Monday, June 30, 2014

The 787-9 Is Delivered To Air New-Zealand

Today marks the paper shuffle  completion for the Boeing 787-9 and Air New Zealand, who takes ownership of its newest aircraft from Boeing, for the first time of its type, anywhere for the 787-9. A Day of note indeed, this is a blogger notation for date and time of the event nf the 787-9 journey of Stardom.

Boeing completes legal delivery of 787-9 to Air New Zealand

in 5 hours
Boeing has completed the legal delivery of the first 787-9 to launch customer Air New Zealand on schedule on 30 June, the company says.
The legal milestone comes 10 days before Air New Zealand accepts the new aircraft in a ceremony at the Boeing factory in Everett, Washington, on 9 July.
The Rolls-Royce Trent 1000-powered aircraft is the first of 10 787-9s on order by the Star Alliance carrier and the first of 413 aircraft ordered overall.
The 787-9 was one of three original variants in the Dreamliner family that Boeing launched in 2003. The short-haul 787-3 was cancelled in 2008, but the 787-8 entered service in October 2011.
Boeing passed the firm configuration milestone on the 787-9 nearly four years ago in September 2010.
The first flight test aircraft achieved first flight on 17 September 2013.

Desparates Times Call For Desparate Measures, The Airbus Decision

Airbus has gone to the Boeing play book. Taking older and formidable models and attempting to make it fly with customers. The 737 MAX and 777X are both Boeing examples of that play book.  The A350 is a dysfunctional family where only the A350-900 has gained general public acceptance and the A350-1000 has muted curiosity in the market place. The A350-800 is a no start at this time making an aborted take-off.

Dr. Leo Marvin on "What About Bob", movie, is quoted as saying, "Its a disaster Fay", screaming a quip to his wife during the airplane quality movie, making the passengers on board Laugh-Out-Load (lol first class)!

The answer is the 20 year old A330 NEO. Yes, another NEO. How many engine option does Airbus have to build its company on when you drop GE as a customer for the A330-NEO using only Rolls Royce. Perhaps the 787 should call itself the the 787-HO- HO! (Heavenly- Options, Happy Operations). It sounds like something out of Jeep is "Trail Rated 4x4". Then NEO or everything Airbus can cut an GE engine option out of the picture. Desperation is a odd motivational tool. Anything goes and hope something sticks. Airbus forgot one (several) major items in this nonsensical admission of 787 envy, and a A350 family counseling session, tt does not have the 787 tool box for its family chops of selling airplanes.

The Airbus has not achieved the technological  bench marks that Boeing has gained from 10 years or more of technological advancements that Boeing had gained. Boeing is currently parlaying those same gains into the 777X and 737 Max. What is Airbus proud of from the A350  erh (787) project?

  • Core electrical technology-No
  • Computer flight bag- haven't heard
  • Dynamic 787 like wings-no
  • Engines -yes spinning from 787 engine standards (sans GE as non option)
  • All Plastic body- Not going on anything NEO
  • Big windows-No
  • Plethora of customized seats, yes
Where is Airbus stumbling towards? Seriously the A350 family dysfunctionals is far worse than I could write about,  judging from this "Crazy Ivan" turn of Airbus direction. The A330-NEO proves the A350-Family as a whole is a hopeless failure. This is a face saving maneuver taken by Airbus to appease its customer base and attract growing upstart airlines who will make do with an A330-NEO. Airbus needs about another ten years to catch Boeing as it too continuously surges forward with the 787 core technology for all it family types such as the 737, 777, and 747. Where family members such as 8,9 and 10's will prosper further after the A330 NEO hype settles down somewhere near reality in the natural order of the market.

Airbus was quoted as saying, (paraphrased quote) The A330 NEO would compete favorably on most Trans Atlantic Routes. I turn on the parse-omatic machine and it tells me that the A330 could compete within the mega hub system of travel. This bodes well for upstarts airlines and hub centric airlines such as a Delta Airlines.

The 787 is a hub buster as exampled by Tui from England. By not flying directly from a dependent Heathrow departure, it goes directly to Can-Cun Mexico on a twin aisle 787 from Lanchaster, England. A far different business plan than a bread and butter commuter routes within an already established hub system, that was built upon specifications of older metal aircraft complying with range and flight duration specifications. The A330 NEO would be good lower cost replacement of equipment. As in itreplaces any airlines older equipment currently flying within the Hub's domain. The 737 Max is also a Hub server. The 777X is a hub jumper or hub server with greater range and passenger capacity. The A330 NEO fits in there somewhere, but is not revolutionary in its proposed nature. The 787 will stretch out its purpose beyond the A330. More passengers with A330 is a Hub server. More passenger on the 787-10 is a hub jumper. Direct service within the world without going through a major hub is the "New Airline Black", you know it as the bottom line. The new black for upstarts and hub reliant routes is for the A330 NEO. Hub busting airlines buy the 787 because of Geographic need, New Zealand, Jet Star and Arab States (and Japan). The older equipment fell short in its day, hence the new technology 787. Now Airbus proposes the A330 NEO from its A350 Failures. Not a good technology spin-off. The 787 will not just fly most Atlantic routes effectively, but fly all Transatlantic routes efficiently and effectively. The A330 NEo is an Admission of an A350 failure to launch.

Sunday, June 29, 2014

The Engine Of 787 Profitability Synergies

There are considerable contributors for Boeing to make the 787 profitable and retire cost associated from its inception and production.  This, the goal of every venture, is the business of passing  break-even investment with its new product. At some point the financial unit of Boeing will continuously seek out its cost accountants for the summation of sunk cost into a project, and production cost for each unit comparing receipts of money from customers for each sold unit. The marketing arm of Boeing must sell enough units of the 787 to over-come all cost associated with R&D and production of the 787.  Currently, it is estimated, Boeing loses $49 million dollars for each 787 delivered. Out of a per unit loss is a number that it pays out, entertaining a split ratio for production sunk cost of building per unit, and its contribution  towards retiring the R&D expended on creating the 787 in the first place. Some of these R&D expenditures are ongoing even after the first 787 was delivered.

Those current R&D hits come from continuos recoding of computer systems, improving production methods, and changing 787 items within the airplane, which improve all current delivered and future airplane to be built. That would be a financial anchor towards break-even, where the delivered 787 would contribute a net profit for each unit delivered.

Here is the conundrum for Boeing, will the change management on the 787 and early production cost cause Boeing to not reach a Break-even point on this aircraft in the next five years or after its 1031st 787 is delivered? The answer is a four fold event.

  • Production cost drop and production efficiency increases.
  • Boeing has sold 1031 Aircraft which 159 have been delivered.
  • The 787-10 has not travelled out of the R&D hole in the pre-production state.
  • Supplier chain cost continue to shrink to a lower percentage of the 787 cost.
These four  items are very important for Boeing to report during 2015 in strong numbers. 

