One Thing Is Known, China Doesn't Pay Attention To Paris Airshows

Ruili Airlines has reported it has signed off on 6.1 billion deal with Boeing for 60 Max 737's. The largest order booked this year for the single aisle aircraft with Boeing. Paris aside, China and Boeing are pressing the "book" as it comes forward per customer requests. In this case Ruili is too busy building its airline to worry about style points at Paris. No matter what happens during the Paris pomp and Airbus, the end of the year remains on December 31, and Boeing will post its numbers just the same.

Airshows are just for showing-off. Ruili is about moving forward quickly.

Financial Buzz:

"Ruili Airlines is a young airlines company in China that is already runs operations using five Boeing 737 aircraft. The other 60 are expected to be" completely delivered by 2025.

  The Max 737 has gained steam without the Paris affect playing on the "Book". This indicates more is in play for Paris then is currently known beforehand. It maybe a 787 show after -all.

Wait For It Boeing, The World Will Grow Into The 787-8

The early heady days of the 787 program are over. Customers have filled the 787-9 order book often while flipping 787-8 orders into a 787-9 order. Boeing is also catering for a strong single Aisle market with the Max 737 family. Models go  from 737-700 to 787-900 Max types for its order book. The 757 is being retired in a orderly progression with no heir apparent on the horizon, even though Airbus proposes a A-321 NEO. This model condition creates the often quoted "Gap" in the order book line-up. Their is no "Gap" filler from the 737 family to the 787-8. It becomes quite a jump. The "stop-gap" measure is ordering the Max 200C or the 737-900. Boeing has stopped consideration on filling its gap filling quandary in the Boeing family of aircraft, or has it?.

Data is what everyone lacks, and Boeing has this in abundance. It projects for the need of 33,000 new aircraft added to order books from now until 2030. It knows how much it will cost when wedging in another new aircraft type competing for financial resources while having both the 787-10 and the 777X family projects moving forward. It also knows several other points, the Airbus A-350-800 is an epic order failure. The door swung open for Boeing in this case. There is no competitor with the 787-8. Airbus saw this too, hence the A-330NEO is a knee jerk 787-8 stopper done on the cheap. Loyal customers responded in lock step for a few hundred orders. They weren't going to buy Boeing aircraft in the first place.

However, Boeing just sits on its ultimate plan for its family of aircraft from single aisle to duo aisle offerings. The gap is waiting for the world to catch up rather than Boeing coming out with the single aisle or duo aisle new aircraft "gap filler". They already have the gap filler in its stable and its flying today, but the world growth has not caught up. This change will only be noted in the 787-8 order book in the next few years. Boeing needs to build a 787-8 metro class variant. Featuring a 220 seat limitation, shrinking the fuel load for only for up to five thousand miles of service travel, and making weight stripping adjustments within the 787-8 frame for shorter travel legs. The 787-8 would be a perfect candidate for optimizing the use of payload limits, and making engine adjustments for better fuel consumption when flying interurban routes such as a Seattle to New York routine.
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Gap pressure will come from airline growth from its customer base. Boeing must lower the purchase price of the 787 metro concept through a less is more campaign added to the 787-8 aircraft. The 737-900 has reached its route limit, and it falls just short of linking world growth and routes just beyond the 3500 mile boundary. A 787-8 Metro variant would fill in nicely with little sunk cost going into another airplane program. The Metro 787 is not made for globe trotting, but it's made for the world you and your friends live in.

A Must Read on the 777X

It's never about the blogger when an article come out like this has for the 777X engine plan. The GE 9X is an important milestone for both GE and Boeing. If what is read in this article is far better than 15% as the 787 proved itself with a 20% commercial efficiency rate from it customers this is going to be very big. I mean very big news. The 777X is already very big.

GE9X engine for the 777X will be 10% more efficient than any twin aisle engine

Good Bye A350-1000 there is a new sheriff coming to town and it will eat Airbus' lunch off the flight line..

