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Wednesday, February 6, 2013

Boeing 737 Program Starts Building at Higher Production Rate


- New rate increases production to 38 airplanes per month
- 737 production has risen 20 percent in two years
 
Boeing 737 Program Starts Building at Higher Production Rate
These images are available for editorial use by news media.

RENTON, Wash., Jan. 29, 2013 /PRNewswire/ -- Boeing [NYSE: BA] has begun assembly of the first Next-Generation 737 to be built at the rate of 38 airplanes per month. Over the past two years, production of the 737 has risen more than 20 percent, from 31.5 to 38 airplanes a month. In 2014, the rate will go up again to 42 airplanes a month.
Today mechanics completed loading initial parts of the spars - internal support structures in the wings – into an automated spar-assembly machine. The spar is the first step in building the wings and marks the start of major manufacturing for an airplane.
"The first spar load serves as the defining moment for our latest rate break, and the 737 team did it as planned, on schedule," said Beverly Wyse, vice president and general manager of the 737 program. "We have more hard work ahead of us, but we are well on our way to another successful production rate increase."
Employee teams have been instrumental in reducing 737 production flow by developing and implementing innovative efficiency improvements.
The first Next-Generation 737 built at the new rate is scheduled to be delivered in the second quarter of this year.
Contact:
Linda Lee
737 Program Communications
+1 206-766-2905
linda.a.lee@boeing.com
Photo and caption are available here: http://boeing.mediaroom.com  
SOURCE Boeing

Boeing Committed to India's Growing Aerospace Industry

2013 focus on partnerships, technology, local presence

BENGALURU, India, Feb. 5, 2013 – Boeing [NYSE: BA] today underscored the strength of its commitment to expand its partnerships in India to become the aerospace company of choice in this important market.
Company executives at the Aero India 2013 trade show in Bengaluru further emphasized that local presence, collaboration and integration are key to Boeing’s success in India, and that the company is uniquely positioned to offer Indian customers the best in technology, capability and support.
“We are investing in collaborations and partnerships with Indian industry and academia to jointly harness the full potential of India and Boeing,” said Boeing India President Prat Kumar. “This winning relationship will provide a fantastic opportunity to build a strong future for India’s aerospace industry. India is also an important customer, and we are here to remain responsive to our commercial and defense customers’ requirements. We are definitely here for the long term.”
“The induction of Boeing P-8I and C-17 aircraft and Harpoon missiles in India’s fleet will significantly enhance the country’s maritime surveillance, anti-submarine warfare and airlift capabilities,” said Dennis Swanson, vice president, International Business Development, Boeing Defense, Space & Security. “Boeing is focused on delivering its commitments to India’s Ministry of Defence, Indian Navy and Indian Air Force and looks forward to a closer partnership in 2013 and beyond.”
“We continue to see strong growth in India’s commercial aviation market and look forward to meeting that demand,” said Dinesh Keskar, senior vice president of Asia Pacific and India Sales, Boeing Commercial Airplanes. “Our complete family of airplanes will help Indian airlines provide reliable, comfortable passenger service and fuel-efficient operations.”
Boeing is on track to deliver three P-8I long-range maritime reconnaissance and anti-submarine aircraft to the Indian Navy in 2013 and the remaining five by 2015. The Indian Air Force will receive five C-17 Globemaster III airlifters in 2013 and five in 2014.
Boeing has proposed its AH-64 Apache to become the Indian Air Force’s next attack helicopter, and submitted its H-47 Chinook for the heavy-lift helicopter competition.
Boeing offers a broad portfolio of products and services that could meet India’s future requirements, including vertical lift, support and training, unmanned systems and network-centric operations. Boeing is also positioning for growth in the aircraft services and support market.
In 2009, Boeing opened the Boeing Research & Technology Center in Bengaluru – the third such facility outside the U.S. – to advance aerospace innovation. A Boeing Analysis & Experimentation Centre in Bengaluru provides defense experimentation and decision support services to the Indian armed forces.
Boeing is the world’s largest aerospace company and leading manufacturer of commercial jetliners and defense, space and security systems. The company employs more than 170,000 people across the United States and in 70 countries.
For more information on Boeing India, visit www.boeing.co.in. For information on Boeing’s plans at Aero India 2013, visit http://boeing.com/AeroIndia2013/.
###
Contact:
Ashmita Sethi
Corporate Communications
Boeing India
+91 98990 20856
ashmita.sethi@boeing.com
Amrita Dhindsa
India Communications
Boeing Defense, Space & Security
+91 96546 06067
amrita.dhindsa@boeing.com
Wilson Chow
International Communications
Boeing Commercial Airplanes
+1 425-306-5921
wilson.chow@boeing.com

Many firms plug in to 787’s electrical infrastructure

The new plane’s powerful electrical system does more work than those on earlier jets and has an intricate, many-tiered chain of suppliers.


Boeing bills the 787 as a “more-electric” airplane.
The electricity in flight is provided by six generators, two on each main engine and two on the auxiliary power unit (APU), which is a small turbine engine in the tail.
It also carries two lithium-ion batteries, the focus of the recent incidents that have grounded the 787 fleet.
One, in a rear electronics bay, is used mainly to start the APU, which starts the main engines and also provides a backup power source.
The other battery, in a forward bay, is used primarily to provide backup power for critical systems including flight controls.
In flight, the batteries are charging but are not typically providing power.
On previous Boeing jets, wing anti-ice systems, cabin pressure, air conditioning and engine start were all pneumatically driven, powered by air redirected from the jet engine’s fan.
On the 787, all those systems are electrically driven so as to improve engine efficiency and fuel burn.
As a result, the Dreamliner uses four times as much electricity as the larger 777 twinjet, generating 1.45 megawatts, enough to power about 600 homes.
Even the first couple of tiers of the supply chain for these electrical systems are intricate.
Thales of France supplies the 787 power conversion system, with subcontracts to GS Yuasa of Japan for the main batteries; Securaplane Technologies of Tucson, Ariz., for the battery charger system; and Kanto Aircraft Instrument of Japan for the charge monitoring system.
Thales said all its systems have been certified by “very robust” processes.
“Thales is working very closely with Boeing in coordination with the investigative and regulatory authorities to understand the events and resolve the (battery) issue,” it said in a statement.
The aerospace systems unit of United Technologies supplies many of the rest of the 787 electrical systems, but it also subcontracts with multiple companies.
Nabtesco of Japan supplies the high-voltage power distributor. ECE Zodiac of France makes the power distribution panels.
United Technologies supplies two power control modules that plug into the ECE power panel motherboard.
Spokesman Dan Coulom said the aerospace systems unit of United Technologies completed more than 36,000 hours of testing to help develop and certify the 787 Dreamliner.
“We are confident in the integrity of our advanced technology systems,” he said. United Technologies “continues to work closely with Boeing and regulatory authorities to resolve any in-service issues.”

— Dominic Gates


seattletimes.com

Boeing board of directors, where are you?

