Revenge is Best Served With An 787

In Texas Hold'em the turn card was flipped making the hand a full suite of Boeing aircraft. The turn card was the 787, because Boeing always knew they needed a 777X to complete the hand. They have that card sitting quietly as the hole card in the design bin. Now the hard get, was the 787 card which is crafted from a hard boot strap pull lifting Boeing off the ground. It has been goobering around with its passengers for almost three years with "teething woes", and a FAA Pacifier hanging off its lips every time it tries to alleviate those pesky gumming pains. Now the 787 has teeth in its third year. One hundred and fifty teeth are now flying.

The 777-9X is going to be played in suite and the Max cards as well. These are something Airbus can't match as in the game of Hearts, as Boeing  "Shoots The Moon". Smart hearts players players shoot the moon when they have an unstoppable hand after the first few cards are played. The cards are beginning to fall after its-up-from- the-boot strap 787 play. I know them as the first couple cards out of the hand whether its in Texas Hold'em or Hearts. The 787 made 'em (Airbus) think, blink and dink. The Airbus hand is in trouble.

Here's what shooting the moon by Boeing looks like from the Airbus perspective.

"Seeking Alpha" Points out what Its like to "Fly me To The Moon" when it comes to Boeing.

"Last week, Airbus reported that as of May 2014 (the first 5 months of the year), they took in net orders for 203 new aircrafts, while Boeing received nearly double the amount of orders with 394 new aircraft request. Nearly all of the orders Airbus received were for the single-aisle, narrow-body jets (namely the A320 and the A321 family, as in the diagram from Airbus’ site pictured below) which have a far lower profit-margin than the jumbo jets. Airbus noted 196 deliveries for single-aisle planes, while Boeing only 193. For both companies, single-aisle jets are the cheapest to produce and sell. To make matters worse, Airbus also received about 306 order cancellations to date – that means that nearly one in three orders for Airbus aircraft gets cancelled. So far, Boeing has managed to have just 52 order cancellations out of the 448 orders that they received in 2014"

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Boeing is now starting to shoot the moon in the game of Hearts, as Airbus tried to take Boeing's high card heart, the 787, using a muffed-up efforted A350. You know that A350-8 that was sloughed and dumped. The do-over A330 NEO is trumped. The A320 family NEO ate up by several Boeing cards then it lay downs against the Max, but can no longer sustain itself in the game. Boeing started playing trump with the Max cards keeping power cards in reserve. The high Aces of Boeing is a pair of 777-X8 and 777-9X's. Where by 2020 Airbus will reap in its losses as pointed out in the seeking Alpha Observations.

Airbus had 306 cancellations since January 2014! Boeing only had 52. Call those 52 cancellations, a typical slough-off in any year. However, the 306 number of cancellation is just brutal for Airbus with only keeping 203 orders at the party. The crowd just vacated the party when the lemonade came out as the main treat during Airbus' order year.  They will gain more orders before the end of the year, but this cold shower of cancellations as reported, made its sales campaign go limp just at the wrong time.

Boeing had 448 gross orders during this same period. Airbus is losing the game at this time. The big why, is asked at closed board meetings. The newly appointed guy to speak-up, at the meeting, announces he wants to spend more time with his family before explaining why this is so. "Uh, hmmm", The A380 has hit order book bottom like the 747, The A350 clone war is an "Okay Airplane" against the 787. The 787 is experiencing good luck with its extremely advance design from nose to tail. After all the have the 787 in the air flying today. People really seem to like it as do its airline customers. Now for the Neo, I think you are really going to like this part of the presentation. The Neo and A320  orders lead the way for this years order book. Its a really big winner. We have sold a net of 203 single aisles so far. That's 5 months of production during the first 5 months of orders. We are keeping in the game with NEO's"

"I see a hand at the head of the Table, yes sir, "

"What has Boeing done the first five months?

"Ahhh yes Sir, next question, time is tight, for my answers."

Further more I want you to focus on screen slide exhibit 1D. Entitled Profit Margins By Model Type.

Questions?, "yes you at the head of the table, go ahead with you Questions."

Table Chief, "What about our big profit items such as the A380 that hasn't hit break-even yet, and the A330 our standard bearer, why aren't they listed on this chart for the month?"

Presenter replies, "Yes Sir, may I draw your attention to the 2013 chart on this matter, and we don't have the number available yet at this time of year for big ticket items. We will update those profit centers at the end of the year. Did I mention I need to spend more time with my family, as this job is hurting my family life. I really love this job. What are true profit centers anyways? I will get back to you, as  numbers are my one priority. Did you hear the one about the 787 that flew over nine thousand miles with a full plane of people and its booked motel for the passengers after landing was over-book?"  See, Boeing has problems too!

