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.

One More Time With The 787 Battery Is The NTSB Call

In 2013 the FAA and Boeing partnered together seeking solutions for its Lithium -Ion battery. However, the NTSB in now asking Boeing to back to the drawing table Because Testing:

• Did not exceed harsh enough conditions to replicate a battery fire.
• Did not put pre damaged cells into the test with flight/operational conditions
• Did not find the limit where runaway battery would occur

However, Boeing and its battery maker could not find causal conditions where run-away battery meltdown would occur. They only addressed prevented catastrophic battery failure and the protection of the 787, where it could continue to fly safely any where in the world. Boeing and its mentors, partners and consultants made the 787 runaway battery risk adverse for the long haul, even if a battery fire did occur.

The NTSB would like causal testing on the battery. Back in 2013, it was stated that finding the problem would have infinite implications in recreating thermal runaway during operations. The NSTB would like this done by the manufacturers at this time as stated in a letter to sent to all parties including the FAA.

• What causes the battery to runaway during operations.
• Testing the battery components during operational conditions
• Go beyond lad and bench testing to find the causal limits where battery fire occur.
• Quantify and rectify the battery problems under robust testing.

In other words the NTSB wants to know from Boeing who could not find the causal problem in the first go around with runaway battery fires, Find and Fix it. This is like hunting for the Seven Cities of Gold in the Southwest. In Brigadoon once every 100 years a battery fire occurs, But the NTSB wants answers for this perplexing problem.

The only answer may be the new advances on the Lithium-Ion Battery that researchers are making towards completely stabilizing the battery matrix it has recently discovered in the lab. If they can demonstrate a commercial breakthrough with this New type of Li battery, it would be the best route for Boeing to take, installing an all new Li onto the 787, where it can't overheat or rupture as this new type was recently discovered in the the science world. The old Li battery is like chasing ghost, as Boeing had concluded where they moved in the direction of containment and safety in case of fire. The batteries are used only when the engines are not on. A scary thought if both engines quit mid air and the battery catches fire. There is still a third system in place during crises from ram air power on the electrical system. Then the airplane can be guided using a non battery source. 

The NTSB would like the battery problem to go away, since Boeing carries that battery. Even though the battery its not the way that the Boeing 787 does fly, because it does not necessarily use battery power for systems during flight. Its primarily used on the ground in stationary or static operations. Hence the battery fires while on the ground. NTSB is trying to make Boeing find and arrest battery pookas (ghost) at this time with real time testing under stress of operations. Find and Fix is the decal on the side of each battery pack just like a police badge motto.

Nok Airlines Made Me Look

Boeing finalised the Nok order today with these crazy  birds. 737 Max and NG for 15.

The Cement has Set On The 787-8

In construction it takes more than  24 hrs to set the cement. Sometimes it takes much longer depending on cement formula and weather. Until its completely set its called green cement. The Boeing 787-8 has been in the green state since 2011. The year 2014 is the green test period where it will determine if all systems are set in concrete. A list of problems, issues and mishaps would bore most to list the items. However the following points are set from this point forward and are no longer considered green cement. They are Boeing 787-8 Cemented List

• Battery System
• Brakes Systems
• Software Configurations
• Production Techniques Cemented
• Electric, electronics, and electricity is in a solid state
• Engines and so forth

The Boeing 787-8 is free to produce at a top rate. Now the 787-9 is going forward with a few greened areas waiting for curing. Laminar flow is one such green aberration. It has not been announced how its affecting the efficiency of the airplane in straight numbers, as compared with the 787-8. I am excited to find out what difference does it make. The 787-8 is not waiting to find out, since its casting is removed and stands alone as the feature bird, the world is now experiencing. Those early glitches cost Boeing dearly paid for in both cash and reputation, as it tries to retire 23 Billion on the Stock-Holder Tab and customers feel more comfortable moving forward. The raves keep coming through on how it has changed airline bottom lines every time it launches with a payload. Only if Boeing could share that excitement towards its own bottom lime, but that is coming, only if Boeing keeps executing the plan. They are great at the rinse and repeat cycle of airplane building once the the cement is set and no longer green.

Boeing has a five year plan and a 10 year forecast. Each year that 5 year plan is updated by adding the next year on and dropping last year goals from the plan. The front office is good doing that. Its the on the fly adjustments used for any project keeping the plan intact. That is where unplanned cash needs are discovered. The 787-9 has had a practically flawless test series that is closing this month where the 787-9 will be made ready for Air New Zealand in June. It is more of a testament from the 787-8 program and its greening to cement process that the 787-9 owes its success. The 787-9 test program is a reflection of everything accomplished on the 787-8 project. Dittos for the 787-10. Everybody will want to save a place in line soon as this family is about to rock the world with a standing ovation performance. Everything Boeing eagerly spoke about in 2007 on the 787-8 is coming true in the 787-9.