Boeing has deployed hundreds of engineers to fix the battery-related trouble that grounded the 787.
But what about its 10 supposedly independent directors, who serve on the board chaired by Chief Executive James McNerney?
In storybook capitalism, the board oversees management, looking out for the interests of shareholders and the broader health of the company. This is rarely the way it works in practice, even after the so-called shareholder-rights movement that began in the 1980s as a backlash against “imperial management.”
Most major companies have more independent directors today and trumpet rigorous standards of corporate governance. But most boards remain too close to management, usually from the same class, sharing the same world views. Activist proposals go nowhere at annual meetings. Compensation for top management continues to rise astronomically.
Also, most major corporations don’t separate the top jobs, having one person serve as chairman and chief executive, an inherent conflict of interest.
On the other hand, JPMorgan Chase’s board last month cut the compensation of Jamie Dimon by half for the “London Whale” trading debacle. Dimon will still make $11.5 million, but at least it’s a symbolic attempt at accountability.
It usually takes a financial calamity to wake up a board. In 1992, the late John Smale led an independent directors revolt at General Motors that forced out the chairman/CEO and, as Automotive News put it, “sent tremors through most of corporate America.”
Alas, Smale’s reforms didn’t spread. Ahead were Enron, WorldCom, HealthSouth, Tyco International, and then the run-up to the financial crash, including a starring role for Washington Mutual. GM required a federal bailout. And after each costly, job-killing calamity, we were left to ask: Where was the board?
In Boeing’s case, I asked Nell Minow, of GMI Ratings, an independent research company, and an expert on corporate governance.
“Boeing has poor corporate governance, most notably a board that repeatedly approves an executive-compensation plan that fails to impose meaningful consequences for failure to perform,” she said.
Indeed, McNerny never suffered a financial penalty as the Dreamliner endured repeated, costly delays and became a case study in how not to outsource a revolutionary new airplane.
Minow told me that if board members wanted to signal they are on top of the crisis, “they will have to take immediate steps: Adding a new director with expertise in engineering and operations, setting up an independent board committee to evaluate the aircraft thoroughly and determine that all problems have been identified...”
In addition, the board should independently investigate the failures in communication and testing, “improving the alignment of pay and performance throughout the company. They should also designate one or more directors to meet with shareholders to answer their questions,” she said.
None of this has happened. Instead, last week Chief Financial Officer Greg Smith stated that the earnings forecast, “assumes no significant financial impact resulting from the FAA directive on the 787 program.” He left the door open to the possibility. “If this assumption changes after we have gained greater fidelity, we will let you know,” Smith told analysts and reporters.
The board is filled with heavy-hitters.
Among its members: Reagan chief of staff and uber-schmoozer Ken Duberstein; retired Admiral Edmund Giambastiani (a former vice chairman of the Joint Chiefs of Staff); and former U.S. Trade Representative Susan Schwab;
Nor is the board lacking in business expertise. David Calhoun is chief executive of Nielsen Holdings. It has four former CEOs: Lawrence Kellner (Continental Airlines), Arthur Collins (Medtronic), Ron Williams (Aetna) and Mike Zafirovski (Nortel). Linda Cook was a senior executive at Royal Dutch Shell.
Boeing’s board even has a man experienced in crisis management and its perils: Ed Liddy. He was picked by then-Treasury Secretary Hank Paulson to run AIG as the financial crisis was turning into panic. Although Liddy took a token $1 salary (plus expenses), the insurer was bailed out with $84 billion in taxpayer money.
He defended a lavish company retreat at the St. Regis Resort in California. He presided over $165 million in bonuses handed out to employees at a company that nearly pushed the world economy into a depression.
McNerney, Calhoun and Zafirovski all come out of high positions at General Electric, where McNerney was the runner-up to succeed Jack Welch as chief executive.
Taken together, it’s a cozy board largely of elite professional managers and political movers. The risk of living in a bubble is significant. There’s no shareholder activist. No union member. No cantankerous John Smale to ask tough questions and demand change. Not one aircraft engineer.
The latter is no cure-all: Phil Condit, who moved the headquarters from Seattle to Chicago and underestimated the Airbus threat among other blunders, was an engineer.
He served as Boeing’s chairman and chief executive from 1996 until he was forced out in a scandal involving bidding for the Air Force tanker in 2003.
It was also the last time this weak board showed any spine.


seattletimes.com

787 grounded, but batteries can fly

At the same time the government certified Boeing's 787 Dreamliners as safe, federal rules barred the type of batteries used to power the airliner's electrical systems from being carried as cargo on passenger planes because of the fire risk.


WASHINGTON —
At the same time the government certified Boeing's 787 Dreamliners as safe, federal rules barred the type of batteries used to power the airliner's electrical systems from being carried as cargo on passenger planes because of the fire risk.
Now the situation is reversed.
Dreamliners worldwide were grounded nearly three weeks ago after lithium ion batteries that are part of the planes led to a fire in one plane and smoke in a second. But new rules exempt aircraft batteries from the ban on large lithium ion batteries as cargo on flights by passenger planes.
In effect, that means the Dreamliner's batteries are now allowed to fly only if they're not attached to a Dreamliner.
The regulations were published on Jan. 7, the same day as a battery fire in a Japan Airlines 787 parked at Boston's Logan International Airport that took firefighters nearly 40 minutes to put out. The timing of the two events appears coincidental.
Pilots and safety advocates say the situation doesn't make sense. If the 787's battery system is too risky to allow the planes to fly, then it's too risky to ship the same batteries as cargo on airliners, they said.
"These incidents have raised the whole issue of lithium batteries and their use in aviation," said Jim Hall, a former National Transportation Safety Board chairman. "Any transport of lithium batteries on commercial aircraft for any purpose should be suspended until (an) NTSB investigation is complete and we know more about this entire issue."
Chesley "Sully" Sullenberger, a former US Airways pilot famed for his precision flying that enabled passengers and crew to survive an emergency landing on the Hudson River in New York, said in an interview that he wouldn't be comfortable flying an airliner that carried lithium ion aircraft batteries in its cargo hold.
"The potential for self-ignition, for uncontained fires, is huge," he said. The new regulations "need to be looked at very hard in the cold light of day, particularly with what has happened with the 787 batteries."
The battery rules were changed in order to conform U.S. shipping requirements with international standards as required by Congress, the federal Pipeline and Hazardous Materials Safety Administration said in a statement.
The International Civil Aviation Organization, a U.N. agency that sets global aviation standards, adopted the aircraft battery cargo exemption in October 2011, and it went into effect Jan. 1. The organization's standards normally aren't binding. But a provision inserted into U.S. law at the behest of the battery industry and their shippers says the rules can't be stricter than the U.N. agency's standards.
Previously, U.S. regulations prohibited the shipment of lithium ion batteries on passenger planes in packages weighing more than 11 pounds, although heavier batteries could be shipped on cargo planes.
The new rules allow the shipment of lithium ion batteries weighing as much as 77 pounds, but only if they are aircraft batteries. Shipments of other lithium ion batteries greater than 11 pounds are still prohibited. The 787's two batteries weigh 63 pounds each. It's the first airliner to make extensive use of lithium ion batteries, which weigh less and store more power than other batteries of a similar size.
The aircraft battery exemption was created for the convenience of the airline industry, which wants to be able to quickly ship replacement batteries to planes whose batteries are depleted or have failed. Sometimes it's faster to do that using a passenger plane.
The NTSB is investigating the cause of the 787 battery fire in Boston. Japanese authorities are investigating a battery failure that led to an emergency landing by an All Nippon Airways 787 on Jan. 16. All Dreamliners, which are operated by eight airlines in seven countries, have since been grounded.
The International Air Transport Association, which represents U.S. airlines and other carriers that fly internationally, asked for the aircraft battery exemption at the October 2011 meeting of the U.N. agency's dangerous goods committee.
The association argued that the exemption would give airlines "significant operational flexibility in being able to move aircraft batteries on a passenger aircraft where cargo aircraft may not be available over the route, or within the time required if a battery is required at short notice," according to a copy of the request obtained by The Associated Press.
Since the batteries have to meet special safety standards in order to be installed on planes, "it is believed that exceeding the (11-pound) limit for passenger aircraft will not compromise safety," the request said.
Some members of the committee opposed allowing shipments of lithium ion aircraft batteries on passenger planes, saying safety regulations that let the batteries be used onboard planes don't necessarily ensure they can be transported safely as cargo, according to a summary of the meeting posted online by the U.N. agency.
"One member had discussed this proposal with an engineer in their (country's) airworthiness office who was familiar with standards for batteries installed in aircraft," the summary said. "This colleague did not believe testing standards for installed aircraft batteries warranted special treatment for transport purposes." It was pointed out that the safety standards applied to batteries used in the operation of an aircraft are "narrowly tailored to performance issues and how the battery interacted with aircraft systems," the summary said.
The summary doesn't identify the committee member, but a source familiar with the deliberations said it was the U.S. representative, Janet McLaughlin. She abstained from the vote on the standards, said a federal official with knowledge of the meeting. Neither source was authorized to comment publicly and both spoke only on condition of anonymity.
The Japan Airlines fire ignited about half an hour after the plane had landed in Boston and nearly 200 passengers and crew members had disembarked. Firefighters were alerted after a cleaning crew working in the plane smelled smoke. It took nearly 40 minutes to put out the fire.
The "multiple systems" that were designed to prevent the 787's batteries from catching fire "did not work as intended," Deborah Hersman, the current NTSB chairman, told reporters recently. The "expectation in aviation is never to experience a fire on an aircraft," she said.
Concern about transport of lithium ion aircraft batteries on passenger planes isn't limited to the batteries used in the 787. The Airbus A350, expected to be ready next year, will also make extensive use of lithium ion batteries.
Aircraft manufacturers are also considering retrofitting some planes to replace their batteries with lithium ion batteries to save weight, according to the airline association. The less a plane weighs, the less fuel it burns. Fuel is the biggest operating expense of most airlines.
Cargo airline pilots long have complained about the dangers of transporting lithium batteries. The batteries are suspected of causing or contributing to the severity of an onboard fire that led to the September 2010 crash of a United Parcel Service plane near Dubai, killing both pilots. The two pilots of another UPS plane barely managed to escape the aircraft before it was consumed by fire moments after landing in Philadelphia in 2006.
Fires involving rechargeable lithium-ion batteries can reach 1,100 degrees and are extremely difficult to put out.
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seattletimes.com

Supersonic skydiver reached 844 mph in record jump

Supersonic skydiver Felix Baumgartner was faster than he or anyone else thought during his record-setting jump last October from 24 miles up.


