Airbus and Boeing products running behind schedule

[Samsonite 177]

Wednesday May 7, 2008

 

Airbus Dogged By A380 Delays, Factory Sale Trouble

 

May 6, 2008

 

Airbus suffered a double blow on Tuesday as airlines warned they faced further delays on delivery of the A380 superjumbo and a new hitch developed with the plane maker's cost-saving plans.

 

Dubai airline Emirates, the biggest A380 customer, and Abu Dhabi-based Etihad Airways, both said they had received warnings of delivery delays on the world's largest passenger airliner -- which is already two years behind schedule.

 

Airbus confirmed that chief executive Tom Enders had written to all A380 customers telling them production had reached a critical phase. It announced a "major review" of A380 production last week.

 

Separately, in Toulouse, French unions claimed victory in their battle to stop Airbus from selling some factories -- a plan that is part of a major restructuring and job-cutting exercise.

 

The A380, which went into service last year with Singapore Airlines, is heavily bankrolled by state-owned Emirates, which has ordered 58 A380s.

 

"This will do us serious damage," Emirates President Tim Clark said.

 

Deliveries of the A380 have fallen behind schedule after a series of industrial problems since 2005. The reputation of Airbus parent firm EADS is seen at stake as it strives to deliver 13 planes this year.

 

Emirates, the largest Arab carrier, hopes to receive five A380s before the end of March 2009 and another 12 in the year to March 31, 2010. Clark said he will find out in the next two to three weeks whether that schedule is intact.

 

A spokesman for the Abu Dhabi government-owned carrier, Etihad, said it too had received a letter from Airbus indicating that there may be a delay.

 

Etihad has ordered four of the USD$300 million, 525-seat planes.

 

Europe's biggest single industrial project first faced problems in 2006, when A380 sections reached the French assembly plant with wiring flaws that caused production to halt.

 

Airbus blamed the failure of German and French plants to use the same design software, and was forced to start assembling the first 25 planes by threading the 500 km of wiring through each aircraft manually, pushing deliveries back on average 2 years.

 

In a separate development on Tuesday, unions and industry sources in France said plans to sell two factories to attract investment in new lightweight airframe materials were showing signs of unravelling. The news follows the collapse of talks to sell some factories in Germany.

 

The potential double setbacks highlights the internal and external pressures squeezing Airbus parent EADS as Europe's largest aerospace firm tries to hold together its production system while resisting the global financial crisis.

 

A380 production problems are a legacy of internal rivalries, which until recently prevented French and German factories developing a common system for wiring the double-decker jet, hurting political pride in Europe's biggest industrial project.

 

The factory sales were forced on Airbus by pressure from a relentlessly weak dollar, and have been blown off course by another global financial storm, the meltdown in credit markets, which has made it harder for potential buyers to get hold of funds.

 

Problems with the factory sales have raised questions over the planemaker's next project, the EUR10 billion euro mid-sized A350, as Airbus struggles to crank out the A380.

 

Emirates is also the largest single buyer to date of the A350.

 

Airbus is trying to reconcile the demand for engineers to fix the A380 delays and cope with bulging industry order books with growing pressure to cut costs in the face of a weak dollar.

 

The restructuring plan involves 10,000 job cuts and EUR2.1 billion of savings by 2010, as well as factory sales in France, Germany and Britain.

 

The group is in talks to sell 2 plants to Latecoere, a French supplier of fuselage parts and doors. Key to the success of the plan is the ability to outsource costly A350 research.

 

In March Airbus called off talks to sell three German plants to MT Aerospace, blaming the strong euro. It is also in talks to sell a British plant to GKN.

 

Unions officials who asked not to be identified said EADS had been forced to back further away from the factory talks due to concerns over the availability of funds.

 

Latecoere acknowledged changes in the way Airbus wanted to proceed but denied it had any fund-raising problems.

 

(Reuters)

 

http://news.airwise.com/story/view/1210114297.html

[Indiscipline 6]

Some more bad news for both.

 

According to Sueddeutsche Zeitung (South German Newspaper), normally a very reliable source, Airbus and Boing have anounced further delays with A380 an 787.

