Off The Sea Wall With A Ship Update

I am still following the Zumwalt DDG1000. It reflects back my on boyhood dreams seeing my first ship at a pier in California, where I used to swim at the beach. Below as per usual, is the link to its progress report for the Zumwalt class Destroyer

Raytheon Meets Key Milestones in DDG 1000 Zumwalt-Class Destroyer Program

"Recent milestones include:

• Successful Test Readiness Review of Total Ship Computing Environment software, release 7. The 550,000 software lines of code – developed, integrated, tested, and delivered – build on the TSCE baseline of more than six million lines of code, and represent the first formal delivery to the ship that includes the combat system software as well as hull, mechanical, and electrical ship control functionality

• A production AN/SPY-3 Multi-Function Radar successfully tracked air targets for the first time at Wallops Island, VA. The SPY-3 array, receiver/exciter and signal/data processor were controlled by the combat system of the Self Defense Test Ship, exercising various search and track modes, including the new volume search. The radar tracked targets of opportunity and displayed targets and data on the DDG 1000 Common Display System.

• Completion of the third session of instructor-led ship control systems training with members of the DDG 1000 pre-commissioning crew in Bath, Maine. More than 55 sailors have been trained on ship control systems to date; 85 sailors have attended TSCE operations training. Crew training continues, most recently with a session at Raytheon's Portsmouth, R.I. facility – in the company's Ship Mission Center, a realistic replica of the crew's command center."

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The first ship is 90% complete. This means its new advanced systems continue to validate as installed, while not having any show stoppers, or it does not clog-up up the construction work when installing equipment and systems. It's development continues forward with robust over-all progress. I am not saying there are no failures encountered, but defects found are slight in nature, when it comes to the ship systems coding. That is great news for the program. Averaging only one error per ten thousand lines of code. 

Crews are being trained in separate companies per expertise. The article above has divided up two groups for the trained ship company, with 55 dedicated towards control systems and 85 for TSCE operations. The remaining crew not listed will matriculate on board during its initial sea trials.

More About TSCE

January 17, 2013 Posted by; Military Embedded Systems

Raytheon TSCE software delivered to U.S. Navy for DDG 1000 Zumwalt-class destroyer tes

Raytheon TSCE software delivered to U.S. Navy for DDG 1000 Zumwalt-class destroyer testing

BRANDON LEWIS ASSISTANT MANAGING EDITOR

More than six million lines of code for the Total Ship Computing Environment (TSCE) integrated mission systems of the DDG 1000 Zumwalt-class destroyer program have been delivered to the U.S. Navy by Raytheon. One of the most complex software development programs in Navy history, as well as the first large-scale implementation of the Navy's Open Architecture strategy, the Raytheon TSCE software will support combat system and ship activation testing, which is scheduled for later this year.

The TSCE is designed to connect all Zumwalt systems by creating a shipboard enterprise network that integrates all on-board systems. Kevin Peppe, Vice President of Seapower Capability Systems for Raytheon's Integrated Defense Systems business commented on the upcomingDDG 1000 testing, "The upcoming tests and ship activation will demonstrate the robust capability and functionality of TSCE, the integrating element delivering mission wholeness for this revolutionary new warship."

Utilizing an open-architecture approach to offer scalability for cost-efficient new mission capabilities, the TSCE allows the Navy to leverage standardized Commercial Off-The-Shelf (COTS) hardware and software across the fleet. Delivering a high level of modularity and automation, the TSCE will be a key tenent of reuse for other platforms, and deliver a significant reduction in manning Zumwalt-class destoyers thanks in large part to its sailor-centric human-computer interface. Currently at Technology Readiness Level (TRL) 6, Raytheon's TSCE recently demonstrated the ability to perform in end-to-end operational environments, successfully completing automated control tests of its Integrated Power System and Engine Control System capabilities on the Navy's first all-electric ship at a land-based Navy test site.

The TSCE includes all shipboard computing applications, from Command, Control, Communications, Computers (C4), and intelligence equipment to Combat Management Systems (CMSs) to machinery control and  embedded training, support, and damage control systems. Raytheon is contracted as the primary mission systems equipment integrator for the DDG 1000 program's electronic and combat systems, though the TSCE architecture is the product of a collaboration between Lockheed Martin, Northrop Grumman, Navy laboratories, and others.