CAPE CANAVERAL, Fla. —
Supersonic skydiver Felix Baumgartner was faster than he or anyone else thought during his record-setting jump last October from 24 miles up.
The Austrian parachutist known as "Fearless Felix" reached 843.6 mph, according to official numbers released Monday. That's equivalent to Mach 1.25, or 1.25 times the speed of sound.
His top speed initially was estimated at 10 mph slower at 834 mph, or Mach 1.24.
Either way, he became the first human to break the sound barrier with only his body. He wore a pressurized suit and hopped from a capsule hoisted by a giant helium balloon over New Mexico.
Baumgartner was supersonic for a half-minute - "quite remarkable," according to Brian Utley, the record-keeping official who was present for the Oct. 14 feat.
The 43-year-old's heart rate remained below 185 beats a minute, and his breathing was fairly steady.
The leap was from an altitude of 127,852 feet. That's 248 feet lower than original estimates, but still stratospheric.
"He jumped from a little bit lower, but he actually went a little bit faster, which was pretty exciting," said Art Thompson, technical project director for the Red Bull-sponsored project.
"It's fun for us to see reaching Mach speeds and proving out a lot of the safety systems," Thompson said in a phone interview from his aerospace company in Lancaster, Calif.
Thompson said everything pretty much unfolded as anticipated, with no big surprises in the final report. The updated records were provided by Utley, official observer for the National Aeronautic Association's contest and records board. Utley was in Roswell, N.M., for Baumgartner's grand finale following two test jumps.
Based on all the data collected from sensors on Baumgartner's suit, Utley determined that Baumgartner was 34 seconds into his jump when he reached Mach 1. The speed for breaking the sound barrier depends on the temperature at a given altitude; for Baumgartner, that came together just shy of 110,000 feet.
He reached peak speed by the time he was at 91,300 feet, 50 seconds into the jump, and was back to subsonic by 75,300 feet, give or take, 64 seconds into his free fall.
His entire free fall lasted four minutes, 20 seconds. He used a parachute to cover the final 5,000 feet, landing on his feet in the desert outside Roswell.
Not everything went well.
Baumgartner went into a dreaded flat spin while still supersonic. He spun for 13 seconds at approximately 60 revolutions per minute, making 14 to 16 spins before using his body to regain control, Thompson said. The skydiver was well within safety limits the entire time, he noted. Baumgartner's brain remained under 2G, or two times the force of gravity, during the spin.
If the flat spin had lasted longer and been more severe - exceeding six continuous seconds at 3.5 G - Baumgartner's drogue, or stabilizing, parachute would have deployed automatically. Doctors worried about him blacking out and suffering a stroke or, in the case of a suit tear, his blood boiling at such an extreme altitude. The outside temperature registered as low as minus 96 Fahrenheit.
In the foreword of the 71-page report, Baumgartner said he never imagined how many people would share in his dream to make a supersonic free fall from so high.
Some 52 million people watched YouTube's live stream of the exploit.
The scientific and engineering experts who helped bring him back alive "broke boundaries in their own fields just as surely as I broke the sound barrier," Baumgartner wrote.
Baumgartner shattered the previous record set by Joe Kittinger, an Air Force officer, in 1960. Kittinger did not quite reach supersonic speed during his jump from 19.5 miles up.
Kittinger noted in the Red Bull Stratos report (Stratos for stratosphere) that future work is needed to test a stabilizing parachute for use at extreme altitudes.
The private project was aimed, from the start, at helping future space crews - whether NASA or commercial - survive high-altitude accidents.
If a highly trained jumper like Baumgartner with 2,500 jumps couldn't prevent a flat spin, "an astronaut, pilot or space tourist could not overcome this spinning probability," Kittinger wrote.
Thompson agreed, noting that given the right safety gear and the right conditions, there's "a remote possibility" a space crew could survive even under such harsh circumstances as were faced by the space shuttle Columbia astronauts.
All seven astronauts perished as Columbia returned to Earth on Feb. 1, 2003. One of the crew, Laurel Clark, was married to the former NASA flight surgeon who led Baumgartner's medical team, Dr. Jonathan Clark.
"You never know what the possibilities are ... that's the direction we need to look at," Thompson said.
---
Online:
http://www.redbullstratos.com/

FAA may soon allow Boeing 787 test flights

The FAA is likely to grant permission for Boeing to fly the 787 Dreamliner as early as this week on test flights only. Boeing wants to gather data on the operation of the battery system in flight and may test a potential fix. But the grounding of passenger flights will continue, probably for weeks.


The Federal Aviation Administration (FAA) and Boeing confirmed Monday that the federal regulator is evaluating a request from the jet-maker to do test flights of its 787 Dreamliner.
The FAA is likely to grant Boeing’s request as early as this week, and a 787 could fly again later this week, according to sources with knowledge of the matter.
The initial flight tests will gather data on the operation of the troubled lithium-ion battery system, the cause of the worldwide fleet grounding that’s into its third week.
Boeing also wants to test a potential fix, the sources said.
However, 787 passenger flights won’t resume soon. In airline service, the Dreamliner is still likely to stay grounded for weeks, if not months, two sources said.
Even when Boeing arrives at a workable fix, its engineers will have to design, build and thoroughly test the solution.
The FAA ordered the grounding after two serious 787 battery incidents just over a week apart.
First, a battery fire broke out on a parked 787 in Boston in early January. In the second incident, a smoldering battery forced a jet in flight to make an emergency landing in Japan.
One fix Boeing is looking at closely is a way to strengthen the lithium-ion battery’s ability to contain any internal overheating and to improve the venting system whereby hot liquid or gaseous products exit the battery box and are directed outside the airplane, two sources said.
However, the initial flights will simply gather data on how the battery is affected by changes in temperature during the flight cycle as well as the impact of vibrations during landing and takeoff.
According to an industry source, one theory Boeing is investigating is that moisture getting inside the battery may have contributed to the recent incidents.
The National Transportation Safety Board (NTSB), which is investigating the Boston fire, has so far given no indication it has determined the root cause.
The return to the air, even if only for test flights, would be the first glimmer of hope Boeing is on its way to resolving the jet’s technical problems.


seattletimes.com

FAA mandates safety checks for older Piper planes

The Federal Aviation Administration is requiring inspections on tens of thousands of older model Piper airplanes to check cables that control tail surfaces.


WASHINGTON —
The Federal Aviation Administration is requiring inspections on tens of thousands of older model Piper airplanes to check cables that control tail surfaces.
The FAA is posting a directive in Monday's Federal Register, prompted by reports of failures in the cable assembly which direct a plane's nose. The rule requires inspections and parts replacement as needed, to correct what the FAA calls an "unsafe condition."
The requirement applies to certain Piper aircraft that are more than 15 years old.
A Piper Aircraft Inc. spokeswoman says it's aware of three incidents that led to the directive. The privately held Vero Beach, Fla., company, which makes some of the most popular general-aviation planes, is cooperating with the FAA.
The Wall Street Journal first reported the move, saying it affects about 34,000 aircraft.


seattletimes.com

FAA faulted for outsourcing 787 safety checks to Boeing

The battery woes that have grounded the global fleet of Boeing 787s have raised a persistent question about how the Federal Aviation Administration certified the Dreamliner’s cutting-edge design. The answer: Boeing, not the FAA, largely vouched for the airplane’s safety.