NextBigFuture.com credits on graphics  Next Big Future Link Part II 777X

CFM's 800 Pound Gorilla Waits... Part Deux "Mumbo-Jumbo"

Counter points are for imaginary staff meetings. After taking-off with the CFM 1-B, Boeing flew its engine with startling metrics results. The bench test short fall only told CFM what it needed to know about its progeny in the first place. Tweaking the CFM 1-B destined for the 737 Max made gains towards eliminating the 5% short fall with big results.

First test of Boeing 737 Max engine looks good; future success critical

The first test looks good, that's it? However, below is the quip from Boeing testing, which suggest an improvement without disclosing what the metric has achieved towards eroding the 5% shortfall. Indicating maybe they aren't there yet, but techno adjustments has made the engine  closer to the advertised efficiency.

Puget Sound Business Journal quote:

"The smaller Boeing LEAP-IB engine, manufactured by CFM International, is lighter than the version of the engine the Airbus A320neo will use, but having less ground clearance that the A320neo has forced Boeing to use smaller-diameter versions of the fans that push air through the engine for thrust
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But Boeing engineers have insisted that 737 Max’s LEAP-IB, engineered with a slightly flattened cowling to fit under the 737 wing, will offer competitive performance.

“While we applaud Pratt & Whitney for their efforts, we are not seeing that the availability of (the geared turbofan) as a key discriminator,” said Keith Leverkuhn, vice president and program manager for the 737 Max, in a 2013 press briefing. “I think the LEAP engine, with the technologies they’re adding in, provides us with right technology and is truly matched to the airplane.” 

There it is, from the Mumbo-Jumbo (747 test bed) is on the Boeing table. They see what they need to do to make the CFM 1-B compliant to the goals for the aircraft. Is it bravery talking, or is it a feign just for Airbus Bravado? It's hard to tell in this case, especially when trying to sell more MAX to its prospective customers. It has become an insiders game for the clientele. No one yet, knows for sure what's up with that statement above, other than what it says. Be brave we have the battle won over the NEO.

However, I am trying to be Brave with all this Mumbo-Jumbo talk and I am in want to believe the initial outcome is really good. Once again I am guessing at a 3 1/2 % flying test bed improvement over the bench tests report already, and a future PIP is coming gaining the other 1 & 1/2% needed by CFM testing, component parts, and engine tweak department.

The World's Top Ten Airline Approaches

Going to some of these approaches,  and never considering as top a top ten, but here it is with "Private Fly" rendition of Top Ten approaches. Some are stark and beautiful and some are calming yet interesting. All are exciting approaches for the possibilities after landing.

To find out more about these airport's and its locations, please link to Private Fly provided above through the name of the publication.

Private Fly's list: Starting with the World's Number one approach in this year's Private Fly list.

1. QUEENSTOWN AIRPORT: new Zealand

You said:

"I've flown to many beautiful locations worldwide but NOTHING even comes close to comparing with the thrill and beauty that stuns you as you come in to land at Queenstown. The approach to Queenstown has everything. Looking over the endless Southern Alps, and the pristine turquoise rivers and lakes is just magical."

"Breathtaking approach with mountains and lakes surrounding you. It feels as if you're being transported straight to Middle Earth - because you are!"

"I had no words, just tears of awe and beauty when I landed here! It's completely enveloped by mother nature."

The judges said:

Bill Prince "A world class approach to a world class destination. The snatched panoramas as you descend into this hitherto barren-looking landscape makes you realise that pilots do get the best views."

Read more about Queenstown Airport

2. LAS VEGAS MCCARRAN AIRPORT

3. NICE CÔTE D’AZUR AIRPORT

4. BARRA AIRPORT

5. ST MAARTEN (PRINCESS JULIANA INTERNATIONAL) AIRPORT

6. SABA (JUANCHO E IRAUSQUIN) AIRPORT

7. BILLY BISHOP TORONTO CITY AIRPORT

8. GIBRALTAR AIRPORT

9. LONDON CITY AIRPORT

10. CAPE TOWN AIRPORT

Its Spring, Its Paris, The Military Stays Home

Not often does the military stay on the side lines at airshows. However the US military industrial complex is not flexing its muscle at this years Paris Airshow. No KC-46 tanker, no F-35 and it doesn't appear that Stars Wars will even show an epic movie, "The attack of The Drones". If the Bath works could only float a ship up the Seine to the Left bank. The US military would be represented. Even EADS had a tragic blooper directly before this year's show. Its A-400 military transport crashed last week in Spain killing most of its flight crew. The troubled program has lost the excitement over its military offering just prior to another delivery, the Turkish military .