The murmur in the room is a sustained, "Whaaaat"?

Next boardroom question is offered, as panic starts to set in at the meeting.

"Can we make pigs fly?"

Followed by "The 60 Second Manger guy, sitting in the corner muttering  comments;

"Boeing took on 394 orders double what we did since the first of the year. Boeing production is beating us at our best game,  and is getting its units into the hands of customers. It seems to be working for them,  Ideas, ?.... Meeting adjourned.!"

Airbus Press Statement that Afternoon by by Airbus PR press team.

Board meeting  press release:

Airbus has announced that its on track in the A350 development, The World's most best greatest, widest 350 XWB ever built. It will be introduced late this fall at the earliest before Christmas. Deliveries will begin in earnest when testing is complete. The A320 NEO is still far ahead of its counter-part, Boeing, as the single aisle orders continuous to expand the order book ahead of the MAX, even though the MAX is out preforming the NEO in the market over the last two years  a late concept trying to compete with the Airbus option. You can read the orders and deliveries updates on the Airbus website where we have hired a team of accountants that can interpret those gross numbers into real  and actual number instead of just using 12,000 units built to date which makes no understandable or useful analysis during the current year.

Boeing Wings Reduce Drag At The Airport

Boeing had a problem, but not anymore. Its 747-8I, with its large wing span covered more acreage than airports could not keep manufacturing. If another colossal span comes to the flight line, then they may not have enough space. The A380 creates shadows as big as downtown sky scrapers. Causing more real estate that airports cannot spare easily for the price of parking its Super Jumbo in the Jetway areas. The 777 has been around for almost 20 years and most major airports have spent millions building terminals and Jet-ways just for the 777. Then Boeing comes along and proposes the 777X line that would extend the wing further out so it may achieve extreme fuel savings and improved lift. Did Boeing talk to airports around the world if this would be alright? No it didn't. It would be a major problem fitting the 777X into 747 and A380 space as the orders for the 777X aircraft multiply.

Having established a problem without further airport consideration, Boeing realized if we are to get this thing off the ground it won't be coming from A super Jumbo Parking space, but it will come from already established 1st generation 777 slots. So now Boeing has achieved recognition for its airport customers, in a big way. It is going to fold the wing up on the tips when parked, and down when gaining superior lift and less drag from that wing when extended in flight.

Boeing Details 777X Wing-Tip Control Options

Guy Norris 

May 12, 2014

"The design team also is defining how crews will control the wing-fold mechanism that will raise the outer 11 ft. of each wing tip to allow the 777X to park in existing 777 gates. The device, which will reduce overall wing span from 233 ft., 5 in. extended to 212 ft., 9 in. folded, has been scrutinized since early 2013, “when we realized it was new and novel,” says Carriker. Boeing first developed an optional wing-fold concept for the baseline 777-200 in the 1990s, but it was never adopted. The 777X fold system, which is now part of the baseline design, is simpler to actuate and lighter, according to the company. It is “designed to not fail in flight and never come off, similar to a flap,” Carriker adds."

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After millions of flight hours and from taking off or landing from aircraft carriers, a folding wing plane will fit nicely in at established airports that already have ports for the 777-300er and 777-200. The 777x extended wings will fold and chop off 22 feet of parking space needed from its two outer wing tip flight configuration, similar to actuated wing flaps mechanisms on the horizontal main wing. The wing tips will lock in place when down and remain unmovable during flight. Once its in a taxi mode. after leaving the main landing runway, it will simply unlock wing tips, raise them vertically, and then taxi over to its final destination at the airport. Since the wings fold up in a few seconds, it will hardly go unnoticed. Chief engineer and test pilot Mike Carriker, goes on and tells how simple the process is, and how dependable folding wings have been during the last Seventy plus years, since WWII. It is not a complex issue, but has become needed while airplanes have grown so much since 1969 from the 747 until now.

(Updated) From Aviation Week Link

The span is also growing by 2 ft. to 235.5 ft., with the additional length being added outboard of the folding wingtip that is being developed to enable the 777X to maintain the same 213-ft. Code E span of the 777-300ER at taxiways and gates. The added foot means each folding tip section will be 12 ft. in length, adding 24 ft. to the overall span when fully extended. The decision to grow the span follows results from wind-tunnel tests at Boeing’s transonic wind-tunnel facility in Seattle and low-speed tests at the Qinetiq-owned 16.4 X 13.7-ft. low-speed wind tunnel in Farnborough, U.K.


Advantages:

• Boeing has a proprietary plastic wing design will heavily improve Lift and Drag 
• Light weight plastic wings will reduce 777X weight over the 777 line of aircraft
• Airports are excitedly anticipating increased passenger flow through this program.
• Airport will not need to change anything unlike landing the A380 which requires rebuilding terminals.

