737 Increases use of Titanium on Its Engine.

Back in the day, a long time ago, my uncle pioneered with Titanium, at Lockheed Skunkworks when developing the SR-71.  He recounted to me, "they had no manual on forging Titanium panels, and attaching it to the airframe. Many years later after his career on the SR-71 became history, I went to a aero space museum in California to see one of these birds that he had help design, make, and fly. I didn't kick the tires, but I slapped the titanium hull shaped like a hydroplane hull. It sounded like a cardboard box that couldn't hold the pressures, heat and power of a Mach 3+ aircraft.  A revolution had arrived and then it faded as it aged. But the technology born out on scraps of papers, and trial and error, remained into the space age. Titanium has become the metal of choice in commercial aviation. So without further waxing on about the SR-71 lets talk about the MAX.

But First a Salute To The Titanium Bird

So the Max takes on advancements from the SR-71 with new titanium engines aspects.

More Details on 737 Max Materials Emerge   "Article reference link"

"A switch from composite to titanium for the inner walls of the thrust reversers on the Boeing 737 Max has allowed designers to increase the fan diameter in the airplane’s CFM International Leap-1B turbofans without a proportional increase in the size of the nacelle. The relatively minimal growth of the nacelle means Boeing could keep its original plans for coping with the small amount of ground clearance margin available while optimizing thrust levels, explained 737 Max program vice president and general manager Keith Leverkuhn."

So the the old 737 CFM engine is not your dads CFM engine. Its a pouring out of technology on the 737 Max structure and engines. The horses aren't spared in this effort to Maximize the MAX.

“We tailored the engine to the wing [and] we tailored the engine to the thrust that we need to be able to deliver the combination of fuel burn and range,” said Leverkuhn, who took over as Max program head for Bob Feldman some two months ago, when Feldman moved to the 777X.

Another recent advance involved what Leverkuhn described as a “sculpting” of the engine inlet to maximize laminar flow. Those and other refinements allowed Boeing to raise the target range of the 737 Max 8 some 500 nm beyond that of the 737-800, to 3,620 nm, as well as meet Chapter 14 noise requirements. It also now expects the fuel-burn advantage to reach 13 percent. Previous estimates placed the benefit at 11 percent. “And I would say there is pressure for even more as we learn more and more about the engine and more about the airplane,” said Leverkuhn."

So Boeing is in the sweet spot to substantially challenge the head started Neo.  Whose designs are pretty much set in cement. The following considerations from the article tell out what advantages the Titanium influence will have on performance, maintenance and efficiency. The Max with a 13% fuel burn improvement doesn't just stop engine improvement. Combine this configuration with wing and body improvement. A 13% improved engine is then mounted on an optimized body, where Boeing has been playing with for over forty years. The have the 737 aero science down to the rivets. Stuff this aircraft with lightweight optimization and you get an over achiever on maintenance, consumption and comfort. The final erasure and sketch is about here so it can freeze and build.

SR-71 engine like stuff:

• Another recent advance involved what Leverkuhn described as a “sculpting” of the engine inlet to maximize laminar flow. Those and other refinements allowed Boeing to raise the target range of the 737 Max 8 some 500 nm beyond that of the 737-800, to 3,620 nm, as well as meet Chapter 14 noise requirements. It also now expects the fuel-burn advantage to reach 13 percent. Previous estimates placed the benefit at 11 percent. “And I would say there is pressure for even more as we learn more and more about the engine and more about the airplane,” said Leverkuhn.
• Although titanium weighs somewhat more than the composite material typically used for the inner wall, the need for insulation blankets to protect the composite from the heat generated means the traditional combination weighs more, explained Leverkuhn.
• The titanium option will also result in less maintenance, he added, particularly given the increased heat exposure resulting from drawing the inner wall closer to the engine to minimize the size of the nacelle.
• “A titanium inner wall is unique in the industry,” said Leverkuhn. “However, we've had some experience with it in military applications, so we've taken some lessons learned from them and bring that technology forward on the Max.”
• Now scheduled to reach firm configuration in July, the program has already passed through the midpoint of its so-called long-lead releases as part of the detailed design process, added Leverkuhn. In short, although the program remains still relatively early in the development process, all evidence presented by Boeing appears to indicate a clear path toward certification and entry into service as planned, in the fourth quarter of 2017.

Bundles of 737 Max

What's going on with everything not 787 or 777X. I am remiss and forgotten to say that the 737 Max has a sales Juggernaut.  So here comes some more stories developing.

