Wednesday, December 27, 2017
Monday, December 11, 2017
Primary One: is found on the links provided below the main body found on the page Introduction.
Alternate-2: is found by Clicking on the upper left corner on the word "Skalkaho" found on the upper left introduction page and is also found just above the words "A Journey in Adventure".
Clicking it will take you to a list of chapters/postings showing five chapters at a time on this page. The other chapters not visible can be access by clicking on the "More Post" button at the very center-bottom of the Skalkaho chapter/pages link mentioned (in the upper left corner as stated in instruction 2).
Example: More Post
The A-330 erodes its sibling mate the A-350 in the market place and does not help either model well. As few orders for A-330 NEO were made and fewer orders for the A-350 occured when airline ordered a few of the A-330 NEO's instead of the A-350 as a cheap alternative.
The 767 restart rumor makes sense if the 797 is not ready for a prime time announcement. Those who may order a re-surging 767 model may also be an early customers for the 797. They may also operate older 767's in its fleet today. Boeing is poised to launch a 797 within its own time slot. All the customer wrinkles will be retired before such a launch announcement and all the Boeing innovations intended for the 797 will be resolved. It sounds like ten years before the 797 delivers. Hence the rumor of a 767 restart has some legs to the story. A renewed 767 is no augmentation of its popular 787 but it is a bridge to the 797's unannounced program.
Boeing would hope to sell about 200 of its renewed 767 as a segue for its 797 announcement in 2020. The ten year entry into service mark is about right before a 797 is ready to go. It would allow time for first delivered 797 matriculation into its fleet over an additional five years thus bringing a renewed 767 retirement fifteen years out from its delivery.
Boeing doesn't hint about things as substantial as a dead 767 passenger program renewal, unless some serious wheeling and dealing has taken place in the background. The North American trifecta of United, Delta and American airlines has expressed interest in its 797 model. The all have 767 experience and they all have an established market for a 5,000 range of service. Coincidentally, it fits the 797 profile that has bantered about in the press. The deal making could conceivably offer a low priced 767 now and a fixed price 797 into the indefinite future. A one to one order pairing with the 767 and 797 is a possibility. A 797 launch time could be pushed out further building more momentum for its announcement moment. The 767 rumors are more of an unannounced reality.
Saturday, December 9, 2017
- Needing luggage ? $39.99 per one standard bag
- Wanting food? $39.99 for two meals
- Adding entertainment or computer connectivity? $19.99 for the trip.
- Needing full Concierge service during departing or arrival? $39.99
Thursday, December 7, 2017
Tuesday, December 5, 2017
Here is "Skalkaho's introductions" Link to:
...chapters will be posted as completed for your rough draft readings. Please follow this project as it may eventually have a completion by December 31, 2018. That is the goal. Your own goal is following the writing journey as a private audience experiencing a writer's first attempt at a story. Save the blogging posting link for future reference. I am already starting Chapter 2, chapter 1 is short at this time and it may need additional story information. Chapter 1 is called Skalkaho: Blackleaf Camp.
The Blog site is called "First Cut an Adventure In Writing" found at Skalkaho.blogspot.com . Use this as a search reference. (copy rights reserved by author)
Friday, December 1, 2017
The 777X Shows Folding Wings
Then there is the grand promenade fly-over with clusters of multi formation bimbos suggesting how cool it looks when it puffs colored smoke out the "back end". Yes the Airshow is a beauty pageant where makers and customers alike put on a big show as found in Farnborough, Paris and Dubai.
After which the trickery arrives as airshow pitchmen talk in circles of what? "The six zillion aircraft were sold after all MOU's are finalized. The headlines latch onto the word zillion and won't let go of it. They will save reality for another day when any deal making falls apart. No matter what, the six zillion aircraft is the press release of the day. After the zillions are digested some even attempt to explain what it all means while starting each sentence with the word "If".
Having to compete with the press mania, any self respecting blogger must dig in and remark about the airshow de jour through having so many qualifying statements. The blogger is forced to look up words before writing begins such as "alleged", "purported" or "List Price", where the news is allowed to bombast its headlines with billions and zillions transacted at the "Timbuktu World Airshow", aka TWA. Wasn't TWA an airline at one time? No, that couldn't be, I think that would be SWA near Phoenix, Az. The S comes before T in the alphabet.
At least it sounds logical as both TWA and SWA were flying at one time or at the same time. However, the TWA event suffers a wind mishap involving sand and paint finishes. Reporting is tough and certain words are often used. Just wait for it before using the word "mishap". It can be used as it often is needed.