First up is the production cost and efficiency Delta (change). Boeing is quickly moving towards making Charleston a reliable participant with Everett. The corporate instinct is that if Boeing keeps going towards 14  a month goal by 2020, then that number indicates it will have succeeded in optimization of  both productions floors. It will make the 787 for the lowest cost it can from both those floors.  Since increasing deliveries rapidly, will create greater inflow of revenue receipts, it still needs to refine the cost of process to open up more sales to its customers with lower manfacturing cost of airplanes. 

This will be a bulleted item above that it can control towards shrinking the "under" Break-even amount towards profitability.

The second item listed is the long order book. But is it long enough that 1031 orders give it strength to reach profitability, then all is well? However, the 787-10 has not been built and is part of that order book strength. Customers, then become the team that will pull Boeing out of the "loss" ditch at this time. In comes from an unlikely term from the thesaurus, synergy. Boeing needs the synergy of its product and customers to pull it into Break-even and profitability. To explain this concept, the existence of two different participants combine to make a greater affective action than it could separatly, is called synergy. Bringing the force of a flying customers and over preforming 787's, synergises the  20% better fuel economy each time it does fly. Enriching the bottom line of customers, and is admired by other airlines that have 787 envy. Where it also buys more 787's in order to compete. Hence the synergy from a well built production unit, synergizes the sales arm to go beyond 1031 ordered to date. The synergy of placing 159-787's, during the last two and a half years, also synergizes and incentivize its customers to add on more orders as airlines buildits own business model, before its envious neighbor airline also react and order. All this synergy will realize in 2015. Production, sales and customers will meet in the perfect profit storm. 

A 787-10 anchor is coming where more R&D money will be spent getting this aircraft into customer production and delivery. This problem has been mitigated greatly by the 787-9 program that has perfected its roll-out to production with no stoppers, as it seamlessly flew its test period. The bar has been set high for the 787-10 and there no reason to expect anything but a flawless repeat for the 787-10 as the 787-9 performed in tests. The 787 genies have been put back into the bottle with a cemented cork.

The last underpinning supporting the cost margins are its 787 suppliers. Boeing has wrangled in the supply chain as customers have received lucrative cash flows with balanced rejections of under preforming parts. The Boeing supply chain is tightening and squeezing down cost in a methodical manner. Technological design change for more efficient parts contribute to part's costs reductions. Supply partners are very competitive for Boeing contracts, as they too want to build its own company through the Boeing relationship. The bullet points listed above do feed each others for more efficiency as the 787 gains consistency and reliability. The Boeing 787 will make a profit sooner rather than later through these competing synergistic forces. 

Saturday, June 28, 2014

Things That Are More Than A Whimsical $100.

The Wall Street Journal has an Excellent feature on the Cost of Boeing Airplane product. The Blog would like to use this space for cross linking the articles for your reference and reading pleasure. Next time look out an 777-300 ER window, its like riding on an expensive space shot. Enjoy every second of your ride as it could be arching over the Ocean or the North Pole! What goes into your Walter Mitty like slumber is a great quantity of Airline Dollars. Below will be a series of links transferring you, what goes on behind the scenes when an airline plinks down several hundred million dollars for purchasing one unit of 777 aircraft for your very own transition from here to there.

All cost are list prices for any Airline bold enough to buy just one. A $300 million dollar investment would build a 60 story high rise in most cities that would keep standing for 100 years, as a city Icon. An Airplane only has about 25 years to earn its keep in the ever changing market, and airlines must negotiate through those years in order to survive.

Below Wall Street Journal links: for your reading experience:

Why a Boeing 777-300ER Costs $320 Million

All Airlines don't necessarily pay those list prices, as discounts are taken from quantity, preferred status, or configuration considerations.  Some may pay considerably less as other contractual issues are added to a signed bottom line. However the capitalisation of just a single airplane order is immense. Its way more than a Holly-Wood mansion. When ANA ordered its 787, it represented the whole company had put its future behind that one untested Airplane. When Ryan Air ordered the 737NG  for a 176 units,  it "bet-the-farm", on its strategic plan. Now we are talking billions. One Boeing Airline Customer, Emirates comes to mind, is willing to pay 100 Billion on 777X and 777-300 ER's aircraft. This is more than what General Motors hopes to profit in 25 years by selling  millions and millions of cars. The numbers are astounding when considering what it represents in Blue collar terms. However, executives lose all fear of the number billion, when considering purchasing more aircraft. The emotional attachment for money is lost on purchases. The Board of Director's plot out a scheme with a monetary impact. The hand goes up in room asking, "Do we have access to capital resources to do this deal?" 

"Ah hummm, yes we do, let me show you", is coming from the end of the boardroom table. These 100 billions worth of aircraft will be delivered during the next generation in years. Let's commit to Boeing in 12 months where we can draw out of cash. Maybe, 10 or so billion to sign for the order. During the next ten years, after its first successful delivery, UAE, could manage multiple lump sums in advances for each block of 777X's,  in order for fleet absorption of 10 or more Aircraft a year until the order is filled. That is about 6 billion minimum and 10 Billion maximum, yearly, pacing from the balance sheet, from its liquid assets. That is not what you call Blue collar speak, but is just a number with very little emotion behind it. It does have the Emotional Intelligence (EQ) of self awareness, leadership, and inclusion of other board members. Ticket sales will drive the Boeing product as the 787 continues flying, next the Max, and then the 777X. Its where the billions come from except from a few oil wells pumping the cash flow out for an airline with a plan.

Friday, June 27, 2014

Three Month Moving Average Bears Its Fruit.

The lumpiness of monthly delivery where one month, 6 are delivered, and then 8 does not represent the pent up energy for deliveries. The flight-line gets crowed and then emptied on a periodic basis. The investor can lose track or become confused to what Boeing tells the stock holders. So a three month average is more soothing to the nerves than a month to month expression of fear. What does Boeing deliver during a three month period is more indicative than a Monthly count and average. Hence the quarterly report is on its cusp, as we all approach the end of June. The three month Moving Average for delivery will tell a lot at quarters end. It is the summation of all effort, trails and tribulations. I hope to answer one primary question does Boeing reach its 10 a month rate to its customers?

Goal +/-                          04/2014    05/2014          Projecting      June (actual)  Delta 
Month Deliveries               8               10              10              15                     5
3 M-M-avg                         7.33            8.33           9.33          11.                  +2.67
Production Goal               10               10.             10               10                    0
Delivery Trend (+/- )       -2.67            -1.67                   -.67             +1. /Target     >                
                                       *PM-Start      **M.A.P.                                   PM-End
*Progression Month
**Moving Average Progression

The quarter ending push has three more ready for delivery on the books and they should deliver.