The over-all impact of the Boeing plastic wing on the 777X will be compliment by advanced engine performance. The goal of Boeing is to walk into a 787 cabin and fly it like the 777X version. Both will have similar, if not identical feel, only in a bigger model for the 777X. Not all Boeing technological tweaks are revealed at this time. Boeing has a detailed plan in each area of this aircraft. I would assume (fingers crossed) that all flight surfaces forward and aft are CRFP surfaces. Additionally, since Boeing is currently developing laminar flow surfaces on its bigger 787-9 and 787-10.  I would expect Boeing to go all in regarding the 777X9 and 777X8.

Whatever is in Boeing's flight bag of tricks, is on its shelves, they will come out and play with the 777X program. The 777-300ER in the base model line, and the 787-9 is that latest mid-sized plastic model. Lessons from the 777-330ER will make improvements on the metal side of the 777X. And lessons learned in plastic making from the 787 will be improved upon in the 777X plastic wings, where it will be manufactured on site in Everett, WA.

Since these are just a few possibilities I would expect many more behind closed doors surprises and a few more discoveries under its skin as it is assembled the first time. All trimming weight and increasing designed efficiencies are not yet exposed, will make this a truly remarkable airplane for the next 30 years.

Box Score-Airplane Cards Are Next--Bubble Gum Free

Do we ascribe to percentages, hits, strike outs and Home Runs? I did during my Little league baseball career, as I amassed  thousands of base Ball cards, including Micky Mantle and Roger Marris.

My favorite Dodger pitchers Sandy Colfax and Don Drisdale. Those were the days of my clouded youth of playing Little League and collecting Baseball cards after a game. I was corrupted with a fascination of Baseball and only did I sell my entire collection in San Diego at the Mission Valley San Diego stadium swap meet when I was 30 in 1982.

Now I am interested in starting an airplane card collection not unlike my Little League Base Ball card collection. In keeping with the times it will be constructed online within this blog as a monthly card issue with both Airbus and Boeing at bat for the World Aviation Series. Introductory Card research is a must read below! Let's put the stats on the first team cards issued.

Card Face 737 NG

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Card Back
Boeing Championship Series Airplane Card May 2014
May Batting avg                Order Count Deliveries   Net Back Log Change
737                                                 99               39                60
777                                                   0                8                - 8
787                                                   0                7                 -7
Total Changes                              99              54                45
TTL Back Log
Year To Date                              394            271              123         5,199

Customers 69

Trophy "The World Largest Airline 2013.

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Card Face A320

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Card Back Statistics:
Airbus Championship Series Card May 2014
May BATTING AVG     Order Count Deliveries   Net Back Log Change
A320                                       70             45                  25
A330                                         0               4                  -4
A380                                         0               6                  -6
Total Changes                       70             55                 15
                                                                                              TTL Backlog  
Year To Date                       203            248                -45 5,514

Customers: 64

Ranking; 2nd place; no trophy awarded, but silky and handsome Red Ribbon

Takes Aways: Boeing is winning in a run away for 2014.

• Boeing has significant gain in orders over Airbus score 394 to 203 Boeing wins by 191
• Boeing Wins in Delivery YTD 271-248 by a 23 unit margin.
• Boeing Increases and wins net orders battle by 123 to -45 a 168 unit increase on its backlog over Airbus. Backlog reduction is also important, but is a significant index lowering level during airplane wars is Airbus backlog starts slipping at an increasing rate from softer sales.

Narrowbodies Monopolize May Jetliner Sales

AINONLINE

by  GREGORY POLEK

A deal for 37 Airbus A320neos with Tigerair of Singapore led all order activity for the month of May. (Image: Airbus)

June 5, 2014, 12:27 PM

Sales of single-aisle airplanes completely filled the May order books for both Airbus and Boeing this year, increasing narrow body backlogs for both companies despite feverish production activity. The European airframer added 70 aircraft to its order book in May through transactions with both airline customers and leasing companies for its A320 product line, while U.S. manufacturer drew orders for ninety-nine 737s, primarily from unidentified customers. Through the first five months of the year Airbus reports a net order count of 203 while Boeing has registered 394.

For Airbus, an agreement with Singapore’s Tigerair for 37 A320neos to provide future fleet renewal and growth in operations across its Asia-Pacific route network led all May bookings. Meanwhile, Royal Brunei Airlines ordered seven A320neo jetliners for use on its regional network linking the Sultanate of Brunei’s capital and largest city, Bandar Seri Begawan, with destinations across Asia. The deals marked the first Neo orders from Royal Brunei and Tigerair, both existing customers for the A320ceo (current engine option) family.         

