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 alevin24@bloomberg.net

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.

SEE ALSO: Here's Every NTSB Tweet Since the Asiana Flight 214 Crash

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.

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)

The Washington Post

BY DAVID SHARP October 20, 2013

BATH, Maine — 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

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.

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.

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.

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.

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)

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 Brégier 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, Brégier’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

Does Airbus Have Nerves Of CFRP

Judging by the mood of Airbus, after today's striking announcement that Emirates will not need the service of 70 A350's, it has thrown many unanswered questions to the fore-front. Many an executive may eye the window from ten stories up at a Toulouse office. Its not that Airbus just erased 16 Billion off the books in one fell swoop, but it highlights the exigency of the A330 NEO program over the dead or dying A350-800. Now Airbus is wondering if it has the nerve of metal or laminated plastic.  The choices are few with the back drop of advanced Boeing Technology on both the 787 and 777X coming forth in numbers.

Two Questions are on the table with a third thought floating the room.

Why doesn't the A350-800 take off where customers have abandon this ship or not boarded on it in the first place?

How Come An A330 NEO isn't a good stop gap airplane that will buy time for Airbus until they get it right?

"Thought"
That technological mountain that Boeing built is awfully tall, and look at those beautiful Boeing wings and associated technology.

Airbus has stayed the course as long as they can, by dressing its pigs in advance technology trimmings for its family aircraft. It has has put on plastic panels, made an approachable attempt against Boeing windows. Even provided a Boeing like light show on the interior. But it just just doesn't have that "It Factor", the 787 has, and the Boeing is showing up everyday with its 150 or so flying examples. Airbus didn't even bother with core technology like Boeing did, and even bought barrels of hydraulic fluid for the entire A350 family. How come people didn't like the A350-800?  A perplexing question, the A330 NEO team asked. Now they are thinking of a do-over for its customers with the A330 NEO proposition. (Simile alert) Its like going to the grand ball in a 1990's suit when every body is wearing the newest 787 Tux at the ball (flowers not included).

Airbus has indeed had an Epic week. It was found out, by Emirates no less, who is now dating Boeing with wide body orders and issued an  Airbus break-up with them on XWB types. The ripple effect will be felt by other airline suitors who now question its own portfolios with Airbus. If Boeing keeps cranking out 10-12 a month 787's, and they will, along with pushing the 777X sooner rather than later. Maybe the A350 isn't all that, as Airbus has dressed its pig to the nines while wearing old school styles in a modern setting.

An Epic week indeed. Nothing better than a slug of new Airbus orders for John Leahy as mentioned in his reaction. "We now have production slots open on the A350 assembly and we can serve customers faster." The problem now is its order book when there is a lull aviation orders this month as Airlines are examining and consolidating purchase strategy. Emirates is not the only company doing this type of evaluations. All Aviation companies continuously do this analysis 24/7. Emirates is the first to break in dramatic fashion in 2014. Back in the heady days of the initial 787 order book, Boeing had customers retract orders, as they went back and analyzed financial strength supporting a 787 order. Qantas had to retract on its 787 order and a few other airlines had to regroup, thus stacking up a number of cancellations for Boeing for its 787. Since then, that has not been a problem for Boeing. It has kept growing its order book for the 787. When Leahy stated Boeing had more cancellations than the 70 he just experienced with Airbus, he was correct in-a-way. Boeing has achieved over 1050 787's orders since the beginning of the 787 program and order book adjustments occured when financial minds said, "we need to pull back and reconsider what a big 787 order will do to our finances in a down market" during 2008-2010 period. Airbus is about 30 % behind Boeing with A350 orders comparing Boeing's 787 order book. Looking at the financial quality of airlines who cancelled for either Airbus or Boeing is important. Emirates prints money and Qantas has its cup out asking for money most months. Leahy fails to footnote publically the situation properly, as he usually does when making bold statements. The airlines know and they smile when it happens. Its part of Leahy's salesmanship. The Emirate deal dismissal is a crusher for Airbus! A Qantas/Boeing cancellation was felt, but Boeing recovered with many more 787 orders from others, even in a recession.

This Emirates cancellation will have a large ripple effect on the world of aviation. It will effect decisions Airbus is about to make towards its A330 NEO idea. Old technology will be harder for Airbus to sell its customers, as the A350 lost to the 777X project and the 787 tag alongs. You could say Airbus has finally been exposed. Others will certainly reexamine that exposure from its own order book. You are not the biggest passenger airline company in the world, because of carelessness, Emirates knows this and others have taken note, Boeing is better at these WB aircraft models it has and Boeing doesn't build a super giant airplane, so be it it for the Airbus' A380.