• How quickly they would build it
• How advanced it is compared to any other.
• How great it is!
• and once again so forth

That was 2007 and now its 2014, and it has come true, only with the 787-9, because of the 787-8 journey. The 787-8 is that wonderful step-child no one will talk about once the 787-9 is delivered. The 787-8 will use the back door and the 787-9 will use the font door.  Life isn't fair but it can be wonderful no matter the 787 you ride on.

The Magnificent Airplane Experience AKA: MAX

The Max has reach beyond the 2000 Airplane order book today as it reaches final approach on the start of initial construction for testing. The final approach is in 2015 as it wrestles with development, cross winds, and wind shear coming into the test phase. However, the order book keeps loading passengers in a rapid gap filling  effort against its competitor, Airbus. With over 2,010 orders booked, and another recent 100 order committed in April/May. Boeing is well on its way of selling superior performance over its rival.   It will be 8% more efficient in a toe to toe match against the Airbus NEO. In comparison to its 737 roots from the very first model, it is 20% more efficient. Even though the current, NG is more efficient than its contemporary rival, the A320. Boeing has had to make up time during this campaign, Airbus stole the march against Boeing in the first years when it announced the NEO ahead of Boeing's Max. Its customers flocked to the NEO in quantity during those first 18 months shortly after that first Airbus announcment of the NEO.

Nassau News Live:

Boeing 737 MAX Surpasses 2,000 Orders

Boeing then turned towards its own playbook and called "The Statue of Liberty" play and is now making a sprint to the Goal. They have sold better than fifty percent of narrow body aircraft since Boeing's announcement over its Airbus NEO rival for that same time period. Boeing has won important head to head battles with single aisle customers. Recently it had picked-up some additional sales speed in 2014 with unbooked commitments and unidentified customers. The 737 has some time and a growing crowd of customers appreciating the Max's appointments. A more efficient engine, advanced technology appointments, and customer treatments that are found in the 787. Boeing has used the best of what it has added to its metal airplane building accumen. New subtle designs that make it fly better through the air and with its more efficient engine, it will multiply the efficiency affect. A flight deck similar to its big sister the 787, and then its big brother the 777X. The 747-8i mom would be proud. A pilot could start with a 737 as a skilled professional and then turn around within several weeks for specializing their craft with a sibling up model class. They will all fly in a unifying sequence of Boeing aircraft. What does this mean?

Flexibility, for its customers is the first thing that comes to mind of an airline CEO. The millions spent in training is reduced by a seamless progression and having a career path for its accomplished pilot in a fast yet competent added value for that airline that buys the Boeing family of aircraft. These are things passengers never or seldom think about when flying on any aircraft. What's more important for them is comfort, security, and entertainment. If Boeing satisfies the passenger then it sells more airplanes.

Efficiency for its customers (Airline Company). What's behind the curtain is what airlines pursue. How efficient it this aircraft maintenance and how often does it need a wrench on its body?  That's what gets CEO's attention in a buying spree. The Max project has a whole engineering division dedicated towards this salesmanship feature. Boeing has developed a division to this endeavor called "The Edge". Airlines are buying the Max, protecting themselves from hidden operational cost using "The Edge". The Max, The Edge, and The performance is winning over customers in the emerging airline segment. Look to China for these reasons, the last two spree purchases (commitments) are coming from China and from airlines you probably haven't heard of in your life time. One being, Shandong Airlines, for fifty Max. They have a market for millions of people, They have a business plan and they need the tools to succeed. Here comes the Max and its support filling those voids that Shangdong might require, as they emerge with all new equipment.

Emerging Airline Markets would take a book full of writing and research when addressing the subject. This gives me an Idea. This book would look at untapped potential and how to release that Tiger. Boeing is trying to ride on that Tiger. The Emerging Airline needs a champion for its cause. What is critical in Asia, is that it may lack experience in critical areas necessary for its survival in a competitive environment. You know it as "survival of the fittest". An Emerging Airline company have trained pilots, various equipment and some patch work of ground support. It may be missing the continuity of a well oiled machine from top to bottom even though it has a solid business plan with great intentions. The Max will bring all those operational void fillers with its expertise and resources for a price that DIY Airlines could not achieve on its own. The CEO see Boeing as an opportunity for its emergence.

