Qantas finds 'type two' cracks on two A380s

Qantas Airways has discovered "type two" cracks on two of its Airbus A380 aircraft and is now in talks with the airframer the cost implications of repairs.

The carrier found "fewer than 10" cracks on the wing-rib feet on the affected aircraft, a spokesman said.

The cracks were discovered on aircraft VH-OQA and VH-OQB, in February and March, respectively, after the European Aviation Safety Agency (EASA) ordered checks on the worldwide fleet of A380s.

VH-OQB has since been returned to service while VH-OQA, the same aircraft that suffered an uncontained engine failure near Singapore in November 2010, is still undergoing tests.

"We are in discussions with Airbus about the cost implications of the inspection and repair requirements," says Qantas.

The spokesman adds that Qantas continues to comply fully with the EASA airworthiness directive mandating inspections on A380 wing-rib feet and that the cracks pose no risks to the safety of the affected aircraft.

The Australian carrier grounded another A380 - VH-OQF - last month after 36 cracks were found on the wing-rib feet.

On 8 March, Airbus parent EADS said it had made a €105 million ($138 million) provision to cover the cost of repairs to the initial 67 A380s in service.

No mention was made of any provision for compensation and the airframer could not immediately indicate whether there would be additional costs arising from manufacturing changes.

Emirates is also seeking compensation from the aircraft manufacturer for the disruption to its operations caused by the discovery of the cracks on 10 of its A380s.

source: flightglobal.com

Boeing nears 747-8 Intercontinental delivery to Lufthansa

With an estimated five to seven days of flight testing remaining, Boeing is nearing completion of final certification tests on the company's first all-new 747 passenger aircraft in more than 23 years.

747-8 airline launch customer Lufthansa is expected to take delivery of the first of 20 aircraft in the "near future" said 747 vice-president and general manager, Elizabeth Lund, though the handover date has yet to be finalised.

After the remaining days of testing "all of the certification activity will be wrapped up on that aircraft, and then it will be paperwork-finalising activity from that point forward," said Lund.
Additional tests were required separately from the VIP configured 747-8, which was delivered to an unidentified customer on 27 February, including the airline seating configurations, in-flight entertainment, galleys and the cabin systems and networks.
The 747-8 was awarded EASA and FAA amended type certifications on 14 December 2011.

"I believe they're ready to take the airplane," said Lund of the German carrier, "They have spares, they have training completed and their facilities are ready."

Boeing flew the 747-8 to Hamburg in December 2011 to allow the carrier to test the compatibility of the aircraft with its facilities prior to service entry.

The company's last major 747 passenger variant, the 747-400, was certified by the US Federal Aviation Administration in 1989.

source: flightglobal.com

Lufthansa pegs 23 April for 747-8 delivery

Lufthansa plans to take delivery of its first Boeing 747-8 on 23 April, ahead of entering revenue service with the German airline in May.

The German carrier has ordered 20 passenger-variant 747-8s to replace its 747-400s, of which the first was delivered in May 1989.

August Wilhelm Henningsen, chief executive of the airline's maintenance arm, Lufthansa Technik, tells Flightglobal Pro that the first aircraft would be delivered "around" 23 April.
The 747-8s will join the fleet at a rate of five per year until 2015.

The delivery of the fifth aircraft (RC021), which is to be registered D-ABYE, was scheduled for August at the point when it visited Frankfurt for ground equipment tests last December.

Lufthansa will configure the type with 386 passenger seats in a three-class layout, including a new business class.

source: flightglobal.com

Industry approached for USAF F-16 radar deal

The US Air Force has released a pre-solicitation notice for new radars for a portion of its Lockheed Martin F-16 fleet.

"The intent of this pre-solicitation notice is to inform interested parties, including the vendor community, about potential opportunities related to the [radar modernisation programme]," the notice reads. "Additionally, the USAF's intent is to provide interested parties with key information that will assist in planning and preparation."

The USAF is looking for a new active electronically scanned array (AESA) radar to upgrade about 350 later model F-16s as a stop-gap until Lockheed's stealthy F-35 can be built in numbers. Air force leaders say that the service was forced to proceed with the extensive modernisation of the existing fighter fleet due to repeated delays in procuring the new type.

© US Department of Defense

USAF chief of staff Gen Norton Schwartz reaffirmed on 20 March that the service will not buy more new fourth-generation fighters like the F-16 because they would stay in the inventory as long as a new fifth-generation fighter but would be long obsolete by then.

The notice says that the requirements for the new radar will be finalised and approved in the coming weeks. The air force has been studying the problem since last year.

There are two rival AESA systems that the USAF might buy for its Block 40/42 and 50/52 F-16s. One is Northrop Grumman's scalable agile beam radar; the other the Raytheon advanced combat radar. A draft request for proposal for the new radar might be released as soon as June 2012.

Lockheed is also already working on evaluating how to extend the F-16's airframe life.

source: flightglobal.com

Common cockpit to feature in CSeries-C919 co-operation

Bombardier is to co-operate with Chinese airframer Comac on four programmes centred on exploiting commonality between its CSeries twinjet and the C919.

The initial programmes include exploring common aspects of crew interfaces in the cockpits of the two aircraft.

Bombardier says the other projects will focus on the electrical systems of the jets, the development of aluminium-lithium materials standards, and customer services.
The definitive agreement will deepen the collaboration between the two airframers established a year ago.

All four projects will be completed over the next year, says Bombardier, adding that the effort "demonstrates the complementary nature" of the CSeries and C919 programmes.