TUI Books Over $6 Billion in Boeing Jets. "reference article"

Okay that means 60 aircraft with another 50 last month from an undisclosed customer terms.

Boeing's May Orders Listings

Orders through May 28, 2013	737	747	767	777	787	Total
2013 Net Orders	367	-2		21	42	428
ALC	5			10		15
All Nippon Airways	4					4
American Airlines	100			1	42	143
Business Jet / VIP Customer				1		1
Cathay Pacific Airways		3				3
GECAS	4					4
Icelandair	16					16
KLM - Royal Dutch Airlines				1		1
Qantas	5					5
Sberbank Leasing	12					12
Southwest Airlines	35					35
SWISS				6		6
Turkish Airlines	70					70
Unidentified Customer(s)	155			10		165
United Airlines	8					8
WestJet	10					10
2013 Gross Orders	424	3		29	42	498
Changes	-57	-5		-8		-70
2013 Net Orders	367	-2		21	42	428
	737	747	767	777	787	Total

So does this mean these 60 are buried in the unidentified customer(s) count or does TUI open up a line count for itself pushing the 2013 count 427 Net orders?

Because the month of April had this number 50 which isn't 60.

Order Date	Customer	Model Series	Orders
26-Apr-2013	Business Jet / VIP Customer(s)	777-200LR	1
23-Apr-2013	Unidentified Customer(s)	737-MAX	50
April Total			51

The total report shows these numbers:

Model Series			Orders	Deliveries	Unfilled
737-600			69	69	-
737-700			1310	1091	219
737-700BBJ			115	111	4
737-700C			17	15	2
737-700W			14	14	-
737-800			4162	2867	1295
737-800A			40	23	17
737-800BBJ			21	18	3
737-900			52	52	-
737-900BBJ			7	6	1
737-900ER			528	166	362
737-MAX			1235	-	1235
737 Total			7570	4432	3138

Where the reporting states this:

"The jet builder has reported nearly 1,300 orders for the 737 MAX since introducing the new version in 2011."

So 1235 Max units + 60 makes 1295 MAX on the books not yet reported on the Boeing site.

So with further announcements coming it should be another MAX year.

Qatar Airways says will not launch Boeing 787-10X

"We like launching aircraft but not every aircraft. We are not a supermarket," Chief Executive Akbar Al Baker told Reuters.

• The real Gem has longer legs. A 6,500 mile aircraft is not the apple of Qatar's eye and will not use its considerable marketing capital on the -10X.  

• I believe its a sign that they will place a substantial order for the 777X-8, 9 series in the coming months, as the -10X will launch in Paris with other customers.  

• Yes, they are interested in the 787-10X, but it will wait until other considerations and priorities are checked off first before buying-in. 

A 787-10X will complete a strategy that goes beyond the mid -east center. Qatar is filling the Mid-East market with luxury and high standards for an airline business. That same standard can expand into new markets not just serving the world with Qatar as its hub. During its next expansion is when it will need the 787-10X.  Launch customers are probably a done deal at this point in time, and Qatar will not crowd in on the current offering.  The plan could be an expansion of routes not centric to the region's needs, but chasing economic opportunity in various parts of the world offering the Qatar standard of excellence that travelers seek.  

They are not a Jetstar   You know, the one that proposes 21 business class in three rows and 314 seats in economy, stacked in like cord wood flying across Australia on a -8. Qatar is the refined airline that will offer a luxurious experience, modeled on its own mideast character of having no equal, and setting expectation high for the traveler. New regional hubs with the Qatar signature, will spring forth having Qatar moving business and elite travelers everywhere with the Qatar standards intact. At that point the -10 will arrive.



Seating does not resemble Jetstar, its main function is making travel a pleasure not an endurance run.

Link to Article for validation.

Case in Point on Expanding Market: Qatar Airways chief urges Africa to open its skies

The chief of Qatar Airways on Tuesday slammed Africa’s closed door policy on outside airlines, urging states to open up the continent’s skies.

The Gulf carrier’s chief executive Akbar al-Baker said Africa had huge potential and was the world’s most underserved region due to the “impediment” put in place by most governments.

“I think it is very important that the authorities revisit this” closed door policy, Baker told a media briefing at the International Air Transport Association’s annual meeting.

He suggested that aviation is a sector that governments had to “review in order for them to benefit with the kind of help” received from the World Bank and International Monetary Fund.