Peppe continued, "We attribute TSCE success to the rigorous process employed by the incredibly talented industry team, building in incremental testing throughout development to verify quality, mitigate risk, and detect any defects early enough to avoid any impact to the Navy's schedule or cost."

The 787 Battery Will Get A Lease On Life

Researchers take major step towards longer battery life

A predominant  Stanford University Scientist, former Secretary of Energy for President Obama. Stands behind its research regarding a new Lithium Ion battery construct that should reach the market within five years. This success would make the 787 a complete solution for its all electrical theories and new aircraft technology. Five years isn't long to wait, after-all it took from 2007 to 2010, just to get the 787 to fly after it was initially assembled. 




Yi Cui, Stanford associate professor of materials science and engineering, along with other researchers at Stanford, announced a breakthrough that might triple battery life in cell phones.
(Courtesy of Steve Castillo/USA Today)

"The team of researchers working on the battery included Steven Chu, former Secretary of Energy and professor of physics and molecular and cellular physiology, and Yi Cui, associate professor of material sciences and engineering."
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The top line title is the link for the science article. What it means is that Boeing in time will be out of the woods regarding its battery problems. The solution is not fixing the causal problem, but building a better Lithium-ion Battery with new advances on its stability for all applications such as power phones, computers, and the 787. There is a second group in Eastern United States who proposes a battery solution, which has tested stable in the lab using a certain stable Lithium-ion substrates for the battery cell which not erode or runaway. Both propositions are advancing and are extremely stable The above linking article has a carbon cap on the lithium-ion anode that does not allow battery runaway heating or fire. It keeps the battery stable under all condition, make the battery lighter and more powerful. Just what Boeing has ordered. A smaller more stable and more powerful battery. Only it will take five years to hit the aircraft application stage. I would assume Boeing would fly both old and new batteries on testing aircraft in a side by side comparison before installing a replacement on commercial aircraft. In time there will be a solution.

"In the paper, the authors explained that they are overcoming the problems posed by lithium – namely overheating, chemical reactions and buildup – by building a protective layer of interconnected carbon domes on top of their lithium anode."

"The team called this protective layer “the nanosphere,” and it resembles the shape of a honeycomb. This new layer creates a flexible, uniform and non-reactive film that protects the unstable lithium from the drawbacks that have made using it such a challenge."

The solution will enable the manufacture of more advanced 777's or 737's with all electric systems. Saving even more weight for each aircraft. Its not as simple as just getting the battery right and you are good to go. It means allowing installation of core technology, managing supported electrical systems. Not using the bleed air by-pass engine tasks for powering its systems. While those aircraft mentioned would benefit as being more like the 787. It would mean a reduction of hydraulics on the 737 and 777 types. The commonality of aircraft systems draws a tighter circle around its architecture with a stable new battery, as the other aircraft adopts a stable lithium-ion battery it will finally adopt the 787.

747-8i, Experience is Worth Reposting

Below is the article that captured my attention. Its an even handed honest report from a flight experience a iReport CNN contributor had, when traveling on Lufthansa 747-8I. Enjoy!

Boeing's new 747-8 Intercontinental: Same same, but different.

By zhugeli  |  Posted August 8, 2014  |  Malaysia

CNN PRODUCER NOTE    

Few feats of engineering are synonymous with an entire industry.

But Boeing's 747 jumbo jet revolutionized air travel, adding to the glamour, romance and, most significantly, affordability of commercial flight, while simultaneously slapping it in the face by ushering in the bovine era of mass tourism.

Monumental in size, the shape of the 747 is iconic itself -- the enormous wings, four engines and that front end "hump" make it one of the world's most recognizable aircraft. To this day, the "upstairs" seating area -- reserved for a lucky few each flight -- imparts a sense of prestige and exclusivity.

Boeing has delivered more than 1,400 of the aircraft to airlines around the world -- not bad for a plane now into its fifth decade.

 
Since its historic debut at the Paris Air Show in 1969, the company has introduced a number of variations to the 747 family, including the 747-100, 747-200 and 747-300. The most common variety for international travelers today are versions of the 747-400.