UK halts Airbus A400M usage after Seville crash

 

An Airbus A400M military transport plane crashed in Seville while performing a test flight, killing four crew members. Photograph: Spanish police handout/EPA

"Airbus Defense and Space said that of a total crew of six, four were killed and two were in hospital in a serious condition. All the crew members were company employees and of Spanish nationality. A spokesman said: “Our thoughts are with the families and friends of those affected by this tragic accident and we are providing all our care and support.”

The plane was expected to be the third aircraft to be delivered to a Turkish customer, and formal delivery was scheduled for next month.

The A400M is a large, propeller-driven transport aircraft that is being assembled in Seville. Some 194 have been ordered by eight countries, including Spain, seeking a replacement to its ageing Hercules fleet."

It saddens me to see these kind of photos. An airplane several years back crash near my home and it looked just like this photo. I never loose sight that flying is not taken for granted. The U.S.Osprey program had its gloomy days and now its seems to be a fine aircraft after cleaning up its weaknesses.

The military pushes the envelope with its inventions and perhaps an airshow is not the appropriate place to demonstrate its inventive might. Static displays are best served with long lines and a brochure table. 

Orders are the big thing at the airshow. As mentioned earlier within the context of a prior blog, I can only hope a few surprises are up some body's sleeve for order announcement, others wise it will be better not to fight Paris traffic, but just sit on the left bank eating crepes and waiting for the DDG-1000 to come up the Seine river. 

Hub-a-nomics is not the Boeing Strategy?

"Hub aggregation is also a key to enabling growth, because the region's central hubs allow carriers to serve hundreds of routes that have insufficient traffic to warrant point-to-point service. "Alliances, partnerships, and equity stakes in airlines of neighboring regions also feed the Middle East hubs," added the Boeing official."

The 787 was built for point to point travel. From your front door to China with one airline ticket. However comes the term "Hub Aggregation" or a "Cluster, Forming United Center of Kaos". (No Acronym supplied)

Middle East needs almost 3,000 planes in next two decades: Boeing

Boeing is talking 737 MAX smack when its talking "Hub Aggregation". The 787 is a hub buster. The Middle East wants the world to come to them but not on a 737 necessarily. However, Boeing needs expansion for its single aisle 737 flying bridge, using "Hub Aggregation" as if it were a cruise ship term for a re-positioning maneuver.  The 737 case is for what the "Arab Nations have built it", and we are coming with the Boeing single aisle complimentary aircraft for that Arab Hub Aggregation which has been established.

Boeing proposes, growth can only occur with the right equipment. Emirates, Qatar and Jordan to name a few, need the re-positioning aircraft for its passengers like the 737 Max complimenting its Hub Aggregations in the Middle East 

787 Production Surges Past Expectation

The two plants in Charleston, SC and Everett WA, can get the job done without Everett's extra surge line. Exceeding expectations by months, as Boeing originally predicted a 2016 date, Boeing will move in the 777X project into the Everett 787 surge line space after the end of 2015.

This is a solid announcement, and the planning calendar should not change. Charlotte has turned around its production acumen for the 787, and is targeted with 4-5 787's a month by years end. Thus ending Everett's 787 surge line. Everett will continue it's pace of six 787 a month. Eventually, Charlotte will achieve about 6, 787 a month, making the completion goal for its contribution towards Boeing's stated 2016 goal of 12 787 a month.

Charlotte, SC will specialize in the 787-10 production due to an awkward, transportation of its longer barrel required for the 787-10's. This barrel size makes it not feasible for any Everett 787-10 production desires. It makes it so much more efficient for staying home in the low country keeping the longer barrel for Charlotte's aspirations.