 

Airbus: The delvery shedule for the A380 will be delayed. In 2008, only 12 A380 will be delivered (plan was 13) in 2009, 21 A380 will be delivered (plan was 25)

 

Boing: Even worse:The planned production rate of 10 787`s per month will be reached in 2012! (plan was 2009) This leads to heavy delays in the delivery for some airlines. Examples: Air Canada`s 787`s will arrive 30 month later in average. Air Berlin ( Germany`s second biggest airline ), told , that the 25 orders will be delayed behind the shedule, that was given by Boing in April.

 

Reasons given by Airbus: The manufacturing of the wiring takes longer than expected.

 

Boing: The suppliers are not able to match the delivery shedule.

[wacmedia 277]

Airbus: The delvery shedule for the A380 will be delayed. In 2008, only 12 A380 will be delivered (plan was 13) in 2009, 21 A380 will be delivered (plan was 25)

 

Hi,

 

Not too bad for Airbus, at least they are delivering planes now. When will the American company start delivering the Nightmareliner ?

[eltib 54]

Hi,

 

Not too bad for Airbus, at least they are delivering planes now. When will the American company start delivering the Nightmareliner ?

 

Probably never, they are too concerned about taking that Tanker contract from EADS / Northrop they lost through formal protest. They should worry about what is their first concern, and that's getting the 787 in the air.

Edited May 14, 2008 by eltib

[TheFiend 1,179]

Probably never, they are too concerned about taking that Tanker contract from EADS / Northrop they lost through formal protest. They should worry about what is their first concern, and that's getting the 787 in the air.

 

Boeing are still looking for the dummy they spat out when EADS/Northrop won the tanker contract...... and that is only going to add to the Nightmareliners delays........ most of the staff are still looking for the dummy.

 

Why can't they just accept that they lost...

[eltib 54]

Boeing are still looking for the dummy they spat out when EADS/Northrop won the tanker contract...... and that is only going to add to the Nightmareliners delays........ most of the staff are still looking for the dummy.

 

Why can't they just accept that they lost...

 

Remember they are Boeing. They cry more than the employees like me they laid off. Next week my neighbor and former coworker is getting the axe, because Boeing outsourced her job to Oklahoma.

 

I posted my comments on their Tanker blog, and they refused to post them. They know very well I speak the truth. I think this needs to be sent to my elected officials too.

 

Comment preview

A former Boeing employee:

 

Maybe Boeing should concentrate on getting it's "DREAMLINER" in the air, and stop squabbling about what is the best tanker. A few commercial airlines have replaced their 767 fleets with A330s. EVA Airways is one I know of.

 

Or what about the failed attempt to eliminate EADS from the tanker competition in 2003? Yes I remember that fiasco well. The government caught you bilking the taxpayer with your $20B lease on the KC767, while ignoring the EADS bid, which was $5B less.

 

What I laugh about, is that I feel the USAF is punishing Boeing for what Darleen Druyun, and Mike Sears, conspired to get favors such as, employment for relatives, a cushy job for Druyun, and other goodies. All those two got were a pink slip and jail time.

 

Move on Boeing. You lost, look to the future, and concentrate on building a better airplane than EADS. Maybe you should also divest the Mc Donnell Douglas business units too, and grab hold of the reins. You got a winner when you bought the former Rockwell divisions, but gained too many liabilities with Hughes and McD.

Edited May 15, 2008 by eltib

[wacmedia 277]

Hi,

 

More news I'm sure they'll love on that blog.

 

http://news.bbc.co.uk/1/hi/business/4528219.stm

 

Airbus helps EADS boost profits

 

The successful A380 first flight could help to boost future revenues 
Airbus planes maker EADS has said rising sales led to healthy growth in the three months to the end of March. 
Net profit rose to 328m euros (£222.6m; $419.8m) against 49m euros (£33.2m; $62.7m) at the same time last year. 

Sales soared 16% to 7bn euros from[quote] a year ago. Airbus left its 2005 forecast unchanged at sales of 33bn euros based on sales of 350 to 360 Airbuses. 

"The successful A380 first flight demonstrates the potential for further strong revenues," the company said. 

Space business 

Shares in European Aeronautic & Defence Company rose 0.2% to 22.75 euros on the Paris Stock Exchange. 

Philippe Camus and Rainer Hertrich, both chief executives at EADS, added: "Our defence businesses are also set for strong revenues. 

"In addition, progress at EADS Space has been strong indicating that the space business will contribute positively to the portfolio." 