"Both parties will continue exploring other possibilities for co-operation with regards to aircraft program commonalities, joint procurement, synergies in development and customer services, as well as collaboration on Bombardier and Comac programs," it says.

The agreement aims to "maximise both parties' cost savings", states Bombardier chief Pierre Beaudoin.

Comac chairman Jin Zhuanglong adds that the tie-up will enhance the competitiveness of each aircraft.

source: flightglobal.com

Embraer adds engineering to Melbourne portfolio

Embraer has begun hiring for a new engineering centre to be located across from its executive aviation final production site and global customer centre at the Melbourne International airport in Florida.

The $24 million, 6,227m² (67,000ft2) facility, to be called the Embraer Engineering and Technology Center USA, is the company's first engineering centre outside of Brazil and will employ 200 engineers within five years says Embraer.

"The [facility] will conduct research and development activities for both product and technology development across Embraer's business lines, with the first assignments primarily focused on executive jet interiors", says the company. "It will include a laboratory for the development and testing of materials and interior items."

Embraer last year began building Phenom 100 and Phenom 300 business jets at a new 7,435m² final production plant at the airport, using a single lean manufacturing five-station line and subassemblies received on container ships from Embraer's Botucatu, Brazil plant.

Once interiors shipped from Brazil are installed, completed aircraft are moved to a 3,440m² facility nearby, where technicians can paint two aircraft at a time. Total build time is about six weeks per aircraft.

The company plans to produce a total of 30 Phenom 100 and Phenom 300 jets this year with a staff of 200 employees working two shifts, five days per week. Embraer expects to produce 60 business jets at the facility in 2013. The plant is designed for a maximum capacity of 96 aircraft per year.

An associated 5,390m² customer centre, opened in December, is designed for US and European business jet buyers to choose options for their jets and to take delivery, which saves approximately three days in travel time compared to receiving the aircraft in Brazil. Prices will be the same regardless of where the aircraft are produced, says Embraer.

Melbourne airport officials say they invested more than $240,000 in the project by renovating a 2,323m² building on the airport for Embraer's new engineers to use rent-free for 18 months while the new facility is built.

"This new facility will create the right jobs at the right time," says Melbourne airport executive director, Richard Ennis. "These are aerospace engineering jobs, and there is no question that Embraer is acting now to tap into the talent pool idled by the end of NASA's shuttle program."

Ennis adds that the incentives were offered "so that Embraer can expedite its hiring of engineering staff."

source: flightglobal.com

Unstable approach spun Lion MD-90 off runway

Pilots of a Lion Air Boeing MD-90 landing at Jakarta activated just one of the aircraft's two thrust-reversers in a failed bid to regain directional control before the jet skidded sideways and sustained serious damage.

Indonesia's National Transportation Safety Committee determined that the aircraft's approach to Runway 25L had not been stabilised. While the first officer had been flying, the captain took over the controls at a height of just 100ft from touchdown.

At 50ft the aircraft drifted to the right, the investigators stated, and the captain took corrective action. Weather conditions at the time were poor, with rain, a moderate crosswind and visibility of 1,000m.

Examination of the aircraft showed that the right wing-tip had been damaged, with evidence indicating the wing had struck the ground before the main landing-gear made runway contact.

NTSC investigators said this "showed the aircraft conducting an unstabilised approach before [it] touched the ground".

The MD-90 landed to the left of the runway centreline and began crabbing, with its tail to the right, and the captain used the thrust reverser to try to bring the aircraft under control - the starboard reverser was deployed but the port reverser was not.

But the aircraft's tail continued to slide to the right, rotating the aircraft by 90˚ to the left as it skidded along the runway for 1,095m (3,590ft), crossing the right shoulder and coming to a halt in the grass off the right-hand side.

"The [captain's] corrective actions to regain the [centreline] were not successful," says the NTSC report into the 9 March 2009 accident. It adds that the captain had 5,000h on type against the first officer's 800h.

None of the 166 passengers and six crew members was injured but the aircraft (PK-LIL), which had been arriving on a domestic service from Makassar, suffered a main landing-gear collapse and wing damage. The NTSC has recommended that Lion Air review its simulator and cockpit resource management training programmes.

source: flightglobal.com

IN FOCUS: Orders show single-aisle challenge for new entrants

Orderbooks since Airbus and Boeing launched re-engined versions highlight the challens manufacturers face trying to break into the single-aisle aircraft market, writes Clives Lewis.
The choice of manufacturers when buying a new narrowbody jet has gone from two to five in only a few years. Competitive airlines used to be able to choose either Airbus or Boeing, now they can also choose from Russian, Chinese and Canadian offerings, with new-generation engines and promises of improved operating efficiency.
Airbus and Boeing's reaction has been to offer versions of their narrowbody jets with new-generation engines. Although Boeing has other priorities ahead of creating a new narrowbody design, it is perhaps also true that new technologies which deliver enough benefit to justify a new narrowbody from Airbus or Boeing are unlikely to be ready until the latter half of the next decade.
Have their strategies paid off? Looking at order intake, it certainly appears so according to Flightglobal's ACAS database. Prior to the launch of the Bombardier CSeries, Airbus and Boeing each took about 50% of the net order intake for narrowbody jets. After a slow start from launch, in 2009 Bombardier took an 11.5% share of order intake from Boeing and Airbus. When the first orders were placed for the C919 and MS-21 in 2010, the share of new entrants rose to 13.4%.
Airbus fought back with its re-engined A320neo to take 65% of the net orders placed in 2011. Boeing has followed suit with the 737 Max, holding a 71% share so far in 2012.
On a global level, it seems clear the reactions of the two long-established players have worked and minimised the impact of new entrants on their market shares. Last year, about 9% of orders were placed with the three new entrants combined. In 2012, this has fallen to less than 5% so far.