The Charlotte 787 production learning curve reaches maturity by the end of 2015 while the other facility (Everett) starts 777X production and takes on 777X floor modifications in the former 787 surge line area.

The 787-10 step-up, will be Charlotte's first solo effort after Boeing goes outside the former Everett only development facility, where it had processed the 787-8 and 787-9 as first builds and testing of the sibling aircraft. The year 2016 will be the Boeing South matriculation ceremony in the Charlotte, SC plant. They have previously built a production 787-9 with success, and now they will build the 787-10 out of whole cloth and probably will fly it back to Everett during a complete flight testing regimen. It should eventually fly north to Everett for further testing, where they have the extensive testing data, collection and expertise available.

All of this can only happen because Boeing South has emerged as a competent and efficient facility. It looks like Boeing's gamble paid off going South, which bodes well for the low country and giving Everett more flexibility with the 777X project. All of this sets up for the 230th decade since counting began.

In the year 2030 everyone expects another Sea Change in aviation. The 777X will probably go plastic with the newest GE engines having all composite internals. An enormous Boeing blended wing could replace the A-380. By then, the 737 MAX is a now a twenty year place holder in single aisle category, where it will go futuristic with a composite make-over in 2030. Finally, the 787, is hard to replace, but three decades of service gives the 787 all the advantages of scientific advances. It will emerge as the ultimate airline with its composite barrel design and all electric architecture made better.
   

A Bloggers Find: The 777X Introduction

Winging it desires to bring this Article to its reader attention by re-posting the below article from the

Australian Business Traveler in its entirety.

First Boeing 777X tipped for 2018

By David Flynn     Filed under: Boeing 777, Boeing 777X

The first Boeing 777X will trundle off the production line in 2018, a Boeing exec has revealed, as the airline edges closer to commercial flights of the new long-range jets from 2020.

That debutante is likely to be the Boeing 777-9X, although the X will be dropped as the plane makes its journey from blueprint to blue skies, to become the 777-9.

It will be followed by the smaller but longer-range Boeing 777-8X, or 777-8 (note the nod to the naming conventions adopted for the Boeing 787 Dreamliner).

Bob Feldmann, Boeing's vice president for the 777X project, told The Seattle Times that the first 777X will roll off an early production line – one currently used to ramp up Boeing 787 production – in 2018.

Boeing is on track on finalize the 777X's design configuration later this year. "It’s an exciting time as we begin to define the world’s next great airplane" Feldman says.

The manufacturer has already notched up orders for 286 of the 777X jets, with the lion's share going to 777 stalwart Emirates in 35 of the 777-8s and 115 of the 777-9s.

Gulf neighbor and rival Etihad has inked a deal for 8 777-8s and 17 777-9s.

Qatar Airways, Cathay Pacific, Lufthansa and ANA have all opted for the larger 777-9 alone with orders.

The X factor

The latest addition to Boeing's best-selling 777 family, the 777X is being spruiked as "the largest and most efficient twin-engine commercial jet in the world, with the lowest operating cost per seat of any commercial airplane."

An estimate of how the Boeing 777X stacks up against its siblings Image: ARP Design

The 777-9X is spec'd for 400 passengers in a three-class cabin layout with a peak range nudging past 15,185km (8,200 nautical miles).

The 777-8X will trim the seat count to 350 passengers but with a maximum range over 17,220km (9,300 nautical miles).

In both cases, improved design and new-generation engines will see the planes burn less fuel than today's 777s.

Long wings for the win

Part of that advanced design: sweeping wings made from carbon-fibre composites rather than metal, which span 235 feet (71.6 meters) to boost aerodynamic efficiency.

However, the tips of those wings will fold up when the 777X is on the ground to reduce the wingspan by some 7 metres (23 feet).

These 'swingtips', as Boeing calls them, are required to make the 777X fit into airport boarding gates and taxiways designed for the other members of the 777 family rather than demand expensive airport modifications.