EADS' order intake in the first three months amounted to nearly 9bn euros, compared with 3.4bn euros in its 2004 first quarter. 

The increase is mainly due to stronger Airbus and space-division orders. 

EADS co-owns Airbus with British defence giant BAE Systems, which holds a 20% stake in the Toulouse-based aircraft maker. [/quote]

Edited May 15, 2008 by wacmedia

[Samsonite 177]

That story is 3 years old this month.

 

"Last Updated: Monday, 9 May, 2005, 16:57 GMT 17:57 UK"

 

http://news.bbc.co.uk/1/hi/business/4528219.stm

 

[TheFiend 1,179]

Yet another unhappy Nightmareliner customer

 

Qatar Airways will seek cash compensation from Boeing Co over a delay in the delivery of its 787 Dreamliner, the press quoted its chief executive as saying Thursday.

 

Akbar al-Baker also said the Doha-based airline was looking into ordering more of the A380 superjumbos manufactured by Boeing's European rival Airbus.

 

"We are going to seek compensation for the delay, as it is always stated in our contracts," Baker was quoted by Emirates Business 24/7 daily as saying.

 

"Besides seeking cash compensation, we will exercise the purchase options we have on the 777s to take us through the delay of the 787," he said, adding that the Doha-based carrier was looking at five of the older-generation planes to compensate for the reported delay.

 

In November, the government-owned airline had confirmed orders for 30 Dreamliners.

 

Meanwhile, Baker appeared undeterred by an announced delay in the delivery of the Airbus A380 superjumbo, of which Qatar Airways has five on order.

 

"We are thinking of ordering additional A380s due to the growing demand," he said, adding that the carrier has confirmed delivery slots starting 2012.

 

The European plane maker said on Tuesday that it was reviewing the delivery schedule of its flagship A380 jet and its largest single client, Emirates, said it had been told to expect new delays. — AFP

 

And looking like additional orders for the A380 as well...... despite the slight adjustment of the delivery schedule recently announced.

[wacmedia 277]

That story is 3 years old this month.

 

Hi,

 

Sorry about that. This is the story I meant to cover. The British press are reluctant to issue any of the good news about Airbus.

 

http://www.eads.com/1024/en/pressdb/pressd...14_eads_q1.html

 

EADS' Q1 2008 results reflect ongoing solid underlying performance and favourable seasonal effectsRevenues up 10 percent to Group total of € 9.9 billion – 
growth across all Divisions 
EBIT* grew to € 769 million despite burden of declining US dollar – improvement in all five Divisions 
Free Cash Flow before customer financing increased to € 1.1 billion 
Order intake up to € 39.3 billion thanks to Airbus and Military Transport Aircraft Division Amsterdam, 14 May 2008
Further information
1st Quarter earnings 2008 Results presentations: 1st Quarter earnings 2008 
EADS (stock exchange symbol: EAD) can rely on robust fundamentals and continued solidity in its underlying performance, but is still facing challenges on its recovery path. Despite a difficult economic environment and a weak US dollar, the Group continued to experience strong business momentum in the first quarter of 2008. The remarkable order intake reflects the capabilities of EADS' product portfolio on the global market, in particular at Airbus and Military Transport Aircraft Division. The Q1 2008 EBIT* development was supported by a temporary excess volume of matured hedges compared to the economic exposure. For the full year 2008, the Group confirms its EBIT* guidance of € 1.8 billion.

“Though many serious challenges have been overcome there remains much to do in order to secure the significant and lasting improvement in operational performance we are targeting. But first quarter results are encouraging in that respect,” said EADS CEO Louis Gallois. “Implementation and execution of Power8 is underway and we will look into further measures beyond. With regard to our long-term strategic plan Vision 2020, we have achieved first tangible successes: The US tanker selection and our recent acquisition in the US support us in our aim to balance both our global footprint and our business portfolio. We are determined to build on that encouraging start and are looking to make further advances in transforming our business.”

Airbus continued to ramp-up aircraft deliveries, mainly for the A320 Family. Singapore Airlines received further A380s. The Military Transport Aircraft Division achieved the A400M Power-On milestone. Eurocopter increased its deliveries, successfully unveiled its new EC175 transport helicopter and further expanded its international presence by opening an NH90 assembly line in Australia. The EADS Astrium-built Automated Transfer Vehicle successfully completed its mission to supply the International Space Station ISS. The Defence & Security Division enlarged its secure communications business through new orders and the acquisition of the North American emergency response solution provider PlantCML.

