The following photos of ZA001 were taken from the traffic pattern over Paine Field yesterday afternoon. They really capture the proportions of the aircraft. So, we've got air-to-ground photos, now all we need are ground-to-air photos. A very special thanks to Igs who generously gave me permission to post these here.

Photo Credit Igs

UPDATE 7:56 PM ET: Boeing is spending today on "shop gauntlet work" on ZA001 in preparation for the intermediate gauntlet, now scheduled for tomorrow. In addition, today's early morning engine runs have also moved to tomorrow ahead of the second phase of the gauntlet. As originally planned, the intermediate gauntlet will begin with the B-1 profile flight.

ZA001's seven-day intermediate gauntlet could get underway as early as the middle of the day today in Everett, sources indicate.

The first 787 was scheduled to undergo multiple engine runs starting in the wee hours of this morning.

Following those engine runs, the flight test team would hold a pre-gauntlet meeting this morning to evaluate the aircraft's readiness for the intermediate gauntlet. If the stamp of approval is given and no further testing is required, the second - and longest - phase of gauntlet testing will get underway in the late morning or middle of the day in Everett.

The early intermediate gauntlet tests will feature a B-1 profile, or simulated first flight of a new aircraft. Earlier this month, Boeing's Integrated Test Vehicle (ITV) also known as ZA000, ran through this simulated flight tests evaluating the systems under multiple failure modes, essentially a run through of the type of testing ZA001 will be subjected to during the intermediate gauntlet.

The ITV tests were run in two blocks, a standard B-1 profile was run on May 6th and a much more challenging failure-laden B-1 simulation on May 9-10th that included failures of the common core system, hydraulics and environmental control and the brake-by-wire systems.

Back in the factory, ZA002 - still parked in Building 40-24 - underwent gear swing tests yesterday evening. In addition, engines are now installed on ZA004 and ZA005, marking two important milestones. First, the final Trent 1000 fitting of flight test aircraft and the first installation of the General Electric GExn-1B engine on a 787 airframe.

Photo Credit Liz Matzelle

ALSO SEE: Here to there: 787 pre-first flight milestones explained

With Boeing's revised intermediate gauntlet testing approaching rapidly, potentially as early as today or tomorrow, down from last week's two week estimate, the airframer has offered some clarity about the source of its confidence for its compressed pre-flight testing.

The change is the result of two methodological reevaluations in the approach the company had taken on its road to flying the 787 for the first time.

Boeing says the testing changes stem from:

1. Evaluating what testing can be done concurrently and;
2. Establishing what is a true requirement prior to first flight.

The result, says 787 program vice president and general manager Scott Fancher, is a significantly reduced final gauntlet, originally set for eight days, and an expanded intermediate gauntlet, now running seven days.

"We've actually pulled that to the left," says Fancher of the intermediate gauntlet on May 21st. "Because quite frankly the systems are mature and ready to take it earlier from where we originally planned."

Fancher describes the intermediate gauntlet as much more expansive than the factory gauntlet run last month:

"Here we will operate the aircraft on engines seven days, 24/7 with aircrew on the flight deck simulating ground and flight environments, not just nominal flight profiles but a wide range of off-nominals as well, demonstrating the full robustness and gaining confidence in the robustness of the aircraft."

Boeing declined to specify what testing was being done concurrently, or whether or not it would be conducted amongst groups of systems, or tasks within systems, but the company has found a significant time savings on the road to first flight.

For the "true" requirements prior to first flight, Boeing also declined to elaborate if these were tasks that had no bearing on the aircraft achieving its experimental airworthiness certificate, which is the regulatory stamp of approval before being allowed to fly, making the reshuffling more feasible.

Overall, Boeing's move of ground tests to the flight testing phase appears to point towards opting to add as much extra margin to the front-end of the 8.5 month flight test campaign by completing first flight as early as possible in June.

Boeing adds:

The testing that has been done, is being done and will be done on the 787 in laboratories and onboard the airplane before it takes flight is more exhaustive than any program in our history.

Each of these tests gives us more and more confidence in the airplane. Our commitment to the safety of every flight - from the first to the last - is unwavering and we will not embark on first flight without having assured ourselves and the regulatory agency that we are ready."

