Is Glitching The Process Or The Problem?

When something as simple as a newly installed light switch fails to turn on, it is called a "glitch". "The old one was broken that is why we bought and replaced with a new one", is a common sentiment, when in fact the circuit breaker in the garage popped off during the last power surge. The airplane manufacturer has the same problems but on a larger scale. They have a full PR team to handle glitches found on a newly built model like the 787 had way back in 2010.  The conference room geniuses needed a new word to solve the problem and it was "Teething woes".

The airplane customer AKA the airline model suffered through those same teething woes and sometimes it was not a simple fix. The big example is the 787 battery problem. It grounded the 787 Boeing product for up to three months as they did a major workaround from its garage in Washington state engineering a battery firebox and venting battery gases since the battery was only used for ground operations and not flying, but flying a burning LI battery is extremely dangerous for its passengers. They airplane could come down and suffer a complete hull loss flying over who knows where. Boeing then came up with "teething woes".

The common glitch on a new product suggests an incomplete process when building any product, especially a new one like the 787 during its entry into service back into 2011-2012. The failing new light switch in the home could be wired wrong, the part is defective, or the circuit breaker in the garage had shut off the power. It wasn't teething woes and it was the DIY guy in the home providing the simple fix imagined turning into a nightmare. The TV wouldn't power up on Superbowl Sunday and the DIY hero was over his head with a new teething woe. Never fear, the popcorn is heard but the cable truck just pulled up for the ultimate fix.

Link:

Authorities Find Cockpit Voice Recorder of Crashed Lion Air Flight 610

Here we go, Lion Airs Flight 610 has just found its voice recorder in 26 feet of mud. Once restored, it will replay the cabin's cacophony of panic in a disaster from the mud intombed device. It was still pinging thus the device could be located. It had only a few more days of pinging left in it before it went forever silent. The importance of the flight recording may assign the blame for the crash. The crew on board may have followed the wrong procedure or possibly the ground team did not validate the problem being fixed! But only validating a part replacement was used under a certain operating condition. Boeing and the others wanting a legal win for its clients will look at the flight recorder in only one context. Did the Lion Aircrew act in a professional manner which covers training, experience, and advice before it went down? Did Boeing understand an unrevealed problem could occur with the new Max under certain situations? Either way, a flight recorder will make it easier to assign final blame.

Why Verdana Font and Orange Fill for This Aviation Blog?

Everything seen on these pages is blogging with a purpose, and not just an attraction for a reader to enjoy this content. The following nuances from the Winging It blog try to follow these layout points for a subliminal experience with the blog opened in full view.

Note underscored below but an important point for the main article. The bullets points are not links.

·      The Color orange represents the afterburner glow of the jet engine

·      It represents the extra power of the Blog signaling those items linked in the blog as an orange and pleasant experience if s reader goes further with a higher sped following the Link

The two bullet points above are not links but are very important subjects on the color orange in the blog.

The following example of how the blog works. As for reading on one blog talking point about the Embraer -190-195. The blogger then enters a notion hits the use for a blogging “Links” with an orange/Verdana font. Clicking on a Winging It hyperlink or underscored by linking line and going orange demonstrates a way for the reader to further enhance his content from a different subject source.

To illustrate this blogger conceptual idea further, He has chosen a Boeing Embraer alliance joining up from a discovered need from both company’s and making a solution through its products.  Embraer needs a complete market place and Boeing can give them that for its commercial aircraft in trade for additional working engineers which Boeing lacks because of its vast industries. Boeing needs to be seasoned and advanced engineers are already used up for the 777,787 and797 programs. It truly lacks at this business needs and Embraer has them ready.  They also have a valuable family of aircraft that will change the aviation world for years to come.

Afterburner Time: Below is an After-Burner type Hyper-Link underscore opening up a further discussion’

Brazil Concurs with the Boeing Offer. The orange afterglow is represented on the border of the page with a soft orange tone.border is a color not unlike the font of and gives Embraer A Whole Deal Signed.

The soft color of orange framing the background should merge the reader’s thoughts within the aviation world’s place of pure aspirations for flying aircraft. It’s not the sky or blue ocean driving the aircraft but the sum of all the aircraft parts propelled by its engine. The afterburn comes from the initial thrust is spent and that’s were Winging likes to live, in the area where the aircraft can accelerate beyond the engines designs with a little extra fuel thrown into the back of the engine

---

What Does Embraer Do For Boeing?