This does not mean new entrants cannot make significant inroads into the narrowbody market, but it is likely to take time. It took Airbus about 20 years and three aircraft family launches to achieve 40% share of jet orders by 1990. It was another decade before it gained a market share comparable with Boeing. The benefits of volume, installed base and global support operations favour the incumbents. If new entrants are to get viable market positions and volumes it is likely to take a long time and further aircraft family launches. 

 

However, the effectiveness of Airbus and Boeing's re-engining strategy varies by region. In China, Flightglobal's ACAS database shows no backlog for any of the new generation of narrowbodies, except for a 17% share for the C919. In this high-growth market, the local product is bound to have some success. Comac has already spoken of its intent to create a larger aircraft.

Outside China in the wider Asia-Pacific region, all the new entrants have had an impact on order backlog but the Airbus A320neo family is the strong leader.

Where the CSeries and MS-21 have achieved greatest share is in Europe. This is not surprising for the MS-21 as it is the local offering in eastern Europe. Unless they are happy providing niche offerings, to achieve long-term success Irkut and Bombardier will need to do more to penetrate the growing China and Asia-Pacific markets.

The 2012-H1 Flightglobal Commercial Fleet Forecast predicts that gaining market share in the growth markets of China and Asia-Pacific will be important for the long-term success of new narrowbodies, because half of deliveries in this sector are predicted to be to these regions until 2031.

For the next 15 years or so, Boeing and Airbus are set to maintain strong market leadership. Beyond this, both are likely to introduce all-new narrowbodies and have the market share to justify it. By then, at least one of the new entrants is expected to be competing with a widebody offering. This is when things will get more interesting, and the "Big Two" will really be under threat.

For the new entrants, having the cash and resolve to stay the course will be essential. Comac is probably the one to watch with local demand in China, where "long term" means a very long time.

source: flightglobal.com

737 Max 'not a long-term solution': Udvar-Hazy

Air Lease Corp chief executive Steven Udvar-Hazy, a vocal advocate for Boeing's now-shelved New Small Airplane concept, says the airframer's strategy to develop the CFM International Leap-1B-powered 737 Max is intended as a bridge to a clean sheet design arriving in the middle of the next decade and "not a long-term solution".

The 737 Max is aimed at keeping "the market share positioning against the [Airbus A320] Neo...to create an equilibrium of some sorts," says Udvar-Hazy.

Udvar-Hazy, who dubs Boeing's 737-replacement concept his "Hazyliner", has in the past said new aircraft concepts are part of Boeing's "DNA", describing the airframer's proclivity for embracing all-new, clean-sheet designs.

Boeing has been open about its strategic goals for the 737 Max, including a 50-50 marketshare split with Airbus, while openly acknowledging the cost and production capability of an all new narrowbody programme meant it was not ready for launch. It declines to discuss a timeline for such an offering.

Boeing's senior vice-president of marketing, Mike Bair, says "our intention is that we will build the Max until the market doesn't want to buy any more and we don't know when that's going to be.

"I wouldn't predict 2025 or 2035, at some point, either something better will come along or the marketplace will decide they won't continue to take it. We'll make it until it runs out of gas and that could be a long, long time," says Bair.

Without going so far as to dismiss the airframer's strategy outright, Udvar-Hazy says: "I think [737 Max] is viable because Boeing is going to stop building the [737]NG by 2019-2020, they're going to phase it out, just like the 737-300, -400, -500s [were] phased out" requiring existing customers to transition to the revamped narrowbody.

Bair also says no decision on curtailing 737NG production has been made, of which 2,223 are in backlog as of 1 March, including 78 for ALC.

A significant leap in efficiency on the 737 is restricted both by "the current geometry of the aircraft" and its limited under-wing clearance for a fan diameter larger than the 174cm (68.4in) offered by the Leap-1B, says Udvar-Hazy. A focus on the widebody market has also meant an all-new 737 has been pushed down the list of priorities.

Hazy believes a second engine option on the Max would help bolster its overall business case, but adds: "I don't think Boeing's going to do it." He has pushed the airframer to offer a Pratt & Whitney PW1000G-series engine, but its larger fan would require a more costly redesign of the narrowbody.
"I've had long talks with [Boeing Commercial Airplanes CEO Jim Albaugh] and guys over there, where I showed them the dual engine [option] has helped Airbus gain marketshare with the A320neo family...because they had two choices and airlines were able to leverage that to get better deals.

"I just don't think Boeing is able to do that...I think they're kind of stuck in this situation because of the airframe," he says.

The 737 has "been a great bus for the industry, but at some point Boeing's going to have to deal with it. Right now, I think the focus has been getting the [787-10X] launched" and firming the competitive response to the A350 with its 777X "which I think [Boeing's] board will approve when they see they can get some [787] deliveries out".

Hazy says Boeing's 737 Max still holds distinct advantages over the A320neo, despite a 4.5t (10,000lb) weight growth in the airframe, he says, including being slightly lighter with nine additional seats between the 189-seat 737-8 and re-engined 180-seat A320neo.

By comparison, Airbus says the A320neo's weight has grown by between 1.6t and 1.8t (3,500lb to 4,000lb) with the addition of Leap-1A and Pratt & Whitney PW1100G engines, respectively.