---

• In other 787 news, Spirit Aerosystems loaded up the Dreamlifter yesterday and delivered the first production forward fuselage for ZA100, the first aircraft set for delivery next year to ANA. The Global Aeronautica integrated center fuselage is the last major structural section left to deliver.

Photo Credits Liz Matzelle

I figure this is another in the unintentionally continuing series of posts about Air France 777s. The latest 777-300ER built for the airline sports the new silver Skyteam livery. The aircraft, F-GZNE, is the fifth to wear the updated livery. A picture of the plane was snapped as it was coming back into the factory for a spot in Building 40-24. Right behind it, you'll notice ZA002 painted in ANA colors as it gets ready to fly about 20 days after ZA001.

Day one of engine testing saw the twin Trent 1000 engines run as high as 80%, with propulsion testing wrapping up around 10:30 PM PT yesterday evening, according to program sources.

In addition, the aircraft underwent further testing of the flight control hydraulics and very-high frequency and high frequency radio checks. Higher power setting runs are on the docket for testing today.

As the program looks ahead to the coming days, Boeing has restructured the road to 787 first flight with significant changes in the intermediate and final gauntlet tests.

Scott Fancher, general manager and vice president of the 787 program, said yesterday at Boeing's annual investor conference:

"In about two weeks, we'll run into what we refer to as the intermediate gauntlet test, similar to the factory gauntlet tests, but much, much more robust. Here we will operate the aircraft on engines seven days, 24/7 with aircrew on the flight deck simulating ground and flight environments, not just nominal flight profiles but a wide range of off-nominals as well, demonstrating the full robustness and gaining confidence in the robustness of the aircraft. From there, we'll go into preflight checks, taxi tests, then into first flight."

Fancher added:

"I also want to talk about the seven day intermediate gauntlet test, but to give you a sense for the maturity accelerating on the program originally that seven day gauntlet test was scheduled for not long before first flight. We've actually pulled that to the left, because quite frankly the systems are mature and ready to take it earlier from where we originally planned."

Boeing originally planned an eight-day final gauntlet ahead of preflight checks, but now says:

"Some of the final gauntlet testing has been moved into intermediate gauntlet tests to help retire risk earlier by getting through those test sequences."

The company declined to specify the revised duration of the final gauntlet, saying only that "it will be much shorter."

ALSO SEE: Here to there: 787 pre-first flight milestones explained

Dreamliner One Engine Start from Liz Matzelle

At 9:31 AM Pacific Time at Boeing's Everett facility, the first 787 Dreamliner spooled up and started its twin Rolls-Royce Trent 1000 engines. The white smoke seen in the video is the engine storage oil being burnt off during the initial start.

At the time of the start, Liz Matzelle, who graciously provided the video, was standing at Everett's grassy knoll, about 2,200 feet from Stall 105 where ZA001 is parked. When asked about the sound of the engines starting up, Liz remarked that, "Lights are still on but I'm serious, there's no way to tell if the engines are running or not."

UPDATE 7:35 AM ET: Last night's Braxton Hicks engine "start" had all the ingredients of the real thing. Though the last step, engine ignition, is being held for early this morning in Everett. ZA001's engines were spun up for the first time with fuel flowing to the engine, several sources tell FlightBlogger. The test bore a strong resemblance to engine start, minus the tell-tale cloud of white smoke that would be seen when the storage oil is burnt off.

UPDATE 11:12 AM ET: A bit more clarity now on last night's test. The engine spins are referred to as a 'wet motor' test. Essentially, the engine is spin to make sure all the hardware is running smoothly while pumping fuel through the line ensuring that there are no leaks.

Several sources have indicated that the engine start test window opens in Everett beginning at 8:30 AM PT (11:30 AM ET).

This is a developing story and will be updated as information becomes available.

The world is a buzz with news dripping out of the Pacific Northwest as Boeing's first 787 Dreamliner is on the verge of starting its Trent 1000 engines for the first time.

Pre-run tests are scheduled for Thursday morning ahead of engine start that could come as early as this [tomorrow] afternoon depending on the outcome of the tests.