For Boeing, a deal for thirty 737Max jets and twenty 737-800NGs with unidentified customers represented the bulk of the order intake for the month, while the new Eastern Airlines of the U.S. ordered ten 737-800s, Thailand’s Nok Air committed to seven Maxs and eight 737-800s and Japan TransOcean Air took another six -800NGs. 

Airbus deliveries in May involved 45 A320-family aircraft, six A330s and four A380s.  At month-end, the combined total of Airbus deliveries in 2014 stood at 248 jetliners to 64 customers. Boeing, meanwhile, delivered thirty-nine 737s, seven 787-8s and eight 777s, raising its total for the year to 271 airplanes to 69 customers.

Boeing's War Of Attrition Against 787 Glitches

Boeing's constant war of attrition is paying aircraft dividends for its 787. First there were Boeing mouth pieces proclaiming the early launch in the fall of 2007 after its semi paper aircraft on 7/7/07. The egg shell then cracked showing no yoke. Then there were 3 plus years, actually closer to four years before it delivered one to ANA. The war of attrition against bad publicity had begun. Right time of year but in wrong year issue was dealt with a celebration from Boeing. The introductory speech began with an "oops, we bad" opening  omission.  However,  Boeing's PR ninja's were launched at that time with a plethora of techno wizards, all talking about everything 787. The war had begun against bad press clippings who would rely on incidences, as if money were to be made in the press each time it quoted "7late7", or in every news paragraph about the 787. Boeing generals went for the pink soothing stomach medicine as they agreed that somehow we need to attrite the enemy by,  making the ("7late7") verbiage cut and paste disappear.

Then there was build pains (delaminating, shims and fasteners during 2008-2010), and late in the period testing woes for the 787, where the a test airplane caught fire in the electrical panels, then Boeing selected its own panel of engineers to solve that problem as well. Just between panels, Boeing won round two. As many more woes appeared, Boeing was quick to try and respond in an ever increasing flat spin downward on the 787 reputation. When Boeing started to gain momentum, where it was exampled by the press who dropped the the 7late7 routine and  moved forward with a "troubled battery problem".  Boeing then took down and disbanded the electrical panel people, and went after "The Battery" with its battery of people squad.

The attrition was not going to let Boeing down, because they now have flying copies in both ANA and Japan Airlines in early 2013, over 50 787's were with customers by February 2013 when Boeing raised the white flag in front of the FAA cadre of nay Sayers. Grounding is like saying to your children, "its not going to happen on my watch". More attrition beset Boeing.

However, a board member does read its financial sheets, "Holy Comstock Load" was screamed in the Boeing hallways as the board meetings were about to transpire in accordance with the quarterly calender. Boeing now found its $20 billion hole in the report, the 787. A solution was contrived by mid 2013, Boeing needs to build 10 a month to "infinity and beyond" so it can ratchet itself out of the problematic cost losing black hole. A round of back slapping for everybody in the board meeting, "here-here" was the cheer.

Now comes the hard facts of attrition and glitches piled at Boeing's front door, what to do in 2014. "Let's make this pig fly" became the Boeing chant, and make anything wrong disappear. That was a turning point in this war of attrition. Boeing now has 146 flying copies at this moment with 98.8 percent reliability. They want to eliminate one more percent and make it 99.8 percent reliable like the the 777-300er. What has been accomplished is a fire line built against the battery compartment. Press convincing statements about the quieter use of the in-flight battery systems, where its primary function is placed on the ground after passengers go look for lost luggage. Landing gears that don't flub up. Engine solutions for any in flight events that it had. Lean production and elimination of work area flaws. The general maturity of the most technological airplane ever built has occurred in 2014, even so much more so than the A350, A380, and far more than an improbable A330 Neo. Boeing's war against attrition for the 787 is close to the end. Its like 8 months after D-Day in WWII. How fast can General Patton Move was the question then? Boeing is moving at an accelerated pace that it did not have in years previous, 2011-2013. Finding a glitch now in the news cycle, is so much harder, that I am reduced to reflective ideas such as this. I can't wait for the next big airshow, order announcement or testing bench mark. If that is the case, then Boeing has pushed back the Glitch Gremlin even though the causal battery problem has not been identified for the battery fix, only its fire dampening solution. The continuous improvement strategy is working. Within the next two years, the 787 will become the top operational dog of the fleet depending its systems computer detection, charting and other system problem solving tools making the aircraft a continuously safe airplane. The manufacturing and design imperfections are just about retired so that the any system recording and checking 787 analysis can operate an envisioned. Not reading about any glitch found on a 787 during the week is a slow blog week for me.