This is a preliminary statistic before the end of the Month allowing the three remaining "ready to be delivered" aircraft counted since the Air new Zealand 787-9 will be delivered in June and the two other 787-8's that are ready, will be delivered by  Month end. The above chart will be updated, if delivery is not made by June 30th on those 3 projected June deliveries.

What does a 11 moving average means to anyone watching. 

  • There were 33 787's delivered in the quarter.
  • Boeing exceeds its promise of 10 a month during the 2nd Quarter
  • Things are not as bad as the press would have it for Boeing.
  • Every glitch expected or unexpected is solved in a continuous flow.
  • Factory wrenches are accounted for each day.
  • South Carolina or Charleston is a significant player.
  • Boeing commitment to Charleston is paying off.
Invest forward is the common theme.

Thursday, June 26, 2014

Is This A Misquote or am I missing Something?

Parsed out Quote from article:

"The group will add 100 Boeing 787 to its fleet at the end of 2015 and the first Airbus A350 in 2018. The aircraft will be equipped with completely new cabins."

The group is Air France/KLM group. Mary Kirby or somebody should help me on this one. AirFrance/KLM only have 25 787-9 on order at this time not a 100. Was this a Fruedian slip?

Here is the Link:

Air France Rolls Out Cabin Upgrades; Will Continue Across Partner Airlines

Something is coming from this massive investment in aircraft upgrades on all its massive fleets including 747's, 777, and 787's however many they will order, unless the 100 787's may have mentioned is in error. The article side slips to Delta shortly after the 100 787's mentioned.

"Delta President Ed Bastian said that the partnership with Air France is the most important collaboration Delta has. “Not only are we successful financially, but we're successful from a customer perspective,” he said, noting recent high rankings for the airline in Business Travel News."

Where Delta only has 18 787's ordered, which doesn't make it a hundred when combining 25 + 18 only =43, so what the article may reveal is something more important for the Air France/KLM group is something hanging on Boeing's order book is 75 more 787's yet to be ordered. I think its worth checking out. Freudian slip or mis-quote?  

The Emerging 757, Coming To The Dance ?

The long cancelled 757, a svelte and charming Boeing aircraft stopped production in 2005. There is a 757 market out there that would like new engines, navigation deck and maybe some plastic wings. Air Astana would like one or more copies and it plans on it too.

Boeing Advancing on Successor to 757 Jet, Air Astana Says

What is Boeing capable of since ten years ago?

Take the old plans, dimensions and systems.
Bring on Boeing's off-the-self 787 stuff, and replace the old design


  • New Fuel Efficient Engines, already done on-the -shelf per Boeing
  • New flight controls format already done on-the-shelf per Boeing
  • New wings, lets see what the wing people can do!
  • New light weight aluminum body. Apply!
  • Advanced systems technology, done and on-the-self Per Boeing
  • New passenger amenities ( new seat types 787 interiors) creates more space

A Hot Rods Final Delivery

The Max project would enhance the 757 project with roll-over technology to the 757 restart. What the 757 should keep is its main constructs with new and vastly improved stuff. The 757 was popular in its day, but did not have a make -over in its time, because there were not items yet on-the-shelf that could be applied to the aircraft. It would be too expensive then, to single out the 757 with an all-on effort, when Boeing needed to stem-out  any resurgent A330 NEO or A321 Neo line. Boeing had to take its steps on all new technology and beat Airbus. The dividend from that effort could be an all new 757 from the inside out. New wings would add to performance as much as new engines. A lighter weight 757 aircraft would kill the A321 Neo threat, applying its new lighter systems from the leasons learned Boeing cupboard. 

The next question is how fast could they build this newly designed 757? That could be done as a twin project with the Max, borrowing features that are installed on the Max and cross pollinating with the 757 re-emergence design. Under five years from today.

Would it be different than the Max? Yes, it would be different in its design features as a longer range single aisle aircraft, with a further bump to its flight technologies for extending range. It would look and feel different as it matches its purpose. So different it would require a name change,. My own suggestion, is a 757-GTX (Great Technology Expressed). That captures the mission and want from its customers. Bringing back this stiletto aircraft is a grand effort, fusing the old with the new where the fuel economy would be remarkable for under 200 passengers. An exclusive ride in a sports plane taking off. Its not a luxury blob in the skies, but a sleek and fashionable experience that is similar when riding in a Corvette on the ground. A Comfort centric ride going coast to coast with all others staring at its lines as it passes by from its power driven take-offs.

Boeing should make this an easily recognizable type that generates enthusiasm from the Concorde days, as it meshes body and wings in a statement of beauty. 

Wednesday, June 25, 2014

Emirates Cancels Airbus and Then Reconsiders Within the Month.

Emirates said to mull u-turn on $16bn Airbus A350 order 

Emirates is becoming the players player. They first canceled 70, A350 orders, and then a few weeks later it considers a new A350 order with Airbus. Its a recapitalisation move and an opportunity for Boeing to be invited back into the match. Emirates has a plan and its not by the Markus of Queens-bury rules. They would like to milk the best offer from either Airbus or Boeing. Emirates remains ambivalent to both players in this round. Either the cost per plane or sweeteners over-all are going to be offered. The stressful part, will other airlines fallow suit and come back by dropping orders just to renegotiate a better deal.

Recently, I blogged an opportunity for Boeing after this Airbus order cancellation with this snarky post per usual:

The Airbus Stopped At Emirates and Boeing Gets ON

Something wicked this way comes for both framers from duo aisle, and duo engine, builders of plastic airplanes. After these points, the commonalities stop between airplane framers. Note: Qatar has way more A350's on order than 787's. Its a 70 to 30 ratio in its mixed fleet order book, where Qatar has already received 13 of its 30 787. The desert kingdoms are are competing with each other based on the sames schemes, fly anywhere in the world from its kingdom. They also are ambivalent towards who supplies them, just so they meet a superior standard at a "special price". The special price is the catch, as Emirates cancels and then seeks a special price, so they may compete with its neighbors, like Qatar. The door opened back up for Boeing, but who will win the bidding war with price and/or sweeteners?

The answer is stressful, since both air framers are invested way too deep to give away 787's or A350's. If Boeing offers some sweeteners with its Edge or fleet training support, it may tip the point towards the 787. However what could Airbus do for Emirates coming back for a round two of salesmanship that did not appear in the first round? You may know it as Emirates buying 70 copies of the A350. Desperation is a strange bedfellow. The Airbus contingent will throw a lower capitalization price which buys a lot of fuel in the scheme of things for awhile. The depreciation of lower pricing will drive Airbus' A350 break-even point to the brink as new orders have softened for both Boeing and Airbus. If they (both) undercut its customers by selling to Emirates at lower prices on the next big order, it may start a pricing war nobody will win.