The 'more-electric' architecture of the 787 will start the engines electrically, rather than drawing bleed air for the start. The system replaces pipes and valves for the bleed air system with cables and contactors.

In a very simplified way, the electrical power sources - the tail cone's auxiliary power unit or an external ground car - convert electrical power with two 250 kVA variable frequency starter generators (VFSGs) that sit on gearboxes and act as motors to begin spinning up the engine.

ZA001 - May 19 (Top) - May 17 (Bottom)

***Editor's Note: In an effort to maintain the highest possible level of accuracy on this page, I have received additional information that will help clarify the engine start schedule for the week ahead. Thanks for your understanding.

Boeing's first 787 Dreamliner is closing on another major milestone on the road to its maiden flight, with the first start of its twin Rolls-Royce Trent 1000 engines mounted under the wings of ZA001.

The aircraft will remain at Fuel Dock F-3 for the next several days undergoing final fuel checks, which concludes with a final drainage of the system.  Before being moved to the flight line, ZA001 will then receive a flight fuel load, an amount that enables engine and APU tests to be run for a prolonged period of time.

Presuming the current planning remains firm, ZA001 could be moved from the fuel dock to flight line as early the overnight hours of Saturday into Sunday. The sun will rise on Sunday morning with ZA001 parked in Stall 105, where the engines will be started and run at idle power as early as Thursday or Friday in combination with ongoing systems checks.

Each of the Rolls-Royce engines are fitted with two 250kVA generators, a half megawatt of power for each engine that drive the powerplant start system, and two additional 225kVA generators attached to the Hamilton Sundstrand APS 5000 auxiliary power unit in the tail cone.

Dreamliner One's engines came out of the shop in September 2008 as the 15th and 16th Trent 1000s built, and are certified up to 69,800 lbs of thrust.

Early next week, the aircraft will conduct integrated engine systems checks to verify functionality and continue validating the 787s more-electric systems architecture, ahead of first engine start later in the week.

The early engine runs will start at the idle power setting followed by more expanded testing  around the end of next week and early into the weekend, including testing at various power settings that will last 24 to 36 hours.

The end of the early engine runs will segue later this month into intermediate gauntlet testing, the second phase of three closed-loop gauntlet tests will again fool ZA001 to believe it is in flight, while putting the aircraft through various failure modes to test deeper levels of system redundancy.

Back in the factory, work continues to prepare the other five flight tests aircraft for the sky. ZA002 returned to the factory on Tuesday evening and is now parked in Building 40-24 for pressurization and additional testing before being moved outside to the flight line by the close of the month.

ZA002, which left the paint hangar May 12, is said to be tracking closely behind ZA001, with as little as 20 days estimated between maiden flights for the first two 787s.

Over on the 747 line in Building 40-22, ZA003 will undergo interior fitting as early this weekend with the installation of wall panels, overhead bins, window surrounds and electrochromatic dimmable windows.

UPDATE 1 4:12 PM: The ZA003 interior fitting will be an initial test installation of the 787 cabin features and not the final installation before joining the flight test program

ALSO SEE: Here to there: 787 pre-first flight milestones explained

Yesterday afternoon in Everett, shortly after ZA001 activated its auxiliary power system for the first time, ZA002 emerged freshly painted from Paint Hangar 45-03 wearing the company colors of 787 launch customer Japan's All Nippon Airways.

ZA002 rolled out of Building 40-26 on May 4, after completing ground vibration testing, following more than a year of final assembly operations on Boeing's 787 Final Assembly Line.

The aircraft rolled to the fuel dock wearing US test registration N787EX and will be the second 787-8 to fly an estimated three weeks after ZA001 first takes to the sky, says Boeing.

Even though it wears the colors of an airline customer, Dreamliner Two does not currently have a final operator, as the first six flight test aircraft were not taken up by launch customers, preferring to opt for early production aircraft that would have been available earlier.

Very special thanks to Liz Matzelle for the video.

Update 7:17 AM CEST: Boeing's first 787, ZA001, started its Hamilton Sundstrand auxiliary power unit this afternoon (May 12) in Everett, Boeing confirms.