Revenues grew by 10 percent to € 9.9 billion (Q1 2007: € 8.9 billion), fuelled by higher Airbus deliveries (123 units incl. two A380s versus 115 aircraft in the same period of the previous year) and increased volumes at Eurocopter, EADS Astrium and Defence & Security. The Military Transport Aircraft Division contributed significantly to the growth thanks to a milestone revenue recognition in the A400M programme, which had been shifted from 2007.

EADS’ EBIT* (pre goodwill and exceptionals) for the first quarter 2008 reached € 769 million (Q1 2007: € 88 million). It benefited from improvements across all Divisions. Thanks to a strong operational performance and achievement of Power8 targets, Airbus and Defence & Security secured the largest EBIT* growth compared to the first quarter of 2007 when Airbus' EBIT* in particular was heavily burdened by Power8 restructuring. Additionally, in the first three months of 2008, Group EBIT* benefited from a temporary excess volume of matured hedges compared to the economic exposure, overcompensating a less favourable hedge rate compared to the same period of the previous year. The reverse effect will impact the upcoming quarters. In Q1 2008, a US dollar impact of around € -500 million on loss-making contract provisions put pressure on the Group's EBIT*, partly balanced out by a gain of around € 200 million from revaluations on liabilities. Compared to Q1 2007, the US dollar effects impacted EBIT* by € -360 million.

In line with the Group's EBIT* development, EADS improved its Net Income to € 285 million (Net Loss Q1 2007: € 10 million), or earnings per share of € 0.35 (loss per share Q1 2007: € 0.01). Self-financed R&D expenses remained roughly stable at € 534 million (Q1 2007: € 549 million), but are expected to grow over the full year mainly in the context of Airbus’ aircraft development programmes, especially for the A350 XWB.

Free Cash Flow before customer financing increased to € 1,059 million (Q1 2007: € -785 million) driven by improved cash flow from operations and reduced capital expenditure. The improvement in operating cash flow was mainly related to a stronger inflow of customer advance payments and additionally benefiting from a much lower build-up of inventories. Consequently, Free Cash Flow including customer financing improved to € 1,116 million (Q1 2007: € -822 million) including a stronger net contribution from sell-down of customer financing assets compared to a cash-out in the first quarter of 2007. In the first quarter of 2008, Cash Flow is significantly less impacted by capital expenditure, settlement payments and restructuring expenses than it will be over the rest of the year. At the end of March, the Net Cash Position reached € 8.3 billion (year-end 2007: € 7.0 billion).

In the first three months of 2008, EADS raised its order intake to € 39.3 billion (Q1 2007: € 10.5 billion) thanks to strong orders at Airbus and – with finalisation of the UK tanker programme FSTA and a tanker order from Saudi-Arabia – at Military Transport Aircraft. The Group benefited from a continuing demand for EADS' excellent products, mainly from Asia-Pacific and legacy carriers.

Up to the end of March 2008, the Group’s order book remained on a record level of € 351.5 billion (year-end 2007: € 339.5 billion). This growth was achieved despite a € -17 billion revaluation due to the weaker US dollar at the end of the first quarter. Orders within the commercial aircraft business are based on list prices. The Group further expanded its defence order book mainly thanks to its Military Transport Aircraft Division; defence order book closed the first quarter at € 58.0 billion (year-end 2007: € 54.5 billion). At the end of March, EADS had 116,375 employees (year-end 2007: 116,493). 
OutlookEADS confirms the guidance for 2008 that was published on 11 March 2008.

The EADS guidance is based on a closing spot rate at year-end 2008 of € 1 = US$ 1.45.

EADS expects Airbus to capture above 700 aircraft orders in 2008.

EADS revenues are expected to exceed € 40 billion in 2008, with about 470 aircraft deliveries for the full year.

EADS expects its 2008 EBIT* at € 1.8 billion. While, in the first quarter, the strong underlying performance across businesses, particularly at Airbus, shows a satisfactory trend, EADS needs to balance it with challenges on key programmes this year.

The weakening of closing spot rate at year-end 2008 could have negative impacts on earnings linked to the revaluation at a deteriorated US dollar rate of some Airbus balance sheet items, including loss-making contract provisions.

