Airbus Marks Its Pinnacle Years by 2030, Boeing's Pinnacle Is Now Through 2030.

Boeing is not waiting for 2030 for capturing the market. It has set its sights on entrenching a hold on the world market through 2015 past 2030, making a pinnacle statement of world's largest aircraft maker in the midst of Airbus' former reign of being or trying to be the worlds largest aircraft maker for a couple of years. Every statement Airbus makes is now geared away from world largest aircraft maker, with a transitioning statement pointing towards, saying, " by 2030 we will do this". Does this mean Airbus is over 15 years behind Boeing in its aircraft design? If the answer is "yes", then they recognized they have laid-up short during the last 8 years with the A350 project, Airbus missed the mark on its superjumbo hub maker, and underestimated Boeing's previous tenuous nature, where the A350 does not compare to its newfound combative presentation from Boeing and its family of aircraft of Hub Breaker.

Top 20 Mega Hubs By Passenger Volume In The World: Wikipedia

Rank	Airport	Location	IATA code	ICAO code	Total passengers	Rank Change	% Change
1.	Hartsfield–Jackson Atlanta International Airport	Atlanta, Georgia, United States	ATL	KATL	21,580,661		1.5%
2.	Beijing Capital International Airport	Chaoyang, Beijing, China	PEK	ZBAA	20,231,042		1.4%
3.	Dubai International Airport	Garhoud, Dubai, United Arab Emirates	DXB	OMDB	18,361,820	4	11.4%
4.	Tokyo Haneda Airport	Ōta, Tokyo, Japan	HND	RJTT	16,649,295		5.0%
5.	London Heathrow Airport	Hillingdon, London, United Kingdom	LHR	EGLL	16,043,199	2	0.5%
6.	Los Angeles International Airport	Los Angeles, California, United States	LAX	KLAX	15,970,093		5.9%
7.	Hong Kong International Airport	Chek Lap Kok, Hong Kong, China	HKG	VHHH	14,984,000	4	5.5%
8.	O'Hare International Airport	Chicago, Illinois, United States	ORD	KORD	14,749,239	3	0.3%
9.	Dallas-Fort Worth International Airport	Dallas-Fort Worth, Texas, United States	DFW	KDFW	14,662,106		3.5%
10.	Charles de Gaulle Airport	Roissy-en-France, Île-de-France, France	CDG	LFPG	13,805,887	2	2.8%
11.	Guangzhou Baiyun International Airport	Huadu, Guangzhou, Guangdong, China	CAN	ZGGG	13,594,624	5	5.6%
12.	Soekarno-Hatta International Airport	Cengkareng, Banten, Indonesia	CGK	WIII	13,591,941	2	2.4%
13.	Singapore Changi Airport	Changi, Singapore	SIN	WSSS	13,199,802		1.1%
14.	Denver International Airport	Denver, Colorado, United States	DEN	KDEN	12,380,937	1	1.7%
15.	Istanbul Atatürk Airport	Istanbul, Turkey	IST	LTBA	12,359,428	1	10.5%
16.	Kuala Lumpur International Airport	Sepang, Selangor, Malaysia	KUL	WMKK	12,332,959	3	16.5%
17.	Suvarnabhumi Airport	Bang Phli, Samut Prakan, Thailand	BKK	VTBS	12,318,063		8.9%
18.	Frankfurt Airport	Frankfurt, Hesse, Germany	FRA	EDDF	12,174,092	6	2.0%
19.	Shanghai Pudong International Airport	Pudong, Shanghai, China	PVG	ZSPD	12,015,978	2	6.4%
20.	Amsterdam Airport Schiphol	Haarlemmermeer, North Holland, Netherlands	AMS	EHAM	11,139,875	6	4.7%

The 787-9 is really the "Game Changer", not like a prototypical 787-8. Boeing has changed so much from its learning points from the 787-8, that the 787-9 will please, astound, and change aviation more than what Boeing originally claimed during the onset of the 787-8 program.  The 300 passenger 787-9 allotment of seats is about right. Its 8500-mile range is astounding and the innovation found on-board is incredible. Fancy seats on the A350 won't catch the 787-9, nor will the XWB motif sell more airplanes. Boeing has set a standard Airbus can't reach in 2015. Maybe by 2030, they will attempt to catch up with Boeing again.

As reported earlier, Emirates is tipping its hand towards Boeing, as a critical Middle East customer, as it dropped 70 Airbus from its order books and just purchased 150 777X 350-400 seat passenger jets. These jets pick-up where the 787-9 leaves off. The passengers will not be crammed-in while fitting out with 350-400 seat range, as found in 331 seated 787-800 or an A330 NEO type. The range, now that it is mentioned, erases the need for mega hubs other than landing in one, because that is truly your destination.