The APU was first started amid a cloud of smoke and fire trucks waiting nearby as a precaution, reports Everett-based photographer Matt Cawby.

Cawby says the APU was run for about 15 minutes before being shutdown.

Yesterday also saw the first daylight appearance of a 787 in the colors of Japanese launch customer All Nippon Airways.

Filed and updated wirelessly

GENEVA -- Boeing has partnered with Greenpoint Technologies to offer sleeper berths and lounges for 747-8 VIP operators, announcing orders to outfit four aircraft.

The two companies announced orders Monday for the feature for two head-of-state aircraft and two more kits for an additional Middle Eastern client.

The announcement of the partnership and subsequent contracts mark a new birth of life for the novel feature.

The Overhead Space Utilization kit provides up to 807 square feet (75 square meters) with room for as many as 16 sleeper berths or two lounge modules, set above the main cabin in the crown of the aircraft between doors three and five.

The OSU, which was originally marketed by Boeing as the 'SkyLoft' found little interest from airline customers for additional revenue opportunities like premium and economy sleeper berths.

Each of the private 747-8 VIP berths will offer a lie-flat 36"x78" mattress, equivalent to a standard twin bed, as well as a privacy curtain, removable decorative panels and a passenger service unit for calling a flight attendant.

Passengers will be able to access to the OSU area will enter by way of a forward entry staircase at door three, which also accommodates 150 lbs. (67 kg.) worth of additional stowage on the main deck.

The OSU, which will be installed post-production, will be separated from the main deck by removing the main cabin centerline overhead bins. The lower surface of the OSU will be separated from the cabin using a closeout fairing, but provides an attachment point for the modified ceiling and a revised interface for the centerline passenger service units.

When installed, Greenpoint will obtain an addition FAA supplemental type certificate for zero passenger configuration for the aircraft, and later as an "in-flight" only feature once the OSU is provided a passenger occupancy certificate following final completion.

Each lounge unit and berth will be directly connected to the aircraft environmental control systems providing twenty cubic feet per minute of conditioned air per module.

First deliveries are scheduled to take place between 2011 and 2013.

Boeing holds a total of ten orders/deliveries for 747 VIP (3 -400, 7 -8I) aircraft, the first of which will be delivered in the fourth quarter of 2011, following a two aircraft flight test program to certify the world's longest business jet.

Dreamliner One has been fueled for the first time, Boeing confirms.

Fuel tests on ZA001 first began on the evening of May 7 in Everett.

The aircraft remains parked at Fuel Dock F-3 where tests on the fuel distribtion system continue.

Filed Wirelessly

This photo comes to us from Calgary-based spotter Mark Palmer. The picture was taken on May 3, 2009 around 7:30 PM just as ZA002 was leaving Building 40-26 for Paint Hangar 45-03.

What do we know?

• Right now the 787 program has 861 firm orders from 56 customers.
• At its peak at the end of last year, Boeing held 910 orders from 59 customers.
• At the time of roll out (July 8, 2007), Boeing listed 49 customers on the side of ZA001.
• According to Bloomberg:

The 25-jet deal was dropped April 30 and had been part of a group of 42 orders from unidentified customers that now number 17 after today's weekly Web site update, said Jim Proulx, a Boeing spokesman. He declined to give further details.

• 11 identified customers hold orders for 25 or more 787s. All of the following are accounted for in Boeing overall 861 order tally on its website:

Air Berlin, Air Canada, Air India, ANA, Continental, Etihad, ILFC, JAL, LAN, QANTAS and Qatar.

• On July 28, 2006 - Boeing received an order for 2 787-8s from an Unidentified Customer. That order is now removed from the official count.
  
• On January 14, 2008 - Boeing received an order for 23 787-8s from an Unidentified Customer. That order is now removed from the official count.

What does this tell us?

• The customer in question was likely listed on the side of ZA001 at the time of roll out. Let's take a look at those tails:

All the accounted for 25+ customers are highlighted above. In addition, there were two tails that were not immediately recognized and unaccounted for in the official tally as identified customers. One is listed as BPA with a blue tail and the other as LOM with an unidentified logo. Let's take a closer look at that logo.