Therefore, out of slowness of failure I get to turn my attention towards other things Boeing is doing. Like for instance; its military arm where my first love of flight resides ever since my Uncles unique participation on the SR-71 began in 1964 or earlier. His information remains Top secret today after so many years, back when he began the project, even though he is at rest today. He shared a wealth of history with me, not secrets about the SR-71. All Super sonic flights today share the SR-71 lessons learned from the old fashioned way of design theory and performance limits. The Aurora project and ram jet technology learned the limits of the Jet engine and hull design from that project. Yes, lake Washington, near Seattle, makes a great spot using liquid wind tunnel dynamics for super sonic speed testing from  boat/hydroplanes across the water, where aviation developed SR-71 hull design.

Airplane Wars, Battle of The Engines

Red Font is the Rueters Report June 2, 2014.

Black Font Liftndrag interjections.

DOHA, June 1 (Reuters) - Boeing vowed on Sunday to carry out a smooth transition between current and future models of its two most profitable jets - the long-haul 777 and smaller 737 - and dismissed Airbus plans to overhaul its own A330 model.

Sales chief John Wojick told Reuters he was confident of selling enough of Boeing's current long-distance benchmark, the 777-300ER, to fill the gap until a new revamped 777X version enters service in 2020 and avoid any interim production cut.

"We are looking at solid demand for the airplane, and we think we can fill the bridge, and that is my job," Wojick, senior vice president of global sales & marketing at Boeing Commercial Airplanes, said in an interview.

Airbus is making a plea with SAA for its Ilk and the airlines is biting towards buying the Airbus Product with a fancy sales pitch that Airbus has a more "economic aircraft" than Boeing. Airbus is also buying a lot of fuel for its customers by dropping significant price point for its older aircraft models. Therefore, a few million off the list  price buys how many inefficient gallons burned?

Asked if he based his forecast on the current production rate of 8.3 aircraft a month, or 100 a year, he said, "yes".

Boeing and European rival Airbus are both focusing on overhauling their most cash-generating models to help pay for developments of two revolutionary carbon-fibre jetiners, the Boeing 787 Dreamliner and the Airbus A350.

While investors have welcomed this cautious strategy, analysts say both companies face challenges in keeping output of existing models stable while airlines wait for the new ones.

Airbus is upgrading its A320 family, which competes with the 737, while looking closely at upgrading its wide-body A330 jet.

If it decides to re-engine the 20-year-old A330, Airbus would be gambling that lower capital costs and proven reliability would be a match for the 787, which has had a spate of technical problems recently but has a lightweight design.

Boeing is significantly out of the woods on the 787 family problems. In fact the 787-9 just exampled Boeing`s lessons learned in a smooth transition to market this upcoming July for Air New Zealand. The 787-10 should be a ditto project. Mentioning 787 problems now is a moot point and not relevant in today's sales presentations. Listened to what Wojick notes about a re-engined A330 NEO.   He may be stretching it a little by saying a 30% advantage over the an A330 Neo but even it comes in at 25% its a game crusher for the A330 Neo. Airbus can't possibly catch-up a 30% improvement from the 787-10 over the current A330.

Wojick insisted those numbers would never add up.

"The 787-10 burns 30 percent less fuel per seat than the A330-300. That is going to obsolete the A330," he said.

"There isn't a price at which people will buy the A330 once (you have) 30 percent fuel savings. It is a huge benefit to an operator."

COMBATIVE

The remarks on the fringes of an annual meeting of the International Air Transport Association reflect a more combative tone after Boeing suffered market share losses to Airbus in sales of narrow-body jets.

They drew a sharp response from Wojick's counterpart at Airbus, chief operating officer for customers John Leahy, who told reporters the rejigged A330 would be Boeing's "nightmare".

Airbus is close to a decision on whether to launch the "A330neo", he said, adding that it would have similar cash operating costs to the main 787 model but cost less to buy.

Airbus and Boeing have been in a struggle for market share on short-haul jets since around 2011, when Airbus decided to upgrade the A320.

Leave it to John to say, "Rejigged A330 is a 787 Nightmare". However, John has to address physical properties of gravity, weight and thrust when using physics during talking about rejigging the A330. It must strap on new engines that will be better and reduce frame weight significantly while designing new wings of which they (Airbus) have not shown a propensity for excellent wing making.  Boeing has with the 787 fabulous wings. Using such a word as rejigging is a signal that Airbus is desperately trying to recoup its A350-800 as originally planned. If the A350-800 is so miserable in concept that only 30-40 have been ordered, it may indicate the customers know smoothing about Airbus' plastic concept at the small end. After all, Boeing quickly dumped the 787-700 model as it reached a point of plastic model resistance for having no discernible advantage with the smaller sized regional 787-700.  The A350-800 is a no-go and the A330NEO is a John Leahy "Rejigged Hail Mary". It sounds like Boeing has just asked Airbus and the A330 Neo for lunch. 