Before the impact of customer financing, EADS expects 2008 Free Cash Flow at € 500 million (keeping in mind it is the most volatile item to predict). This includes the cash consideration for the acquisitions EADS announced lately. If the positive trend of the first quarter is confirmed, upside to this number is possible.

For the 2008 EBIT* guidance as well as for the mid-term outlook, any potential financial impact of the new A380 delivery schedule has not been determined so far.

[BigDUSA 71]

The first of Boeing Co.'s highly anticipated 787 jetliners is on track for a June "power on" milestone, and subsequent planes are arriving at the final assembly floor in better and better shape, the executive in charge of the 787 program says.

 

Boeing invited reporters into its 98-acre production area Monday to show that the aircraft maker has overcome parts shortages and hiccups in its new, decentralized manufacturing model and is making steady progress toward the 787's much-delayed first flight.

 

Last month, Boeing postponed the jet's debut in commercial service until the third quarter of 2009. The latest delay was the third revision to its delivery schedule. The delays will likely cost the company billions of dollars in additional costs and penalties.

 

Inside the massive hangar, four planes were lined up nose-to-tail in varying states of completion. Patrick Shanahan, general manager for the 787 program, said the mood on the assembly floor had shifted from frustrated to fired-up in the last two months as the installation of critical systems on Plane No. 1 neared completion.

 

But despite seven-day work weeks, Shanahan also said he expects some of the pieces of the first plane to come together at the last moment in a "photo finish," and joked that someone tosses the equivalent of a grenade into his office every half hour or so.

 

Powering up the 787 for the first time — a major milestone, but one of many that remain before Boeing can deliver the first of its new planes — will show the company how successful its next-generation production model really is. The company relied almost entirely on outside companies around the world to manufacture, test and put together major parts of the aircraft before shipping them to Everett for final assembly.

 

The 787, Boeing's first newly designed jet since airlines started flying the 777 in 1995, will be the world's first large commercial airplane made mostly of carbon-fiber composites, which are lighter and more durable than aluminum and don't corrode like metals. Boeing says it will be cheaper to maintain and offer greater fuel efficiency than comparable planes flying today.

 

The final assembly phase was meant to be less labor-intensive than the assembly of traditional metal commercial airplanes. As an example, Shanahan said workers had to drill more than a million holes to assemble a 747 but less than 10,000 to put together the major components of a 787.

 

But Plane No. 1, which sits at the front of the production line, arrived in Washington with far fewer parts pre-installed than Boeing expected. The factory floor wasn't designed to accommodate the extra work, as evidenced by ad-hoc scaffolding that still surrounds the planes, and local laborers were left with a much longer to-do list than they had planned.

 

Shanahan said partner companies have since gained a clearer understanding of what's required. He reported that the fourth plane's components arrived in Everett much closer to the state in which Boeing expected them.

 

Beyond the power-on testing, the 787 must clear several hurdles to assure the Federal Aviation Administration that it's ready for commercial service.

 

In early July, engineers are set to begin a monthslong process of testing the plane's structural limits by simulating extreme conditions in a second, nearby hangar. During that so-called "static testing" phase, engineers will compare the test results with their predictions about how the 787, with its new materials, design and manufacturing process, should fare in extreme conditions.

 

"This is the graduation event, if you will, for the 787," said Randy Harley, vice president of engineering and technology for the 787.

 

Once static testing is complete, Boeing will send six of the 787s into the air to test everything from how they handle at different altitudes and in different climates to how noisy it is in the cabin. Assuming all goes well, Plane No. 7 will be delivered to All Nippon Airways in the third quarter of 2009, even as a years-long process of fatigue testing — meant to simulate decades of commercial service — continues.

 

At each phase, Shanahan said feedback from testing is likely to force Boeing and its partners to change the manufacturing and assembly process.

 

"Somebody will call me with their hair on fire," he said. "It's normal."

[CheshireTom 1,377]

The first of Boeing Co.'s highly anticipated 787 jetliners is on track for a June "power on" milestone, and subsequent planes are arriving at the final assembly floor in better and better shape, the executive in charge of the 787 program says.

 

And a year ago the chief executive in charge of the 787 production said ................

 

 

"the team working on the airplane is working hard to prepare for the premiere."