“I think they should also advise the governments that with all this aid coming, you also need to have a sustainable project and that is to allow airlines to come,” he added.

This was in order for the airlines to bring more people, jobs and business opportunities, he said.

Liberalisation has long been a challenge in Africa where local markets have been shielded from competitors, including other carriers on the continent.

“The dominant airlines here have huge influence over their governments and these airlines are providing distorted information to the governments,” said Baker.

He cited an example where landing permission had been denied by an unnamed African country after flights were sold. 

“This was influenced by the national carrier because they are worried that their inefficiencies will be exposed when they have more competition put on their doorstep,” Baker said at the end of the organization’s two-day meeting.

According to IATA, many governments have denied access to African competitors over fears of dominance, while give limited rights to non-African airlines.

Qatar will host the industry body’s next meeting.

Airplane Wars 2013

The sales teams are dispatch with military precision and both duopoly are engaged in each other's backyards.  Lobing in sales pitch under orders of fire for effect.  Airbus is hanging out in Japan sensing a wounded warrior over batteries, tape on sensors and length of time receiving its Boeing aircraft, since the 2007 rollout of a shell for the 787.  Boeing is touting commonalities up through the Boeing family of aircraft which it neglected to do since 1995 when Airbus started its "Joy side stick techno ride", through the world of flying.  Now the giants are going toe to toe with its arguments and laser pointers with a ferocity not seen for a while for aviation sales, trench warfare.

Who will win is the customers delight.  ANA and Japan are sending a clever message talking to Airbus. "We are tired of being played with issues from Boeing".  Lateness, unreliability, downtime and risk,  I stop right there with risks.  ANA and Japan are launch customers and they were the first customers and were the first to suffer battery issues.  Expecting a perfect record is high minded, but Boeing is dispatching problematic issues quickly and have corralled problems,  by dispatching hundreds of millions on any issue. That is the problem with leap-frog advances instead of incremental advances.  The unknown becomes known under operations.  They knew it then, and now they are rewarding Boeing with a look at Airbus now.  However, it is within its rights as a customer, to play loyalty around the room as leverage for gaining more from a rival suitor of Boeing, by inviting Airbus for a flirt and tea.

Boeing has got to be jealous and upset at this point.  ANA knows this and is playing it out for awhile.  What is Boing going to do?  Take it like a man, and do better no matter the outcome. I can't tell what this market will do, but I need to look at the facts and remind these two giant airline, ANA and Japan, what the main thing is and keep it the main thing.  Boeing has a package that is not yet delivered that will make these customers solid as a rock in the airline world. Blinking at Airbus with an eye flutter, will lose its momentum with a standard not yet achieved by Airbus.

It is important that ANA and Japan demonstrate to its customers that they haven't lost its ability to perform at the highest levels and they remain in control, not Boeing, over its own destiny.  But by sending confusing messages at this critical time is dangerous by considering a plan B with Airbus just as Boeing has recovered the dropped battery.

ANA and Japan really want a launch customer status for Boeing 777X's, Taking it away from the other guys halfway around the globe.

The 787-9 begins Its Factory Promenade

The cut to the chase Link

Position 1 "June Is Busting Out All Over" Position 787-9 in building 40-24

Boeing's Press Release on the -9 assembly.

It's 20 feet longer, which sneaks in, looking like an -8, until it stands side by side with the -8. This -9 will fly 300 miles farther on 20% less fuel than comparable models now flying. The length gains are smoothed in the forward and aft areas of the body centering off the wing box area. Stretching occurs, placing the nose further forward, and the vertical tail fin further back of center, than found on -8.

Chorographic interlude as more parts are loaded

At Boeing, June is Busting Out

The long awaited day has arrived in my annals of 787 lore. The -9 is going through the gauntlet and will emerge a champion. "June is busting out all-over", at Boeing.  Please don't laugh too hard, but I couldn't resist and miss this opportunity to entertain.  That's it! Entertain on the -9. Take this serious for once and roll out the trombones.