Each new version has brought enhancements. The 747-400's most noticeable change was the addition of winglets, which Boeing describes as "wing tip extensions which reduce lift-induced drag and provide some extra lift." 

The 747-400 is no longer being built -- production ended in 2009.

Its successor, the 747-8 Intercontinental, rolled out last year and is currently being built at a rate of two per month. Each 747-8 is made up of about 6 million parts and has a list price of $351.4 million.

Lufthansa is the only airline flying the passenger version of the 747-8. It has six in the skies serving cities such as Frankfurt, Los Angeles, Washington D.C., Bangalore and New Delhi. The first was delivered in 2012, one of 19 of the aircraft the European carrier ordered, with deliveries expected to be completed in 2015.

This month, the airline added the 747-8 to its Hong Kong-Frankfurt route and invited CNN to tour the latest version of the classic jumbo jet.

So what's different?

 
No surprise that the 747-8 Intercontinental looks like a 747. Though 70% of the airplane's structural weight is brand new, it has the same iconic shape, though with some noticeable external differences.

The wings are new -- an upgrade Boeing hadn't originally intended for the new design. Gone are the winglets, replaced by raked wingtips Boeing says increase aerodynamics and, thus, fuel efficiency.

The same design is being used on Boeing's 787 Dreamliner. Boeing says the 747-8 is approximately 14% more fuel efficient per seat than its predecessor.

The engines are new, too. There are still four, but the new design features a scallop-edged casing around each newly developed General Electric engine.

As important, though less noticeable to the typical passenger, the plane has been stretched. It's 5.6 meters (18 feet) longer than its predecessor, with a total length of 76.3 meters (250 feet).

Boeing points out this makes the 747-8 about a meter longer than the Airbus A340-600 and thereby the longest commercial aircraft in the world.

The upper deck is also stretched.

"We chose this location (for additional room) because it is here that the airlines benefit the most -- both from the premium seating on both the upper and lower decks, as well as in the cargo hold," says Boeing's Joanna Pickup.

Inside, the plane still has that exhilarating new airplane smell (kind of like new car smell, but a lot more expensive), with windows and surfaces joyously free of the scratches, smudges and hair goo residue all too typical of the commercial flying experience.

When we toured it was also free of other passengers -- no screaming kids nor (sadly) smiling cabin crew manning the drinks cart.

While we can't comment on the flying experience, the Lufthansa 747-8 interior is sleek, comfortable, modern and efficient. In other words, German -- designed to get you from A to B in good shape without over the top frills.

In economy class, where seats are naturally skeletal compared with their fat cousins up front, nothing feels tacky or about to break. Or worse still, like your father-in-law has been sitting in it for 20 years.

'Wow factor'

With the plane comes Lufthansa's new business class, which will be retrofitted on the rest of the airline's fleet.
We've reeled off some of business class' features and other enhancements in the gallery above. Expect the mod cons -- fully flat seats in biz and first, video on demand, power plugs and iDevice ports and new features such as sound-insulating curtains and cool automatic window shades in first class.

On the whole, the plane feels spacious. Admittedly, this is easier to pull off when no one else is aboard, but relocating some storage area to sidewalls (not in overhead spaces) adds a lot of cabin room and makes it less likely passengers will bash their heads on compartments above in that frantic post-landing-must-touch-my-carryon-immediately moment of choreographed (and mystifying) panic.

Lufthansa can carry 386 passengers on its 747-8 in its 8-80-298 (first-business-economy) arrangement.

The upper deck is home to 32 business class seats in a 2-2 configuration -- the width of the area is roughly the same as the interior of the 737-700.

It's here and at the front of the plane that Lufthansa is aiming to attract customers in the competitive but lucrative East Asia-Europe route.

"This gives us a competitive shift. We have been here for 52 years and we know that customer expectations are high. That's why we are the first to bring the 747-8 to Hong Kong," says Andrew Bunn, Lufthansa general manager for Hong Kong, South China, Taiwan and Macau.

"It brings a unique element to our brand. From an economic point of view, it gives us more capacity and is more cost effective. For customers, they will notice and appreciate the enhancements on board.