Max launch customer Southwest Airlines will take delivery of its first 737 Max in the fourth quarter of 2017.

source: flightglobal.com

Boeing wins FAA certification for GEnx-powered 787

Boeing has received certification for its General Electric GEnx-powered 787, clearing the way for delivery to Japan Airlines (JAL) scheduled for later this month.

The airframer received an amended type certificate from the US Federal Aviation Administration (FAA) today for the GEnx-1B powered variant.

"This milestone completes the certification of the 787-8 airplane, and allows airlines to now operate the GE engine-powered 787 with both the baseline Block 4 engine and the PIP1 engine upgrade," says Mike Sinnett, vice president and chief project engineer for the 787 programme.

JAL will be the second 787 customer to receive the aircraft, following launch operator All Nippon Airways.

Programme sources have told Flightglobal that Airplanes 23 and 33 are expected to be delivered to the carrier in late March before the scheduled 22 April launch of the airline's Boston-Tokyo Narita service.

The 787 with Rolls-Royce engines was first certified in August 2011.

Boeing says it now has an order for more than 870 787 Dreamliners from 60 customers worldwide, up from 868 last week.

source: flightglobal.com

Boeing Announces Fifth Segment of 787 Dream Tour - Mar 22, 2012

EVERETT, Wash., March 22, 2012 /PRNewswire/ -- Boeing (NYSE: BA) this month will begin the fifth segment of the 787 Dream Tour, a worldwide tour featuring the Dreamliner. This leg of the tour will include five cities across South America, Central Asia, Russia and Europe.

"Boeing is delighted to bring the all-new 787 to customers, partners, government officials and media in South America, Central Asia, Russia and Europe," said Larry Loftis, vice president and general manager, 787 program.

The March and April schedule includes the following stops:

• March 26-31: Santiago, Chile to visit LAN Airlines and be on display at the FIDAE Air Show.
• April 1-2: Shannon, Ireland for a scheduled day of maintenance activities.
• April 2-3: Baku, Azerbaijan to visit Azerbaijan Airlines.
• April 3-6: Moscow, Russia to visit airline customers, suppliers and employees from the Boeing Design Center.
• April 6-11: Istanbul, Turkey to visit customers and suppliers.
• April 11-13: Madrid, Spain to visit Air Europa, suppliers and Boeing employees.

The Dream Tour airplane is outfitted with the 787's special cabin features including a welcoming entryway, dramatically larger dimmable windows, bigger bins and dynamic LED lighting. The airplane is configured with a luxurious business-class cabin, an overhead crew rest compartment and an economy class section.

Dates and locations for additional tour stops will be announced approximately one month in advance. At many of the stops, local media will have the opportunity to participate in tours of the airplane and discussions with Boeing executives and pilots.

For updates on the 787 Dream Tour, including videos, photos and reports from the tour stops, visit www.newairplane.com/787/dreamtour.

In-Debt Air India Still Wants its 27 Dreamliners

Despite their debt and cash flow problems, Air India still wants to take delivery of 27 Boeing 787s, the airplane builder’s latest marvel.

Air India had originally placed the order with Boeing for 787 'Dreamliner' back in 2005, when the Indian carrier was doing better financially. But now with the airline struggling and in the middle of a government bailout plan, said government is only comfortable allowing the airline to take delivery of 14 787s.

Air India is saying that getting all the planes they ordered is important for the airline going forward:

“Dreamliners are a prominent part of our turnaround plan and we want all 27 aircraft to join our fleet. This aircraft will be able to fill the much needed requirement of a medium-haul fleet,” said a senior Air India official, who did not want to be identified.

Air India is also asking Boeing to knock off as much as $1 Billion dollars off their purchase price of the Dreamliners because of significant delays in having the new planes ready.
Reports say the government will decide soon on how many of the 787s they take.

Personally, I wouldn’t give them all 27 planes. Show me you can get back in the black first and then you can have some planes!

Report: Air India May Sell All 27 Boeing 787s it Ordered to Raise Cash-UPDATE

UPDATE – March 20, 2012:
Air India is now saying they intend to keep the 787s they ordered instead of sell them:
“It should be a good plane for Air India. We are not cutting on any orders,” Ajit Singh, India’s aviation minister said on Tuesday.

Air India has been strapped for cash and dealing with debt problems.
I would think it’ll be a good plane Ajit. :)
————————————————————————-
Debt-ridden Indian airline Air India is considering selling the 27 Boeing 787 ‘Dreamliners’ it has ordered but not received to raise much needed cash.

‘The profits from the sale, if the proposal is cleared, could make AI richer by over Rs 7,200 crore [or $1.45 Billion US], equivalent to a third of its accumulated losses pegged at Rs 20,000 crore. After a delay of over three years, Boeing is expected to deliver seven Dreamliners this year. The move would also help AI to shore up its balance sheet.’

Air India originally ordered the airliners in 2005, and was the second airline to place an order with Boeing for the revolutionary plane. But the 787 has been beset by delays and has pushed back deliveries to most customers by as much as 3 years.
One official in the civil aviation ministry (India) says that another reason for selling the Dreamliners aside from raising the much needed capital would be that the new aircraft have had numerous ‘technical problems’.
If the carrier chooses to keep the planes, the plus would be that the 787 is the perfect fit for the medium-haul routes the airline has:

“We are operating medium-haul sectors with long-haul planes or short-haul planes, ultimately making many routes unprofitable for us,” said a senior AI official.
Don’t forget that Air India is negotiating a $1 Billion dollar 'rebate' from Boeing for delaying delivery of its Dreamliners.