(It's not exactly a new idea: Boeing patented it in 1995 for the original Boeing 777, and while no airline ever ticked this option box on their order, a full-scale model of the folding wingtip is on display at Boeing's Museum of Flight in Seattle.)

Inside the Boeing 777X

Boeing will also adapt key aspects of its 787 Dreamliner series to shape the passenger experience of the 777X.

The 777X will include a lower effective cabin altitude of 6,000 feet; oversized windows set higher into the cabin; and what Boeing promises will be "economy class seat widths up to 18 inches wide,"  although the choice of configurations and seat widths will in the end fall to airlines buying the big bird.

The rest of the creature comforts which Boeing has in mind for the 777X – which is slated to begin production in 2017, with first commercial flights from 2020 – are a mash-up of the Boeing 777 family interior with the 787's cabin innovations.

For starters the cabin altitude will be pegged at 6,000 feet and humidity levels boosted, with both traits being "comparable to the 787 Dreamliner" in order to reduce the effects of inflight fatigue and jetlag.

Also like the Dreamliner, the enlarged windows of the 777X  will be positioned higher on the fuselage so they're at eye level for a larger percentage of passengers, to allow more light into the cabin and a sense that there's an 'outside' out there from even the dreaded middle seats.

There should be lower cabin noise thanks to new engine nacelle design, better cabin insulation and even the installation of twice as many air nozzles which will funnel triple-filtered air at reduced velocity for less noise.

Boeing also says the 777X will introduce an "all-new interior design that allows airlines to customise their cabin architectures by class."

"This innovation includes an adaptable suite of parts that facilitates choices in overhead ceiling and stow bin configurations, allowing airlines to create the feeling of separate and distinct cabins that meet both airline and passenger needs."

Boeing suggests this as a possible high-tech 777X cabin, perhaps assuming that Tron Airlines is the launch customer...

Of course, no modern jet can get by without LED mood lighting, so that's a given right out of the box.

"The 777X will redefine the total passenger experience" promises Dennis Eng, Boeing's Director for 777X Interiors.

"All of the interior features we are exploring and designing into the new airplane are working together as a package to create an exciting new passenger experience." 

The 737 CFM Leap-1B Is under The Boeing Wing (Updated)

The infamous CFM-International Leap-1B is currently under a 747 wing at the start of its extensive testing. What gave its infamy is the 5% performance shortfall on the bench testing recently, which causes major concerns for the program when competing with the Airbus A-320 NEO. Boeing has already sold 2,724 Max to customers with this one only engine type. Boeing placed all its eggs in the CFM basket, as it has done for the 737 since these many years it has been flying.

The next two years testing by both CFM and Boeing must improve the newly conceived engine by the 5% short fall. Heat mitigation design points, and internal inefficiencies are two areas under the engine builders’ scrutiny while it flies attached to the 747-400 test bed. Both Boeing and CFM have to make up the inefficiency metric within its 69.4" diameter. The fixed 737 engine opening is at maximum, negating any expansion of diameter compared with a similar engine found on the A-320 NEO's CFM Leap 1-A, 78" engine diameter. The "efficiency rule of thumb", suggest a bigger diameter for better performance through aerodynamic attributes. Where the additional space gives a natural and better performance with additional mechanical space. A tighter engine makes for a hotter engines losing some performance. The NEO CFM Leap 1-A engine has a 2% shortfall at this time at its 78" diameter. Boeing's tighter Leap 1-B must find ways for an additional 5% improvement during the time it sits attached under the 747 testing wing.

Several publication have suggested new ceramics for dissipating and withstanding heat build-up as one area CFM must achieve a percentage improvement. A combination of tuning the new engine through compression ratios, and engine parts modifications can go only so far when installing PIP's (Performance improvement package) derivatives. Typically a PIP cycle takes vast amount of time for implementation. The CFM Leap 1-B could be making at least two PIP's to improve the engine performance up to 5% from its bench test metric. CFM has these two years of flying test to do it in. How they can do it? Obviously through maximizing its every aspect of thermodynamic testing on composite parts and reconfiguration for the mechanical optimization of this jet engine. CFM has to stay within the lines of a 69.4" diameter. CFM can't cheat the diameter upward by making the 737 Max engine a larger opening, as found on the 777X when it meets engine efficiency targets. Boeing sold the Max to its customers on the premise it will achieve its "established" on paper "bench marks" for efficiency during the MAX project.