Airbus claims a 60 percent share of that market, but Wojick called the statement exaggerated and said Boeing had outsold its rival since deciding to re-engine its own 737.

He said Boeing had now sold enough of the existing 737NG models to ensure a smooth transition to the new 737 MAX.

"We are sold out on the 737NG," he said.

At the same time, he signalled that Boeing could keep raising output after reaching a goal of increasing production of the 737 family as a whole to 47 a month from 42.

Airbus has also hinted at future production increases from 2018 onwards after setting an earlier goal of 46 A320s a month.

Peabody goes back, to The Way Back Machine, with his friend Sherman and discusses how Airbus stole the march on single aisle, by announcing way ahead of Boeing's flat feet, the all new A320 Neo? Crazy orders came in. With this Airbus head start, it doesn't make the Neo Single aisle better or more popular with customers. It means just that they caught Boeing Flat-Footed and took on immense orders that first year, where Boeing has been closing the gap since then year by year.  Boeing has made its recovery point and people now have a single aisle choice. May the slickest single aisle win. Boeing stormed production right back up and is now flooding single aisle with new NG's so it can set up for the MAX and make a seamless production transition.

"We are pretty confident that with the demand that we are seeing for the 737 MAX, at some point out towards the end of the decade, we have got the possibility for even more airplane demand out there," Wojick said, adding he did not see evidence of a plane order 'bubble' that is being predicted by some analysts.

"When one region has financial difficulties, another region will be doing quite well," he said.

Asked about signs of an economic slowdown in Asia, where low-cost airlines have placed heavy orders for A320 and 737 jets, Wojick said, "I don't think you are seeing a huge change there, but I do think some of the airlines there are maybe not able to take all the airplanes that they were looking to take in a given time period".

Boeing has not seen airlines defer orders, he said, but he added, "Certainly we are not seeing them exercising all the options they have for growing even faster than they were predicting." (Additional reporting by Victoria Bryan, Siva Govindasamy, Amena Bakr; Editing by Praveen Menon and Jane Baird)

Back to the battle of the engines, when you have an airframe that is the most advanced on the planet, then it comes down to an engine war to make the difference in the fight for airspace. My logic is that you fit new high performance GE`s or Rolls Royce on that advanced frame then the builder maximizes its technology. If a builder tries for a NEO attempt of higher performance on a second tier heavy frame, like the metal ones are now considered, then you are putting lip stick on a pig. No matter how much you rejigged that pig during a modification. Airbus is doubling down on a thin bet with the A330 NEO concept. It is also getting desperate on its A350-800 nobody wants. Boeing is standing pat on its hand of aces. Wojick is not fluffing the Boeing party line, he is merely pointing out to customers, "The Great Gotcha", Boeing has over Airbus as Toulouse wanes its efforts on knee jerk counter measures in this dog fight.

Is The 747-8I More Flexible To The Market Place

Boeing hopes so. Recently Emirates has been inquiring about the 747-8i. Not that Emirates is dissatisfied with Airbus and its A380, but it is analyzing the Emirate bang for the buck by inserting an updated and more efficient Jumbo on its vastly expanding routes and destinations. Can the 747-8i out perform the A380? The answer is found in filled seats. If Emirates has a developing route that does not require 500 seats filled every time and but can fill a 400 seat cramming on the 777, then the 747-8i is something to consider as it builds its air empire. New routes would duet well with the 747-8i more than the A380, because it is more forgiving in filling seats. Issue forth the A380 out to a large market.

Under a developing scheme, the A380 could not risk empty seats on  a full fuel load and staffing needs. However the 747-8i would mitigate that risk with its efficiency and a easier road as it fills less seats and goes long in the Jumbo field. Emirates is considering optimizing its x-large markets leaving the 2x Jumbo or A380 to ply forward amongst passenger crowds. The 747-8i would make a nice side by side stable mate for extreme traveling. The 747-8i is easily convertible, configurable and a complete airline. It hauls space shuttles and offers frequent flyer miles for airborne toga parties. It is low risk and quickly obtainable. I forgot to add obtainable to the "C" listing above when mentioning the word complete.

Emirates is considering a spot opening that neither the 777, A350-1000 or A380 can do efficiently as a 450 seat hauler. Hence the 747-8i is getting a long look and a price hint from Boeing. The A380 has a carrier sweet spot at 500 and the 747-8i at 450. Where the 7779x could comfortable haul 400 and the A350-1000 may do 350. Then comes the battle rounds with the 787 family against the A350-900. The A350-800 is dead and the A330 Neo would not keep up with the 787's technology matriculation during the next ten years, since the 787 will continue progressing its new technology into a more efficient aircraft without changing its structure or frame design.