WASHINGTON — The battery woes that have indefinitely grounded Boeing 787s have raised questions about how the Federal Aviation Administration (FAA) certified the cutting-edge aircraft.
But few may realize it was Boeing, not FAA inspectors, that largely vouched for the Dreamliner’s safety.
The tests on the lithium-ion batteries at the center of Boeing’s unprecedented crisis were conducted by the company. And the people the FAA designated on its behalf to ensure that the batteries conformed to its safety regulations also were Boeing employees.
That shift toward “self-certification” accelerated during the past decade even as critics say advances in aerospace technologies have created greater need for closer independent scrutiny. Under streamlining begun in 2005, the FAA has granted Boeing in-house oversight for new planes in production and approval of major repairs and alterations.
In a 2011 review, the inspector general of the Department of Transportation found the FAA in one case delegated some 90 percent of the determination for regulatory compliance for new aircraft design to outside representatives. The Inspector General’s Office would not identify the company, but the report focused on Boeing, Cessna Aircraft and Bombardier-Learjet.
The FAA is examining its own certification of the 787 in 2011, even as an international probe continues into what caused a fire and another battery malfunction last month that sidelined Boeing’s new flagship jet.
Bret Jensen, a spokesman for Boeing, responded that the 787 was subject to greater scrutiny from the FAA than any previous jetliner.
“We are confident in the regulatory process that has been applied to the 787 since its design inception and we are confident in the safety and quality built into our products,” he said.
Critics say the FAA’s heavy reliance on manufacturers to attest to the safety of their own products has largely relegated the agency to an administrative role — and has left it without the expertise and manpower to adequately challenge and revise safety standards.
For example, the FAA allowed Boeing more than three dozen deviations from existing safety requirements for the composite-frame 787. Called Equivalent Levels of Safety, they were Boeing’s alternative proposals for complying with regulations concerning fuel-tank flammability, auxiliary power unit installation and other design and operational matters.
The FAA issued so many exceptions for the 787 that it “represents an aircraft that sort of meets the regulations,” contends Michael Dreikorn, principal partner at ASD Experts, an aviation consulting firm in Bokeelia, Fla.
Dreikorn, a former FAA official who was vice president of quality and regulatory compliance for jet-engine maker Pratt & Whitney, believes the FAA should have applied more of its own expertise and direct oversight to the 787’s many new technologies. Dreikorn has been a paid expert in a whistle-blower lawsuit filed by Boeing employees in Wichita, Kan., claiming manufacturing defects in some 737-Next Generation planes.
One question now is whether FAA engineers adequately gauged the risks posed by the 787 battery, which the agency called a novel technology. The FAA approved its use in 2007 — four years after Boeing first applied to build the jet — but attached nine conditions to reduce potential hazards.
Lithium-ion batteries are well known for being much more flammable than older nickel-cadmium batteries, with fires that are all but impossible to extinguish until a battery’s solvent-based liquid electrolytes burn out.
Among other things, the FAA required the battery design to prevent the possibility of spreading, uncontrolled overheating. That danger, known as thermal runaway, is exactly what occurred in the first of two 787 incidents, when a fire broke out aboard a Japan Airlines 787 after it landed in Boston’s Logan Airport on Jan. 7. The National Transportation Safety Board (NTSB) said the battery showed signs of short-circuit and thermal runaway.
The FAA also had decreed that any battery malfunction not damage surrounding electrical systems and equipment enough to cause a more serious failure. Yet the Japanese plane sustained damage to the adjacent electronics bay, although the NTSB has yet to determine whether the battery — located beneath the cabin in the plane’s rear and accessible only from the outside — could have disabled critical flight controls had the fire occurred in midair.
Mary Schiavo, former inspector general for the Transportation Department, said the FAA’s extra safeguards for the battery instead turned out to be a blueprint for malfunctions.
“This regulation predicted that this would happen,” Schiavo said.
She questioned the FAA’s decision to “contain a failure, not eliminate it.” She contends the agency perhaps should have pushed Boeing harder to consider alternatives to lithium-ion technology.
According to the FAA, Boeing’s battery tests were observed by both company employees and agency staff. Some of the Boeing employees were acting as representatives of the FAA because Boeing has what’s called an Organization Designation Authorization (ODA) to act as proxy on certification oversight.
From the early days of commercial aviation, the FAA has relied on third-party observers to ensure aircraft were designed, engineered and produced according to regulation. But partly in response to complaints about a slow and inefficient certification journey, the FAA has shifted even further away from detailed product oversight to focusing on overall systems safety.
The creation of the ODA system was one big change. Under it, Boeing became an FAA designee with wide latitude in picking the company’s own engineers to sign off on their employer’s work on behalf of the FAA. Previously, engineers in that role were approved by and reported directly to the FAA.
Bart Crotty, an aviation-safety consultant in Springfield, Va., said the FAA lacks the technical firepower to directly inspect every stage of getting a new aircraft in the air. So it’s left to the manufacturers’ employee engineering delegates to review the design, plan and observe tests, and certify they meet applicable standards.
FAA staff will attend many critical tests involving safety issues — such as flammability of new materials and design of flight controls — especially before the initial “type certificate” is issued for a new jet model. If they witness something questionable, FAA employees can refuse to sign off on a certificate, Crotty said.
But for the most part, the FAA’s role is largely administrative, such as overseeing data recording. In fact, FAA employees don’t conduct any hands-on inspections because of liability risks, said Crotty, who is a former industry designated airworthiness representative.
And once the manufacturer receives a production certificate greenlighting assembly, “the FAA becomes a ghost,” he said.
Boeing’s Jensen said ODA is not tantamount to self-certification. Instead, he said, Boeing’s authority extends only to “routine compliance activity where we have the expertise and have demonstrated the capability,” with the FAA retaining ultimate authority.
Jensen said Boeing is not disclosing how many battery tests it ran or other details.
Dreikorn, the former FAA official, doesn’t believe the FAA ought to subsidize private research by conducting separate tests. Still, he contends the FAA wasn’t quick or rigorous enough in anticipating troubles with the new lithium-ion technology.
The FAA’s conditional approval for the 787 battery came a year after a three-alarm fire in Tucson, Ariz., in 2006 leveled a building where the company that makes the battery’s charging-control system was working with a prototype.
In an incident in 2011, a new Cessna Citation business jet caught fire at that company’s plant in Wichita, Kan., while its lithium-ion battery was being recharged. Cessna quickly decided to swap out the battery with nickel-cadmium versions that are less prone to ignite. That did not prompt the FAA to revise its special conditions on the 787 battery. According to the FAA, the design of Cessna’s lithium-ion battery was different from Boeing’s. Besides, the FAA said, the Cessna fire was caused by a mechanic who bypassed safety controls.
Dreikorn said that wasn’t good enough.
“The FAA should have cast a very large shadow over the (787) design and certification processes. But, without the right expertise, the shadow does little good,” he said.
If Boeing turns out to have made technical mistakes or followed regulations with less than absolute diligence, he said, “the FAA allowed them to do it.”


seattletimes.com

Thermal runaway also found in Japan 787 probe

An investigation into a lithium ion battery that overheated on a Boeing 787 flight in Japan last month found evidence of the same type of "thermal runaway" seen in a similar incident in Boston, officials said Tuesday.

TOKYO —
An investigation into a lithium ion battery that overheated on a Boeing 787 flight in Japan last month found evidence of the same type of "thermal runaway" seen in a similar incident in Boston, officials said Tuesday.
The Japan Transportation Safety Board said that CAT scans and other analysis found damage to all eight cells in the battery that overheated on the All Nippon Airways 787 on Jan. 16, which prompted an emergency landing and probes by both U.S. and Japanese aviation safety regulators.
They also found signs of short-circuiting and "thermal runaway," a chemical reaction in which rising temperature causes progressively hotter temperatures. U.S. investigators found similar evidence in the battery that caught fire last month on a Japan Airlines 787 parked in Boston.
Photos distributed by the Japanese investigators show severe charring of six of the eight cells in the ANA 787's battery and a frayed and broken earthing wire - meant to minimize the risk of electric shock.
All 50 Boeing 787s in operation are grounded as regulators and Boeing investigate the problem. The Japanese probe is focusing on flight data records and on the charger and other electrical systems connected to the damaged battery.
Lithium ion batteries are more susceptible to catching fire when they overheat or to short-circuit than other types of batteries. Boeing built in safeguards to gain safety certification for use of the relatively light and powerful batteries to power various electrical systems on the 787, the world's first airliner made mostly from lightweight composite materials.
Investigators earlier said they found no evidence of quality problems with production of the 787's batteries by Kyoto, Japan-based, GS Yuasa, whose own aerospace ambitions are on the line.
Yuasa said Tuesday that its April-December net profit fell 3.6 percent to 5.5 billion yuan ($59.6 million) from a year earlier, as demand for batteries lagged due to sluggish demand in Japan and overseas.
The company has struggled to turn its lithium ion business to profitability. In April-December its lithium ion business posted a 7.2 billion yen ($78.2 million) loss, it said, compared with an operating loss of 3.26 billion yen in the full-year that ended March 31, 2012.


seattletimes.com

Garuda: Gatwick Airport to be gateway for nonstop London operations

Garuda Indonesia Airbus A330-300. By Rob Finlayson
Indonesian flag carrier Garuda Indonesia will operate into London Gatwick Airport when it resumes nonstop flights to the UK this fall. This move will make Gatwick the only UK airport with a direct connection to the largest economy in Southeast Asia.
The airline will operate 6X-weekly Boeing 777-300 service between Jakarta and London from the fourth quarter. The launch date is expected to be in October.
Gatwick CEO Stewart Wingate said: “Despite being a crucial high growth business market for the UK, Indonesia has been underserved with no direct routes to the region from the UK—until now. Jakarta is also a major hub airport for Southeast Asia, giving UK passengers even more access and choice to the region.”
In 2007, all Indonesian airlines were placed on the European Union’s blacklist and banned from operating to Europe on safety grounds.  However, in 2009 the ban was lifted for Garuda and three other Indonesian carriers due to improved safety.
Garuda Indonesia president and CEO Emirsyah Satar said the new Jakarta-London service would complement the existing Jakarta-Abu Dhabi-Amsterdam route, as part of the airline’s Quantum Leap 2011-2015 program to develop its international network and become a “global player.”
Satar said: “We chose Gatwick as the UK airport because of its convenience and good network and accessibility options into Europe and beyond.”


atwonline.com

Carpatair ATR overruns runway at Rome Fiumicino Airport

A Carpatair ATR 72-500 on Saturday suffered a runway excursion due to “strong shear wind conditions” while landing at Rome Fiumicino Airport. There were no fatalities, according to a Carpatair statement.
The flight, which was enroute from Pisa, was operated by Carpatair on behalf of Alitalia under a wet-lease agreement. Out of the 46 passengers and four crew members, five passengers and one crew member required medical attention.
Though Carpatair said it was “not able to offer … information for the moment,” on the damage to the aircraft, the Flight Safety Foundation’s Aviation Safety Network reported that “the right hand main gear had collapsed and the airplane sustained damage to the fuselage and nr. 2 engine propeller blades,” after coming to rest off the side of the runway.
The aircraft is one of two Carpatair operates on behalf of Alitalia.