Emirates , stated it has informed Boeing at the same time it informed Airbus. With an intent of listening to both parties presentations, on its offers for selling airplanes. That is a key point, since they may have shut out Boeing on the original Airbus order that was just canceled, which in hindsight, Emirates could have made in haste with Airbus  when Emirates originally ordered the 70. Now that the Boeing mishaps and problems are settling down, this has become a do-over round for an Emirates order book. The thing to note on this opportunity, is when a 787 or A350 might be delivered becomes a sweetener. That is another plus that Airbus could play well with, since Airbus could maintain its Emirates production slots that it had just given up from its recent order cancellation. What could Boeing offer since it is in the 800's with unfilled 787 orders? I haven't heard of any Airbus money refunded back to Emirates with regard to its original cancelled order. The Emirates team will be looking at the following points when considering a winner on the next reorder.
  • Price (?)
  • Product Sweeteners (?)
  • Quantity (?)
  • Delivery Slots Timing (?)
  • Lastly, performance (Boeing 787 wins that one)
The reorder will be a significant battle which will point towards future battles within the region where you have many Arab based airlines vying for the high ground due to Arab states location in the world, money and opportunity. The motive is the central theme, making more money.

Here is what passengers pay attention to, and what both makers do the same and what customer think of when buying a ticket.

Boeing                                                   Airbus
Amenities*(windows,air,lights)       Amenities
Quite Ride* Quieter than A350         Quite Ride
Engineered Amenities*                      Engineered Amenities
Window Dressing                                Window Dressing* (Airbus Make-up)
Room                                                       Room

* represents it leads the industry in passenger impact
Both having not having a  * is a push.

Tuesday, June 24, 2014

The Perfect Storm II, Who's Control is The 777 Under-During Final Approach In SF, CA? Asiana or Boeing

The Asiana Airlines Dropped into San Francisco last year, as it flipped onshore, like a just hooked fish. I am truly sorry for those passengers and its three fatalities, as it could have been avoided. Every time we walk, drive or ride in a conveyance, it is a risk. It is difficult for anyone to accept blame, because a huge price tag looms on the NSTB decision hanging above the heads of booth Asiana and Boeing. The airplane maker has more money, hence, the great escape from blame lays before the one with the most money to be taken. Below is the decision:

The wreckage of Asiana Flight 214 lies on the ground after it crashed at the San Francisco International Airport, in San Francisco.

IMAGE: MARCIO JOSE SANCHEZ, FILE/ASSOCIATED PRESS Through mashable Link further below:
Bloomberg Report link Below:

Pilot Confusion Said Main Cause of Asiana Airlines Crash 

Pilot Fatigue

The pilots mismanaged their approach to the airport, failed to notice the deteriorating speed and lights near the runway showing they were too low, and then didn’t abort the touchdown, which they were trained to do, according to the NTSB.
Pilot fatigue on the Seoul-to-San Francisco flight also played a role. The crew on the South Korean airline was landing in San Francisco at 3:30 a.m. Korea time, which probably hurt their performance, the NTSB said.
Pilots whose performance was hindered by fatigue made a series of “cascading errors” that began miles away from the airport, Roger Cox, an NTSB investigator, said at the hearing.
An underlying reason for the accident was that Captain Lee Kang Kuk, a veteran of the airline who was being trained on the Boeing 777 wide-body, didn’t realize he had disabled the jetliner’s automatic speed protection system as he was trying to descend, according to the NTSB.
Lee told investigators after the crash he thought “the auto-throttle should have come out of the idle position to prevent the airplane going below the minimum speed” for landing, the NTSB said.

‘More Widespread’

Another Asiana captain, Lee Jung Min, an instructor, was seated in the co-pilot’s seat.
NTSB board member Robert Sumwalt, a former airline pilot, said he spoke to a senior airline training pilot after the accident to determine whether average flight crews understood how the 777’s speed protection worked.
“He said to be honest with you, ‘I don’t think it was widely known at all.’” Sumwalt said. “I think that the problem was a lot more widespread than we may have thought.”
At the same time, the cockpit display showed that the plane’s air-speed protections had been disabled and the pilots should have seen that, Cox said.
“There are plenty of cues in front of you telling you what you have done, but you have to look at them,” he said.

Boeing Controls

Boeing wasn’t absolved in the investigation. The disconnection of the plane’s speed-protection system was listed as one of the causes of the crash. Complexities of that system, which was “inadequately” described to the flight crew, contributed to the accident, the NTSB found.
Chicago-based Boeing has maintained that crew actions caused the accident.
“The airplane and all airplane systems were functioning as expected prior to impact and did not contribute to the accident,” Boeing said in a March submission to the NTSB on the accident.
The 777, the largest twin-engine jetliner, began commercial service in 1995 and has one of the industry’s best safety records, according to Boeing’s annual aircraft accident summary.
While Seoul-based Asiana said in its submission the pilots were at fault, it urged the NTSB to find that issues with the plane’s automation were also to blame.
Incidents with an almost identical auto-throttle issue arose in certification of the Boeing 787, NTSB documents show.
The FAA required Boeing to add a note to the then-new 787’s documentation warning pilots they could lose speed protection under the same circumstances, according to the documents. An FAA test pilot flying the 787 in 2010 said he was surprised to learn that the plane’s speed protection could be lost in some cases. The changes weren’t required for the 777.
To contact the reporter on this story: Alan Levin in Washington at
However, a hearing judge rules today following a slippery slope down to Asiana pilots and Boeing. In this slippery slope, the Boeing 777 falls onto a runway sea wall. Crew exhaustion, unfamiliarity of flight systems behavior under certain conditions, and confusion. Those stated reasons make this 777-200 fly into a stall on approach. The aircraft hits the sea wall flips and ends upright off the runway where it then burns. Asiana would like Boeing take the blame with a faulty auto throttle system under certain or special conditions with the autopilot. Boeing suggest a properly trained crew would know how to fly the 777 in any condition. An Asiana Air training pilot is on board this flight said, he was not aware of any special conditions existing in the flight and throttle system, nor has ever heard of such condition. Boeing says the 777-200 takes another skill level for pilots coming from former aircraft and Asiana lacks that knowledge. So forth goes the logic in the hearing.

The final decree from the NTSB comes from them as they reel off all the counter arguments in a systematic order. A tired crew, unfamiliar with flight characteristic of 777 auto-throttle and auto-pilot habits, where they did not have enough cognizant recognition (tired) to do the correct landing procedure after a long flight. They lack understanding for these conditions, and it falls upon either Asiana or Boeing through training updates or training procedures. The Asiana instructor on board didn't have recognition for this vulnerability as he stated he had never heard of these conditions from other pilots during his career. Boeing did not broadcast this venerability of a solution in case it happen. The time frame for this occurrence was in seconds, as it caused confusion for an unsuspecting or under trained and tired crew. Who claimed, even if fully trained, they would not have been trained on this condition, since they were not aware of in the first place. Are you confused yet? I am. Boeing transfers back at Asiana that intuitively they should be aware of its flight anomalies from experience and understanding of the aircraft. In other words, it takes a master pilot to fly the 777 with full competence.