Emirates could buy the 747-8i as a winning horse in this race, because of how Lufthansa has managed the new 747-8i. Emirates knows Lufthansa is hurting some A380 business because people like the new 747. The airline also like the new 747, because of its ease of transitioning over from the old 747's, and how it compliments the 787 & 777 cabin layout. Perhaps, Emirates was hasty in its order for a copious quantity of 100 or more A380, They may have been better off going 50-50 on ordering the 747-8i and A380  while getting more value out of that purchase. By 2020 Airbus A380 assembly may grow quiet at this niche behemoth runs out of flight line and airport approaches. The A380 is here for the next 20 years easily but it lacks the flexibility that the 747-8i offers as a Jumbo.

Reference Article Link below:

Boeing peddles 747-8 to Emirates as alternative to Airbus A380

The A330 NEO, It Blinks and Waits For How Good The 787-9 Really Is

Airbus is waiting for what, when it comes to announcing the A330 Neo announcement.  It comes down to this, can they sell 1000 more A330 in the face of the 787 family of aircraft or should they improve its A350-800 instead of going old school with a New Engine Option; Claims, claims, claims about the A330 Neo is all we are hearing now when the 787-9 is about to enter service. What the Aluminum Neo has to do is a short list of Airbus To do's found below on bullet point.

• Make Aluminum lighter than CFRP
• Make the A330 wing better than the 787 wing.
• Make The Rolls Royce and GE 787 engine evolution better on the Neo. 
• Hope Rolls Royce and GE doesn't keep improving the 787 engine configuration.
• Hope hydraulics are lighter then the 787 electrical actuators.
• Make the A330 windows seem bigger than the 787 windows
• Deliver one A330 Neo before Boeing delivers 500 787's.
• Scratch the A350-800 as a failure
• Make sure it can sell more A350-1000's currently counted on the books
• Hope the A350-900 is better than the 777-8X and 777-9x

Hope and Make is a tenuous track when Airbus commits billions towards a 20 year old remake, just to dust off its pride. It would be better if it would just get the A350-800 right in the first place before it blunders into Boeing's trap. Oh If I were in an Airbus meeting, I would wonder what knee jerk move my superiors are going to make next, in a reflex of Boeing's move. After all, a lot of pressure is on those engineers at Toulouse to make up ground on the idea guys for its line of aircraft. Drop the A350-800 and then plus out the A330-Neo, whaaat? Does anybody know where a guy can get some cheese around here for lunch?

Airbus customers, by the droves will come looking for the Neo even though the A320Neo is yet to be delivered and the A330 is not yet a paper reality. So put Airbus down for 1000+ A330 Neo's as it will chase the 787 in greater numbers. Boeing will sell its second 1000 787's before Airbus can muster 1000 Neo's commitments and sales.

Why would one conclude that, because Airbus can muster up sales because of loyalty, fleet commonality, and pricing? Boeing can beat it because of technological advancements, time in service with continuous improvement, and overall best performance. Airbus will relegate itself to a 2nd tier option in airplanes as it builds itself upon the past.

Boeing is taking its innovations forward in the 777X and 737 Max. Even though they are metal airplanes, those models are incorporating dearly paid for advancements into its most solid platform in a hurry of catch-up. Airbus tries to emulate this maneuver with an A330Neo. 

The Neo has not announced as of yet, that its going towards plastic wings as the 777X has already moved on, and the 737 is using lessons learned from the 787 technology that Airbus also lacks. If Airbus drops the A350-800 and then the Neo A330, it is an admission that Boeing has out-foxed Airbus in these airplane wars. 

They (Airbus) have reached a damned if they do, and damned if they don't conundrum, and are strongly thinking about doing an A330Neo. This would keep its skin in the game as the 787 continues moving ahead, establishing its chops towards ultimate maturity of an all new, and most advanced model in aviation's historical annals of achievement.

May Three Month Moving Average 787 Line.

May Three Month Moving Average(3MMA) 787 Line. 

3MM average                      

Goal +/-                          03/2014    04/2014          Projecting      May (actual)  Delta 

Month Deliveries              10               8             10              10                     2   
3 M-M-avg                          6.0             7.33           9.33          8.33               2
Production Goal               10              10.             10               10                    0
Delivery Trend (+/- )       -4.0            -2.67                    -.67             -1.67                 2                

                                       *PM-Start          M.A.  P                               PM-End
*Progression Month

The 90 day segment of delivery, which smooths all bumps, surges and customer cash flows during production has arrived for May. It was projected in April that the over-all delivery schedule would end up close to ten month for ninety days. It is an Indicator of Boeing's Airplane parking lot for keeping pace with production. A good sign that bean counters were pushing the production doers of good deeds towards making significant headway towards its arbitrary goal of filling ten parking spaces a month on the flight-line.