At first glance, one might think ‘wow…you haven’t even received the planes and now you want to sell them.’ At second glance, they haven’t received the planes! Boeing has seen delay after delay so Air India is entitled to do what it wants. However, I think a move like this would negate any rebate back to Air India for late delivery…

Air France-KLM Orders 25 Boeing 787 Dreamliners Worth 5 Billion-UPDATE

Although not officially announced, multiple sources are reporting that Air France-KLM has ordered 25 of Boeing’s newest passenger airliner, the 787 Dreamliner.

Air France - KLM, which is Europe’s largest airline, agreed to the order in September of 2011. The list value of the order is about $5 billion dollars. Air France-KLM already has orders from Airbus that it made last year as well:

‘The Dreamliners were part of a split order at Air France, with the carrier saying in September it also would buy 25 Airbus SAS A350s, a 787 competitor set to reach customers in 2014. Stefan Schaffrath, a spokesman for Toulouse, France-based Airbus, declined to say whether that order had been signed.

Deliveries of the Boeing and Airbus jets in that purchase were set to start in 2016, with Dutch unit KLM getting the first arrivals, according to an airline statement in September. The company said at the time that the deal was “still subject to the finalization of discussions with the manufacturers.”

The 787 is the first passenger jet to be made of mostly composite plastic material. Delays with production of the aircraft had put it behind schedule by as much as 3 years.
Such a beautiful aircraft. Looking forward to flying on one (as well as the A380…I haven’t forgotten you Airbus *wink*). Has anyone flown the 787 yet? Let us know below.

UPDATE:

Tuesday, January 10th this was confirmed by Boeing. The order is for 25 787s (for now) worth an estimated $6 billion dollars.

Boeing and Airbus Ramping Up 787 and A330 Production

Boeing and Airbus both said this week that they will ramp up the rate of production of their 787 (Boeing) and the A330 (Airbus).

Boeing has had to contend with manufacturing issues and delays on the 787 but the plane maker says they are on track to fix the issues and they expect to build 787s at a rate of 10 a month by the end of the year:

“Our customers are demanding our products like never before,” Jeff Klemann, vice president of the delivery center, said in a company statement. “As we build more airplanes at faster and faster rates, we also need a world-class facility to conduct our delivery operations.”

Airbus A330

Airbus, on the other hand, has a plane that is quite ‘seasoned’ in the A330 and plans to up production of their mid-to-long range jetliner to 11 a month by the first part of 2014.

Japan Airlines Confirms Delivery of its First Boeing 787 on March 25th

JAL's first Boeing 787 sits at Boeing

Japan Airlines (JAL) has announced that they will take delivery of its first Boeing 787 Dreamliner when they go to pick it up at Boeing’s Paine Field in Seattle.

Pilots from JAL will fly the new airliner out of Paine Field to Tokyo Narita Airport where it will start non-stop service between Boston and Tokyo Narita on April 22nd:

“We’re grateful and delighted that delivery of our first 787 has been confirmed,” President Yoshiharu Ueki told reporters. “Bookings for the Boston route next month are almost full.”
JAL’s new 787 will feature 144 economy class seats and 42 business class seats.

JAL is only the second customer to take delivery of Boeing’s newest jet (All Nippon Airways [ANA] is the first).

Economy Class Cabin:

JAL Boeing 787 Economy Cabin

Executive Class Cabin:

JAL Boeing 787 Executive Class Cabin

Images: Boeing

JAL Increases Boeing 787 Order to 45 Dreamliners

Japan Airlines (JAL) has increased their order of Boeing’s newest jet, the 787 Dreamliner, to 45 total aircraft in an announcement by the Japanese carrier this week.

JAL has added to its order 10 of the larger 787-9 airliners. They are also changing 10 of their initial 35 787-8s (smaller model) to the larger 787-9.

They have also agreed on an option to purchase 20 more 787s.

JAL plans to invest $6.3 billion dollars on upgrading its fleet over the next 5 years and will take delivery of its first Dreamliner sometime next month.

Hairline cracks ground Air New Zealand’s ATR 72-500s

Air New Zealand grounded its entire fleet of ATR 72-500 turboprops on 18 March after discovering hairline cracks around the cockpit windows of one aircraft.
Two of the carrier's 11 ATR 72-500s were quickly inspected and returned to service within hours, ANZ says.
Three aircraft require closer examination, five are "well-advanced" in the inspection process and one aircraft was in already grounded for planned maintenance, the Star Alliance carrier says.
The 68-seat ATR 72-500s, which are operated by Mount Cook Airline, are 10.9 years old on average.
Starting on Monday, ANZ will supplement Mount Cook Airline with some aircraft from the mainline fleet to restore two-thirds of the regional carrier's seating capacity.
The cracks were discovered during routine maintenance a Mount Cook Airline's base at Christchurch Airport.
Two years ago, ANZ moved heavy maintenance work for Mount Cook Airline's ATR 72 fleet from Christchurch to Nelson, the home of sister regional carrier and Bombardier Q300 operator Air Nelson.

source: flightglobal.com

Boeing Co. 787 Dreamliner celebrated in Long Beach

California Governor Jerry Brown, left, finishes a tour of the new Boeing 787 Dreamliner with Bob Ciesla, Vice President and Program Manager for the C-17 Globemaster, at Long Beach Airport on March 14, 2012. (Jeff Gritchen / Staff Photographer)

Long Beach Mayor Bob Foster, left, and Congresswoman Janice Hahn (CA-36) check out the cockpit of the new Boeing 787 Dreamliner at Long Beach Airport on March 14, 2012. The plane is visiting the Boeing facility in Long Beach, Calif., as part of its Dream Tour. (Jeff Gritchen / Staff Photographer)

LONG BEACH — Until Wednesday, the closest Matthew Daines had been to the new Boeing Co. 787 Dreamliner was with computer drawings of the commercial airplane.