"More than anything, it is exciting. It is a new experience. It is a new aircraft. There is certainly a 'wow' factor, not just for our customers. People all over the airport are taking pictures of the aircraft every day."

Still capturing attention, this legend of the skies is showing no signs of retirement. Rather, the 747-8 is the latest chapter in a legendary chunk of aviation history.

• TAGS:
• breaking_news

Thompson Profits In spite Of 787 Issue

Thompson or TUI has experienced early operator issues with its fleet of 787. Part of that problem comes from its all new technology and different production process  never before attempted  on this scale. Customers now fly 173 of the 787 types. Everyday, and with several cycles each day, the 787 is tested as it should be for a new craft. The Thompson experience has been one filled with 787 problems. Even with that dismal prospect of "things" going side ways at times, it has grown its market and profitability with the 787. Just today is reported an engine failure over the ocean. It terrified its passengers and plunged the 787 down to the deck as part of recovery procedure during engine failure. The 787 performed as designed in the event of an engine failure.  Its little comfort to its passengers as they were in panic and fear mode.

My own fear story occurred on a 737, twice. Once in the winter when icing froze the slats in place over Montana just after take-off. The co-pilot came down aisle and looked over my seat out the window and said, "uh  huh frozen". He then announced on PA to the passengers later after reappearing from the cockpit, "We cannot move the control surfaces into flight mode, the captain will attempt to break the ice by moving the move able flight surfaces  back and forth until it breaks free!"

Wow, I was reassured as in panic stricken. The folks on Thompson were faced with engine failure over the Atlantic Ocean. More terrifying than my own frozen wing slat problem in the Rocky Mountains with peaks passing underneath as if in slow motion. The actuator motors were grinding away to break the Icy grip.

The second 737 experience was coming into Denver International. Wind sheer, I heard about on the news when a 737 many years ago smack dab down when taking off from Denver. This time we were banking while making the final approach turn before landing. At about FL50 the bottom dropped out and we went down knifing on its wing tip to about 500 feet above the run way in about 10 seconds. Acting calm, cool, and suave, I smiled at my fellow passenger next to me just to hold back my own fear and nausea. There are many moments I have experienced during my travels, none of them were over a body of water.

Coming from California to Portland, OR we started descending for the approach and a landing at Portland. The 737 descended into a storming cloud system where it pelted the aircraft with extreme weather and caused a very "bumpy" ride. I looked out the window and couldn't see anything but fog and storming. The 737 approach lights were on, demonstrating how thick the storm was as a bench mark for visibility. You couldn't see the wing but you could see a dull glow of lights less than 20 feet from my window The 737 was probably going at least 200 NM per hour faster than the fastest sports car in pea soup.

The engines roared and I grabbed my arm rest in a death grip. Looking out the the window towards the ground was a flash of white rectangles in a row marking the end of the run way. It was my first visible glimpse of something not a storming fog. Two seconds later the wheels touched down in a firm straight line. I remarked to my seat mate, "How did he (pilot) do that? Where I could only just shake my head.

The next point, is about my first flight I ever took was in Montana going over the continental divide. It was on a WWII type DC-3. It was a chartered flight for a sporting event. We were flying to play a football game. The Plane didn't go above 15,000 feet since it was not pressurized. The mountains didn't go higher than 12,000 feet so we were reassured by the flight attendant. I wasn't scared, I was in high school, should I have been, the answer is yes. I watched as sparks flew off the engine cowling. Oil seep over the wing in a flat stream. I asked a teammate it that suppose to do that? He said, "Yeah its part of what piston engines do, they leak. When it lands they will refill the engine oil supply." That reassurance prompted me forward in the game as I could over come anything flying. I was invincible! On the way back we approached the Rocky mountain front. A storm was hanging on the mountains. The pilot adjusted around the storm but we hit fantastic updrafts going around the storm. The wing flex really showed its rivets in full light. I didn't know tin could stretch and bend that much. Sparks, oil slick, and bending wings accompanied my sick stomach from the extreme roller coaster ride. Nothing has ever approached that gum chewing experience as gum was passed out to all passengers to relieve air pressure trapped in the ear. It prevented burst ear drums as sometimes the pressure build-up affected passengers.