Nothing is ever an accident or a disaster its just a mishap. Airlines try to stay away from any airplane "faults", as if it were someones else fault it happened. Once again airshows are beauty contests without having beauty, but it does have many models to view. Just keep an airshow word thesaurus nearby before blogging and don't write like you work for a news agency.
Thursday, November 30, 2017
- · Wizz - 72 A320neo, 74 A321neo
- · Frontier - 100 A320neo, 34 A321neo
- · JetSMART -56 A320neo, 14 A321neo
- · Volaris - 46 A320neo, 34 A321neo
Referring back to the Airbus potential sale for 430 NEO's, it is possible changes could be made or the customer has further considerations needing clarification. The commitment status has a high likely hood of completion unless a disputed condition cannot be resolved. This alone does not make it a firm order yet. Legally, the customer acts in good faith over the commitment via its Letter of Intent and is bound by that LOI unless sale conditions change which would nullify its LOI. Examples could be, a customer could go bankrupt, or the maker could not possibly deliver the product as required. With Indigo Partner Airlines, the risk becomes greater but not likely there will be a failure from a customer commitment status.
Wednesday, November 29, 2017
Lufthansa unwrapped its gift for its business section customers with a redesigned view celebrating its future 777-9 before entry into service. (Photo credit not sited per FMT News)
Lufthansa unveils new Business Class-FMT
It shows six across seating in a plush arrangement with expansive work space in front of the passenger. It has a 87" lie flat sleep configuration for up to 7 foot tall passengers. The "Business" passenger will have a real business space for making a case or being pampered before arrival at Lufthansa's destinations. Merry Christmas for this first unwrapped gift of 2017.
Monday, November 27, 2017
Under McAllister's watch expect a deep reach into Boeing's playbook pulling out items more intriguing than just a folding wing. How quickly can Boeing make a clean sheet airplane enter service? How adaptable is that airplane for changing from one capability to another? Most aviation geeks won't have long to wait since the 797 vetting process has endured customer survey after survey these last five years.
What Boeing has learned from its customers is every customer wants what it wants and nothing else. What McAllister proposes is a nimbler response giving every customer what it wants from a gap range aircraft holding between 220-270 passengers. The customer will have to ask what Boeing can do for them in this Boeing faster-nimbler world.
McAllister wants all options or possibilities on the table with a timeline to get it done. His timeline becomes the control point for any new program. Divisions, such as R&D, will have to become nimbler and think beyond the concrete blocks holding the corporation up. To become nimbler any Boeing sub organization must have a road map through or around corporate road blocks, challenges and innovations where it must produce results or become a modern relic.
The other denominator in this formula, is speed with validation. New concepts will have to use everything in Boeing's box already developed and proven before even plugging it into the Boeing concept. The 797 must have an engine family capable of addressing the various customer needs. It stands to reason a one engine maker offering will be applied to a 797 once an engine is chosen. A gear driven engine option would not of been available with a McAllister plan. Airbus is paying for that side bar with PW woes on its gear driven example.
Therefore, the usual suspects are what's for diner at a Boeing board room for an engine choice. GE and Rolls will have to come up with nimble option before hanging an engine on a customer's wing. What an engine maker will need to know is weight and distance required for a 797 order from the customer. The customer orders a 240 seat 797 for 5,000 miles an engine is available for that purpose. The customer may want a 270 seat version, hence another engine pairing is for the 270 seat and range purpose. What if a current 797 service frame changes its use for customer's new purpose? Out comes the seats and on comes new engines for a range and weight change of an in-service aircraft.
That sounds like a nimbler idea in the above scenarios mentioned. The other item is how fast could these plug and play options be developed within a clean sheet design? Boeing is almost there for the 797, except waiting for more data on what it customers want in a 797. McAllister steps in again and smirks about a plug and play concept aircraft within its range of operation and for what a particular customer wants. The "what ifs" becomes a Boeing design motif.
The 797 must transform as the need changes for its customers. The ability to radically reconfigured a 797 is a selling point for each airline to consider. Boeing can make it faster and nimbler for each customer.
On the other hand Boeing talks efficiency, cost savings and innovation for its airline customer. Airlines job one is to make money by running a tight ship. Boeing has invested a considerable amount of money into ancillary services offered its customers. Maintenance plans, Boeing expertise and parts/servicing are to name a few products it offers to its airline customers. The philosophy from Boeing is if buying a Boeing aircraft an airline can hire mercenary services from Boeing without having to build its own ground services for itself for great cost.