NTSB summarizes, Asiana fell short in its comprehension of the 777, they were tired and became confused in seconds and Boeing did not do its due diligence in making sure its customers were aware of, or trained-up for its systems under all conditions. The passengers lawyers wonder who pays. After-all that is what is at stake at this point in time.

Boeing will change its 777 presentation back at the plant, for its customers. They will make systems work intuitively together in a logical manner preventing a disassociation from auto pilot from auto throttle. Pilots across the board will have additional training, and bulletins for this condition. Nothing broke or failed on this 777-200. The crew was confused as often is the case in a "Perfect Storm". Unaware, tired, and untrained is that perfect storm. Everybody shares in this mishap equally, including the governing agency's that approved the aircraft in the first place, since they too failed to detect this vulnerability in the first place.

Very Good Information found on Mashable Link:

"NTSB investigators say the flight crew aboard an Asiana Airlines flight that crashed into a seawall at San Francisco International Airport the morning of July 6, 2013, were to blame for the incident that killed three and left more than 180 injured.
"Automation has unquestionably made aviation safer and more efficient. But the more complex automation becomes, the more challenging it is to ensure that the pilots adequately understand it," NTSB acting chair Christopher Hart said in his opening remarks. "In this instance, the flight crew over-relied on automated systems that they did not fully understand. As a result, they flew the aircraft too low and too slow and collided with the seawall at the end of the runway," he said.
The pilot, Operations Group Chairman Roger Cox later added, simply "lacked critical manual flying skills. NTSB investigators announced their findings at a publichearing Tuesday morning, nearly one year after the incident, where they sought to answer the primary question: Why did this airplane crash while landing at SFO on a clear day?
Throughout the hearing NTSB investigators repeatedly returned to the pilot's understanding of automated systems on board the aircraft, with one board member saying the incident wasn't caused by pilot incompetency, but an expectation that the auto-throttle system on board the Boeing 777 “would do something for them that the aircraft was not designed to do.
The Asiana crash, which occurred on a crystal clear day with light winds, showed that advances in flight deck automation can inadvertently bring down a perfectly healthy airplane. The crash therefore calls into question the layers of automation that are being put into modern aircraft, such as the Boeing 787 and forthcoming Airbus A350 series.
The NTSB found that the pilots had "misconceptions" about the plane's autopilot systems, specifically what the autothrottle would do in the event that the plane's airspeed got too low.
In the setting that the autopilot was in at the time of the accident, the autothrottles that are used to maintain specific airspeeds, much like cruise control in a car, were not programmed to wake up and intervene by adding power if the plane got too slow. The pilots believed otherwise, in part because in other autopilot modes on the Boeing 777, the autothrottles would in fact do this.
The airplane, investigators said, was too high approximately five miles out, and the pilots didn’t effectively monitor its airspeed once the plane dipped below 500 feet on its final approach. Pilots then failed to follow go-around procedure, investigators said, until it was too late — less than four seconds before the plane hit the sea wall.
Despite that rough landing, which was captured on surveillance video as seen above, 99% of the occupants on board the aircraft survived, 98% of the passengers were able to evacuate the airplane and 83% of occupants sustained minor or no injuries, the NTSB said. The plane's frame and seats absorbed the majority of the impact.
Two of those killed were not wearing seat belts and were ejected from the aircraft. One of those ejected, passenger 41E, was run over by fire rigs that had responded to the scene, an incident that "never should have happened," investigators said. Fire fighters initially left that passenger lying on the tarmac believing she was dead — but the NTSB says there was a window of opportunity to perform triage on the passenger.
The NTSB credited the aircraft’s flight attendants for initiating the evacuation, overriding the pilot’s orders to wait.
Senior climate reporter Andrew Freedman contributed to this story.
Have something to add to this story? Share it in the comments.

Monday, June 23, 2014

U.S. Navy’s largest destroyer arrives on time, on budget; named for late admiral

"Off-The Wall ", is Winging-it, isn't It? So today is Destroyer Day. Its about a ship that is destroying the Littoral Combat Ships before it leaves the harbor. The Zumwalt class and first named ship of its class is coming out to play and is turning heads like a mini- skirted model on a windy Port Sided Day.

The first-in-class Zumwalt, the largest U.S. Navy destroyer ever built, is seen at Bath Iron Works in Bath, Maine, Oct. 8, 2013. (Robert F. Bukaty/AP)

The Virginia CCS circa 1863

Engineering and Tecnology reinvents the destroyer as a anti-submarine, anti coastal embatlements, and  fortifications. Its a deep water and coastal swarm-maker built for durability. and fleet support. It moves for floatilla protection and is a fast hunter striker. Bath Iron Works, announces goooal!!! In strict FIFA fashion. Please read below the Kudos attributed to a new class of floating ships.

The first-in-class Zumwalt, the largest U.S. Navy destroyer ever built, is seen at Bath Iron Works in Bath, Maine, Oct. 8, 2013. (Robert F. Bukaty/AP)