The 787 can fly a long way on one engine. The 787 is pressurized at 6,000 ft, not even close to the outside air pressure. No sparks from its engine or oil leaking over the wing, but with a very smooth ride. Wings do flex on the 787, but not from an old "tin lizzy" metal fatigue. Rivets don't pop out during wing flexing. It even doesn't backfire just to wake you up from time to time as on the DC-30. Then I flew on a Ford Tri-motor going all out at 100 miles an hour for a fly around Missoula County airport, Montana, during an airshow when it commemorated the The Forest Service Smoke Jumpers. I think it was the Evergreen Aviation Tri-motor back in the 1970's. I have flown the gauntlet of modern aircraft, except the 787 or the A350. Even with that omission of my experience, I understand the aviation advancements and the remaining risks are always great. The remarkable part for all travellers are aircraft makers have mitigated so many risks by the thousands that a catastrophic failure of any main system has plan B's built into the aircraft integrity. The things we are worried about are far different than my first chartered flight on the DC-3 in 1969. War, and Terrorists, are the leading candidates for an aircraft downing . Engine failures and mechanical problems have not prevented safe flights with the 787.

Per Wikipedia:

The Douglas DC-3 is a fixed-wing propeller-driven airliner. Its speed and range revolutionized air transport in the 1930s and 1940s. Its lasting impact on the airline industry and World War II makes it one of the most significant transport aircraft ever made.

The major military version of which more than 10,000 were produced was designated the C-47 Skytrain in the USA and the Dakota in the UK.

Many DC-3s and converted C-47s are still used in all parts of the world.

Wikipedia:

The Ford Trimotor (also called the "Tri-Motor", and nicknamed "The Tin Goose") was an American three-engined transport aircraft that was first produced in 1925 by the companies of Henry Ford and that continued to be produced until June 7, 1933. Throughout its time in production, a total of 199 Ford Trimotors were produced.^[1] It was designed for the civil aviation market, and was also used by military units and sold all over the world.

The Board Game Part III Boeing and Airbus

The Run up to Paris is now the target. Without getting too far ahead of the calendar, Paris is about a year away. June 15, 2015 to be exact. Plenty of time to line -up some significant orders.  The next thing to do is blog about what board rooms are considering during the run up period we have just entered. At stake is something like the academy awards at the Paris Air Show.

Its called the Icarus Award.

 

The two competing mega  Corporations will receive a number of these "Icarus Awards" cast in brass at Paris
(Think about Oscars, Viola Icarus Award)

• Icarus for Both boards dream of having the top order number at Paris. 
• They also would like to win an Icarus biggest surprise category (maybe a Stationary 787-10)
• Icarus Award for the most Single aisle orders announced with signed order and cash in hand.
• Icarus Award for Most Single Aisle by LOI or MOU
• Touch and Go Icarus Medal, a banned fly-bye category.
• Cheesy Statements by leading VP in a supporting Airbus sales pitch Icarus.
• The humility Icarus award to be given if possible to someone who humbly accepts praise.
• Best Airplane announcement "Fiction Icarus"  (Awarded at next airshow from this years air-show's fake announcements.
• Best Airplane announcement Non-Fiction Icarus, eligible after two years of veracity tests.
• Icarus, "Best press statement, not-on-the-take, supporting a Mega Corp Airplane Builder". (long title)

ANA Experiance Launches First With The 787-9

The last three years has taught ANA plenty. They have processed over 787 into service and they know the drill, have the pilots and ground crews. The ANA pilots have too flown the 787-9 in practice runs. When it came to the 787-9 first delivery it beat the launch customer, Air New Zealand, off the flight line with a payload of customers. What is most remarkable is it did it six times on the first day of launching. Six cycles were achieved!

 

You may wonder what happened to Air New Zealand's shiny Black Bird. They have had its 787-9 for several weeks. The problem with its launch, is ANZ doesn't have the built up human resources familiar with this type yet. They are a Works-In-Progress for all the things that ANA has already accomplished with its staff, plus adding three years of flying, loading, and unloading operations for 787 flights. Now you know what happened to the Kiwi's 787-9, they are right on schedule.