atwonline.com
 

JAL 9-month profit down slightly; confident despite 787 grounding

Japan Airlines (JAL) reported a net profit of ¥140.6 billion ($1.52 billion) for the first nine months of its fiscal year (April-December 2012), down 3.7% from net income of ¥146 billion in the prior-year period.
But JAL raised its forecast for its full fiscal year ending March 31 to a net profit of ¥163 billion from ¥140 billion previously predicted, even though it projected about ¥700 million ($7.5 million) in lost revenue in the January-March quarter owing to the grounding of the Boeing 787. JAL had seven 787s in service when the grounding was initiated Jan. 16.
“While there are concerns of the impact of the suspended use of the Boeing 787 aircraft since January 2013, business has been robust, especially on European, North American and Southeast Asian routes,” JAL said in a statement. “Various measures including new products and services, which were steadily promoted, are also expected to uplift revenue.”
For the April-December period, JAL generated revenue of ¥942 billion, up 3.6% year-over-year, while expenses increased 4.9% to ¥747.4 billion. Operating income was ¥158.1 billion, down 2.2%.
JAL said Tokyo Narita-Helsinki service, which it had planned to launch Feb. 25, has been postponed owing to the Dreamliner grounding.


atwonline.com

ALC orders 25 A350 XWBs, firms options for 14 A321neos

Computer rendering of an A350-900 in ALC livery. Courtesy, Airbus
Air Lease Corp. (ALC) has ordered 25 Airbus A350 XWBs plus five options. The order comprises 20 A350-900s and five A350-1000s, plus options on a further five -1000s.
The aircraft, which is powered by Rolls-Royce XWB engines, is due for entry into service in 2014.
ALC also firmed up options for 14 A321neos following a June 2012 agreement for 36 A320neo family aircraft. Engine selections will be announced later. The A320neo will enter service in late 2015, followed by the larger A321neo in 2016.
With this latest confirmation from ALC, the lessor’s cumulative orders for the A320neo family have reached 50, of which up to 34 will be A321neos.


atwonline.com

Etihad Airways posts net profit of $42 million in 2012

Etihad Airways has posted a 2012 net profit of $42 million, up 200% from $14 million in 2011.
President and CEO James Hogan attributed this improvement to the airline’s focus on codeshares and equity partnerships, as well as stringent cost cutting.
Hogan acknowledged the strategy is “different, but is working,” and has helped create what he described as “the fastest-growing airline in the history of commercial aviation.”
Total revenue for the year was $4.8 million, up 17% from $4.1 million in 2011, with EBIT up 24% to $170 million in 2012 from $137 million in 2011. EBITDAR was up 16% to $753 million from $648 million in the year-ago period.
In 2012, passenger numbers were up 23% to 10.3 million compared to 8.4 million in 2011. Load factor was up 2.4 points to 78.2%.
RPKs increased 23% to 48 billion from 39 billion in 2011; ASKs increased 20% to 61 billion from 51 billion in 2011.
The Abu Dhabi-based carrier has a fleet of 70 aircraft and operates to 86 passenger and cargo destinations worldwide.  Hogan said a further 100 aircraft will be inducted into the system over the next seven to eight years.
Revenue from codeshares represented 19% of total revenues in 2012, up 42% on the previous year.  The airline now has 41 codeshare partnerships and four equity relationships, which together delivered close to $629 million in revenues.
Equity partners comprise Air Berlin (29.21%), Aer Lingus (2.987%), Air Seychelles (40% that includes a five-year management control arrangement of the carrier) and Virgin Australia (9%).
Hogan pointed out this equity alliance brought together a fleet of 379 aircraft serving a network of 384 destinations, and carrying more than 74 million, with combined revenues of $14 billion.
“From a network carrier perspective, no other Middle East carrier has this reach,” he said. “We have the largest reach of any of the Gulf carriers.”
“What’s fundamental in any business is that you continue to drill down on your costs and a key part of these partnerships has been taking out costs,” Hogan said, pointing out that Etihad reduced its unit costs 5% last year over 2011.
The airline is reportedly close to sealing a deal with India’s Jet Airways to take a 24% stake in the Indian carrier. Sources close to the deal say Etihad is expected to pay Jet about $300 million for the stake.


atwonline.com

Jet Airways, Etihad close to sealing deal

Jet Airways is in the final phase of sealing a deal to sell a 24% stake to Abu Dhabi-based Etihad Airways. Jet founder and chairman Naresh Goyal and Etihad CEO James Hogan have been meeting with ministers responsible for finance, commerce and aviation in Delhi to apprise them of details of the agreement. The Indian government in September last year allowed foreign direct investment of up to 49% in airlines.
The stake sale will help Jet retire some of its debt, which was $2.3 billion at the end of September. Etihad is expected to pay Jet about $300 million for the stake, according to sources close to the deal.
Jet is a strong and established brand with 25% of the domestic market share. It will give Etihad access to a huge Indian market, which despite recent challenges is projected to be among the fastest growing in the world in the next decade. In the past two years, Etihad has been strategically picking up stakes in airlines around the world including Air Berlin, Air Seychelles and Virgin Australia.
Two Middle Eastern carriers, Kuwait Airways and Gulf Air, had a 40% stake in Jet Airways in the mid-1990s. However, a change in Indian government regulations forced them to divest their stake to Goyal, who had emerged as one of the strongest lobbyists against allowing foreign airlines to invest in India. Ironically, his is the first carrier to benefit from the change in policy.
Analysts in Mumbai said Jet could use maintenance services in Abu Dhabi and import aviation fuel directly from the emirate to circumvent the huge sales tax on local purchases. For Jet, the deal provides access to a global network and ability to funding support that it could use to order more narrowbody aircraft.
The strengthening of Jet Airways’ Middle Eastern links could impact Indian flag carrier Air India in a significant way. The airline, through its low-cost arm Air India Express, connects almost all the major cities in the region. Viability of these short-haul international operations is likely to be hit with the new alliances. The government’s current position is that it will not allow Air India to be opened up to a strategic partner. However, other private airlines including SpiceJet and Go Air are negotiating with international airlines for possible stake sales.


atwonline.com

Hawaiian Airlines flight attendants reach tentative agreement

Hawaiian Airlines and its flight attendants have reached a tentative agreement on new contract terms covering the operation of Airbus A321neos. The carrier’s 1,400 flight attendants are represented by the Association of Flight Attendants (AFA).
On Jan. 7, the airline agreed to acquire 16 new A321neos, plus nine options. The new acquisitions were contingent upon new agreements with its pilots and flight attendant unions.
Hawaiian’s 600 pilots, represented by the Air Line Pilots Association (ALPA), ratified a similar agreement Jan. 28. The A321neo fleet expansion is expected to generate roughly 1,000 additional jobs for the carrier.
The airline said the 190-seat A321neo aircraft will “complement Hawaiian’s existing fleet of widebody, twin-aisle Boeing 767 and Airbus A330 aircraft used for long-haul flying between Hawaii and the US West Coast.”
Terms of the agreement were not disclosed; however, the aircraft are valued at approximately $2.8 billion at list prices, if all options are exercised.


atwonline.com

Russia’s Yakutia Airline takes delivery of first Q400

Bombardier Q400. Courtesy, Bombardier
Russia’s Yakutia Airlines has taken delivery of its first Bombardier Q400 aircraft. The Yakutsk-based carrier has become first operator of the type in Russia and the CIS. It has three Q400s on order, which it plans to use on regional routes in Russia’s northeast.
Yakutia CEO Ivan Prostit said the Q400 turboprop was selected because of its “high speed, which will allow us to cover long sectors, its ability to operate on unpaved runways—and importantly—its capability in difficult conditions that northeast Russia presents, including high winds and extreme cold in the winter.”
The carrier had planned to lease three Q300s but changed its mind after the Q400 received type certificate approval to operate in Russia and the CIS last June. It was supposed to take delivery of the Q400 in November but delivery was postponed.
Yakutia Airline has taken delivery of two Sukhoi SuperJet 100s recently. It also plans to renovate its fleet with 12 Boeing 737NGs.
Yakutia also operates a fleet of Antonov An-140s, An-24s, Boeing 757s and Tupolev Tu-154s. In 2012, the airline carried 1.145 million passengers.


atwonline.com

Aeroflot receives certificate to operate Boeing 777

Russian aviation authorities have given Aeroflot permission to operate its Boeing 777-300ER. Last month, Aeroflot had to postpone the aircraft’s first flight due to the missing type certification. The first flight—from Moscow to Bangkok—was immediately rescheduled for Feb. 4.
Aeroflot—which has 16 of the type on order—received its first 777-300ER Jan. 30 in Seattle, Wash. It had planned a flight to Moscow Jan. 31; its first commercial service from Moscow to Bangkok was scheduled for Feb. 1.