Here below: is the standing order book from Embraer that Boeing will work with over the next multiple years.

Wikipedia Chart as of October 31, 2018

Boeing can and will increase firm orders for the Embraer-Brazil division. The merger will give Boeing a complete suite of aircraft in which to compete from 66 passengers to 405 passengers with its aircraft. Embraer builds even smaller than 66 seats, but Boeing will focus on the E170-E195 class of Embraer aircraft.

E-170  66-78 passngers
E-175 76-88 passengers
E-190 96-114 passngers
E-195  120-146 passengers 

The Paris airshow, this year, will be an interesting affair as both Airbus and Boeing will be showing respective orders from Bombardier CS 300 and the Embraer 190-195 as an event feature for small commercial aircraft. Most orders are filled with multi-year delivery schedule giving Boeing enough time to catch the Airbus A-220-200/Bombardier(CS300) efforts. Boeing didn't buy Embraer for its scant backlog of 119 Embraer models, but it will energize sales for this type of aircraft by tying/complimenting with the 737 line of Aircraft. Expect a common avionics suite for Embraer aircraft for its  Boeing customers. Also, expect a common engine family using the leap-1B type in its line-up. These considerations will take time as in another five years before Boeing/Embraer engineers, Boeing stuff, without giving up what Embraer brings to the single-aisle table. 

E-195

CS-300

Watch the Paris show for Embraer 's presence with orders and its own workforce/lead engineers, who will be and should be demonstrated in the front and center during the 797 is announced. Delta is in a position to take those models as being the North American launch customer for the 797. If not, there are other airline friends eager to assume the prestigious spot as 797 launch customer for the 797, who would enjoy having the Embraer as a side-kick in its family of aircraft and I'm thinking of United at this point. It is a "United" front looking over Delta's shoulder and one slip by Delta will make its own aircraft buying quest, less desirable, as they would lose the leverage it has over Boeing. Airbus will make Delta another sweet deal for its new A220/ Bombardier program.

I have flown on both the Bombardier Regional Jet and was impressed by its comfort and style but it lacks some refinement. I have also flown on the Embraer and it was very efficient and comfortable with nice passenger qualities but it lacks some passenger room. Did I even know who made each respective aircraft when I first sat down in the seat, "no"?

Both needed a better manufacturing logo throughout the cabin. I rarely read my ticket, only for seating assignment.

I just liked the leather seats on the Embraer and the Bombardier was a little noisy. But it does count when the accountants and ground crew get a hold of one of those models. It's now up to to the handlers when managing the product. Both Airbus and Boeing will have something to do with each frame and it will fall into the manufacturer's grove. I would see A220 becoming slightly wider than the Embraer base by about one inch and the Embraer slightly more efficient than the A220 by the length of the final approach. Airbus continues its quest from a "more is better" attitude, and Boeing moves with a "better is better" approach, it's still a horse race at the jetway.

What does Embraer do for Boeing, It makes it competitive?

Brazil Concurs The Boeing Offer, And Gives Embraer A Whole Deal Signed

The last post on January 9. 2018 encouraged Brazil to confirm the Embraer-Boeing merger in a 20-80 partnership share. Certain high-end concerns were validated for Embraer with Boeing to make it a done deal. Below are links to two articles which tell the back story of this deal with a bloggers commentary and a journalistic report for the deal completed.

• Brazilian government approves Boeing’s acquisition of Embraer’s commercial jet operation
• The Embraer-Boeing Deal Is Waiting Government Approval

Two Things A Bird Needs, The Right Wing and The Right Power

Boeing controls its wings and has unveiled a recent sketch of its Transonic design which will take the commercial jet farther, faster and higher. World hopping will become the new normal in the next decade of airplane development. Boeing will be forced to do something in order to make Airbus a second rate builder of aircraft.



Transonic: Boeing's futuristic 'truss-brace' design was developed with Nasa. Photo / Supplied 

Birds are the next step in Boeing's progress. Boeing controls its own wing making and has unveiled a recent sketch of its Transonic design which will take the commercial jet farther, faster and higher. Once again, "World hopping" will become the new normal in the next decade of airplane development. Boeing will be forced to do something in order to make Airbus a second rate builder of aircraft.