And now this:

CNN.com - May 8, 2009 - RBS announces $1.29B first-quarter loss

I'm told BPA is Blue Panorama Aviation with 4 orders, ruling them out of the speculation.

Based on the latest news from RBS, combined with its apparent status as one of the unidentified customers, the cancellation appears to have originated from lessor The Royal Bank of Scotland.

***Editor's Note - This is the first in a new series tracking the assembly of The Boeing Company's first 747-8 jumbo jet.***

With the center, aft fuselage and empennage sections arriving this weekend in Everett, the early hours of May 8 will see the 747-8's wings joined to the center wing box marking another key step forward for the fifth generation of Boeing's jumbo jet.

By the end of last week, Boeing had moved both 747-8 wings from major assembly to seal and test ahead of tonight's stub join for Airplane 1420.

Once the parts for the major body structure arrive for RC501, as it has been designated, the sections will be built up and then mated to begin the final body join and systems integration process.

The aircraft's forward section is currently in the Final Assembly Integration Tooling in Building 40-23, where it will remain until it is relocated back to 40-22 for the final body join.

Boeing is targeting a mid-summer roll out followed by an early fall first flight for the 747-8 Freighter, according to program sources.

A380 Cuts Production
Airbus announced yesterday that it will cut super-jumbo production this year from 18 to 14 and lowered forecasts for 2010 to about 20 deliveries. Interestingly, Airbus has all remaining 13 2009 aircraft deliveries in both their Toulouse and Hamburg final assembly and finishing facilities.

Remaining in 2009: Emirates will receive three (MSN007, 023 and 025), QANTAS will receive four (MSN026, 027, 029, 047), Singapore will also receive four (MSN019, 021, 034, 045) and Air France will take delivery of two (MSN033 and 040).

787 Loses 25 More Orders
Boeing today revealed an additional 25 cancellations for the 787 Dreamliner. No official word yet on the customer, though early signs say that the 25 were part of a 42 aircraft ordered from unidentified customers, leaving 17 787s on the books.

The loss of 25 additional orders brings the program's 2009 gross cancellation totals to 57, with 49 net cancellations with the inclusion of 8 exercised options by Bahrain's Gulf Air.

747-8 Takes Shape
Vought announced today that by this weekend it will have delivered the center and aft fuselage, along with the empennage and floor grids for the 1420th 747, which also happens to be the first 747-8F destined for Cargolux.
...more on Vought
This key industry supplier finds itself at a crossroads heading into the 2nd half of 2009 and into 2010. The company is currently transitioning from 747-400 to 747-8 production as deliveries slow to switch the lines over. Vought is a key structural node for much of the industry and finds itself distinctly vulnerable next year as Gulfstream reduces rate on its G450 and G550 products, Airbus holds rate on A330/A340, the C-17 line slows into oblivion and finally Cessna's halting of development on the Columbus.

Vought CEO Elmer Doty once called his company the "riskiest" partner on 787, though the company has gotten its arms around its contribution to the program. However, big questions remain for the Dallas-based supplier about how to survive this downturn that puts the company's exposure to slowing production rates as painful reality and not an existential threat.

Bernstein Research says ZA100 will be 8% overweight with a 10-15% shortfall in range.

Let's take a look at what that might mean for aircraft performance:

• Boeing targeted a Spec Operating Empty Weight of 252,500 lbs for a 787-8 and maximum empty weight of 191,000 lbs at firm configuration, according to the Airbus assessment. 8% over puts the weight between 15,280 and 20,200 lbs over target.
  

• The figure of 20,200 lbs correlates closely to the Airbus Dossier, which cites 21,050 lbs of LN1 maximum empty weight growth since firm configuration. Airbus cited Boeing documents in this estimate. LN1 would be significantly heavier as a result of the significant instrumentation and associated wiring installed for the flight test campaign.
  