 

"This is a magical time in the program," said Bair. "When you are building the first airplane of an all-new type, the pressure is incredible and the hours are long but accomplishments are immediately visible and the challenge brings out the best in our people."

 

Bair also stressed that subsequent airplanes are also coming together nicely."

 

 

Not a lot has changed in the intervening twelve months it seems.

[eltib 54]

I say Boeing is losing it. I was watching Dogfights on the History Channel last night, and Boeing has proposed to modify the B-1B bombers to B-1R status. R stands for regional. The B-1B is great airplane, Rockwell fucked up by not using the same defense avionics as the B-52. That's why the B-1B got a bad rap. But to make this new plane basically a missile truck is just plain wrong, and a waste of taxpayer dollars. I'd rather see UCAVs developed than a rehashed version of the B-1B.

 

JFTR, My neighbor works at a Boeing supplier here. He tells me they are slow as all hell at Goodrich. And that it will not be picking up, until later next year.

 

So if Boeing has such faith in the 787, and Goodrich is delivering parts as promised, why isn't business booming there? I think Shanahan is feeding the public more PR bullshit.

Edited May 21, 2008 by eltib

[BigDUSA 71]

Airbus is asking European governments to help cover the $18.2 billion in development costs for the A350, threatening to reignite a debate about the level of state support for the European jet maker and U.S. rival Boeing.

 

Airbus approached European nations for aid, and ministers have agreed "in principle" to the idea, Peter Hintze, Germany's deputy economy minister, told reporters Tuesday at the Berlin Air Show. His comments were echoed by Dominique Bussereau, junior minister for transport in France.

 

Loan commitments for the new A350 wide-body jet may exacerbate a trade dispute between the European Union and U.S. over aid for plane makers.

 

The U.S. filed a complaint with the World Trade Organization in 2005 about European assistance to aerospace companies. The EU filed a countersuit against the U.S. and the dispute is still being weighed at the WTO in Geneva.

 

"It's not going to do trade diplomacy any favors, but it's not like they have a choice," said Richard Aboulafia, vice president at Teal Group, a consultant in Fairfax, Va. "Delaying the most important product for the company in the name of diplomacy doesn't sound like a smart move."

 

The A350 will seat 250 to 350 passengers when it enters service, which is planned for 2013. The long-range jet will compete with Boeing's current 777 model and the 787 Dreamliner, due to be delivered to the first customer next year.

 

For previous Airbus models, the governments of France, Germany and the U.K. have generally provided loans to cover a third of development costs, after a 1992 agreement with the U.S. that allowed the practice. The U.S. abandoned that accord before filing the WTO challenge.

 

The WTO case makes it more complicated for France and Germany to move ahead with direct loans. Those governments and the U.K. have been exploring other means to help aerospace companies, such as research credits.

 

France, Germany, the U.K. and Spain, the four countries where Airbus has its main operations, made a commitment in September 2005 to help Airbus if the manufacturer made a formal request for loans. Spanish and British ministers participated in Tuesday's presentation by their German and French counterparts.

 

"We granted such loans for the development of the A380," Hintze said Tuesday. "We agree in principle that we will also do that with the A350, clearly complying with the rules of the World Trade Organization, clearly complying with European Union rules."

 

The ministers have a "clear expectation that the focus of research, development and production will be in Europe."

 

Boeing spokesman Charlie Miller said that "what is important is Peter Hintze's recognition that any support must be World Trade Organization-consistent."

 

"So that rules out launch aid," Miller said in an interview from Geneva. "So what nature the government support would take, we clearly cannot see."

 

Louis Gallois, chief executive officer of Airbus parent EADS — European Aeronautic, Defence & Space — said Tuesday at a briefing in Berlin that Airbus needs more state aid to compete fairly with Boeing.

 

"We are asking only for a level playing field with the competitor," Gallois said in an interview. "We feel the competitor is getting support from its government for research and development, and from the states of Kansas and Washington."

 

 

 

Once again it looks like Airbus goes hat in one hand and the begging bowl in the other to the EU looking for taxpayer cash to support their business. Have they no shame? EU taxpayer

[eltib 54]

Once again it looks like Airbus goes hat in one hand and the begging bowl in the other to the EU looking for taxpayer cash to support their business. Have they no shame? EU taxpayer

 

 

Sounds like more sour grapes to me.