For the past few years, the Long Beach-based engineer had been traveling to Everett, Wash., to work on the dream project.

"We got to size and design the structural parts of the airplane, whether it be the fuselage, the wing, the horizontal stabilizer," said Daines, who also works on the C-17 military aircraft produced in Long Beach. "You work on your section and interface with other sections, but you don't ever really get to see it put together until today. ... It gives you a real sense of pride and accomplishment. It's an amazing feeling."

Dozens of Boeing employees who worked on the 787 commercial airplane project got to see the end result of their handiwork Wednesday, joining state, local and Boeing officials to celebrate and tour the 787 Dreamliner at the C-17 plant in Long Beach.

The stop in Long Beach is part of the 787's six-month Dream Tour, which continues in Salt Lake City today.

With the C-17 and the 787 nose-to-nose in the backdrop, Bob Ciesla, vice president and C-17 program manager, called the event "a historic day in aviation history."

"Today, we celebrate a continuation of Boeing's rich aerospace legacy in Southern California that began more than 90 years ago," he said.

Among those in attendance was Gov. Jerry Brown, who made a quick remark about the 787 program, which was launched in April 2004.

"It's putting California right out in front and keeping America No. 1 in world aviation," Brown said.

Mike Fleming, vice president of 787 services and support, said the company set out many years ago to create an airplane that was quieter, 20 percent more fuel-efficient and more passenger-friendly.

LED lighting that changes color according to the time of day lines the high ceilings of the new Boeing 787 Dreamliner at Long Beach Airport on March 14, 2012. The plane is visiting the Boeing facility in Long Beach, Calif., as part of it's Dream Tour. (Jeff Gritchen / Staff Photographer)

 

"We needed the best of the best to be able to accomplish those things," he said. "Together, we pulled from all across the Boeing corporation, along with our partners all across the world, to go achieve that, and we brought that to market today with the 787."

Fleming thanked the California workers and suppliers who contributed to the creation of the Dreamliner.

Nearly 300 Long Beach engineers worked full-time on the 787, the first mid-size, fuel-efficient airplane capable of flying long-range routes.

"I went up to Everett, and saw these planes being tested, and sometimes it was just a wing," said Sheri Festa, a structural analyst in Long Beach. "To see it all put together here is unbelievable."

The 787 Dreamliner showcases the latest in airplane technology and design. Features include larger windows, electronic dimming system to adjust the amount of light entering the cabin and mood lighting to help passengers adjust their body clocks according to the change in time zones. Cabin pressure is 2,000 feet closer to ground level and the air purification system is cleaner and healthier.

Fifty-nine customers from six continents have placed orders for 870 airplanes valued at over $178 billion, making it the most successful twin-aisle launch of a new commercial airplane in Boeing's history,  according to Boeing.

Boeing employee Dwight Wilson checks out the front landing gear of the new Boeing 787 Dreamliner at Long Beach Airport on March 14, 2012. The plane is visiting the Boeing facility in Long Beach, Calif., as part of it's Dream Tour. (Jeff Gritchen / Staff Photographer)

 

"I definitely think this is the future," said pilot Captain William Mnich. "And I think the marketplace seems to agree that this is hitting a real sweet spot in the need for a long-range airplane that hauls comfortably 230 to 240 passengers over a long distance.

We can connect almost any two cities on earth within 8,000 miles of each other and I think there's a lot of room in that market right now in the world."

source:  http://www.dailybreeze.com/business/ci_20175482/boeing-co-787-dreamliner-celebrated-long-beach

Etihad ties up with Air Berlin on 787 introduction

Middle Eastern carrier Etihad Airways is to combine its Boeing 787 introduction programme with that of new partner Air Berlin in a bid to reduce the costs of bringing a new type into the fleet.

The Abu Dhabi-based carrier, which has 41 787s on order, will expand its programme to cover the 15 787s of Air Berlin.

Etihad's 787s will be powered by General Electric GEnx engines but Air Berlin's powerplants are still listed by Boeing as unselected - it is unclear whether the pact will influence the engine choice.
But Etihad says the two carriers will "streamline" purchasing of engines, avionics, rotables and in-flight entertainment systems.

Between them the airlines will carry out maintenance pooling, joint training and combine their infrastructure resources. They will also achieve common cabin specifications, giving passengers a "consistent product experience", says Etihad.

Etihad, which opted to acquire a large shareholding in Air Berlin at the end of last year, claims the tie-up will save "millions of dollars".

It had already indicated that the equity investment in Air Berlin would generate synergies for the operators, and that Etihad would perform 787 maintenance for the German airline.

"It is an ideal solution for reducing the costs associated with the introduction of a new aircraft type, and an excellent example of the value of our partnership," says Etihad chief James Hogan.

"It makes both operational and commercial sense to work together on common fleet issues and we expect the synergies we achieve through this integration to result in significant efficiency benefits for both airlines."

Etihad is the largest shareholder in Air Berlin, with a stake of just over 29%. It is expecting to start taking 787s from late 2014 while Air Berlin will begin accepting the twinjets in 2015.