atwonline.com

Embraer to deliver up to 95 commercial jets this year

Embraer estimates it will deliver between 90 and 95 commercial jets in 2013, a slight decrease from 106 aircraft delivered in 2012.
In its latest outlook, Embraer said that executive jet deliveries are expected to grow from 77 light jets to between 80 and 90 aircraft, and from 22 large jets to between 25 and 30 large aircraft. Total net revenue is estimated to be between $5.9 and $6.4 billion, of which commercial aviation is expected to generate from $3.2 billion to $3.3 billion, representing 52% of the total.
The executive jet segment is expected to contribute from $1.4 billion to $1.6 billion, estimated 25% of the total, while defense and security should put in 21%; other business will make up the remaining 2%.
Embraer, which ended 2012 with a $12.5 billion backlog, will release its earnings results March 22.


atwonline.com

Air Berlin increases cost-cutting goal to €450 million

Air Berlin has raised its Turbine 2013 cost-cutting goal from €400 million ($534.9 million) to €450 million by the end of 2014.
According to Air Berlin’s staff magazine, CEO Wolfgang Prock Schauer was quoted as saying, “It is necessary that all parts of the Air Berlin Group, from management to operations, are included with cost-cutting measures.”
Air Berlin announced last month it would cut 900 jobs and reduce salaries as part of the restructuring program. The carrier will reportedly ask employees to temporarily stop a 13th month salary. The plan also calls for a 10% salary cut for senior management and a 5% salary cut for all remaining employees. The company said 85% of the €450 million cost-cutting goals should be reached through negotiations with suppliers, airports and operational improvements. Its fleet could also be reduced from 159 to 142 aircraft.


atwonline.com
 

Kingfisher losses mount with zero revenues

Rising debt and idle aircraft have pushed Kingfisher Airlines losses to INR7.55 billion ($141.8 million) in the October-December 2012 quarter. Losses were up 97% from INR4.44 billion in the year-ago period when the airline still operated, albeit with a curtailed schedule.
Kingfisher, which suspended operations in October 2012, owes about $2.5 billion to debtors that include a consortium of banks, staff and airports.  
No revenues were earned during the period, but aircraft lease rentals accounted for INR1.8 billion and other operating expenses for INR1.3 billion during the period. In a statement issued to the Indian stock exchanges, the airline’s auditors, BK Ramadhyani & Co., said the losses would have been much higher if the airline had used the “generally used accounting principles prevalent in India.” The loss would have gone up to INR11.1 billion if the airline had accounted for aircraft maintenance and repairs in accordance to the standards.
Kingfisher management said it has presented a revival plan to the Directorate General of Civil Aviation and is confident it will meet the requirements. At its peak, the airline operated 66 aircraft to 68 locations, including eight international destinations, and accounted for 20% of the Indian domestic market.
In a letter to employees Jan. 10, chairman Vijay Mallya said Kingfisher will begin flying by this summer with a capital infusion of INR6 billion. He has since been in negotiations with the regulator and lenders. A lot of hope has rested on a foreign airline or financial investor picking up stakes, since the Indian government liberalized its investment guidelines.
However, the market is not very confident of a revival. The airline’s stock has fallen 56% in the past year and management faces litigation from employees and airport operators. Its operating license expired in December, even though it can be revived in two years.


atwonline.com

ERA eyes expansion to Eastern Europe, Central Asia

The European Regions Airline Association (ERA) is looking to expand to new regions including Eastern Europe and Central Asia.
ERA DG Simon McNamara told ATW in Salzburg that its 51 member airlines continue to feel the pinch of the economic downturn. “It is a very challenging period for regional airlines, but it is not new when we look back on the past five years,” he said.
Several regional airlines—including Cirrus Air and OLT Express Germany—have ceased operations over the past year. Others face uncertain futures as mainline carriers end partnerships with regional carriers. “There is no doubt consolidation in the industry is going on, particularly in the core of Europe,” McNamara said.
He sees huge opportunities in Eastern Europe and Central Asia, which are still regulated, but said that as they become deregulated, ERA is very interested in them. Other new regions could also include places such as Kazakhstan, Ukraine or even Russia, he said.
McNamara believes there will be further consolidations, mergers and bankruptcies across the board as competition remains a strategic issue. He also said that regulation, which adds complexity and cost, needs to be simplified.
He expects passenger traffic for ERA members to decrease for 2012. “For the full-year 2013, I will anticipate either neutral growth or a small reduction in capacity,” he said.
ERA members carry 70.6 million passengers on 1.6 million flights to 426 destinations in 61 European countries annually.


atwonline.com

China’s SkyTeam carriers will move to new Beijing airport

SkyTeam member carriers that currently operate out of Beijing Capital Airport are planning to move to the new airport in Daxing. The new airport, currently under construction, is expected to be completed by October 2017; formal operations are scheduled to begin in 2018.
China’s SkyTeam members—including China Southern Airlines, China Eastern Airlines and Xiamen Airlines—currently operate in Beijing Capital Airport’s Terminal 2. SkyTeam managing director Michael Wisbrun has reportedly discussed the plan to move to the new airport with the Civil Aviation Administration of China.
The new airport, which was approved at the end of last year, will have six runways for civilian use and will be located in southern Beijing’s Daxing district. It has not officially been given a name yet.
Once the airport is operational, the Beijing Nanyuan Airport—which serves as a military and civilian base for China United Airlines in the southern Fengtai district—will be closed. China United Airlines, a wholly owned subsidiary of China Eastern Airlines, is also expected to move to the new airport.
The new airport, which has been in the planning stage for years, will shoulder part of the traffic at Beijing Capital Airport.
Last year, Beijing Capital handled 80 million passengers, exceeding its planned capacity of 76 million passengers by 2015. The planned capacity for the Beijing Daxing airport is 70 million passengers a year, but will initially handle 45 million passengers a year after the first stage is completed.


atwonline.com

Thermal runaway seen in ANA 787 battery; Boeing wants test flights

The All Nippon Airways (ANA) Boeing 787 lithium ion battery that failed Jan. 16 exhibits signs of “thermal runaway,” according to Japanese investigators. Additionally, Boeing is asking US FAA to allow it to conduct 787 test flights.
The Japan Transport Safety Board (JTSB) told reporters that the badly burned ANA 787 battery experienced an “uncontrollable high temperature” associated with thermal runaway, according to multiple reports from Tokyo. The US National Transportation Safety Board (NTSB) has said the Japan Airlines (JAL) 787 lithium ion battery that sparked a fire in Boston Jan. 7 similarly shows indications of thermal runaway.
The JTSB and NTSB both have been unable to determine a root cause of the lithium ion battery failures.
As part of the effort to determine what happened on the two aircraft and facilitate the process of lifting the worldwide Dreamliner grounding, Boeing is asking FAA for permission to operate 787 test flights. An application for 787 test flights is “under evaluation” by FAA, a Boeing spokesperson told ATW. The company is not commenting further on the proposed flight testing.
The ANA event—involving the main battery in the forward electronic equipment bay—occurred inflight and caused an unusual smell to permeate the aircraft, prompting an emergency landing. The JAL 787 event—involving the battery used to start the auxiliary power unit—led to an onboard fire while the aircraft was parked following a Tokyo-Boston flight.


atwonline.com

Thomas Cook to reorganize three of its airlines

Thomas Cook Group has detailed plans to bring together its Belgian, German and UK airlines under a new structure and leadership team.
German carrier Condor, Thomas Cook Airlines in the UK and Thomas Cook Airlines Belgium will be brought together as one “airline segment” from March 1. Thomas Cook Group describes the move as “an important step” in its airline strategy, aimed at increasing efficiency within the group.
The airline segment will be led by a new Group Airline Management Board, chaired jointly by group head of air travel Christoph Debus and Condor CEO Ralf Teckentrup. Other board members will comprise Thomas Cook Airlines Scandinavia CEO Torben Ostergaard, head of group maintenance Paul Horstink and Thomas Cook Group procurement director Nikolaus Kirner.
Thomas Cook Airlines UK managing director Frank Pullman will retire March 1. On the same day, Cor Vrieswijk will join Thomas Cook Airlines UK as COO. Vrieswijk, whose previous roles include easyJet COO and interim CEO of Air Malta, will coordinate and oversee all operational activities across Thomas Cook Airlines as part of his wider remit.
“As we strive to meet the needs of our customers by offering greater flexibility, better choice, high-touch service, on-time performance and real value at a time when the European airline industry is experiencing major change, we believe that our airline will be stronger as one integrated business,” Debus said.
However, Thomas Cook Airlines Scandinavia will not come under the new structure. “Thomas Cook Airlines Scandinavia, which currently operates a different business model, will work closely with the new Group airline, coordinating across all functional areas, while exploring ways to integrate more fully in the medium term,” the group said in a statement.
Over recent years the group has cut capacity and sought to cut its headcount in a bid to remain competitive.