 October 20, 2013

 After embarrassing troubles with its latest class of surface warships, the Navy is hoping for a winner from a new destroyer that’s ready to go into the water.
Construction of the first-in-class Zumwalt, the largest U.S. Navy destroyer ever built, is on time and on budget, something that’s a rarity in new defense programs, officials said. And the Navy believes that the ship’s big gun, stealthy silhouette and advanced features will make it a formidable package.
The christening of the ship bearing the name of the late Adm. Elmo “Bud” Zumwalt Jr. was canceled a week ago because of the federal government shutdown. Without fanfare, the big ship will be moved to dry dock and floated in the coming days.
The public ceremony featuring Zumwalt’s two daughters will be rescheduled for the spring.
Zumwalt served in destroyers during World War II and was awarded a Bronze Star for valor at the Battle of Leyte Gulf. As the nation’s youngest chief of naval operations — appointed at 49 by President Richard M. Nixon — he fought to end racial discrimination and allowed women to serve on ships for the first time.
Like its namesake, the ship is innovative.
It is so big that Bath Iron Works, a General Dynamics subsidiary, built a 106-foot-tall, $40 million “Ultra Hall” to accommodate its large hull segments. The ship is 100 feet longer than the existing class of destroyers.
It features an unusual wave-piercing hull, electric-drive propulsion, advanced sonar and guided missiles and a gun that fires rocket-propelled warheads as far as 100 miles. Unlike warships with towering radar-and-antenna-laden superstructures, the Zumwalt will ride low to the water to minimize its radar signature, making it stealthier than other warships. The ship was envisioned for shore bombardment, but its size and a power plant that can produce 78 megawatts of electricity — enough to power 78,000 homes — make it a potential platform for futuristic weapons such as the electromagnetic rail gun, which uses a magnetic field and electric current to fire a projectile at seven times the speed of sound.
With so many computers and so much automation, it will need fewer sailors, operating with a crew of 158 — nearly half the complement aboard the current generation of destroyers.
“The concept of the Zumwalt is sort of a bridge between the traditions of the past and the new world of networked warfare and precision-guided munitions,” said Lor­en Thompson, defense analyst at the Lexington Institute. “It’s not so much a radical concept as it is an attempt to pull off a full range of missions with a ship that has one foot in the present and one foot in the future.”
The Navy envisioned building more than 20 of the ships. But the Zumwalt has so many sophisticated features, and its cost grew so high, that senior Navy officials tried to kill the program. Instead, it was truncated to just three ships, the first being Zumwalt.
The Zumwalt will cost more than $3.5 billion — about three times the price of current destroyers — but the program has not been beset by big cost overruns or delays, officials said.
The fact that construction has gone smoothly is a relief for the Navy, which has dealt with embarrassing troubles on its new class of speedy warship, dubbed the “littoral combat ship.”
“That ship is a total disaster,” said Norman Polmar, a naval historian, analyst and author.Those smaller ships, designed to operate close to shore in intertidal waters, have been plagued by escalating costs, production delays and mechanical problems. Mission modules that give them the flexibility to perform roles including anti-submarine warfare and minesweeping are not ready, even though the first ships have been commissioned.
Against that backdrop, shipbuilders at Bath Iron Works have been toiling away on the Zumwalt, the first entirely new ship built on the banks of the Kennebec River since the original Arleigh Burke was christened more than 20 years ago.
Dan Dowling, president of Local S6, which represents 3,200 shipbuilders, said it’s been a challenging project with a new hull design, composite materials and new technology.
“It is a radical departure from what we’ve known. Whether the Navy is satisfied with the design of the ship is up to them. We can only build what they asked for,” he said, adding, “I hope they’ll be pleased with it. We’d like to build as many of them as we can.”
— Associated Press

Sunday, June 22, 2014

The Boston Connection

Boston is the new Black for airline profitability. Hainan, Jal, and others are rerouting to Bean Town. No I didn't use the Tea Party metphor for this blog (already used in poltics). The Boston Connection is more entertaining than the French version. Where else can you go on the East coast for Lobster, American engineering and computer code. Nowhere like Boston. People, Chinese, need want and aspire for these commodities. China, a place far away, is addicted to this connection. Hainan Airline had a devious scheme many years ago is some back room in China, that Boston is the untapped American Connection that does not have a wait in line opportunity on its top billing. It is an "Emerging American Hub" for the Orient, who knew? The Boston Connection has been noticed and many people are considering this discovery like a gold strike. The slow motion rush is on. Paper work, applications and agreements rush is on. JAL started with a bang (fire) several years back with the enabling 787.

The "Enabler" (Dreamliner) is the most effective mechanism today for opening new routes such as Boston to all of China. It was reported that Boston area has over 400,000 people who will travel to and from (Boston- China) annnually. Hainan, when no one knew what a Hainan was, ordered some 787. Today everybody else is talking about flying to Boston to go to China. Making others second tier from the crowded traditional super ports like New York, Chicago and DC. Take an express flight to Boston and then go directly to China, or basically on a 787 anywhere flight from Boston that traverses the North Pole. You could say the 787 is remaking Boston and its economy as a world trade center. Its the new gold, "The Boston Connection". Other Airlines are secrectly deciding epuipment purchases along with route acquistions in symphony. United Airlines is attacking the Orient from the West. The route grabbing rush is on, only its not happening in Oklahoma like it did in the 19th century during the great land grab. Its happening in under utilized markets with an abundance of people needed for travel, bringing its intellectual capital into a economic destination such as China. The 787 is the perfect freighter for world intellect going to and from China. Boston is to be the center for world intellectual capital. The connection is that pipe line for transporting this valued commodity, people and its talent.

Friday, June 20, 2014

The Enigma Of Unidentified Customers Drives Boeing's Order Book

Boeing received a boost to its 737 order book this month and has several other orders swirling about in order limbo. Recently it received an order for 80 737 in the form of maybe 60 Max and 20 NG from one customer. Also...

Jiuyuan Airlines is to take delivery of its 50 Boeing 737s by 2020

"Jiuyuan Airlines is a planned Chinese LCC start-up, expecting to launch services in Aug-2014. The carrier will be a JV between Juneyao Airlines and CTI, with Juneyao Airlines to hold at least a 70% stake. The start-up will focus on secondary and third-tier cities from its hub at Guangzhou Baiyun Airport. The carrier also has plans to expand to serve destinations in South Asia, East Asia and Northeast Asia once it has consolidated its domestic network. Jiuyuan Airlines plans to initially operate three leased Boeing 737-800 aircraft in a 189-seat, all-economy class configuration. The start-up has future orders for 50 Boeing 737NG and MAX variants. Jiuyuan Airlines was was officially established and registered in Baiyun District on 02-Apr-2014 and is now in the process of applying for its air operator’s licence with CAAC".

The Orient is beginning to become Boeing's go to market for single aisle 737's. The 737 standard is rapidly becoming the choice of airline operations as a complete package, while customers may add operational gap filling services from Boeing, such as its "Edge" program. The edge offers support programs that would keep all new equipment flying when an upstart airline may lack the technical upgrading of its staff, as it keeps up with an infusion of new aircraft.

I've never even heard of Juiyuan Airlines, as of today. It’s part of the Enigma of Boeing's unidentified 737 customers, which will have a reveal sometime in the future. The Boeing marketing team always falls back on, "it’s up to the customer to announce fleet aquisitions". China, a burgeoning market, has many mystery players, Shangdong Airlines and now Juiyaun. Fifty and Fifty and now 80 float about aviation's competitive realm. The key here, is that China, Asia, and the likes are guarding its order books, which grows Boeing's Unidentified Order Book in significant number. The order battle field has shifted to China. No longer are sales campaigns ensconced in Europe or North America. 

For the next ten years, it will be China, as Boeing has predicted in its prognostications for the market. Billions of people, new economic growth have placed China as the place to do business. It is important for the aviation duopoly to sink its heels into that market as it had predicted it needed to do last year, or from prior years of reports.

Now the many Chinese airlines would prefer to keep its order book unknown for a while, so its own Chinese competitors cannot read the "Tea Leaves" very well on its purchases. 

Since, there are only a few producers, Boeing, Airbus, and Comac in the running currently, it would be important for those customer airlines not to tip its hand. Boeing wants no part in displaying a Chinese Airlines intent on equipment at this crucial stage of fleet expansion.