It means you can also go anywhere from a mega hub to small vacation destinations directly, on a sizable Boeing aircraft. The 8,500-mile reach in comfort is the actual start of a vacation until you reach the next baggage claim turnstile in the South Pacific. That doesn't sound A380 style at all since South Pacific atolls don't land the A380, where a 787-9 could. Should freight be the next 777X topic?

Boeing rejects 'mega-city' case for A380

By: DAVID KAMINSKI-MORROW

LONDON

Source: 

in 2 hours

Boeing is dismissing Airbus’s claim that the emergence of “mega-cities” will drive future demand for high-capacity transports including the A380.

Airbus has stated that there are 42 cities handling more than 10,000 daily long-haul passengers – those flying over 2,000nm internationally.

It adds that this figure will more than double to 89 by 2032. Airbus has said that the traffic volumes will demand the use of large aircraft such as the A380.

But Boeing vice-president of marketing Randy Tinseth, speaking as the airframer detailed its latest 20-year forecast in London, said there was “no data that supports [those] conclusions”.

Boeing’s latest 20-year forecast claims that in the 15 years to 2014, the number of seats per flight at the top 25 long-haul airports has decreased by 2%.

Frequency and capacity at these airports, it states, has risen by around 60% as the number of destinations served has increased by 46%.

Tinseth says that “expansion, not size” is the driving element behind the figures. He credits the development of the Boeing 777 and 787 for giving airlines the flexibility to open new markets, adding that Boeing “didn’t expect” services such as British Airways’ 787 operations from London to Austin.

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The Airbus recent mantra: "is wait for 2030, then we'll beat "em".

Boeing mantra, "we've only just begun to fight, can't wait for 2015".

Here She Comes Decked To The Nines ANZ First 787-9

Video is in the Masthead Picture of the below link:

http://i.stuff.co.nz/travel/news/10252006/First-Boeing-787-9-Dreamliner-delivered-to-Air-New-Zealand

Air New Zealand is the news today. Its first 787-9 and Boeing's first delivery of a 787-9 has been completed, in full party mode, as it currently flies home to New Zealand this afternoon for a long 15+ hour voyage.  When the opportunity arises, I will update with a full you tube video of the event. But in the meantime, link to the video URL above for a glimpse of the first turn of the Boeing snow ball rolling down hill from Everett, Wa. as it gains speed.

Bears Of The Market Look To Feed On The Clark Fork River Dump

Would you just look at that and then wonder about the cost. The old adage, "Time is Money" is the biggest loser here in this picture. Without being too "Selfie",  on this article, I'll mention my expert back ground on this accident. I learned my fly fishing chops on this very spot of river in my youth at age 15. I floated this very same stretch of river during the same time period. Finally, I hunted up the slope from this Boeing dump site. This is my expert response to the Boeing Bear Market Refuge and dump. The stock Market needs to analyze how many lost hours add up for 6 lost fuselages.


 

• The time taken to examine and add up.
• What to do with worker waiting just-in time to finish the building of aircraft
• The time lost building the dead bodies
• The material lost to the aluminum crushers and recyclers
• The time delay of not reaching 42 aircraft  in July as paced.

Time is a cruel punishment for a heat sensitive piece of rail, that may have buckled under a stress load, during a warm day. True to the Montana spirit of adventure, droves of rafters , and fishing junkies stormed the banks to wet their lines while the clean-up started. That's what I would do, if I lived within 70 miles of the wreck. Since, I now live in Idaho, and my hands are full of Idaho rivers with little time to cover all of its pleasantries. A wreck of this scope will bring the Bears out, east of the Mississippi. The total cost reimbursement will not replace opportunity lost cost, momentum squandered, and deliveries delayed. The insurance won't recover these amounts which could tally in the millions during the year ahead. These are intrinsic amounts that accounting can or will have difficulty assigning the lost amounts to the affected projects.

So what can you assign for cost?  Compare what you made last month at 42 units plus other affected programs that are delayed subtract what you do in July. Six Bodies represents approximately five days of production give or take rounding. Then the exponential stuff starts generating gained cost.

The production cycle is interrupted. The labor cost flows extrapolates from prior production lost on damaged bodies to the new added do-over hours. Double the material costs from do-over bodies. Then only produce 36 units during mid-year ramp-up of production flow. Ka- Ching, call the accountants and insurance people.

 I wish I was there fishing photo Bomb

 

Note the guy behind the man in the yellow life vest has good paddling pole control going through the Boeing Bear Market Dump.

Bellow is found on tracks dead caption.