 atwonline.com

Ryanair taps Flybe to take on routes

UK regional carrier Flybe has reached “agreement in principle” with Ryanair to take on a package of routes as part of Ryanair’s bid to take over Irish flag-carrier Aer Lingus.
The package would include a payment of €100 million ($136 million) to Flybe.
Ryanair is making its third bid to take over Aer Lingus. The European Commission(EC) has filed a statement of objections to the proposed acquisition.
The Irish low-cost carrier has submitted to the EC what it has described as a “radical and unprecedented remedies package” to allay fears that a takeover would lead to a monopoly on many routes currently served by both Irish airlines.
Ryanair CEO Michael O’Leary has previously said the “remedies involve two upfront buyers each basing aircraft in Ireland to takeover and operate a substantial part of Aer Lingus’ existing route network and short-haul business.”
International Airlines Group, parent company of British Airways, has signed a nonbinding agreement covering Aer Lingus’ London Heathrow slots as part of Ryanair’s proposed package of concessions.
In a statement, Flybe, Europe’s largest regional airline, confirmed—following press speculation on its talks with Ryanair—it had reached agreement in principle “about the possible transfer of a number of aircraft and operating routes. The agreement provides for a new company to be incorporated, into which the relevant business assets [including cash of €100 million] and liabilities would be transferred and which Flybe would then acquire.”
Flybe said the agreement had not been approved by its board and would be subject to shareholder approval. It was dependent on several factors, notably the outcome of the EC’s deliberations on the competition aspects of Ryanair’s bid.


atwonline.com

UPDATE 2-Boeing battery maker sees lower profits - not due to 787


* GS Yuasa: no 787 impact on earnings, no reputational damage
* Six of 8 battery cells badly damaged, CT scan shows
* Unclear if chemistry or electrical issue - safety agency
* Battery maker predicts FY operating profit down by 38 pct
By Mari Saito
KYOTO, Japan, Feb 5 (Reuters) - GS Yuasa Corp, the firm whose products are the focus of U.S. and Japanese investigations into what caused battery problems on Boeing Co's 787 Dreamliner, said it did not expect the issue to hurt either its earnings or its reputation.
Kyoto-based GS Yuasa, valued at around $1.5 billion, said it did not expect the airplane battery problems to impact orders from automakers for its lithium-ion batteries, and it kept its forecast for full-year operating profit of 10 billion yen ($108 million) - which would be more than a third below last year.
At a news conference on Tuesday, GS Yuasa director Toshiyuki Nakagawa skirted around questions on the status of the company's supplies to Boeing - a business that accounts for less than 1 percent of its revenue.
"We cannot comment on the details of the investigation, but we have confidence in the quality of our manufacturing," he said. "As any manufacturer, we would never supply anything that is dangerous," he said in response to a question on the potential danger of lithium-ion battery technology. "But these incidents have occurred, and we must properly find the cause."
The company, which has stated it sees lithium-ion batteries as a central part of its business, and a future profit driver, said it did not plan to list possible damages claims as a potential risk in its quarterly filings.
All Boeing's 787s have been grounded since Jan. 17 as investigators hunt the cause of two incidents with the plane's lithium-ion batteries - a battery fire on a Japan Airlines 787 at a U.S. airport and the emergency landing of a domestic All Nippon Airways flight after battery problems triggered a smoke alarm.
Japan's transport safety agency said it is still unclear whether battery chemistry or an electrical issue caused the main battery on the ANA flight to overheat, forcing it to make the emergency landing.
Boeing has not changed its production plans for the lightweight, carbon-composite Dreamliner, but it has stopped delivering new planes while the investigations continue.
PROFITS FALL
GS Yuasa said operating profit in April-December - before the recent 787 problems - dropped 28 percent to 6.46 billion yen ($69.7 million) on revenue that fell 4.6 percent to 196 billion yen, as automakers placed fewer orders for lithium-ion batteries and sales were sluggish in Southeast Asia and Europe.
The company, created in 2004 from the merger of Japan Storage Battery and Yuasa, employs around 12,400 people making batteries for cars, motorcycles - with 27 percent market share, it is a global leader - and a range of industrial customers. In November, the company, led by president Makoto Yoda, won an order to supply lithium-ion batteries for the International Space Station.
Ahead of the results, GS Yuasa shares ended 0.3 percent higher, but are still down more than 5 percent since the Boston fire on Jan. 7.
DAMAGED CELLS
In a sign that the investigation may be becoming more complex, Japan Transport Safety Board (JTSB) chairman Norihiro Goto told a news conference investigators may widen their probe to other equipment on the Dreamliner.
The JTSB said it would send its investigators to Thales , the French company that makes control systems for the 787 battery, if needed.
CT scans showed six of the main battery's eight cells on the ANA Dreamliner were badly damaged, charred and deformed, Goto said, adding a small hole was found in one cell, which was one of the least damaged.
On Monday, Boeing asked the Federal Aviation Administration (FAA) for permission to conduct Dreamliner test flights, suggesting it is making progress in finding a solution to the battery problems. Japan's Civil Aviation Bureau said it was told about the Boeing request by the FAA.
Launch customer ANA is the world's biggest Dreamliner operator with 17 of the jets. With local rival JAL owning seven, Japan accounts for almost half the 50 787s in service.
ANA said last week it lost around $15 million in revenue as a result of the Dreamliner grounding, while JAL said the halting of 787 flights would shave $7.6 million from its operating profit in the year to end-March. Both companies have said they will discuss compensation for the losses with Boeing.

Boeing asks FAA to allow Dreamliner test flights


Feb 4 (Reuters) - Boeing Co has asked the Federal Aviation Administration for permission to conduct test flights of its 787 Dreamliner, a move suggesting the company is making progress in finding a solution to the battery problems that prompted regulators to ground the entire 787 fleet two weeks ago.
Boeing said it has submitted an application to conduct test flights, confirming a report in the Seattle Times. The newspaper reported that the FAA might grant permission as soon as Monday night, citing sources with knowledge of the matter. The FAA did not immediately respond to a request for comment.
Boeing would test a potential fix for the problem that caused two batteries to burn on 787s last month, the paper said. But passenger flights would still be weeks if not months away, the paper said, citing two sources.

Boeing asks FAA to allow Dreamliner test flights


(Reuters) - Boeing Co (BA.N) has asked the Federal Aviation Administration (FAA) for permission to conduct test flights of its 787 Dreamliner, suggesting the company is making progress in finding a solution to the battery problems that grounded the entire 787 fleet last month.
Boeing said it has submitted an application to conduct test flights, confirming a report in the Seattle Times. The newspaper reported that the FAA might grant permission as soon as Monday night, citing sources with knowledge of the matter. The FAA said it is evaluating Boeing's request.
Boeing would test a potential fix for the problem that caused two batteries to burn on 787s last month, the paper said. But passenger flights would still be weeks if not months away, the paper said, citing two sources.
(Reporting By Alwyn Scott; Editing by Gary Hill and Ian Geoghegan)

UPDATE 2-Flybe, Ryanair seal deal on new Irish airline


* Carrier to be created if Aer Lingus-Ryanair merger succeeds
* Deal attempt by Ryanair to allay EU concerns on merger
* Ryanair will provide 100 mln euros, use of Aer Lingus brand
* Analyst says chance of EU approval 50 pct at best
By Rhys Jones and Conor Humphries
LONDON/DUBLIN, Feb 6 (Reuters) - British airline Flybe has agreed to create a new carrier as part of a deal with Ryanair to satisfy regulatory concerns over the Irish carrier's last-ditch bid to take over peer Aer Lingus .
The new carrier, Flybe Ireland, would receive 100 million euros ($135 million) and nine aircraft from Ryanair and commit to operating 43 routes for at least three years if Ryanair's Aer Lingus bid succeeds, Flybe said.
Ryanair, Europe's leading low-cost carrier, is making its third attempt to take over smaller Irish rival Aer Lingus and has been told by the European Commission it has one last chance to submit measures to prove the merger will not curb competition.
Ryanair will also provide Flybe Ireland with forward sales cash and liabilities worth around 50 million euros.
In return Flybe will pay Ryanair 1 million euros for the newly created airline.
In addition to the Flybe deal, Ryanair will pass Aer Lingus's routes from London's Gatwick Airport to British Airways , a source close to the talks said.
Flybe said on Wednesday the deal had received "irrevocable acceptances" from 64 percent of shareholders, allowing Ryanair to present it to the European Commission as a binding deal.
"We are not setting up an airline in Dublin as a short-term project. This is a long-term project," Flybe Chief Executive Jim French told a conference call. "Flybe Ireland, if it goes ahead, will be a new, well-capitalized business."
A decision from the European Commission, Europe's anti-monopoly watchdog, is due by March 6.
"This deal is a step in the right direction but considerable issues remain," said Merrion Capital analyst David Holohan, who said the chances of EU approval of the Aer Lingus-Ryanair merger had increased significantly in recent weeks but were no higher than 40-50 percent.
ARTIFICIAL
Ryanair's takeover target Aer Lingus, meanwhile, said it did not expect the Flybe deal to convince the European Commission that the new airline would be capable of offering serious competition to an enlarged Ryanair.
"This shady deal, where you create an artificial competitor, funded up front... is simply a joke," Aer Lingus Chief Executive Christoph Mueller told Irish state broadcaster RTE after announcing a 40 percent hike in its 2012 operating profit.
"That a weak almost bankrupt carrier is supported to take out a very strong carrier like Aer Lingus... I believe is not going to fly," he said.
Flybe said its main competitive advantage was the ability to introduce high-frequency routes with small planes carrying less than half the 190 carried on Ryanair's Boeing 737s.
Ryanair agreed to give Flybe the right to use the Aer Lingus brand for three years to allay European Commission concerns of Flybe's poor brand recognition in Ireland, he said. If the merger went ahead, Ryanair could also use the Aer Lingus brand for some routes, French said.
Aer Lingus shares have climbed from 1.10 euros at the start of January to 1.30 euros, the level of the Ryanair bid.
Shares in Flybe, which have shed about a third of their value in the last year amid profit warnings and lay-offs, were 20 percent up at 53.7 pence by 1110 GMT.

