The sixth and final Boeing 787 Dreamliner designated for flight test is now undergoing final assembly in Everett, Wash. The airplane, designated ZA006, will be powered with General Electric GEnx engines.

Boeing photo

Progress continues on the fleet. The first flight test airplane, ZA001, is getting its paint touched up this week before finishing factory testing. Power was brought onto the second airplane, ZA002, in late February and build verification tests are progressing well. Production work continues on ZA003, ZA004 and ZA005. In all, assemblies for 31 Dreamliners are currently in production throughout the supply chain.

Also observe the pre-painted doors in the aircraft. I wonder why? since the aircraft will in any case undergo a painting. Any answers ?

The role of the US Federal Aviation Administration in that it is both the promoter and protector of aviation in the United States, has always produced contradictory situations.

Dominic Gates of the Seattle Times is reporting that the Boeing 787 Dreamliner cannot meet the Federal Aviation Administration's current stringent standards for preventing sparks inside the fuel tank during a lightning strike, and the agency now calls those requirements "impractical" and proposes to loosen them.

The Federal Aviation Administration (FAA) has quietly decided to loosen stringent fuel-tank safety regulations written after the 1996 fuel-tank explosion that destroyed flight TWA 800 off the coast of New York state.

The FAA proposes to relax the safeguards for preventing sparks inside the fuel tank during a lightning strike, standards the agency now calls "impractical" and Boeing says its soon-to-fly 787 Dreamliner cannot meet.

Instead of requiring three independent protection measures for any feature that could cause sparking, the revised policy would allow some parts to have just one safeguard.

Download the proposed policy shift.

Read the article.

All Nippon Airways (ANA) of Japan, is planning strategies similar to their world-wide airline counterparts in these times of global recession. Suspending operations, reducing flights and switching to smaller aircraft, essentially slashing capacity to keep passenger load factors high, in an effort to keep the business going this year.

India is one of the more badly affected countries by ANA's re-alignments. It used to operate a 38 seat all business class Boeing 737-781ER Business Jet between Mumbai and Tokyo Narita thrice a week. This will come down to twice a week. ANA also has a code share arrangement with Jet Airways and transits passengers via Singapore.

Talking about the Indian operations, Kenji Sugino, Director – Sales, Administration and Marketing, ANA said

“Despite the global slowdown, India is one of the growing markets for ANA. We are positive about this year and are expecting good load factors and sales margins. We are going to play strategically in the Indian market this year.”

“We were receiving a good 60-70 per cent of passenger load on Mumbai – Narita route. Post 26/11, ANA is receiving about 30 per cent loads on Mumbai – Narita route. Now, the loads are about 50 per cent, but due to recession, it's not logical to operate flights half empty. However, the reduction of flights on Mumbai – Narita route is temporary and will be rescheduled once the market demand goes high. We are positive about this year and assume that the market will stabilise by mid-2009.”

76 seats for a population of 1.1 billion ??? In my opinion, both Japanese and Indian carriers are just handing over business to ASEAN carriers by their lack of capacity.

ANA has also rolled out strategic plans for its worldwide operations announcing it will slash nine per cent of its international service in the next fiscal year (April 2009 to March 2010). It will withdraw the Boeing 747 service on the Tokyo - Paris and Tokyo - Frankfurt routes, and will introduce smaller aircraft on the Washington route.

ANA is looking to the first quarter of 2010 when, as launch customer, it will receive its long awaited Boeing 787 Dreamliner.

Unlike rival Japan Airlines (JAL) whose traditional focus is on international operations from Tokyo Narita airport, ANA has always put Tokyo Haneda and domestic business first; and it is gearing up to take full advantage of the huge business opportunity expected by the massive expansion of Haneda and Narita airports in 2010 – described by ANA President and Chief Executive, Mineo Yamamoto, as the ‘Big Bang’ for Japanese aviation, coupled with deliveries of the Dreamliner.

For now, financially, ANA expects a group net loss of JPY nine billion ($ 100.4 million), instead of a previously projected profit of JPY 17 billion. ANA also slashed its group operating profit forecast from JPY 55 billion to JPY eight billion.