This chart is the all important happenings as 2014 strives towards meeting its promise of 110 787's this year including interference from introduction of the 787-9. This is quite a feat introduction a model within the same production line and making delivery during test operations of undelivered 787-9 in that same test program. Resources are spent on such, an endeavor, yet production will meet its goal and receipts numbers will blossom from the flight-line. Its a cool thought if you are an investor. I am not saying there are not some remaining gremlins hiding out beyond Boeing's oversight, but that gate is nearly closed on mishaps in the field. The 98 % reliability margin is truly a promise realized for its customers as millions board the 787's in the next few years.  The 787 value starts during production and ends on customers bottom line. No one likes to share its secret for success as competitors would clone that secret for its own operation. However, the 787 is that 800 pound Gorilla sitting in the terminal and everybody notices it.

Boeing is sharing the news with all prospective customers about the virtues of the 787. Skittish customers are now listening.  Once again, I repeat the theme, that 2015 will be an order year for the 787 family of aircraft, replacing this years delivered slots at the back of the shortened line. The A350 has struggled as well as Boeing at the starting point. Those watchers and waiters of airline progress think Airbus is on pace except they fail to notice its been awhile since Airbus started on the A350. Boeing opened its big mouth in 2007 and couldn't and shouldn't deliver then. It took five years to fly it to customers. How long has it been for Airbus? Five years with a less formidable aircraft, however, they didn't brag at the onset of of the project so everything is normal for all to remark.

Production and delivery dynamics are is the continuum measures for solved problems and success full words spoken. people only look at results not promised announcements of hope and change. The Change has occurred and the results are coming in. It wasn't and isn't easy, but Boeing is in a better situation, towards its Break-even analysis event than it was last year at this time. I believe that 2017 is still the bench mark year for unit profitability when it flys its 500th 787 in late 2017 or early 2018. The 10 a month delivery will creep towards 12 a month delivery by 2016 for the full year.  Completing 150 builds and delivery by that time.  Charleston becomes a full production partner in 2015-2016 nearer its true production potential.

All I have to do is wait for two more deliveries in May and this chart above is valid! If not, oh well, this is a fun Blog about the 787 and other things Boeing.

ZB003 First Boeing/AirNewzealand Production Test Flight

• Under the news radar flies Air New Zealand first flight, to-be-delivered 787-9.
• Its The All Black Beauty
• The undomitable 787-9
• Just a few more weeks of Boeing flights and then a few Customer flights.
• Then its all Air New Zealand's.
• Worth the wait? Yeah, happy June!

The 787 Magnum 330 Round is Chambered

The five and a half hour no airport zone is a turn in the 787 fortunes. The NTSB have approved, certified and stamped the 787 out of the  the three hour no land zone giving it two and a half hours more of Ocean and Land, straight line flying time. Trans Pacific, Polar and any other route has legs beyond the vision on all passengers with the approval of the NTSB. Remember these officials who recently said the battery has not been adequately tested since no causal affect for heat runaway has been determined. It needs more testing! Boeing through its own admission already stated this in front of the world in the first place, and has addressed the issue for its ground purposed battery system containment during flight. Using a  steel encasement and system for venting gases, making it virtually imposible of fire or toxins in cabin at 40,000 feet or on the ground. The only thing that damages is the unessessry inflight batteries inside the box. The 787 keeps flying or sits on the ground with out any collateral damage. The NTSB recognises this even though it has rquested more testing on the battery causal affect of runaway battery thermal event.

On to the magnum 330 ETOPS, being the next milestone for the 787. Where the same governing body for the battery failure, NTSB,  has just awarded the 787 a 330 minute crown of independence when it flys anywhere in the world, instead of just 180 minutes fly over space. This means Boeing customers can now draw more straight lines on the map from origin to destenation, saving copiuos quantities of fuel each time passengers desires a trip to anywhere on the planet. Apparently, Boeing 787 customers now have the Magum 330 in Boeing's own flight bag, just as Jason's  and his Aeronaughts have the Golden Fleece. Airbus of course, would want to disagree with its own A350 rapidly approaching entry into service. They would want to complain in keeping with its own delusional press brefings. The 330 ETOPs extends the range of efficiency, cuts time and cost for its customers. Follow-on orders will come forth from fence sitting corporate prospectus. Especially from the purpose driven vacation Airlines that would order a half dozen of this type during a fleet expantion period. The example is, TUI.  Vacation and Business travel, or demographiclly inclined airlines, can now step forward and ask for the 330 Magnum (ETOPs) 787.

This makes 2015 the seminl year as it turns the corner on production efficiency, the reorder and first time orders numbers, and gaining sepertion from its competitor as a difference maker. Airbus will want to complain about that too.