Airbus has invested its campaign towards patronizing passenger sensibility when it featured a 5" wider wide body as its key reason for flying on its WB. It skipped past what it had to offer as an airline maker concerning its technical and ancillary support for a reason to buy its product. Boeing has emphasized its other contiguous services with the sales of its airplane.
The theory being, when buying a product without added value accounted for in the sales transaction, it becomes an apple and orange product comparison. Boeing's additional ancillary offerings make a complete deal for any building airline.
The first years of the 787 in service is a good example. Every time the 787 had a fault during service a Boeing team was there to mitigate that fault. Boeing offers a similar service for its normal operations but with the caveat it will be more convenient, cheaper and efficient if hiring Boeing doing the ground work instead of an airline providing a vast number of trained employees to do the same.
This is an example of Boeing's emphasis towards the airline and not directly at the passenger. The second part of this becomes more intriguing for airline planners. Give the airline enough advanced technology for enticing passengers and then the airline is free in its decision on how the passengers are provided. The Airbus model was 5" wider and it fit wider seats in the space provided. Airbus spent money on how window shades were much better than dimming windows. It spent money on LED lighting systems like Boeing had and it spent money on its archaic bleed air air filtration processes which Boeing can skip from its electric driven air systems.
Airbus attacked to the passenger sensibility when convincing its airline customer the A-350 was a better deal. The 787 was designed for eight seats across and the A-350 was designed for nine seats across but most airlines choose nine seats across on the 787 in economy. Making a list of who does what better for this wide body class easily becomes an obvious choice in most categories the "new" aircraft offer.
Boeing wins the following battles for the customer: Lights, air, and windows.
Airbus wins the 5" wider space for nine seats across or about 1/2" per seat wider.
The noise difference is a push between the two makers. They are both quiet while hearing people do there thing becomes the issue.
All other comparisons are dependent on how well the airline serves its passengers
Passengers are comparing how seats are configured, airline service and who is able to offer the cheapest ticket. For the price conscious passenger the journey is not the vacation. The vacation starts upon arrival. The passenger not caring for travel prices as its deal breaker, since the typical airline first class or business class is 4-6 seats across no matter what airplane model a passenger flies on. The passenger in this class is looking for airline service from start to finish. However for economy, a ticket price is directly influence by an airlines efficiency, therefore an efficient flying aircraft will have the best seat prices in a competitive economy market.
Sunday, November 26, 2017
First is the 225 flydubai orders for the 737 Max signed for at the Dubai Airshow. Then there is the 787-10 order for 40 Emirates signed at the same show. The 662 net orders added to the 265 just mentioned, and not booked yet by Boeing, comes to a total 927 net orders if it is added by December 31, 2017. There remains another 73 orders needed for adding during December to make an even 1,000 Boeing aircraft by year's end. The occurance of this happening becomes "very possible".
Otherwise, if it doesn't come out during 2017, its 662 net orders already booked is a very good year for Boeing. On the flip side, is the year 2018, which should include any airshow orders not booked during 2017. Anyways, that would make for a decent 2018 starting point. Airbus has in its hip pocket 430 NEO commitments just announced for a multiple of airlines through a purchasing consortium, Indigo Partners.
It may take some time to firm up those airline orders. Even if Airbus does book the 430 NEO's by year's end, it will not catch Boeing in units booked for 2017. There remains a few surprises before year's end for both manufacturers.
Friday, November 24, 2017
Airbus did not want to follow nor could it believe they were in the wrong place at the wrong time. Pride cometh before the fall was an "American only thing" and certainly not a "Euro thing", as Airbus needed to show up any American idea that only a short French man would consider. Having a "Euro Personality Complex", Airbus built the A-380 and its nemesis Boeing built a jumbo freighter pairing it with its dying four engine passenger version through renovating its technology borrowed from the 787.
Boeing would not risk its reputation and it looked for the 747-8 exit in the mean-time with about 100 orders for its frame having two functions (Cargo and Passenger).
The A-380 was about to be bounced out when someone said again, "Pride cometh before the fall". Dubai 2017 was the moment the Emirates bouncers entered the event while Airbus was not paying attention to the room, but it only remained fawning with its circle of customers at the show. Airbus did not get the Boeing memo ten years earlier. In fact after Airbus cancelled its A350-800 freighter version, it continued jumping the A-380 passenger shark as if it were some college prank.