Air Berlin chief Hartmut Mehdorn says that the two sides "saw an opportunity to work as a team" during the introduction of the 787s.

source: http://www.flightglobal.com/news/articles/etihad-ties-up-with-air-berlin-on-787-introduction-369424/

Lion Air takes delivery of its 60th Boeing 737-900ER in a special color scheme

Lion Air (Jakarta) on March 7 accepted its 60th new Boeing 737-900 ER (Extended Range) airliner. 737-9GP ER PK-LJO (msn 38315) is painted in this special color scheme to celebrate the significant milestone. Lion Air is the largest operator of the type. With the first delivery on April 27, 2007, the fast-growing carrier has another 118 copies on order.
Lion Air was the launch customer for the largest variant of the Boeing 737, the 737-900 ER when it placed an order in 2005.

Lion Air set a record when it placed an order for 230 aircraft from Boeing, making this the largest order in terms of aircraft ordered as well the cost of the order. In November 2011, Lion Air and Boeing announced that the airline planned to buy 29 737-900 ER and 201 737 MAX aircraft, with options for 150 more, valued at $21.7 billion at the time. 

 A firm order was signed on February 14, 2012, with the 737 MAX aircraft identified as 737 MAX 9s, making Lion Air the launch customer for that variant. By the time of the signing, the order’s value had risen to $22.4 billion at list prices, the largest aircraft order in history. Deliveries of the new -900 ERs are due to start in 2016, with the MAXs to follow in 2017.

Boeing to Showcase 787 Dreamliner at 2012 FIDAE Air Show

- 787 to be centerpiece for Boeing presence at Latin America's largest air show

- Super Hornet simulator to highlight Boeing exhibit

CHICAGO, March 20, 2012 /PRNewswire/ -- The Boeing (NYSE: BA) 787 Dreamliner, the world's most advanced passenger airplane, will make its Chilean debut as the centerpiece at the FIDAE 2012 International Air and Space Fair in Santiago, Chile, March 27-30. Boeing also plans to display the advanced capabilities of its F/A-18E/F Super Hornet fighter with a cockpit demonstrator at the show.
"We are pleased to bring the 787 Dreamliner to FIDAE for its Chilean debut and showcase the many features that make this airplane truly a game-changer for the industry," said Van Rex Gallard, Sales vice president for Latin America, Africa, & Caribbean, Boeing Commercial Airplanes. "We have a great customer in LAN, one of the leading airlines in Latin America and the first Latin American customer to take delivery of the 787."
The 787 will land in Santiago for the first time on Monday, March 26 and be on static display March 27-30. LAN is Boeing's largest 787 customer in Latin America, with 26 Dreamliners on order directly from Boeing.
The Boeing exhibit will feature an array of defense products in addition to the Super Hornet cockpit demonstrator, including the CH-47 heavy-lift and AH-6i attack helicopters, the ScanEagle unmanned aerial vehicle, cybersecurity, and the KC-135 tanker now in service with the Chilean Air Force. Also on display at the booth will be a model of the new 737 MAX, the new-engine variant of the world's best-selling airplane, and information on the Boeing Edge – Boeing's industry-leading services offerings.
"FIDAE is the region's foremost air show and our participation is critical, given Chile and other neighboring countries' strategic importance to The Boeing Company. Our focus at this show is on establishing relationships with potential local partners, building awareness and ensuring customer satisfaction with Boeing products and services," said Joe McAndrew, International Business Development vice president for Europe, Israel and the Americas, Boeing Defense, Space & Security.
Boeing will hold a series of media briefings during the show, as listed below. Reporters should contact one of the contacts below for more information and to confirm their attendance.

Note: All times listed below are local to Santiago.

Monday, March 26
1000	787 Dreamliner Lands in Santiago
Tuesday, March 27
1200 – 1330:	Joint LAN / Boeing Commercial Airplanes / Rolls-Royce Briefing
Venue:	LAN exhibit
Speakers:	Pedro Margozini, chief Marketing officer, LAN Airlines
	Justin Siegel, 787 program lead, LAN Airlines
	Van Rex Gallard, vice president of Sales for Latin America, Africa, & Caribbean, Boeing Commercial Airplanes
	Peter Turner, vice president of Customers, Americas, Rolls-Royce
1400 – 1600:	787 Dreamliner Tours
Venue:	787 Dreamliner
1600 – 1700:	Boeing market overview / 787 Dreamliner product overview
Venue:	Conference Room 4
Speakers:	Randy Tinseth, vice president, Marketing, Commercial Airplanes
	Mike Sinnett, vice president & chief project engineer, 787 Program
Note: The 787 Dreamliner also will be open to media at the following times:
Wednesday, March 28, 1000 to 1100; Thursday, March 29, 1000 to 1100
Wednesday, March 28
1200	Boeing Defense, Space & Security Briefing on Chilean Air
	Force KC-135 Program and Sustaining the Tanker Fleet Worldwide
Venue:	Conference Room 2
Speaker:	Earl Godby, director, Business Development, Maintenance, Modifications
	and Upgrades International Programs

JAL Announces Delivery Date of its First 787 Dreamliner, Reveals Cabin Interior

TOKYO March 21, 2012: Japan Airlines (JAL) announced today that it will take delivery of its first Boeing 787-8 on March 25, 2012, and the aircraft will be flown from Seattle, Everett to Tokyo, Narita by JAL pilots the following day.

 

 

JAL’s first commercial 787 flight will also be the first ever nonstop flight to connect Boston with Asia when JAL uses it to launch the new service between Tokyo (Narita) and Boston on April 22, 2012. JAL will later this year, also use this super-efficient aircraft to start yet another first nonstop service between a US city and Asia with the launch of direct flights between Tokyo (Narita) and San Diego. The 787 is scheduled to be deployed on routes between Tokyo and Beijing, Moscow, New Delhi and Singapore as soon as subsequent aircraft are delivered and all necessary preparations are completed.