Transonic: Boeing's futuristic 'truss-brace' design was developed with Nasa. Photo / Supplied 

Next focus, the Albatross, the peregrine and the Humming Bird are what nature provides for Higher, faster with power from its respective wings and metabolisms. The hummingbird beats its wings at an alarming 2,025 beats per second and burns its energy accordingly thus needing plentiful flower nectar every so often in order to survive. 

The Albatross just glides for thousands of miles across vast distances without even a wing beat, The Peregrine Falcon dives at 250 mph just using gravity and its aerodynamics for the dive. It goes faster than a skydiver 10 seconds after jumping from the airplane. Boeing will use the hummingbird beat in its new engines as the turbine blades rotating exceedingly fast and then use the Falcons aerodynamics to make the speed seem natural. 

NASA has been working with Boeing to achieve a concept as pictured above.

HowStuffWorks Credit  Albatross

Humming Bird Making 2,025 Stokes A Second 

Peregrine Falcon Poised to Dive

Aerodynamic Transonic Bird

Boeing 2018 Biggest Airbus 2018 Player

Airbus loves to play Boeing as it dumped 435 orders on its book in the month of December 2018 alone. Even though it fell short of Boeing by 146 orders for 2018, Boeing did nudge Airbus for world's largest aircraft builder by 806-800 units. That too is a surprising number for Airbus as it gained more ground on Boeing production. Surprise, as Airbus plays Boeing in its end of year count.

The Embaer-Boeing Deal Is Waiting Government Approval

Boeing on paper has an 80% share on Embraer commercial airplane business. The government is being wary thinking Boeing could end up with 100% of that deal. Brazil wants to maintain a partnership. Boeing could assimilate Embraer's product with a total Boeing small body using the merge of engineers from Embraer's own on the Boeing payroll. It's a tenuous position for Brazil as there are many workarounds that could lead to a complete Boeing ownership.

Brazil wants a dog in this fight going into perpetuity. Boeing needs to somehow guarantee Embraer/Brazil has a permanent 20% position no matter what Boeing does with its further development of smaller-bodied aircraft coming North to Boeing investors. Embraer does want to keep a 20% share of all things Boeing in the commercial arena. I tend to agree on the surface with Brazil's position but the government needs to step back and not make this current paper agreement void. Boeing must be able to show Brazil's future with this agreement no matter what Boeing does with this segment of Aircraft. It would benefit both the people of Brazil and Boeing that it confirms Embraer product is only an extension of both makers with a commonality interface.

Boeing needs to meet Brazil halfway with this newly acquired smaller body market segment. This would address Boeing's concerns as well as Brazil's political concerns. The deal should be finalized with the support of the nation's people beyond the private enterprise phase it had just entered. Taking Brazil's government to a sidebar would be valuable to both investment groups from Embraer and Boeing. In Brazil, private enterprise must flourish for the benefit of its people and Boeing needs to make that case and give Brazil its guarantee in behalf of Embraer when benefitting Boeing from Embraer's hard-earned aviation progress.

Boeing Has Its 893 2018 Orders

Boeing Booked 893 airplanes, meeting a moderately high Market objective during a year with Asian implication stalling the industry's order flow.

Below is the Airbus Target but further analysis will compare a type by type comparison when final Airbus numbers are reported by Airbus adjusting to the Boeing order report.

Boeing did confirm a total of 893 net units where Airbus reported by end of November 2018 only 380 ordered. It will need an additional 513 orders booked in December in "order" to catch Boeing. That goal is probably unachievable for Airbus unless it has been holding many (year's worth) of orders until year's end, as is it may be tempted to do with a show of order force if it could?

By the way, Boeing delivered a record 806 units which will make it the world's largest Airplane builder once again. Its almost a 1 to 1 book/bill ratio for 2018.

893/806= 1.108 BB Ratio is outstanding and the desired target.

The Airline Industry Pauses For The 777X

Since 2004 Boeing has with its 777

• 796 Delivered
• 38 Backloggedged

It also has 326 orders for the 777X

• 53, 777-8X
• 273, 777-9X

This does not include any LOI's or optioned 777X orders on the intent book.