 

 

JFTR, My neighbor works at a Boeing supplier here. He tells me they are slow as all hell at Goodrich. And that it will not be picking up, until later next year.

 

So if Boeing has such faith in the 787, and Goodrich is delivering parts as promised, why isn't business booming there? I think Shanahan is feeding the public more PR bullshit.

 

Update, my neighbor was laid off from Goodrich. Was told he wouldn't be called back till 3rd quarter 2009. Once again Boeing wants to blame it's suppliers when it's their problem to begin with.

Edited June 4, 2008 by eltib

[CheshireTom 1,377]

The same old nonsense

 

Where have you been. I've just updated your CV to include the Auto fender repair workshop failure.

 

You're way behind the times .... the UK government has already invested heavily in the future composite wing venture ........ as is allowed by WTO and EU rules. Airbus will lead the research on behalf of the government.

[TheFiend 1,179]

I wonder if Denny spent his time with the Soi 6 ladyboy discussing all things Airbus and Boeing?

[eltib 54]

I wonder if Denny spent his time with the Soi 6 ladyboy discussing all things Airbus and Boeing?

 

Naw,

 

That would be like falling in love. I think they want to give him a rim job, get their money, and get the fuck out, ASAP.

 

[Hub 203]

Maybe some of the Euros could give an update on some of the AB/EADs issues - I keep hearing their name when listening to the Beeb but haven't got the whole story, which seems to involve some unethical business pratices as well as french-german relations?

[Hub 203]

Where have you been. I've just updated your CV to include the Auto fender repair workshop failure.

Tom, do have that listed before or after Mercinary and Investment Guru?

[CheshireTom 1,377]

Tom, do have that listed before or after Mercinary and Investment Guru?

 

Just after his stint at Cambridge ..........

[wacmedia 277]

Maybe some of the Euros could give an update on some of the AB/EADs issues - I keep hearing their name when listening to the Beeb but haven't got the whole story, which seems to involve some unethical business pratices as well as french-german relations?

 

Hi,

 

Politics as always in these big companies. Lets face it most of us, with the exception of myself, would do a bit of insider trading if we had the opportunity.

[BigDUSA 71]

Having been delayed almost two years, Airbus’ flagship A380 program seems to have run into yet another stumbling block, much to the ire of its key Arab customer, Emirates.

 

At the end of April 2008, Airbus CEO Thomas Enders stated that the company would be reviewing the production plans.

 

“This is a very steep ramp up and this is something one always needs to be concerned about,” Enders said.

 

“Yes, Emirates can confirm that it has received the letter from Airbus. At present we have nothing more to add,” an Emirates spokesperson told the Gulf News yesterday. However, President Tim Clark told Reuters by telephone in Dubai on Tuesday that the situation “is very serious,” and that it “will do us serious damage.“

 

Etihad Airways was also among the customers informed of the A380 review - considering the airline is the process of placing its biggest ever order this year, the timing could not have been more precarious.

 

 

According to sources within these two airlines I have spoken to, both carriers are now expediting their evaluation of the 747-8 Intercontinental. Revealed exclusively last month, Emirates has made no secret that the 747-8I is not completely out of the running. With production at just under 2 airplanes a month, Boeing certainly has the better capability to increase production on an already established legacy airplane.

 

With Airbus dropping plans to sell some factories, Power8 in a state of duress and currency woes biting hard, any further delays to the A380 may just sign the death knell for the behemoth. Already over budget to the tune of some $20bn, the A380 has secured just 3 firm orders so far this year.

 

Oil prices have been reaching record highs, airlines have been collapsing and demand for large airplanes, particularly quadjets have been stagnant and are in the long term not ever likely to replicate the boom enjoyed by the 747-400 back in late 1980’s/early 1990’s.

 

Although the A380 review is not expected to last long, its implications are far reaching. There’s no question Airbus could indeed stick to a higher rate of production, now that the second wave of correctly wired A380’s has entered the production stream - the critical issue remains that with demand for big (passenger) jets on the wane in favour of the 777, 787 and A350, how long can production remain in operation without foregoing a change in the intended delivery regime to customers? Further from that, how long can the line remain open without further sales, especially without a freighter model to support it?

 

Throw in burgeoning fuel costs - by the time some existing customers get their A380’s, the airplane will not be sporting as energy efficient engines as some perceive - we must remember that the engines were designed almost a decade ago.