 

First Delivery Flight Schedule

Departure: Seattle, Paine Field		Arrival: Tokyo, Narita
March 26, 2012	16:00	March 27, 2012	18:30

All timings shown are local.

 

Seat Configurations

JAL’s 787 Dreamliner is configured in two classes with 42 seats in business and 144 seats in economy. The airline will fit its newest Executive Class JAL SHELL FLAT NEO seats that are 5 cm (2 inches) wider (than the seats now fitted on JAL’s Boeing 777s), in a 2-2-2 configuration so that customers are either seated by the window or along the aisle. Lavatories in Executive Class also feature a special warm-water Toto Washlet^*1 jointly developed by companies Toto, JAMCO and Boeing. The 144 Economy Class seats have 2 cm (0.8 inches) wider space than current seats and arranged in a 2-4-2 configuration.

 

Cabin Interior Highlights

In the design process of the 787 Dreamliner, JAL participated actively in the Boeing-led Working Together Team program that involved various airline customers brainstorming for enhanced passenger comfort and usability. JAL aimed to demonstrate hospitality from the heart in all customer-contact points in the cabin as well as the work space for cabin attendants such as the kitchen equipment in the galley. Some highlights of the revolutionary aircraft are:

 

Executive Class: JAL SHELL FLAT NEO　　　　　Economy Class

   

          

・30% larger windows than a Boeing 767 allow for more light into the cabin and a greater view of the outside even for passengers seated in the middle sections.

 

・Electronically dimmable windows allow customers to adjust the amount of light entering the cabin, and it replaces conventional shades that either completely shut out or let in external light.

 

・Taking advantage of the kaleidoscope of colors afforded by the new LED lights, JAL’s original onboard lighting design creates a soothing in-flight atmosphere that would evoke a sense of the four seasons in Japan, such as pink hues of cherry blossoms in spring. The lighting is also used to create a more conducive environment at the right timing for a sound slumber and a refreshed wakening, as well as to make in-flight meals more appetizing.

・Higher ceilings and lower cabin pressure are subtle enhancements that make a noticeable difference to customer comfort, especially on long-haul flights. The ceiling of the 787 Dreamliner is approximately 14 cm (5.5 inches) higher than a Boeing 767 aircraft (comparing the height of the economy class section) while the maximum cabin altitude is also lower at 1,800 meters which reduces passenger fatigue.

 

・A brand new type of in-flight entertainment will be introduced onboard JAL’s 787 Dreamliner, called SKY MANGA which reflects a distinctive part of the Japanese culture. There will be more than 30 titles of Japanese comics available in electronic versions on JAL’s in-flight entertainment system initially, with expansion to English versions planned for the near future.

    For more information on JAL’s 787 Dreamliner, visit: http://www.jal.co.jp/en/787/.

 

Executive Class

 

Seat type:	JAL SHELL FLAT NEO
Seat configuration:	2-2-2
Seat pitch:	Approximately 153 cm (60.2 inches)
Seat width in upright position:	Approximately 54 cm (21.3 inches) between the armrests
TV screen size:	15.4 inches (touch panel)
Degree of recline:	Approximately 171 degrees
Other functions:	Universal PC power outlet, USB port, RCA sockets

 

 

Economy Class

 

Seat configuration:	2-4-2
Seat pitch:	Approximately 79 cm (31.1 inches)
Seat width:	Approximately 47 cm (18.5 inches) between the armrests
TV screen size:	10.6 inches (touch panel)
Other functions:	Universal PC power outlet, USB port, RCA sockets

 

 

 

 

 

*1 TOTO Washlet - An electronic toilet seat featuring a water-jet function for washing, developed by Japanese manufacturer of plumbing fixtures - TOTO.

 

END

Boeing Receives Certification for 787 Dreamliner With GE Engines - Mar 20, 2012

EVERETT, Wash., March 20, 2012 /PRNewswire/ -- Boeing (NYSE: BA) received an amended type certificate today from the U.S. Federal Aviation Administration (FAA) for the 787-8 Dreamliner equipped with General Electric GEnx engines.

"This is a great day for our customers and for our team who worked tirelessly to ensure the Dreamliner offers breakthrough fuel efficiency, unprecedented performance and new levels of comfort," said Larry Loftis, vice president and general manager of the 787 program. "We are pleased to accept the FAA's confirmation of the safety and reliability of this airplane."

The amended type certificate from the FAA formally recognizes that the 787 with GE engines has demonstrated compliance with rigorous federal regulations. The achievement caps off the most robust flight and ground test program ever conducted in the company's history.

"This milestone completes the certification of the 787-8 airplane, and allows airlines to now operate the GE engine-powered 787 with both the baseline Block 4 engine and the PIP1 engine upgrade," said Mike Sinnett, vice president and chief project engineer for the 787 program. "It also represents the success of a remarkable partnership with the regulatory agencies around the world."

"This is the culmination of extraordinary work by teams from GE and Boeing," said Chuck Nugent, general manager of the GEnx engine program for General Electric. "GE Aviation is honored to power the Boeing 787 Dreamliner with its new GEnx-1B engine, and we look forward to seeing the aircraft-engine combination flying the skies around the world."

Initial type certification of the 787 with Rolls-Royce engines took place in August 2011. Each new combination of an airframe type and engine requires additional certification to validate the integrity of the design.

60 customers around the world have ordered more than 870 Dreamliners.

source: boeing.com