ANA has a running head start and they are making the most of it. No other airline in the world has the finesse, and acumen for the 787 operations that ANA has with its 30, 787 on the flight line. Air New Zealand stands as the first to receive the 787-9, and first to fly from its home. It will be the first to fly a scheduled route with paying passengers.



The non -route flight, loading of children and chaperones on its first 787-9, this is one of six tour flights on August 7, 2014.

Whats Not Farnborough is The Boeing Case Without FanFare

Did Airbus Steal The Show At Farnborough?

Guru Focus Headline

"The European airplane maker Airbus (NASDAQ: EADSY) has been struggling hard to match its order book with chief rival Boeing (NYSE: BA). Boeing has retained its supremacy over Airbus as the market leader in the wide bodied aircraft category. The trailing European player had its eyes set on the Paris Airshow which is visited by several airlines and leasing companies looking for better and efficient planes.

Let’s find out if Airbus saw any dramatic change in its order book after the Farnborough Airshow and where it order book stands as on date."

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The Boeing Chart Below suggest otherwise from a practical point of fact. As much as Airbus pushes the narrative in its favor; reality is a different picture. The drive-by newsers only pay attention to airshows and its ilk, and not the whole picture. That picture won't be complete until December 31, 2014. Airbus, in the meantime banks orders for airshows and news galas. The Month of May Boeing orders were not part of Farnborough.

LiftnDrag Blog Answer: Not even close as in NO!

May 2014 Orders Detail

737	777	Total
97	2	99

Order Date	Customer	Model Series	Orders
30-May-2014	Alaska Airlines	737-900ER	4
16-May-2014	Eastern Air Lines	737-800	10
31-May-2014	Japan TransOcean Air	737-800	6
16-May-2014	Nok Air	737 MAX	8
16-May-2014	Nok Air	737-800	7
15-May-2014	Unidentified Customer(s)	737 MAX	30
27-May-2014	Unidentified Customer(s)	737 MAX	6
28-May-2014	Unidentified Customer(s)	737-700C	2
27-May-2014	Unidentified Customer(s)	737-800	4
15-May-2014	Unidentified Customer(s)	737-800	20
22-May-2014	Unidentified Customer(s)	777-300ER	2
May Total			99

Farnborough Month was June. Not all orders from this list below were included at the event.

June 2014 Orders Detail

737	777	Total
108	1	109

Order Date	Customer	Model Series	Orders
02-Jun-2014	Belavia	737-800	3
03-Jun-2014	Business Jet / VIP Customer(s)	777-300ER	1
13-Jun-2014	Turkish Airlines	737 MAX	15
17-Jun-2014	Unidentified Customer(s)	737 MAX	60
29-Jun-2014	Unidentified Customer(s)	737-800	10
17-Jun-2014	Unidentified Customer(s)	737-800	20
June Total			109

108	1	109
737	777	Total

The month of July reflects many billions $$ in sales reported by Boeing days after the Airshow even though they were acquired before the show, or shortly after the show. Airbus is starting to develop a short order complex (derived from short man complex). It seems to demonstrate its condition with its XWB statements, and other hyperbole. Yes, the A350 is 13 centimeters (5.1inches) wider than the 787. But now I have to go and find out how many centimeter the A350 is narrower than the 777X. It sounds like I need to go research that one out too. If only someone would pay me more, I would do that for your and my own curiosity. Here it is on XWB's:

• 777X - 19'7"
• A350 -19'6"
• 7878 - 18'11"

July 29, 2014	737	747	767	777	787	Total
2014 Net Orders	550	1		219	13	783
Air Algerie	10					10
Air Canada	61					61
Alaska Airlines	6					6
ALC	21			6		27
Belavia	3					3
Business Jet / VIP Customer(s)	1			1	1	3
Cargolux Airlines		1				1
CIT Leasing Corporation					10	10
Eastern Air Lines	10					10
Emirates				150		150
GECAS	5					5
Intrepid Aviation				6		6
Jackson Square Aviation	3					3
Japan TransOcean Air	6					6
MG Aviation Limited					2	2
Nok Air	15					15
Okay Airways Company Limited	10					10
Qatar Airways				50		50
Ryanair	5					5
SunExpress Airlines	40					40
Turkish Airlines	15					15
Turkmenistan Airlines	3					3
Unidentified Customer(s)	374			6		380
United States Navy	16					16
2014 Gross Orders	604	1		219	13	837
Changes	-54					-54
2014 Net Orders	550	1		219	13	783
	737	747	767	777	787	Total