 

Customers taking deliveries of A380’s in 2015 or beyond will have these older engines, with higher fuel bills compared to 787 or A350 engines.

 

While hindsight is magical, there is no doubt that Airbus must be thinking that developing an all new twin in the A350 is far more important than the A380. Letting the A350 suffer because of ensuing problems will mean that Airbus runs the very high risk of losing customer trust as it did on the big A380.

 

In gearing efforts for a contracting marketplace with the A380, Airbus has no one but itself to blame if the A350 is delayed - with so much riding on it, the company can ill-afford to repeat the fiasco of the A380 all over again.

 

 

Reading the above, I can understand why Airbus is looking again for EU taxpayer money. Once again the EU taxpayer is by Airbus.

[CheshireTom 1,377]

Reading the above, I can understand why Airbus is looking again for EU taxpayer money. Once again the EU taxpayer is by Airbus.

 

 

The story is old news and has moved on somewhat. Two planes will be delayed by 8-10 weeks next year. Meanwhile, Boeing's 900 787s are currently looking at delays well in excess of two years. And the thing ain't out the factory yet.

 

 

 

 

Aeroflot expects 28-month 787 delay; AirTran defers 737s

 

 

Posted at 11:33 am by Michelle Dunlop

 

Russian carrier Aeroflot won’t see its first Boeing Co. 787 Dreamliner until 2016 at the earliest. That’s 28 months late.

 

Boeing already acknowledged that it will push back the delivery of the first 787 until the third quarter of 2009. It originally planned to hand over the first Dreamliner to Japan’s All Nippon Airways this month.

 

Subsequent deliveries have been pushed back 20 months on average, Boeing has said. But Aeroflot’s general director Valery Okulov told reporters the Russian airline expects its delivery to take even longer than average.

 

“We have received official notification, the delay is 28 months,” he said, in this Reuters story.

 

Aeroflot has ordered 22 Boeing 787s.

[Samsonite 177]

Nope. Wait and watch. There is a very good chance Boeing will be able to catch up and keep the delayed deliveries at a minimum. And for the guy who use to work for Boeing and is carrying that huge chip on his shoulder, the delays have been from the suppliers. Just the other day the company that is building the power supply for the 787 admitted it, but said they are now on track. There is nothing wrong with the technology, it was getting the suppliers up to speed.

********************

787 supplier Hamilton Sundstrand says power-on 'darn close'

Thursday June 5, 2008

 

Boeing is on track for 787 power-on later this month and the supply chain and technical issues that have caused the program's extensive delays largely are resolved, according to Hamilton Sundstrand, the aircraft's largest systems supplier."Clearly the airplane is making tremendous progress," HS President David Hess told reporters this week at the company's Rockford, Ill., facility, where 787 systems are being built and tested. "It's coming together and we're confident and Boeing's confident that [power-on] will happen this month. The airplane looks pretty darn close to me. . .We've got 100% of the systems they need for power-on to Boeing."

 

HS is providing the electrical, auxiliary power, air-thermal management, hydraulic, fire protection and engine systems for the aircraft. Its 787 work is valued at $15 billion over 20 years.

 

The leap in technology on the 787 posed initial problems as the manufacturer and HS attempted to define system parameters. "It's a revolutionary and very innovative aircraft," Hess explained. "There quite honestly were technical challenges that both we and Boeing didn't fully appreciate. The requirements definition phase took longer than we expected. . .When you go to a composite structure the requirements change and how you develop systems is different."

 

But technical problems were not the major cause of program delays, he said. "We probably had a little bit steeper learning curve on the supply chain side than the technical side," he commented. "We [now] have a lot more rigorous and robust supply chain processes than we had two years ago. . .When you think about where the 787 program has had problems, it hasn't been at the technical level. It's really been supply chain management issues."

 

Those issues stem from Boeing's new global model for building aircraft that empowers suppliers such as HS, which sends 90% of its 787 components to structural suppliers rather than directly to Everett. Boeing has cited poor performance from its suppliers in explaining 787 program delays but recently has insisted that most of the problems have been fixed (ATWOnline, May 20).

 

"I don't want to get into a shooting match with [boeing] on who was late, why it was late," Hess said. "We're all late."

 

by Aaron Karp

http://www.atwonline.com/news/story.html?storyID=12932

Edited June 7, 2008 by Scalawag