Both Boeing and CFM are searching for percentage points in multiple areas rather than just one area.

Here are the key areas they need to find percentage point improvement.

• Engine Weight Reduction by a slight amount.
• Advanced Heat resistant & ceramic-plastic parts over the current parts installation.
• Optimal engine placement on wing moving it frontward or backward by a few mm's or cm's.
• Tweaking compression by-pass metrics
• Boeing helps with airplane design aerodynamics and airplane weight.

Any combination of these areas receiving a measurable testing improvements, will come off the bench, and is frozen as a test PIP. Then it's placed under -the-wing as test copy on the 747 Boeing aircraft, for actual en-flight testing.

CFM/Boeing have two years to make up this short fall by method testing each objective area.

Recent news reports show promising results: Air wise Report Link Below

Boeing, CFM Say LEAP-1B To Hit Performance Target

"Separately, a senior industry figure familiar with the LEAP engine described the shortfall speculation as "absolutely false." Another industry insider familiar with the matter said talk of a shortfall was inaccurate."

The Airbus Leap 1-A with its 2% short fall has different testing constraints from its bigger diameter engine. They have an easier road to go where any improvement can be passed through for consideration on the 1-B. However, since Boeing needs innovation in more areas, and since the 1-B is constrained by 69.4", its innovation may not be transferable to the 1-A scenario.

Before Max

Photo from Aviation Week

MAX Trickeration

Photo From Aviation Week

Boeing's trickle down design problem starts with aircraft landing clearance and its landing gear. It would have to redesign the whole frame for accommodating a taller gear folding into the body. Next would be a push back on all engineering space available in the aircraft. The argument for a clean sheet design would be made by having a taller landing gears for its bigger engine opening. Boeing chose to improve the 737 by a giant "Leap" step, and not change the frame configuration by doing so. 

The CFM 1-B is confined by ground clearance since its using 737 NG configuration theme of a low- to - the - ground engine placement. The question remains, will they do it?

My answer, is sort of and very close:

The engine can better itself by 3% as an instinctive estimation for CFM improvement. Boeing will chip in another 1% for its part with Aero design trimmings when the MAX flies. With a "Test PIP II" and a Boeing effort in total, will make the 4%+ offset the 5% lost indicated during its first and formal bench tests. Customers will be satisfied, since it will achieve an advantage over the competition (A-320) with a significant efficiency separation over the  the CFM Leap 1-A hung on the A-320 NEO. Maybe the 5% shortfall is a false flag operation for Airbus' sake.

A Winging It Follow-up has found CFM, also had placed a loosely fitting 1B engine on the bench representing what a worn out 1B would simulate after approximately five years of service. Having observed this important fact, I can take several conclusions on this new knowledge.

1. Having a loose  engine tolerance will significantly under perform expectations found in a new engine delivered with factory tight tolerances. CFM knew this would be an outcome from this test but it didn't know by how much. The one formally tested, was a under performing engine configuration representing what a customer may expect from an engine at the end of its life cycle.

2. Finally, lessons learned from airborne 747 testing, will include significant changes optimizing the CFM-1B configured engine, in addition with Boeing's own aero packaged, improvements mating the the 1B engine nacelle with 737 Max body dynamics, optimize a more efficient body enhancements with new lift and drag coefficients saving fuel and workload for the engine  

The claim by others who became a town cryer for a 1B -5% shortfall were only correct within limited facts about the test, and have greatly underestimated what the 1B will demonstrate on the first 737 Max in flight testing. Indeed it should meet the high expectations mapped at the beginning of this program, a 14% improvement over older 737 single aisle models. Airbus has much to be alarmed with when the situation of the block tests is exposed. Those on the project cannot say out of confidentiality, but can smile at the hubris of a -5% shortfall report.