The two eighty seater flies farther cheaper and better than the -8.  It will do more for the -8 than the -8 can do for itself.  This is stable mate mentality.  If you have -9's in your inventory then you need an -8 to "complete your airline self".  I have a -9 now I need the eight to fill my market niche.  -8's to the caribbean and -9's around the world. Travelocity here I come.  New Zealand will be the first up on deck, with its -9's, then when the Jet exhaust settles New Zealand may want to consider Southeast asia connects with 8's.  The right size for the right market. Distance is not the problem but getting a slot at airports will be harder. First one in with its 787 stable mates will rule the bookings. So New Zealand put some 8's on the Barbie and fly over Australia.  Qantas, will be hustling some slots too, as they start its own adventures with the 787 stable mates. Island properties around the Pacific can book at will with the 787 in a few years. The 787 can carry the cash thousands of miles in luxury to optimum locations.  That is Thompson's strategy since they have just received its first -8.  They  may want to step up and get on the -9 queue after its customer want more to go farther.

The stable mate tool box builds airlines up from the -8 forward.  Once the -8 is fully ensconced on an airline travel folder the "what if", executive board, starts talking and pilots start pleading. I can use an -8,-9 and when and if the -10 comes out, that one too. I am so talented give me a 777X because the -8 flies like the 777-X. Just give me a week or two at flight school for qualifications and I'll fly anyone around the word in one stop.

Boeing has entered the "what if", conversation for CEO's with its -9.  They have infected multiple airline's CEO offices around the world by changing business plans possibilities. Boeing now has a variety of tools that can tap markets using the same pilots, and maintenance crews while harvesting airline tickets from eager passengers.

-10 Has A Launch Customer For The Paris Air Show

Many may say, having an order for 30 for the  787-10 30, coming in from SIA, is a grand thing for a launch customer. However, if you are going the Paris dance, it's like taking your 1st cousin to that dance, since SIA also asked Airbus along too, tagging along with 30 more A350-9's. So with a bucket of cold water on hand, Boeing receives a shot, by not having an exclusive order with SIA, but instead a split order. They must share the glamor and ceremony with Airbus when announcing the 787-10 launch customer. Maybe SIA is not the official 787-10 launch customer? Even though Boeing stockholders like the order news. John Leahy's voice could be heard as the premier airplane heckler is sticking on Boeing like a cheap suit that was once used in a B movie from the 1940's.  To further add on to this comparison insult, it is noted that the A 350-9 will be used on SIA's long stretch routes and the 787-10 will be used on medium-range routes for SIA.  We know the 787-8,-9 are premium candidates for long routes and -10 is particularly designed for under 6,500-mile journeys.  Is it an insult to any aviation sense, if comparing the 787-10 with the Airbus A350-9 in SIA's case, a valid comparison, or any other press report for that matter! Not if you are waiting for the Princess of the dance to arrive.  The "Queen of The Skies" proudly looks on to her own Princess, the 777-X.

The 787-9 Specification Chart:

Travel Range -
8,500.00 Nautical Miles
15,742 Kilometer

Seating Chart
/ Seats -

1-Class 290, 2-Class- 250

Price: Current cost $ 243.6 million USA *

Engine - 2 X Rolls-Royce Trent 1000 Power - 70,000.00 lbf Avionics - Rockwell Collins next generation avionics Maximum Cruising Speed - 944.66 km per hr      587.00 mph Service Ceiling - 13,106.40 metres      43,000.00 feets Rate of Climb - N/A      N/A Numbers Ordered/Sold - 208		Cabin Height - 2.50 metres      8.20 feets Cabin Width - 5.49 metres      18.01 feets Cabin Length - 56.00 metres      183.72 feets Exterior Length - 63.00 metres      206.69 feets Wingspan / Rotor Diameter - 63.00 metres      206.69 feets Fuselage Diameter - 5.75 metres      18.86 feets Baggage Volume - 152.90 cubic metre      5,399.62 cubic feet
Maximum Take Off Weight - 244,944.00 kgs      540,000.00 lbs Maximum Payload - 63,957.60 kgs      141,000.00 lbs Fuel Tank Capacity - 36,693.00 gallon      138,897.68 litres Fuel Economy - 0.10 km per litre 0.23 NM per gallon Minimum Take Off Distance - 1,519.73 metres 4,986.00 feets Minimum Landing Distance - 911.96 metres 2,992.00 feets

Buying the Airbus A350 for long stretch routes instead of the Boeing 787-9 Charts as follows