Emirates ordered 142 of the A-380 in a vast move long ago to corner the Jumbo market. Boeing sat still and just blinked at that deal long time ago. The Boeing corporate thinking aligned with thoughts on its just conducted studies, revealing the A-380 will be on life support in ten years. Those years have just flown by and now Airbus is working on saving face with its A-380 failure rather than saving the A-380 itself from collapsing under its own weight. Emirates has 42 more for delivery which will take another ten years for order fulfillment when completing the original order. A twenty year span in aviation compares with a 500 hundred year span of time during the dark ages for improvements.
The A-380 cannot compete with airplanes having less mass and size. If technology exist for the A-380 to out perform the twin aisle aircraft, then the twin aisle concepts will also have that same technological advancements for themselves.
The A-380 hung itself out on a very skinny limb and Airbus cannot place a big enough net under the skinny limb for an A-380 fall. Boeing smirks sort of, "I forgot to tell you so!"
The 777X is the current checkmate move against the top end of the Airbus family of aircraft. The A-350 and A-380 game pieces are in jeopardy. One is to be taken the other "Check-Mated" and all by the 777X.
Airbus will not concede the game. It only seeks silent humiliation for its family of aircraft. Boeing is helping them with the humiliation status. The American based manufacturer currently has a ten year lead over Airbus WB airplane ideas.The A-380 is King of the skies but didn't see the Queen of the skies coming in for its checkmate. Airbus can't leave the room fast enough, it will just be bounced.
Thursday, November 23, 2017
China or its region has the 777-300-ER well in its fleet. The Chinese cadre of airlines are expanding with the 777-ER and have a newly maturing fleets of aircraft. The 777-300-ER is present and accounted for the next 10 years.
The current goal is for going with medium wide body with a variety of A-350's and 787's. The 777X has a 326 unit backlog and has not been even assembled or tested yet. China can wait for a 777X type of order. In the mean time, the 777-300-ER is a great fit for its fleets. An airplane service life within its fleet status is about 10 years or a few years longer depending on the business plan. The 777-300-ER averages 4 years old within the Chinese fleets.
Having this little information about China's big wide body fleet status would indicate its airline fleets would need order placement for 777X's by 2025 for replacing its classic 777's. In fact, additional orders for the 777-300-ER may occur over the next three years. By 2022, the 777X backlog would start reducing with a estimated 50 unit a year delivery pace. The Chinese competing long distance fleets would need the 777X by 2025. Orders for those types could be expected by 2022 or in the next four years.
The 777X test phase and entry into service should reach completion by the end of 2020. The Boeing 777X book should have more orders coming from world-wide customers after the initial deliveries establishes its performance in the market place. The buying customer has learned from the 787 and A-320 lessons that rushing new technology has higher risks.
Airlines, shelling out billions for new models having its first entry into service, have become more risk adverse.
Additionally, data is not yet available if the 777X's can pay for themselves when operating current routes and the 777-300-ER price is currently favorable when expanding an airlines long distance fleet. Boeing will stay the course forward with this program from lessons learned from the 787 experience. After the 777X wing build, Boeing should have the program under its control with all its new technology installed on the new airplane.
The China region could order another 50 777X's by 2025. Now that Pigs have flown pass the potatoes.
Wednesday, November 22, 2017
Another note or observation, Boeing is capable of booking more than a thousand orders for 2017 exceeding its book to bill ratio goal of 1 by some degree. Having not booked most of the Dubai airshow orders to date, a final number becomes a speculative exercise as 225 Boeing's single aisle and 40 WB remain in a state of limbo until these orders are finalized.
However, Boeing has made its order point this year, as it has demonstrated it can go toe to toe with Airbus in the single aisle division, and exceed Airbus wide body aspirations by a long mile. Whatever order hold back Airbus has for announcing only until December 31, 2017, it should not even approach what Boeing will announce by year's end.
Tuesday, November 21, 2017
A take from the Paris Airshow from "Aviation Week": June 2017
"At the show, Boeing did, however, confirm several new configuration details, including the use of a fifth-generation composite wing, a “hybrid” composite fuselage, next-generation digital architecture and super efficient, very-high-bypass turbofans. A conceptual graphic and side-view profile also showed a 757-size aircraft clearly displaying a meld of 777 and 787 design features."
Even though considerable homage was paid to the 757 configuration, going twin aisle makes the 797 go wider than a single aisle and is narrower than a 787 ,as mentioned by several Winging It postings. The reference of a hybrid composite fuselage becomes an enigma for most aviation geeks. It sounds like the body will have design aspects which will lend to using composites in critical areas for strength, especially around window areas and then inserting aluminum alloy panels in non critical strength areas. The imaginary view implies a panel construction similar to the Airbus A-350 presentation but have a "C"shape panels in a critical window area allowing for its width at a mid-body key point.