  
• Using this data (15-20K lbs) against the 1% SFC shortfall in Trent 1000 Build 4A engines, the PianoX performance analysis puts the 787-8 EIS range between 6,490 and 6,756 NM. (Up to 15% off of 7,650 NM)
  
  
• However, Bernstein estimates the performance of the 787 "will translate into a range near 6,900 nm., well below the promised 7,700-8,200 nm. range." (10% off off 7,700 NM and 15% off of 8,200 NM)
  
  
• Overall, using these various calculations, 787 range projections of overweight performance vary from 6,490 NM up to 6,900 NM.
  
  
• Great Circle Mapper comparison of 6,490 NM v. 6,900 NM v. 7,650 NM v 8,200 NM  from Tokyo's Narita Airport for rough range performance of launch customer ANA's 787s.
  

ANALYSIS

Boeing has confirmed that it is actively seeking to reduce the weight of the 787.

The airframer has never publicly disclosed the actual amount of weight it needs to remove from the aircraft, though ILFC Chief Steven Udvar-Hazy, who has been closely involved in the aircraft design as one of the 787's largest customers, says early aircraft will be overweight.

Airplane 20, which will be delivered to JAL, will be the first major production blockpoint incorporating significant empty weight savings and will see the max. takeoff weight grow to 227.9 tonnes.

According to documents dated April 2008 and obtained by rival Airbus, Boeing has already identified at least 1690 lbs of weight reduction for production aircraft, with up to 4000 lbs potentially available for elimination. If Boeing achieves an additional 4000 lb weight reduction, 787 performance would grow to just above 7,000 NM, per the PianoX assessment.

These weight overruns have the potential to be costly not only for ANA but for Boeing as well. For historical perspective, Boeing's contractual arrangements with United Airlines promised the US carrier up to $500 per pound above contractual weight per year, per aircraft for the 777 program in 1995.

Using the available data from PianoX, analyst and competitor assessments, 787 entry into service performance is tracked between 6,490 and 6,900 NM.

Without aerodynamic data and route proving trials that can only be gained in the upcoming flight test program, many of these range estimates fall within a reasonable, albeit speculative, analysis.

Yet, the contribution of technologies such as trailing edge variable camber, raked blended winglets, drooping ailerons and spoilers, laminar flow optimized engine nacelles and additional engine performance improvements all leave open questions until real-world data can deliver a conclusive verdict on aircraft performance.

Boeing plans to conduct a final weighing of Airplane Seven once final assembly is completed later this year.

BOEING COMMENT

ATW - Boeing responds to skepticism, maintains 787 timeline - May 6, 2009
Regarding performance concerns, the company claimed the 787 will "meet mission payload commitments to all customers." However, it conceded that "early airplanes are heavy and [we] are working hard on implementing weight improvements."

Concerning the Bernstein report, it said, "the conclusion on range is inaccurate and the 787-8's range is closer to 8,000 nm. than 7,000 nm." Bernstein's report said it understood from customers and supplier discussions that the first production 787s are likely to be roughly 8% overweight, with range 10%-15% less than promised, which translated into a range near 6,900 nm., well below the promised 7,700-8,200 nm. range.

Dreamliner One, which coincidentally is parked next to the 787th Boeing 777, spent Monday preparing for fuel quantity verification tests with some additional fuel tank sealant and electrical resistance checks.

As of publication on Tuesday, ZA001 had not yet begun fueling.

Back in the factory, the first General Electric GEnx engines are being prepped for installation aboard ZA005. The engines arrived on the factory floor Friday afternoon.

ZA002 remains in the paint hangar where it is receiving the colors of 787 launch customer All Nippon Airways, FlightBlogger confirms.

Following the completion of its paint job, the aircraft will return to the factory by mid-month, two bays down from the 787 line in Building 40-24.

Boeing completed ground vibration testing late last week and the blue test fixture had been pulled back away from the aircraft by Saturday. The removal of instrumentation from the aircraft marked the weekend's final preparations ahead of Sunday evening's roll out that followed ZA001's trip to fuel dock F-3.

Sunday's departure of Dreamliner One from the paint hangar cleared the way for ZA004, ZA005 and ZA006 to advance one position on the 787's pulsing assembly line, filling the spot vacated by ZA002.

With the first body-join position now clear, ZA100, the first production 787 will be able to begin final assembly once the mid and forward fuselages are delivered from Global Aeronautica and Spirit Aerosystems, respectively.