 Its hard to get a photo without a Montana Rafter going by the site. OOPS photo title

In all, the final cost go into some infinite universe of calculation. However by years end, Boeing will recover numbers nicely as they would want one extra 737 per month to slip in somewhere before your eyes and make 2014 come in close for 737 production, if not on target for the investors. That's why those accounting types get paid the "Big Bucks", just to appease the Bear stock market. 

Some Days Its Better That "Baghdad Bob" Shouldn't Go There, At Airbus

First Airbus is not sure about the A330 NEO, then they need further review, and afterwords, Airbus gets its courage up from a back slapping seminar on "Back Slapping" and furthermore, Bravado sessions which will insure the successful relaunch on another NEO of its ilk called the A330.

The old A330 could stuff up to 375 passengers if loading by standing in a semi vertical posture position while inserting into your seat.

Now we have words of wisdom marking the eventful proclamation coming forward from Airbus about the A330 NEO.

Momentum or Momentus news link

Link quotes:

In an interview with the Financial Times ahead of this month’s Farnborough air show, Fabrice Brégier, chief executive of Airbus’ passenger jet business, said the probability was “growing every day” that the company would launch an A330 with more fuel-efficient engines.

“If we can find a solution to improve this aircraft, I believe it will confirm that we intend to lead the wide-body segment of our market,” he added.

IF...

 Is a a big word. Is Airbus bluff charging Boeing or are they going all-in per Baghdad Bob's sound advice of "we have Boeing surrounded completely with the A330 all new metal aircraft? Far Superior than its A350-800 failure. Grizzly Bears bluff charge, not airplanes. Therefore, it must be some kind of wrong headed momentum in France.
Fabrice is not a laundry softener or an air freshener experience. He is full on serious with the backing of select Board members, who have become alarmed by the slow progress of the A350-800 acceptance and rising ascendancy of Boeing's strong line-up of vastly improved technology for airplanes.

Found in the greened sentence are key "I" words you should never use in a lucid thought, when trying to convince your audience.

• IF
• Intend
• I Believe

The laundry softener is one word short of an "I" grand slam of literations. They will be tagged out at Home Plate on the word "Believe".

Parsing the quote.

The road to perdition is paved with good intentions ("confirmed" from above)

I is a word for vast egos or is it NEOs.

If is a conditional word when nothing else is working right.

The A330 Decision, Blunt and Parry Sward Play

Airbus is in the final decision mode for the A330 NEO. They want to Block the 787 with what that they have an A330 Blunting action, and parry forth with orders behind it. Except there is no indication they have a load of orders to back up the announcement this July 14th, at the Airshow at Farnborough. It is not in Airbus' fashion not to mark an important airshow without substantial orders numbers of the puffing nature, which were banked- up over the last six months. Therefore, I would assume they don't have order numbers assembled to make the announcement during Farnborough Airshow. They are only talking about A330 NEO potential as a threat. They are seeking orders for this venture, before puffing at a News conference at Farnborough.

No orders no announcement. Can you imagine Boeing the 787-10 without any anchor orders?  Would an order order #20 A330 NEO's do?  Ahh NO!

The discussion is not hung up on monetary markets or Airbus cash flows (lack of), but on the fact there is no preliminary announcements of any customers considering the A330 NEO as an "unidentified customer prospectus order". Airbus does not want a Fly-By- Night Airline company wanting 50 A330 NEO. Its nature is having an Airline company with Gravitas announcing a 100 A330 NEO Order, someone like Etihad or Qatar. Ordering is frozen on an old frames with New engines. The 787 team speaks with some authority that they can make the 787 anyway you want it under 330 passengers. Boeing is gaining a position for competitive pricing point as proof of design and production questions have been removed from the sales pitch. If Airbus can make a far cheaper upgraded A330 NEO, they should do it, and not wait for additional information coming from the market place. The airplane war then should culminate.  However, they are pausing because they are unsure to start a battle they can't win. The A350-800 failure left them dangling in a precarious position where the reserves from the A330th unit have come up to bail-out the Airbus Blunder. They cannot announce the A330 NEO, because it gains corporate embarrassment, which is the same as defeat in the Art of War.

Luarel and Hardy finally realize "the fine fix they are in". Airbus gets caught in its own threat of building a "Tin Lizzy" complete with Sharklets (blunt) without even a hint of orders (Parry).  The audience may start laughing on cue.

If Airbus does have confirmed orders, then it is time to thrust forward on The Boeing 787. The Airbus swash buckling episode is reacting a climax. The questions is still in play, are its customers willing to come to its rescue on the NEO? Does Airbus have courage to consummate the idea? No on those questions.

REFILE-UPDATE 1-Airbus says "jury still out" on A330neo airshow launch

 Airbus is looking for a way out on the A330 Neo before announcing anything.