Randy Tinseth, Boeing VP Marketing has observed, “It’s the airplane that will replace the 747-400, ultimately the 747-8, and it is going to replace the A380,” telling reporters on the sidelines of the Association of Asia Pacific Airlines assembly of presidents in Jeju, South Korea on October 19, 2018.

He also commented, “The 777-8 is really about the replacement for the 777-300ER, and we’re not going to see that replacement cycle for that aircraft until we get into the next decade.”

All-in-all, Boeing is timing the market for its 777X and not imposing a whole new type of technology into the marketplace like it did with the 787 families of aircraft. Boeing most definitely is trying for another strategy during the 777X program, by using already paid for and proven technology coming from both the Max and Dreamliner programs. In fact, Boeing is trying to reduce its deferred balance when using 787 costed technology on the ongoing 777X program. The balance acquired when funding a developmental moonshot for its 787 programs was for its whole family of aircraft from the 737 to the unannounced 797. Boeing intends to pare down those deferred costs labeled 787 when it feeds the Max and 777X with proven aviation advancements from those programs. The commonality factor is helping pay for carbon wings and avionics suites Boeing now uses on its products that came from the 787 programs during the years 2006-2012. It is also is developing new technology from each aircraft type made which could be retrofitted onto its other family of aircraft in development or use.

The pause comes for the 777-8x as it only had about 53 orders. Once the airplane concept performs in tests, Boeing sees its established 777 clients pushing 777-8X orders forward in 2022. The market will heat up for that type as many Boeing customers own 777-200ER and 777-300's. They could trade a 20 years old 777 classic in for a 777-8X starting by 2022. When first 777-9X delivery is made in 2020 an airshow will be the event and with would come more 777X orders. It sounds like the London Airshow will make some 777X excitement during that event in 2020.

As remaining 777 backlog remains but is wrapping up as the 777X starts its production run the transition from 777 to 777X is right on time when considering five years ago how Boeing will fill the order book they have just done that. The program capacity will be placed for timely orders going forward as this WB tests out over the next 18 months.

Hub and Spoke vs Free Market

The old hub and spoke model used to dominate the landscape. Briefly, the theory is to bring 1,000's of passengers to a huge hub like LAX and then redistribute its customers on an appropriately sized aircraft to a second location found on a passengers' itinerary. 

LAX Hub And Spoke Commercial Aviation Model


The direct flight model eliminates the hub found in New York, London, or Frankfurt. It can fly from a "second-tier airport "Oslo Norway to Hawaii if a market need is determined. Thus the freedom of destination is not confined to a hub. Airbus was left with only one competitive thought, bigger is better. Boeing went with the better is a better model and it sold almost 1,500 787's by 2019 when counting reliable commitments in the order pit.

It's a two to one market impact over Airbus. The hub is not a panacea for airline travel as the Euro maker was left to hope for, it is better is better open free market only using a hub when efficient, or just flying directly when the market allowed. The Boeing gamble paid off as there was a vast flight market segment untapped until the 787 moved in during 2012. 

Seven years later, the paradigm has shifted away from the A380 and B747's into direct flying into the Caribbean from anywhere. The Carribean was a place the A380 was not allowed due to its immense size. Smaller countries and smaller airlines now have a dog in the fight after buying the 787's in numbers, and it did just that, a new free market emerged without flying indirectly through a conforming hub.

The market saw this opportunity of going anywhere directly rather than having passengers sit for hours in a super hub waiting for a cramped single-aisle flight. 

However, single-aisle have a place as well and it is the main profit maker in the airplane manufacturing business. The market freedom concept has space remaining for new concepts unless counting the emergence of the 797 closes that "gap". 

Hub marketing has a place and is not the total answer. Airbus did not look at the air travel market wisely, it just wanted its pride to reflect what it could build and the A380 is dying an inglorious death. Even though the 1,500 747 production models earned a wonderful title, "Queen of the sky's", the A380 may earn the inglorious "Elefante Blanco" title.

The A-350 is just not good enough and too big for airline sensibility for the passenger buck even though passengers may enjoy the extra 5 inches spread across nine seats and two aisles. Giving the 1/2 inch advantage per item if ever utilized. The 777X is a culmination of this airplane story as it will outdo the A-350 1000, effectively, and put reasoning in boardrooms at a premium.