It is critical for any money making venture to be there in a hurry without sacrificing quality and dependability with its plans. That is a void of which I am referring, the quality isn't something you turn on like a water spigot. It takes years to embed that into your Airline DNA. Dependability the second leg of this proposal is through its equipment as well as the Performance. Boeing's Max can fill those voids for Emerging Airlines through contractual agreements that would save those airlines, period. Efficiency is the third leg for the Emerging Airline. Operational cost is minimized through new equipment and offered support for that equipment. Training comes into play as part of that agreement which all manufacturer's offer for its customers. However the MAX-Edge combination is a completeness theme for airlines that do have growing voids that are developed as an airline rapidly expands. Boeing offers a contingency plan through The Edge program.

Definition: Emerging Airlines are those that rapidly expands when opportunity presents itself.

Emerging Airline Voids(examples only):

• No Max Ordered
• Inconsistent Quality
• Fragmented Dependability
• Fractured Continuity and Efficiency
• Operational Voids, lacking trained ground personnel
• Lacking "The Edge" in Its portfolio
• An operational Nightmare from using status quo
• Not addressing change management from lack of experience to do so.
• Not rewriting the business plan during change operations
• The New Equipment is the tip of the spear, forgetting the shaft of the spear, an over arching plan that supports the spear tip.

The Way Of The Dinosauer or Finding A New Purpose

The Boeing 747 and the  Airbus A380 are both in danger of extincting. Just like the dinosaurs the are vulnerable because of its massive sizes. Smaller creatures dominate the earth today. The pelican is a big bird and the massive Directly is extinct. Now you can imagine why the Pterodactyl is extinct as it ran out of cow sized lunches. Boeing finds itself in the same position as the prehistoric big birds that faced extinction, not enough cattle to load on board. A smaller birds have moved in and taken a part of the 747 feedlot with 777's and 787's. The A350 will also nibble away more foliage in an ever shrinking market place for Raptors and and avians.

This may all sound preposterous comparing the airplane market to dinosaurs, but the lessons learned back then apply today in quantum physics. Lifting large masses need lower costs of fuel. The 747 and A380 make the Brontosaurus case wallowing in dried up mud holes. They weren't fast enough or versatile enough to dodge asteroids in time. Volcanic global climate change occurred. Scientist then didn't see that one coming. The 747 isn't really a dinosaur unless its people in the think tank are still reading  "The Land That Time Forgot" books. The 747 has to re-purpose itself in a hurry. It needs to make itself into a "Love Boat", type airship. Boeing should market the 747 as a freighter as it does, even though the freight market is down. It also needs to innovate the internals of the aircraft as part of its customer experience.

The passenger mind set is changed for the airline owning a 747. The paradigm shift brings in the reasons families will travel on the 747. Internal innovations is not about cheaper seat tickets because of fuel efficiency, it about the travel experience entirely.
A passenger boards a 747-8i because of what it offers better than its competitor. Again the flying "love boat" theme. Innovations for traveling families that would include areas for children having a theme of games, comfort and observation for the parents. A club atmosphere in first class. "Sleeping over" is part of the theme for adults with this special airline small compartments like you find in booths at the restaurants. Part of the booking experience is having the 747 configure for the passenger's travel space within the allotted square footage.

A passenger may order up a privacy screen for its passenger space or a different style of seating sequence within the economy space for its friends and family. The 747 would break the mold of three or four abreast in rows and rows and rows. While online, a passengers orders tickets that fit the passengers wants. If you want to line up the family in three or four abreast you get the lowest price ticket. If you want to reconfigure passenger space, the 747 Lego interior could do that in minutes with its ground service crew  using snap in and lock appliances like mini partitions facing seats or turning the layout into lay across couches. A cruise ship has balconies on the outside and inside cabins at a lower price. Window watching on the inside space would suffer but additional features not found on windowed areas would be available. A particular section forward on the 747 would have convertible space where beyond a certain point back  it would be standard seating for all sardine seekers.

The only way the 747 can survive is not flying like a row by row, row boat. It must survive with innovation inside the frame at a standardize features or make it fitting a customers wants, they just have to buy the space. They would offer enough variation for long flights where its not about your seat but its about much you enjoy getting there on a 747. Damn the efficiency of twin engine full party ahead. Getting there is more fun than being there on a 747. even if it only seats 350 rather than 450. What an airline can do on the 747 square footage is more than the sardines can do on a 777. This new American party animal can survive the meteor hits, ice ages, and a run of volcanoes. Boeing needs to innovate to the extent that people board because its a 747 and not a row by row boat, its a cruise ship in the air.

All this is just brainstorming, Boeing needs to think out of the box to save the 747 as a customer flying machine. Upstairs could be that Private cruise space with customer compartments. In the nose could be where clubbing  is possible. Main deck midsection is convertible family space and the back third traditional space for boring people who like reading magazines and texting. The plane from the ground up is built to receive internal innovations for its customers. I would buy a ticket on a fun 747 cruise ship over any row by row boat. The customers will save the 747 dinosaurs by receiving great value while getting there.