Tomohiro Hidema, Executive VP of Finance, ANA stated in a media release

“Given the likelihood of the situation worsening in the foreseeable future, we are faced with an operating environment vastly different from the recent past, one that offers challenges of a much harsher nature.”

The Japanese airline industry have already asked their government for financial aid.

Read the ANA press releases detailing their business plans and their financial results.

Production of Boeing 787 Dreamliners resumed yesterday with the join of the fifth airplane designated for flight test.

This airplane, designated ZA005, is the first to be powered with General Electric GEnx engines. The major assemblies were loaded in final body join over the past several days. The fuselage and wing joins occur simultaneously.

Five of the six airplanes designated for flight test are now in varying stages of production. Power was restored earlier this week to the first flight-test airplane, ZA001, and production testing has resumed as the airplane prepares for first flight in the second quarter. Rolls-Royce engines are hung on ZA002, in the fourth and final production position in the factory. The third and fourth flight-test airplanes, ZA003 and ZA004, are in the third and second production positions, respectively.

Fastener rework is done on ZA001, nearly complete on ZA002 and progressing well on the third and fourth airplanes

Assemblies for the final flight-test airplane, ZA006, are in production at partner sites worldwide. In all, assemblies for 30 Dreamliners are in production at this time.

On its 15th anniversary, the Airbus A330 is getting a major birthday gift, and from none other, than its major competitor, the Boeing 787 Dreamliner.

Thanks to the 2 year delay on the Boeing 787 Dreamliner, airlines who had previously ordered the aircraft, are rushing to fill the gap with the Airbus A330.

Qantas which has placed firm orders for 65 Dreamliners with options for an additional 50, has leased six A330's for its low cost subsidiary JetStar. Ironically, Qantas is funding the lease with compensation it is receiving from Boeing as liquidated damages towards the delay in delivery.

The story is being repeated by other major Dreamliner customers, like Singapore Airlines and Etihad Airways who are rushing A330s in to their fleets to fill the gap.

Two weeks ago, December 30, marked the 15th anniversay of the first A330 to be delivered. In 1993, Airbus delivered the first A330-300 to Air Inter, registered F-GMDB. The aircraft, construction number 037 test registration F-WWKE, is now with Brussels Airlines as OO-SFN accumulating a total of more than 50,000 flight hours.

There are some 250 A30-300s in service today, with more than 130 firmly-ordered aircraft still to be delivered.

A growing proportion of the A330-300 fleet is now employed on extended-distance regional routes, such as those linking Middle East destinations with European capital cities. Similar flight lengths characterise the segments flown between Australia and Asia or from Europe to North America.

In 2009, Singapore Airlines, Etihad, Gulf Air, Oman Air, Saudi Arabian Airlines, Aeroflot, Finnair and Swiss will receive delivery.

Air New Zealand, the launch customer, of the much awaited, and much delayed, Boeing 787-9 Dreamliner, in a statement announced

"Boeing confirmed yesterday a further 12 month delay could be expected with the first 787-9 aircraft to be delivered to Air New Zealand in the first quarter of 2013,"

Air New Zealand has eight 787-9 on order. Originally deliveries were expected to commence towards the end of 2010. Thanks to the various problems at Boeing, deliveries were delayed to early 2012, and now 2013.

Boeing photo

Jon Ostrower of FlightBlogger, explains in an analysis of an internal Airbus dossier, the 787-9 is the killer application for the Dreamliner project. Many customers are expected to switch to, or order, 787-9's.

Naturally, the airline is incensed. Both Reuters and Bloomberg report, the airline is seeking compensation from Boeing.

On the positive side, Boeing's maintenance plan, a key component of the Dreamliner's economic positioning, has been approved by the US Federal Aviation Administration (FAA). Boeing has been promoting the 787 as

requiring less maintenance, less often than comparably sized jets, which allows the 787 to be more available for revenue service for airlines, leading to significant financial and scheduling opportunities for airlines.

In related airline news, Air New Zealand announced it will proceed with its bio-fuel test, along with Boeing, on December 30th, originally scheduled for December 3rd, but delayed due to the crash of its Airbus A320 off the coast of France.