200 777X and another 20 signed for this month from ANA (not yet listed) is not chump chamge, and is not part of Farnsborough. Its Billions and Billions. So yeah Airbus had a great airshow reveal from hoarded orders, and Boeing is just kicking Airbus with 777X orders over the A350-1000 dismal collection of orders. I am really sticking my kneck out here, as Airbus may produce more A350 orders than what I expect. If that happens, then respond on the blog about it, and how big a chump I am. I can take a few shots, once in a while. I am really a nice guy that doesn't care for obnoxiuos airline execs like John at Airbus.

The Board Game Part II The A350 On Tour

Airbus has taken off on a World tour with its A350-900 model. Its shortly after announcing the A330 NEO redo. Its all meant to shake attention away from Boeing's 787 family and its 777X project. Fully vetted reporters are reporting the XWB is a full five inches wider than the 787. Its Greener, and its quieter without any data supporting the claim. Statements are being made based on assumption and paid perceptions from selected press members, as it lands in Australia. Still no actual relevance to data supporting a headline other than an XWB can be found in the article. Headlines are then the article or documentation provided. This is my take this morning coming from Australia. I leave it to you to find the information in Australia, because two can play this Board Game.

Its no accident that Airbus is putting on a full on offensive with flanking moves with the A330 NEO announcement followed by the A350-900 world tour. Airbus has no other option, other than counter attack and hope it works.

What will the Boeing Board Do? That in fact is the topic of this blog in Part II.  The answer is found two years ago when Boeing realized it needed to capture back its early 787 announcement offensive lead back in 2004. It needed to recapture the market through rapid production and a shortening of the order Book through delivery. Secondly, it has to stop the glitch bleeding from batteries clear to wing flap actuators and landing gear issues. It employed  an army of techno soldiers flying to and fro with the triage Red Cross painted on its collective briefcases and tool boxes. Mission was accomplished even though glitches still occur with millions on lines of codes and thousands of suppliers seeking a cheaper way of making a Boeing part without inferior quality. The glitch is falling within its target of near 99% reliability as the current 777 models do. Schools Out Summer Offensive (SOSO) has started for Boeing (no pun intended).

The reality is Boeing has kept it nose to the grindstone for its over ambitious advancements, and Airbus has been more secretive and less ambitious for its own aircraft. The have fired a salvo of claims on extra wide, quieter, and more Eco friendly. Notice no mention of window size. However, no real data supports the claim other than 5.1 inches width. Which amounts to 1.25 inches difference on each aisle facing armrest from a nine seat swath. Customers please take a tape measure and measure that value when boarding. Quieter is another reporter's claim who documented his experience as the A350-900 as it flew over head on final approach in Australia. The time of day and humidity really affect sound transmission. At a certain time of day with optimal conditions airplanes come in almost silent. The engines were feathered for effect for the reporters. The Greener tally is how you manage Eco statistics, and no mention of those stats were reported by this reporter other than is more Eco friendly. These are essentially the same engines that Boeing employs on its 787 when fitted with a Rolls Royce engine.

Airbus A350: Greener, quieter and WIDER than its Boeing Dreamliner rival

• SCOTT ROCHFORT
• THE DAILY TELEGRAPH
• AUGUST 05, 2014 10:53PM

Finally the reveal is off:  The Airbus  The Daily tELEGRAPH

Expect a part three its in the works.

Moving on with more telling Board Games between Boeing and Airbus.

There are stacks of draw cards in this board game which has not been drawn as of yet. The dreaded Union Card for Board members is one that come to mind. The production mishap card from a VP could be drawn but those cards have been played earlier in Everett and Charleston. Airbus drew a low tech pathway card when they announced the A350 in 2007. Now you know how this board game being played with draw cards and who in holding a hole cards in reserve.