Step Technology For The 777-300ER Until The 777X Arrives

Boeing has two different flight bags of technology. One is the step bag of advances for the current 777-300ER, the other is the 787 Bag of Technology for the 777X. Currently Boeing is plussing out the 777-300ER with refinements on its engines and improvement for its customers interiors. It cannot change the humidity or the approximate 8,000 foot air pressure in the cabin, nor it may not change that feature for its up and coming 777X design. But it will bring forward many improvements on the 777-300ER in the interim period before the 777X arrives. This is a gap filling effort of keeping the 777-300ER in-play for building 100 777 types a year going with both freight and passenger services.

If the 777-300ER remains formidable to Airbus' A350 introduction, As it  can do so with vastly improved interiors and amenities for its passengers. It will fly efficiently as always, against the A350 hopes. Customers who have gained profitability with the current 777 will have an enhanced version that will carry forward until 2020.  Airbus is locked-in production with serving all its customers with orders for the A350. Boeing can cherry pick the market offering current gratification of delivery soon after purchasing documents rather than later.

Order a A350 today it will arrive in 2020 when the 777X arrives. Order a 777-300ER or 200 today it arrives in the years 2016 or 2017 and will fly for three more years without any competition but from Boeing itself. Airbus will after-all have to ramp up production during those first three years of production (2015,2016,2017) for the A350. By 2020 they (Airbus) maybe in sync with its customers for delivery, by producing 70 A350 aircraft a year. Meanwhile back at Everett, Wa. , Boeing will have been relentless with both programs, the 777-300 enhanced and the 777X using the 787 play book bag of technology. That 777X bag which will never see daylight for the 300ER lists: laminar flow technology, plastic flight surfaces, and applicable 787 technology found throughout the airframe. The 77X will havea host of other innovations which will make the 777X more efficient than the A350 twins, the dash -900 and dash 1000. I didn't mention the newest in engine technology for the 777X.

However, by slight of hand Airbus adopts the A330neo into the A350 family of aircraft so it may battle the 787. The A350 already lacks 787 technology, where the A330 NEO will suffer a blight of technology when compared to the 787 benchmarks. Customers get to chose which airplane. Many will try the A330 off the bargain shelf to make up for inefficiencies against the 787. They will have some gratification on its choice, but it will play out later on at the ticket window.

A concluding thought for Boeing's two flight bag approach. One is for the 777-300ER and the other is for the 777X, is an indication that Boeing is taking serious everything in the market place, and is leaving no stone unturned. The old Boeing would have dismissed any threats from Airbus and moved ahead without regard to the market. Things have changed since those days and Boeing is attacking the market with pleasing options other than just calling something NEO.

Addicted To The 787-8 Fuel Burn Customers Push Back On Fixes

The 787-8 is performing soooh good that its airline customers don't want to interrupt schedules with any down time with Boeing updates. The giant aircraft producer has unloaded an army of engineers chasing and correcting any reported SNAFU's and glitches. The airline operators do not want a day or two down to fix those glitching squawks. After-all is just a slight inconvenience on fuel burn after-all. This a real jam up for Boeing and an irrational effect on customers who are addicted to the fuel burn.

The airline customer must bring in a less efficient aircraft in place of the 787 being fixed over-night. That means a whole tank of fuel operating at a loss on most routes flown by its replacement aircraft. Boeing is expending immense resources making the 787 as compliant as the 99% glitch free 777-300ER. The glitch list is shortening at a rapid rate and now airlines don't want to park the 787 for a fix. The 787 is saving airlines operating bottom line as it is making profits every hour it flies. These enthusiastic customers would like Boeing's team of Glitch fixers to go away for another day, because it would mean the 787 isn't flying that day during glitch fixing time.

The world is thirsty for this airplane now! This basis of thinking was found in an article today recounting this same premise. Don't Ground My 787 during my watch, cry comes from customers lip because it is turning around airlines at the same pace they can launch the aircraft.

By Gregory Polek: AINonline

Fast Pace of Boeing 787 Fixes Challenges Operators

July 3, 2014, 9:29 AM

Resistant to grounding their Boeing 787-8s for a even a short time, several operators have indefinitely deferred addressing fixes to some of the airplanes’ last remaining glitches, presenting the manufacturer with an “issue” as it marches toward its target dispatch reliability rate of 99.6 percent. Now seeing a three-month rolling average of roughly 98.5 percent, Boeing expects to reach its benchmark—established by the world’s 777 fleet—by the second quarter of next year, Boeing 787 vice president and chief project engineer Bob Whittington told reporters during a series of briefings the company recently held in the Seattle area.