The late time tells me Airbus won't go for a CRFP hail Mary Pass in a A350-800 renovation, but will go all in for full metal jacket in a losing war with the A330 NEO.

The Airbus Stopped At Emirates and Boeing Gets ON

Orders from Boeing website for Emirates since 2010.

Orders for January 2010 through May 2014
Customer Name	Country	Region	Model	Engine	Order Date	Total
Emirates	United Arab Emirates	Middle East	777-300ER	GE	30-Apr-2010	18
Emirates	United Arab Emirates	Middle East	777-300ER	GE	16-Jul-2010	12
Emirates	United Arab Emirates	Middle East	777-300ER	GE	16-Nov-2011	50
Total						80
Customer Name	Country	Region	Model	Engine	Order Date	Total

The current order book does not reveal potential  777X9 commitments as reported below by Guy Norris, @Aviation Week, during last years air show at Dubai.

Emirates and Clark were probably thinking when they committed to the 777X, that they would drop the A350 line during that time. They stopped short of the elimination then, and waited for the soft part of aviation's yearly news cycle before having any mid-year financial impact for the industry. It appears to be a calculated information announcement, timed for not offending Airbus sensibility towards Emirates. It also heightens the anticipation of turning its Boeing commitments towards the 777 program forward a notch with a placed order, from last falls Dubai Airshow MOU's with Boeing.  There is always a chance Emirates will tweak its commitments already established, either upwards or downwards considering many factors contained in Emirates' future plans. However it appears, United Arab Emirates is all-in for both the A380 and the 777X programs as exampled by Boeing's chart above in the last four years of booking Emirates 777-300ER orders, which tally eighty.

Aviation Week: Guy Norris: Date-Line November 17, 2013

Back ground information:

"Boeing officially launched the 777X derivative at the Dubai air show on the back of259 orders from four airlines worth almost $100 billion, making it the largest single commercial launch by value in the history of the industry.

Dubai-based Emirates Airlines grabbed the lion’s share of the contracts with firm orders for 150 777X, plus purchase rights on a further 50, while neighboring Qatar Airways and Etihad Airways shared the limelight by ordering an additional 50 and 25 respectively. Together with Lufthansa’s earlier order for 34 777-9X, Boeing says the combined value of the 777X agreements is more than $95 billion. The Emirates order is made up of 115 of the larger capacity -9X versions and 35 -8X, while Etihad will take 17 777-9X versions and eight -8Xs. Etihad’s order also includes options and purchase rights for 12 additional 777X.

Beyond the 777X, Boeing’s 787 orderbook also received a significant boost with Etihad ordering 30 787-10s. Together with the carrier’s previous order for 41 787-9s, the -10 purchase means Etihad will become the largest operator of the 787 with a total of 71 787s on order. The deal includes options and purchase rights for an additional 12 787-10s and marks the 1,000th order for the 787 family since All Nippon Airways launched the program in April 2004. The Etihad selection also means the 787 has reached the 1,000 firm order milestone in just over nine years, faster than any other twin-aisle aircraft. Etihad’s order also includes one additional 777 freighter plus two options.

The 777-9X will be configured to carry more than 400 passengers, and will have a range of more than 8,200 naut. mi. The 777-8X, which with capacity for 350 passengers is sized close to the current 777-300ER, will have a range of more than 9,300 naut. mi. The aircraft will be powered by General Electric’s GE9X which will be rated at around 105,000 lb. thrust, confirms David Joyce, the engine maker’s president and CEO.

“The -9X will have a 16% to 17% delta in fuel burn (compared to the current 777-300ER), and is an aircraft that is redesigned inside and has a new wing,” says Emirates Airlines president Tim Clark. “It is all composite and has great lift over drag. The -8X is about the same size as the 777-300ER but will be able to fly 17 hours to 18 hours non-stop and with the same fuel efficiency as the -9X. It’s a step change in aircraft design and a step change in propulsion but we have to wait seven or eight years for this to come.”

Design of the 777X is under way and Boeing confirms suppliers will be named “in the coming months.” Production will begin in 2017, with first delivery of the 777-9X targeted for 2020, with initial deliveries of the -8X following around 18 months later.

Almost eclipsed by the twin-aisle order avalanche was the news that flydubai has ordered 100 737 MAX, all of them -8s, as well as 11 737-800s. The deal is valued at $11.4 billion at list prices, including purchase rights. It is the largest ever Boeing single-aisle airplane purchase in the Middle East, says the manufacturer. First flight is scheduled in 2016 with deliveries starting in 2017. Flydubai currently operates the 737-800 and so far has taken 33 of the 50 aircraft it ordered in 2008."