Boeing's War Of Attrition Against 787 Glitches

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

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

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

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

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

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

Airplane Wars, Battle of The Engines

Red Font is the Rueters Report June 2, 2014.

Black Font Liftndrag interjections.

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

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

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

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

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

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

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

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

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

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

Wojick insisted those numbers would never add up.

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

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

COMBATIVE

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Reference Article Link below:

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

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

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

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

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

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

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

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

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

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

May Three Month Moving Average 787 Line.

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

3MM average                      

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

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

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

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

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

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

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

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

ZB003 First Boeing/AirNewzealand Production Test Flight

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

The 787 Magnum 330 Round is Chambered

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

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

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

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.