Every time a Shangdong announces for fifty it causes a Chinese ripple across aviation's market place because of China's former locked potential is beginning to unravel, and any unwanted Boeing announcement causes like minded competitors in this huge market to adjust its game plan. 

Boeing's recent string of 737 orders "unidentified", and "announced", have been at a relatively fast pace. This Boeing order pacing may continue towards the end of 2014. 

Not knowing all the airlines in China, whether a start-up or established, it will be exciting time to follow the region's ordering during the next six months. 

Ordering season has officially started in China, and Boeing is playing a huge role in this endeavor. Therefore, a caution is issued, "learn all the names of Chinese based airlines whether in start-up phase or legacy airline for China". 

The stepping stones for growth are being placed in China at this time. Go for regional services, order 737's stones. Go international, order 787, and 777 stones. The path to international travel is through a strong regional (China region) operation first for a few years, then expand upon opportunity of available international routes. 

Picking the right airplane maker first, is the pathway to future orders later on, when routes expand. Fifty 737's ordered now, indicates that a customer would order 787/777's later, as the airline customer expands its fleet.  

Boeing has a nurturing plan for growing airlines around the world, and the Chinese market is ripe for this kind of nurture on airline's business models.

Thursday, June 19, 2014

The Max Bubble Keeps Growing

Boeing has just updated its order book with 15 and 80 orders to Turkish Airlines and unidentified respectively. That is a total of 480 NG/Max orders this year where orders for all types  is 489 in total. 98% are the 737 variety. What does this mean is the context of the blog today.

Remember that last year was a extremely robust year for 737's including a preponderance of Max 737 orders. Boeing had a long journey to go catching-up Airbus Neo since it started 15 months after the NEO. The NEO jump started with all its existing customers in great quantity. Boeing threw the Hail Mary Max pass and caught it with the MAX.

737 Order Book Balloons in 2012 and 2013

2010    475 (NG only)
2011    580 (150 Max) December *
2012  1171*
2013  1208*
2014    480**

*   Max order years added to the books
** Partial year including June orders to date

The Max years has made its case that Boeing is on to something very special. Customers are given the inside scoop on the Max. They really like what they see. Boeing accommodates customers with transitioning orders taking NG's to Max split order bookings. Not all orders in the asterisk years are MAX but the significant part of 2012-2014 YTD belong to the Max. There have been a total of    3,439*  737 added to the books since the Max was announced. Close to two thirds are the Max when considering 2011 had the initial Max order of 150 in December and most of 2011 737 bookings were NG orders.

The Max balloon is not about to burst, as unannounced and commitments are not factored in on theses numbers at this time. Airbus may pride themselves on the NEO, orders, since it is  its job to do so. However, the steady pace of Boeing Max would be disturbing for the Neophytes. If Boeing book reaches a thousand 737 in 2014 , it would be a remarkable testament to its Max concept and the customer's understanding of that same concept. Reputation has a lot to consider for the customer. As Boeing originally announced for the 787 project that it would gain 15% fuel advantage but ends up with a 21% fuel advantage in some cases, then the Boeing reputation carries forward with the Max where they have announced a 13% advantage over its competitors current models and then a 6% advantage over its NEO offering. Airlines for Airbus may rationalize its too expensive to reequip, retrain and re market a NEO fleet over to a 737 fleet. However, they may find that bleeding slowly is the way to go. The 737 Max got the message out to its potential customers and is loading up in China in numbers (Hint unidentified list). China has not signed an oath of allegiance yet on single aisle types. They have older equipment or mixed fleets so they are more free than European counterparts when selecting the Boeing 737 Max. China may take on some 737 NG's for instant gratification when updating the China based fleets while waiting for Max delivery.

When will the Max sweep past the NEO in Numbers? That should occur in late 2015, Airbus will be perplexed with stagnant orders for both the A350 and A380 in 2015. The Neo will have maximized its customer base as those in the undecided arena choose more Max for a third consecutive year. Toulouse announces a new production facility near Waterloo.

Tuesday, June 17, 2014

The 747-8I Metaphor Or Metamorphic.

The 747-8i is a Metaphor in its current stage of life. Its a beach mansion hanging on a sea side cliff. The waves of larger aircraft are finally catching up to its lofty perch and eroding under its cliff facade, dropping it into aviation's ocean where it will sun in some desert some day. The 777 wave came then the Mega Ball A380 washed another piece of its foundation away. Finally, A350's arrive along with 787 during the last three years. Boeing countered with a "can't we all get along" commonality pitch to its customers. Stay with the 747-8i because it will seem like a 787 on steroids, even though the 787 is another tool for customers to try, as they stay away from four engines in numbers, since two engines is the "New Black" . The 747-8i cliff keeps eroding, even from its own family of aircraft coming in waves. The abode of the Queen of The Skies, is in peril.

Boeing moved this house back a hundred feet, in an epic effort of metamorphic proportions on the 747-8i. Making it a compliant Jumbo that flies like a 787. Will anyone notice those four engines in the make-over? Rhetorically speaking, four engines is still four engines no matter how you fit out technology, but at least its a step back from the edge in an eroding Jumbo market.  How about that A380 from Europe. It failed as a freighter and then sales are as soft now as the 747-8i. At least the 747-8i is has appeal as as the worlds best over-all freight hauler. The passenger service thinks it looks 45 years old even with a new wardrobe. Its a shinning mansion on an eroding cliff. Every airline takes a shot at its under pinning when ordering another set of two aisles with two engines no matter the maker. Boeing deviously remade the 747-8i not regarding the eroding cliff. It changed its position in the aviation scheme. Took some sales from the A380 in an attempt of spoiling the A380's break even point. Mission accomplished, as Super Jumbo sales are drifting towards irrelevancy.

A dying 747 concept has sacrificed itself for the greater good of Boeing. Time was gained for completing the final nail in the 747 program, by extending its usefulness. The 777X program will have time to develop as the 747-8i holds the A380 off the profit line. Once the 777X launches, the cliff will tumble Boeing's 747-8i into the sunny sea. The 777X is the true twin aisle twin engine Jumbo. The A380 will remain an Airbus profit bleeder. The 747-8i will remain a workhorse for freight hauling. The 747-8i is a metamorphic rock that has  50 years behind it changing into a hardened beautiful Diamond.

Monday, June 16, 2014

Big Blog Of The Day 787-9 Cleared For Take-off

The 787-9, as expected have cleared both the FAA and EASA  certification for delivery into the public domain. Seemless testing and frquent flying regimine have set its wings, free of encumbered review by both aviation authorities. Evidently Boeing must have made its case regarding a recent insufficiency discovery by the FAA, concerning flight control issues withing the Cabin. One, a knob needing more attention, and two a capaciter for the RAT, needing upgrading, as it failed in some flying tests. It wasn't sufficient enough issues for grounding the new 787-9, and it could be addressed within the current model, so as it wii not pose a critical problem. Therefore, the FAA, relinguished upon the Boeing's plan of fixing both problems during the next six months as a conditional acceptance of the 787-9. Where Boeing would upgrade components in issue and it would not affect new deliveries.