The "aluminum alloy" panels will shape the remainder of the body. The over-all weight reduction will make this mid model the most efficient it can be when using hybrid design points as well as hybrid parts points for the 797's body outcome. The lifting surfaces should all be composite. An estimated 50% composite body including wings is the "hybrid" outcome.
How many and how much is it worth coming from a Paris handshake? Winging It kept records from the show and classified those records with the following sub groupings.
A solid green color indicated a purchase, or a conversion from one previously ordered type into a firm order at the show for another type. A star by customer's name indicates a new firm order converted from the previous Paris airshow MOU/LOI status. A starred name has been converted into a solid green color purchase condition where any remaining MOU's or LOI's remain a light green color on Winging It's main chart and is not pictured above and is not shown with this posting. A purchase-conversion may have been an MOU at the show but it could be a firm order today and is booked by Boeing.
A previous posting listed the remaining Paris Airshow MOU's and LOI's and briefly discussed what should happen to those MOU's before year's end.
Below is an indication for how busy the Boeing marketing team has been working. Not only finalizing deals from Paris but currently adding flydubai for 225 Max aircraft, Avolon's 75 Max aircraft, and a slug of wide bodied aircraft from various customers totaling about 45 787's and several 777's as an example.
The below Chart list the prior MOU's and LOI's agreed upon during the Paris Airshow 2017 and are now booked as firm orders for Boeing.
Boeing's backlog of MOU's signed since Paris eclipses Boeing's Dubai Show both in units ordered and in value. The two airshows combined value adds significantly more than $150 billion gross to Boeing's book at list price. The Cumulative Paris order Book is charted below from Winging It data. It includes both those orders during the show and those orders firmed after the show from its MOU status*.
* represents a prior intent/MOU and is now a booked Booked order on Boeing's website.
Monday, November 20, 2017
"Yes, we definitely want to be first in line," said Bjørn Kjos, Norwegian Air Shuttle CEO in Seattle.
The 797 doesn't exist and Boeing isn't going to tell even if does exist. It only moves chess pieces around its massive manufacturing chess board without further adieu. The only mystery remaining is 797 launch customer's and where it will be assembled (built).
Bloomberg: "McAllister said Boeing is ready for the challenge:
It remains for Boeing to whittle down to a one, two, three program process.
- Launch the 777X
- Deliver the 737 Max -10
- and sell about four hundred 797's before the next airshow.
There are many usual suspects vying for the coveted launch customer trophy. Usually this honor goes to a Boeing "favorite" or some customer's massive order announcement.
The China market is ripe for a 797 and Norwegian Air Shuttle has stuck its foot in Boeing's big factory doors. Boeing analyzes everything, including who will be launch customer and when. Typically a launch announcement will contain a surprise or two. Speculation on who it might be becomes an insane adventure not for those with feint hearts.
"Winging It" is a candidate well suited for speculating because...
- Insanity is its core value
- Its heart has no temperature
- and its pay grade is low enough for the risk.
Boeing would like placing an Airbus insult by having a European launch customer and NAS is ripe for its task of making Airbus stammer without a John Leahy in the room. However, a mega order coming from the far east could be in the works and a launch customer trophy is within China's grasp.
Boeing reports (CNBC): "Boeing has forecast that Chinese airlines will buy 7,240 commercial aircraft worth $1.1 trillion between now and 2036.
Being a 797 launch customer is in a prime position and within China's numerous airline customers.
A 797 launch will include an Asian, American, and European cadre of 797 launch customers. One will be out of a massive order, while another will come to a favorite customer, and finally the last launch customer will come from Europe such as NAS.
The battle for each region is vicious and it would be difficult to hone in on three top candidates for 797 launch customer trophy. Any Asian favorites emerges from many options. An airline capable of a really big order becomes a complex process in citing a potential launch customer. One could lean towards China Southern or with Lion Air being a possible counter to anything China Southern does. The order number would be a minimum of 100 units.
An American offer coming from North America or its neighbors to the southern continent are possibilities. A surprise and insane launch customer goes to Delta. United is too booked with single aisle and Delta has big plans for bigger aircraft than its single aisle fleet. The buy-in for any launch customer is 100 units or higher.
The European launch was mention at the top goes to NAS. It too could go all-in with a 100 or more with its European business model.
The Boeing announcement threshold would be for 400 or more units from about a dozen customers in one show. The follow on orders from other customers could swell the ranks by another 400 during one year's time after announcing the 797 launch. It would take a 800 unit backlog to risk 10-15 billion development dollars.