On the other side of the factory, the final 747-400 (LN1419) left the factory giving ZY998 and ZA003 the chance to advance closer to the football field-sized doors.

Just hours after ZA001 vacated Paint Hangar 45-03 across from Boeing's Everett factory, ZA002 filled the open spot to receive its first coat of paint.

ZA002 completed ground vibration testing late last week, pushing the program ever closer to its first flight by the end of June. There is currently no indication about what colors the flight test aircraft will wear after customers ANA and RAM opted for early production aircraft instead of a block of the first six test 787s.

Photo Credit Charles Conklin

Dreamliner Rollout Full from Liz Matzelle.

EVERETT/12:43 PM PT -- Rollout of ZA001 from the paint hangar to the fuel dock is imminent.

1:23 PM PT: ZA001 departed the paint hangar at 1:06 PM Pt for the fuel dock.

1:37 PM PT: First photos.

1:53 PM PT: Dreamliner One and Dreamlifter pose together outdoors. Two years ago, the LCF was responsible for bringing each major structural section to Everett for final assembly

This is a developing story and will be updated.

EVERETT -- In no uncertain terms, the push to 787 first flight is on.

When ZA001 was handed over to the flight test team two weeks ago prior to factory gauntlet testing, Boeing changed its internal classification of the first 787 from 'production status' to 'flight status.'

The reclassification doesn't change much for Dreamliner One, but represents the quickening pace and its rapidly approaching maiden flight.

ZA001 is still tucked away in Paint Hangar 45-03, where it has resided since 4:30 AM PT on Monday, across from the world's largest building by volume. Inside, Dreamliner One sits painted in the shades of company blue, standing out prominently against the sterile white and gray metals that define the paint hangar.

Her skin, even after being touched up, shows signs of the punishing structural rework and systems installation that defined the aircraft's almost two years in final assembly that began in May 2007.

While in the paint hangar, ZA001 underwent a comprehensive aqueous wash of its three main fuel tanks. Each tank is split into two sections. For the left and right wing tanks, a forward and aft compartment and right and left compartments for the center tank, giving the 787-8 the ability to carry 33,528 US gallons of Jet A. The aqueous wash removes any debris or residue that could contaminate the fuel system.

With the aqueous wash complete, Boeing is going wingtip-to-wingtip sealing up the fuel tanks with oval shaped closeout doors.

Crews are also going nose-to-tail installing the last of the bright red flight test wiring, as well as final instrumentation and sensors. Many of the aircraft's access panels and doors are open or removed and the flaps and slats are in the fully extended position for this task.

ZA001 is little more than 24-hours away from leaving its temporary home in the paint hangar.

Scott Baumeier, delivery operations leader for the 787 program, says that ZA001 will leave the paint hangar for a trip to the fuel dock Saturday morning.

The F-4 and F-5 fuel docks, just 100-yards away from the paint hangar, will host the next phase of ZA001's march to first flight. Dreamliner One's fuel quantity and gauging system will be calibrated and the loading sequence will be conducted for the first time using the fueling control panel on the underside of the left wing.

Once the aircraft is fueled, ZA001 will start its Hamilton Sundstrand APS 5000 auxiliary power unit and Rolls-Royce Trent 1000 engines for the first time, demonstrating the integrated functionality of the aircraft's power distribution systems as part of the intermediate gauntlet.

The final gauntlet, which will run eight days, is a continuation of the closed-loop ground testing that will put ZA001 through single and multiple failures, injecting faults and demonstrating the second and third-tier protections in the airplane.

Throughout this process, Boeing will continue to work on the aircraft hand-in-hand with engineering tests and required production work to bring the aircraft in full conformity to the design while on the flight line. Once full conformity is met, the FAA will grant an Experimental Flight Certificate to ZA001, a milestone that 787 chief project engineer, Mike Delaney says will take place between three and 10 days before first flight.

After the final gauntlet is completed, ZA001 will begin taxi testing at both low and high speeds to check out the electric braking system and flight control surface effectiveness.

Once Dreamliner One is taxiing under its own power, its maiden flight will be just days away.