Boeing 787 wingbox supplier says not changing production plans


(Reuters) - Fuji Heavy Industries Ltd (7270.T), a first-tier supplier for Boeing Co's (BA.N) 787 passenger jet, said there was no change to its production plans for the grounded Dreamliner's wingbox.
"Our production plans are unchanged," said Mitsuru Takahashi, Fuji Heavy's chief financial officer at a quarterly earnings news conference on Wednesday.
Boeing has halted deliveries of the 787 until the cause of battery fires is uncovered by investigators in Japan and the United States, but is still assembling new planes in the U.S., keeping the completed jetliners at its plants.
Fuji Heavy, better known as a maker of Subaru cars, is the sole maker of the 787's wingbox, a critical component that connects the wings to the fuselage.
(Reporting by Yoko Kubota and Tim Kelly; Editing by Ian Geoghegan)

Boeing 787 wingbox supplier says not changing production plans


Feb 6 (Reuters) - Fuji Heavy Industries Ltd, a first-tier supplier for Boeing Co's 787 passenger jet, said there was no change to its production plans for the grounded Dreamliner's wingbox.

"Our production plans are unchanged," said Mitsuru Takahashi, Fuji Heavy's chief financial officer at a quarterly earnings news conference on Wednesday.

Boeing has halted deliveries of the 787 until the cause of battery fires is uncovered by investigators in Japan and the United States, but is still assembling new planes in the U.S., keeping the completed jetliners at its plants.

Fuji Heavy, better known as a maker of Subaru cars, is the sole maker of the 787's wingbox, a critical component that connects the wings to the fuselage.

UNITED Postpones Boeing 787 Lagos Service till mid-Feb 2013

Update at 0405GMT 19JAN13

During the weekend of 19JAN13′s routine schedule changes in the GDS, UNITED has postponed planned Boeing 787 operation on Houston – Lagos route. The Dreamliner is now scheduled to enter operation from 17FEB13, instead of 30JAN13. This is the second postponement of planned Dreamliner service inaugural.
From 30JAN13 to 16FEB13, the Star Alliance member continues to operate this route with Boeing 777-200ER 5 times a week.
UA142 IAH1910 – 1345+1LOS 777 x26
UA143 LOS2230 – 0515+1IAH 777 x37


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UNITED Postpones Boeing 787 Operation on Los Angeles – Tokyo Narita till mid-Feb 2013

Update at 0420GMT 19JAN13

Per latest routing schedule changes during the weekend of 19JAN13, UNITED is adjusting Los Angeles – Tokyo Narita operation effective immediately until 15FEB13 (LAX departure). During this period, Boeing 787 operation will be replaced by UA 3-class Boeing 777-200ER (CO 2-class 777-200ER until 23JAN13/24JAN13).
UA802 LAX1115 – 1610+1NRT 777 D
UA801 NRT1755 – 1035LAX 777 D
UA801 operates until 16FEB13.
Until 24JAN13, LAX departure operating flight number as follows:
18JAN13 UA1760
19JAN13 UA032
20JAN13 UA032
21JAN13 UA1762
22JAN13 UA032
23JAN13 UA032
Until 25JAN13, NRT departure operating flight number as follows:
19JAN13 UA1761
20JAN13 UA033
21JAN13 UA033
22JAN13 UA1764
23JAN13 UA033
24JAN13 UA033
UNITED tentatively plans to resume Boeing 787 operation from 16FEB13, however this is subject to change.

QATAR Airways Extends Boeing 787 Replacement Schedule till 07FEB13

Update at 0740GMT 25JAN13

As per 25JAN13 GDS timetable and inventory display, QATAR Airways plans to resume 5th daily service on Doha – London Heathrow route from 01FEB13. However, QR075/076 will be operated by A330-300/A340-600 aircraft instead of Boeing 787, and is not open for reservation.
Boeing 787 replacement schedule by the airline has been extended until 07FEB13 inclusive, as of 25JAN13.
QR075 DOH0625 – 1105LHR 333 257
QR075 DOH0625 – 1105LHR 346 x257
QR076 LHR1505 – 0045+1DOH 333 257
QR076 LHR1505 – 0045+1DOH 346 x257
Other Boeing 787 replacement schedule from 01FEB13 to 07FEB13 as follows:
Doha – Frankfurt Service operated by A330-200/-300
Doha – Munich QR003/004 Daily A330-200 service (QR009/010 to be operated by A320 on 02FEB13 – 03FEB13 and 05FEB13 – 07FEB13)
Doha – Zurich Service operated by mostly A320 or A321 until 08FEB13 inclusive
Planned Boeing 787 replacement schedule remains subject to change


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Air India Extends Boeing 787 Replacement Schedule into mid-Feb 2013

Second Update at 0845GMT 28JAN13

As per 26JAN13 GDS inventory display, Air India has extended majority of its Boeing 787 replacement schedule until 17FEB13 inclusive. Planned Operation adjustment from 27JAN13 to 17FEB13 as follows.
Delhi – Bangalore
AI403/404 Airbus A320 replaces Boeing 787
AI803/505 service replaced by AI439 Delhi – Chennai – Bangalore – Delhi A330-200 service
Delhi – Chennai AI439 A330-200 replaces Boeing 787 (operational routing Delhi – Chennai – Bangalore – Delhi)
Delhi – Dubai Airbus A330-200 replaces Boeing 787 (until 18FEB13 from DXB)
Delhi – Frankfurt Boeing 777-300ER replaces Boeing 787
Delhi – Kolkata AI020/701 Airbus A330-200 replaces Boeing 787
Delhi – Paris CDG Boeing 777-200LR replaces Boeing 787
Changes to planned Boeing 787 operation replacement and resumption dates remains highly possible.
Original update at 1005GMT 26JAN13


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JAL Feb 2013 International Operation Changes

Update at 0640GMT 28JAN13

As per 28JAN13 GDS timetable and inventory display, JAL extends Boeing 787 replacement schedule until 17FEB13 inclusive. Latest operation changes as follows.
Tokyo Haneda – Beijing Boeing 767 operating
Tokyo Haneda – Singapore Boeing 767 operating
Tokyo Narita – Boston 30JAN13 – 16FEB13 Service reduces from daily to 5 weekly (Day x67). Service on 30JAN13 also cancelled
Service operates on 31JAN13 and 01FEB13 with Boeing 777-200ER on existing day-time schedule
As of 0640GMT, operation on/after 04FEB13 displaying Boeing 787 service, this is expected to change in the next few hours
Tokyo Narita – Moscow Domodedovo Boeing 777 operating (Service cancelled on 01FEB13, 08FEB13)
Tokyo Narita – San Diego 30JAN13 – 17FEB13 Service reduce from 4 weekly (Day x246) to 3 weekly (Day 135), Boeing 777-200ER replaces 787
Tokyo Narita – Singapore Boeing 767 operating
Boeing 777-300ER to operate JL711 on 01FEB13 and 03FEB13 (JL710 from SIN on 02FEB13 and 04FEB13)
From 04FEB13 to 17FEB13, JL711/710 displays Boeing 787 operation as of 0640GMT, this is expected to change in the next few hours
Note further changes to Boeing 787 replacement schedule remains highly possible, and planned replacement listed above is not guaranteed.


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LAN Extends Boeing 787 Replacement Schedule into late-Feb 2013

Update at 0840GMT 28JAN13

As per 28JAN13 GDS timetable and inventory display, LAN Airlines has cancelled planned Boeing 787 operation until 28FEB13 inclusive. Boeing 767 aircraft will continue to operate service on following flights previously to be operated by Boeing 787:
Santiago de Chile – Buenos Aires LA455/456 (1 daily)
Santiago de Chile – Lima – Los Angeles 1 daily (Previously planned to start from 31JAN13)
Santiago de Chile – Los Angeles 3 weekly
Planned Boeing 787 replacement service remains subject to change.


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