Travel Range -
15,000.00 Kilometer
8,100 Nautical Miles

Seating

1 class 366, 2 classes 314

Current Cost: Current price US $ 287.7 million *

Maximum Take Off Weight - 265,004.46 kgs      584,225.00 lbs Maximum Payload - 43,499.79 kgs      95,899.00 lbs Fuel Tank Capacity - 39,630.00 gallon      150,000.00 litres Fuel Economy - 0.10 km per litre 0.24 NM per gallon Minimum Take Off Distance - 2,438.40 metres 8,000.00 feets Minimum Landing Distance - 1,219.20 metres 4,000.00 feets Engine - 2 X Rolls Royce Trent XWB Power - 87,000.00 lbf Avionics - Thales Avionics Suite Maximum Cruising Speed - 903.00 km per hr      561.12 mph Service Ceiling - 13,106.40 metres      43,000.00 feets Rate of Climb - 914.40 mpm      3,000.00 fpm Numbers Ordered/Sold - 181		Cabin Height - 2.20 metres      7.22 feets Cabin Width - 5.40 metres      17.72 feets Cabin Length - 52.00 metres      170.60 feets Exterior Length - 66.90 metres      219.49 feets Wingspan / Rotor Diameter - 64.00 metres      209.97 feets Fuselage Diameter - 5.64 metres      18.50 feets Baggage Volume - 147.20 cubic metre      5,198.32 cubic feet
What's all the fuss with 777X can be seen easily with the A350 numbers, which will be exceeded by both the 777-8X and -9X. They will exceed the A350 completely and compliment the 787-9 and -10 allowing customer to explore markets and evolve without having excessive capacities go unused for those types of customer markets.  SIA recognizes this specifically, with its medium range markets. If they added a 787-9 order for long range routes it would not fully utilize route capacity that the A350-9 would. Plus the waiting list is long on the 787-9 as well as the A350-9, but an Airbus order now solves the lack of not having a defined 777-9X even announced, so they opted for the Airbus A350-9 that is frozen in design and being built. SIA knows it will take time to deliver the A-350-9’s, as it has not even flown yet. But the 777-X on the drawing boards would not be that far behind.  Boeing is chomping at the bit to launch this year. When that happens, then the customer puzzle will have solutions, for customer consideration in 2014 sales cycle, otherwise SIA could have made an all Airbus order at this time. This split order signals an additional waiting period for Boeing to introduce the 777X, with specs and ranges and customer configurations. 2014 may validate SIA’s strategy for Boeing’s line of aircraft. They (SIA) may have actually held back on this current order, leaving room for the future. SIA is still talking with Boeing and that is not necessarily "787 talk". This time opportunity, given Boeing, allows for its 777X unannounced program more progression towards maturity, even though SIA committed $17 billion USD today. The A-350’s order will fill an immediate equipment inventory pacing for future SIA's near term market strategy, This window of time requires the A350 testing to go as planned for Airbus during this critical development stage, does not allow for risks evolving during A350 next step. However, Boeing shadows these types of orders with the 777X. The 777-300ER 2004 Specifications (Not the 777-X, Which Promises More enhanced advantages which would neutralize Airbus A350 marketing in-roads into Boeing, and keep it centered on its most loyal Airbus customers in the future orders). Travel Range - 14,685.00 Kilometer 7,930 Nautical Miles Seating Chart / Seats - 1 class -550, 2 class -451, 3 class-365  Price: Current Cost $ 315 million USA *  Engine - 2 X General Electric GE90-115B Power - 115,000.00 lbf Avionics - Honeywell Avionics Maximum Cruising Speed - 944.66 km per hr      587.00 mph Service Ceiling - 13,136.88 metres      43,100.00 feets Rate of Climb - 914.40 mpm      3,000.00 fpm Numbers Ordered/Sold - 479 Cabin Height - 2.20 metres      7.22 feets Cabin Width - 5.86 metres      19.23 feets Cabin Length - 59.24 metres      194.35 feets Exterior Length - 73.90 metres      242.45 feets Wingspan / Rotor Diameter - 64.80 metres      212.60 feets Fuselage Diameter - 6.19 metres      20.31 feets Baggage Volume - 200.00 cubic metre      7,062.94 cubic feet Maximum Take Off Weight - 351,540.00 kgs      775,000.00 lbs Maximum Payload - 66,770.00 kgs      147,201.14 lbs Fuel Tank Capacity - 47,890.00 gallon      181,282.81 litres Fuel Economy - 0.07 km per litre 0.16 NM per gallon Minimum Take Off Distance - 3,200.40 metres 10,500.00 feets Minimum Landing Distance - 2,133.60 metres 7,000.00 feets The Princess and her court will announce soon.