As per the announcement

The two-hour test flight is scheduled to take off from Auckland airport on Tuesday morning 30 December, with the jatropha biofuel blend powering one of the Air New Zealand Boeing 747-400's Rolls-Royce RB211 engines.

The pilot in command of the test flight is Air New Zealand 747 Fleet Manager Captain Keith Pattie. During the flight Captain Pattie and his crew will undertake a number of fuel tests confirming and measuring the performance of the engine and fuel systems at various altitudes and under a variety of operating conditions.

The test flight is a joint initiative between Air New Zealand, Boeing, Rolls-Royce and UOP, with support from Terasol Energy, as part of commercial aviation's drive for more sustainable air travel for future generations.

Read more Bangalore Aviation articles on the 787, bio-fuel, Air New Zealand, Boeing.

Just received a release from Boeing.

Boeing announced today an updated schedule for its all-new 787 Dreamliner program that moves the commercial jet's first flight into the second quarter of 2009 and first delivery into the first quarter of 2010. The new schedule reflects the impact of disruption caused by the recent Machinists' strike along with the requirement to replace certain fasteners in early production airplanes.

Nut plate

"Our industry team has made progress with structural testing, systems hardware qualification, and production, but we must adjust our schedule for these two unexpected disruptions," said Boeing Commercial Airplanes President and CEO Scott Carson.

Prior to the strike that halted much of the company's commercial airplane work from early September into November, the 787 was to make its first flight late in the fourth quarter of 2008. First delivery was slated for the third quarter of 2009.

"We're laser focused on what needs to be done to prepare for first flight," said Pat Shanahan, 787 program vice president. "We will overcome this set of circumstances as we have others in the past, and we understand clearly what needs to be done moving forward."

Included in the preparations for first flight, Shanahan said, are finalizing and incorporating remaining engineering changes and completing systems testing, qualifications and certification.

Boeing is evaluating the specific impact of this delay on customer delivery dates and will provide customers with updated schedules once completed. The company is also determining any financial impact from this schedule change and will incorporate that into updated financial and overall airplane delivery guidance that will be released at a later date.

The Wall Street Journal reports

Boeing Co. may further delay first deliveries of its flagship 787 Dreamliner by at least six months to account for the recent strike by union machinists and other snags.

According to people familiar with the situation, Boeing officials are expected to announce later this month that first deliveries of the fuel-efficient jet might not occur until summer 2010, more than two years after the jet was originally scheduled to enter service. Boeing's most recent schedule called for initial deliveries in the third quarter of 2009.

In recent days, these people said, Boeing has been meeting with suppliers and partners on the jet program to get its arms around a number of challenges that have sprung up in part because of the volume of work that Boeing had outsourced

Problems with the high-profile jetliner project have become a growing embarrassment for Boeing, which had prided itself on delivering its jets on time. Another delay would mark the fourth time that Boeing would have to tell the customers holding orders for almost 900 of the planes that it will be late.

On Bangalore Aviation, I have reported stories of the strikes at Boeing, and the delays it have caused.

A Boeing spokesman declined comment saying

the company is "currently reviewing the schedule" and would have an announcement at a later date.

Naturally customers are not happy. The WSJ article quotes one of the customers, Virgin Atlantic

In a recent interview, Virgin Atlantic Airways Chief Executive Steve Ridgeway voiced customers' growing frustration. "We're pretty fed up," he said. "We've got no clarity from Boeing."

Virgin was originally due to receive its first Dreamliner in 2011, but "we don't know how long the delay is now," Mr. Ridgeway said. He referred to the Dreamliner as "the world's rarest airplane."

Jon Ostrower, of FlightBlogger, probably the best aviation blog around, has uncovered an internal Airbus competitive intelligence briefing on their arch rival Boeing's 787 Dreamliner program. A briefing, filled with juicy details.

Even if you are not interested in commercial aircraft development, I recommend reading both Jon's article, as well as the Airbus presentation. It is a stunning eye opener in to the process and world of corporate intelligence.

Click here to read Jon's blog article.

And click here to read the Airbus presentation.