787-9, Its Good To Go

Open for Business sign goes up for the 787-9. New Zealand Air can possibly recieve a 787-9 by the end of the month with a few more following on by Audgust. ANA is chomping at the bit as it has a nearily ready for prime time 787-9 waiting for the signal to come and pick-it-up phone call. 

Those built 787-9; Flown, Tested, but not ready for delicery at this time:

Under 60 day delivery path:

Air New Zealand (4)
JAL (1)
ANA (1)
United Airline (1)

Friday, June 13, 2014

Airbus Discusses Fixing Its Swagger, As Boeing Just Tied Airbus Shoe Laces Together

Airbus is in Conference this week sorting out what happened these last five years. Of course everything Airbus did was right and on the mark when considering what Boeing did. Not only are its rose colored glasses picking up additional enlightenment's, they are bold to speak half-truths as it were a literary license to do so list.

Half Truth List from the past to the future from Airbus, my insights added:

  • In 2003 Airbus remarked, the newly announce 787 project would fail and shouldn't be tried.
  • Two years later it announced it would build a better XWB A350 greater than the 787.
  • Incremental technology is better than all new technology slide, meeting starts.
  • NEO code naming is synonymous with incremental advancement.
  • Baghdad Bob Announces, Airbus is slaughtering the the MAX with A320 Neo orders at a 6:4 ratio over the Max.
  • John Leahy sitting next to Baghdad Bob announces, "(The Airbus Chief Operating Officer Customers, John Leahy, calls it) A period of panic for Boeing, as Airbus moves its largest single aisle model, the A321, into the territory occupied by aged 757s which Boeing no longer makes by exploiting the things new tech engines make possible in a 240 passenger single aisle jet."
  • Someone remarked, "isn't that what the 787-8 does", they were escorted out
  • Airbus CEO Fabrice BrĂ©gier made it clear: Incremental, Incremental, quiet please.
  • A Hand went up as a calculator turned off. How many Max have sold verses A320 Neo since the time the Max was announced? Then the meeting speaker got annoyed, "more space is now available for those still standing." (Door in the back slams).
  • CEO Bregier continues, BrĂ©gier’s strategic direction means that the next big step, or NBS when it comes to the lucrative single aisle airliner market will be sometime around 2030, rather than now, in 2014, as just about everyone in Airbus and Boeing was predicting in 2004.
  • Its John Leahy's turn, he has a slide show of how panicked Boeing is, in Everett,WA
  • Fabregier talks about the Next Big Step (NBS), The A330-NEO-NBS-XWB.
  • "What About Bob (AKA Bill Murray)" Comes up to the Microphone. Incremental is all about "Baby Steps". Applause and then ovation. Dr. Leo Marvin (AKA Richard Dryfuss) screams.
  • Symposium Brain storming next; let’s all write down ideas on the NEO with everything we've got.
  • Does that include the A380? Yes it does!
  • Can we go Neo on the A350-800? No you can't!
  • Do Airbus Gliders qualify? Yes they do, even though no New Engine Option is available.
  • Has everybody Brain Stormed their Baby Steps Incremental Dream Plane? (oops)
  • Announcer, "We now have one more chair up front for those still standing."
From Game Changer To Difference Maker

Even though Boeing did a quantum leap in technology verses the Airbus mantra of Baby Steps, Boeing will have perfected its family of aircraft feeding off that quantum leap over the next 25 years. The 777X, 747-8i and The Max all benefit from Boeing's technological leap with the 787. The 787 is the root cause of Boeing's future success in anything it does until 2030 or there about. Airbus does not have a 787 playbook to feed from. They have a menagerie of NEO's, XWB, and giant aircraft, which adds to its well spring of advancements for the future. Baby steps will put Airbus further behind in this case.

Announcement: The A330 Neo is doing a competitive airplane build on the cheap in baby steps (no applause). 

Airbus cannot draw from a 787 technology parts bin. The A350 did not break significant ground in technology other than a plastic frame and wings. Many unique and one-off new technologies are found in the 787 development, and is showing up in Boeing's new airplane portfolio, or already is flying, and also is making a differences through its family of aircraft.

The 787 is a difference maker for the complete Boeing family. Developing the A350 by Airbus does not make a significant difference for all follow-on NEO planes. Airbus laid up short with its technology on the A350. They didn't match or catch Boeing's 787 technological inspiration. A customer and journalist recently rode on the A350-900 test plane during a promotional flight for the press.

This journalist remarked in his article, how noisy the A350 was compared to the 787-8 he had flown in on. The interior was not that remarkable, but had the latest in seat innovation just like any other airline. Missing were the engineering touches that Boeing has, those wings sweeping back, Window innovations, and a quieter ride. These types of observations were interrupted by 150 other seated press from Europe and the Airbus embedded journalist. He thought this was kind of cheesy when all clapped after the A350 took off, and then cheered when it landed. No objectivity was given by anyone that this journalist could see. He just felt he had a better ride and quieter experience on the 787 when considering all its systems in play. 

Boeing has the game changer and the difference maker for its family of aircraft, where Boeing is also taking incremental steps forward in all sizes. It has positioned itself for the customer and airline operations. The 10 years of new technology R&D was not just for the 787, it was for all of its commercial aviation divisions of aircraft. Every aircraft from the smallest to the largest contains 787 engineering DNA under its skin, whether it is metal or plastic. The 777X program will validate this statement.

On the other hand, Airbus went on the hurry up route, and dumbed down the A350, which is not a good comparison for Airbus against 787 technology. The A350 is also, a well to draw from, when taking additional steps in Building NEO's for all types. These NEO's will have to depend on engine makers outside the company for making old technology fly better. Airbus does not have an inside game with its own technology like Boeing. They will try and win with Engine builders, the same ones Boeing also uses.  When you look at the Airbus situation, it looks disjointed, unorganized and hap-hazard. Airbus lacks a Game Changer and Difference Maker.

Airbus “Snickies” List:
  • Considering a remake of a 20 year old plane, A330 NEO as the primary 787-8 fighter (haphazard)
  • Failing with A350-800 and abandoning its development. (unorganized) 
  • Discussing a NEO program for the A380 since sales have hit bottom. (knee jerk)
  • Considering the A321 NEO as a competitor of the discontinued 757.  (disjointed)
  • Tasking the A350-900 and A350-1000 to compete with the following (are you kidding me): Airbus must be delusional?

Boeing Bottom Line:
  • 787-8
  • 787-9
  • 787-10
  • 777-8X
  • 777-9X