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Old April 21st, 2010, 09:29 PM   #221
siamu maharaj
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737 is the ugliest plane in the world. I hate it so much, I actually do my best to avoid it.
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Old April 22nd, 2010, 04:59 PM   #222
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Originally Posted by yangkhm View Post
When boeing's going to make Boeing 797?????????
Do you mean the blended wind body
Who knows....?




This model already fly...but it's a bit too small.
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Old April 22nd, 2010, 09:55 PM   #223
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looks like a stingray!!!
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Old April 24th, 2010, 03:50 PM   #224
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Yesssssssss

First 787 for Royal Air Maroc :

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Old May 27th, 2010, 05:48 PM   #225
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http://www.chicagotribune.com/busine...,6950049.story

United's merger with Continental bumps it to front of line for new Boeing 787 Dreamliner
Unknown is whether already-late jet will meet deadline, perform as promised

By Julie Johnsson, Tribune reporter

8:56 p.m. CDT, May 26, 2010

United Airlines may have been the last major U.S. carrier to order new airplanes, but its passengers would be among the first to experience Boeing's 787 Dreamliner if the United-Continental merger goes according to plan.

The new carrier, which would retain United's name and be run by Continental CEO Jeff Smisek, would be the launch customer in the Americas for the much-delayed but potentially game-changing 787, sources said.

If the deal is derailed, that honor would go to Continental Airlines, which said Wednesday that it will take delivery of its first 787 in August 2011. That's about five years before United is due to receive the first of 25 Dreamliners it ordered late last year.

Billed as ground-breaking, the Dreamliner is designed to burn 20 percent less fuel than similar midsize jets and produce 20 percent fewer emissions. Its composite frame, more flexible than conventional aluminum fuselages, allows more humidity in its passenger cabins, lessening the effects of jet lag.

Continental is scheduled to receive six of the 25 new 787s it has on order next year, giving it a jump on other North American carriers with global ambitions. Continental plans to launch its first 787 service on Nov. 16, 2011, flying to Auckland, New Zealand, from Houston, the largest hub of the new carrier and the focus of its early expansion plans.

It's too early to know whether the 787s would arrive from Boeing bearing the Continental or United brand, said Continental spokesman Dave Messing.

Merging airlines typically don't begin to combine brands and repaint fleets until well after their deal closes, said aviation consultant Robert Mann. United and Continental executives expect to wrap up their deal by late 2010, provided their merger isn't subjected to lengthy scrutiny by antitrust regulators.

But it remains unknown whether the 787, more than two years late, will meet its latest deadline and perform as Boeing has promised, and the uncertainty has prompted some carriers to cancel orders or to take later deliveries after problems are ironed out.

Continental vaulted ahead of Delta Air Lines on Boeing's 787 delivery schedule after Delta gave up the early production slots that it inherited by buying Northwest Airlines, the original U.S. launch customer, sources said.

But the first planes off a manufacturer's assembly line frequently fall short of expectations, arriving heavier than anticipated. That lessens a jet's range or lowers fuel savings, analysts said.

Rumors about the 787's performance has swirled as Boeing has reinforced the jet's composite frame with metal in places, potentially increasing its weight.

"The view is it's been compromised, although nobody knows by how much," Mann said.

Boeing has conceded it had weight issues with the first few 787s, but said it is resolving those problems with significant design improvements that start with the 25th Dreamliner.

The Auckland flight, the longest in Continental's schedule, would put the new jet to an immediate test. The 7,400-mile journey appears tailor-made for Continental's 787, which will seat 228 people. That route is unlikely to draw enough passengers to consistently fill a jumbo jet, but is too long for other midsize planes.

Continental's jets will include the upgrades, said Boeing spokeswoman Lori Gunter, and should have the 787-8's maximum range of 7,650 to 8,200 nautical miles. The new Auckland route "is easily within the capabilities of the airplane," Messing added.

Delta, meanwhile, is exploring alternatives to the 787 to handle its overseas flights. Delta CEO Richard Anderson told analysts earlier this year that the Atlanta-based carrier is "technically" still a 787 customer but is "in negotiations with Boeing to figure out what's going to happen with those positions."

Some observers think Delta may be holding out for the next Dreamliner model, the 787-9, which will carry more passengers and travel longer distances.

"I suspect Delta is going to cancel or convert" its order, said aerospace blogger Jon Ostrower. He thinks Delta will likely add more Boeing 777-200LRs to its fleet.

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Old May 28th, 2010, 04:43 AM   #226
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Quote:
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Yesssssssss

First 787 for Royal Air Maroc :
wow
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Old May 28th, 2010, 12:25 PM   #227
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Old May 28th, 2010, 10:54 PM   #228
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Quote:
Originally Posted by Slaoui View Post
Yesssssssss

First 787 for Royal Air Maroc :

<snip>
Holy shit...that's nice! I miss the RAM on the tail though.

Looks like it doesn't have the engines yet. Yellow weights hanging off the wings.
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Old May 29th, 2010, 04:56 AM   #229
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even Jetstar and Uzbekistan go for 787? did'nt know that

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Old May 29th, 2010, 09:01 AM   #230
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Uzbekistan Airways is biggest air company in Central Asia.
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Old July 4th, 2010, 06:09 PM   #231
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Quote:
http://www.chicagotribune.com/busine...,4259627.story

Composite material used in Boeing 787 raises safety questions

By Dominic Gates, McClatchy/Tribune news
July 4, 2010

When a Boeing 777 lost power and crashed short of the runway at London Heathrow Airport in 2008, the landing gear collapsed, and a strut pierced the passenger floor. Yet apart from one broken leg, there were no serious injuries.

When an Airbus A340 landing in bad weather skidded off a Toronto runway in 2005, it broke into pieces and caught fire. But in the minutes before flames engulfed the jet, all 309 people on board evacuated safely.

Though such accidents don't always end so well — in May, 158 people died when a Boeing 737 slid off a runway in India — today's metal airliners are designed to be survivable in a crash landing.

How will Boeing's new 787 Dreamliner, the first airliner with a body built largely from carbon fiber infused with epoxy resin, fare in such a crash?

The new material is tough. But hit hard enough, it breaks rather than bends. And in a fire, the epoxy resin burns.

One early Boeing computer simulation was disturbing.

In 2005, as design of the Dreamliner advanced, a Boeing analysis showed a crash that is survivable in a largely metal 777 would be deadly in a 787: The impact would shatter the bottom of the 787 fuselage and deliver a jolt severe enough to kill all the passengers.

A Boeing engineering manager called the outcome a "potential showstopper" for the Dreamliner.

Chicago-based Boeing says a key design change and subsequent physical tests prove the final Dreamliner design is now as safe as a metal airplane.

And while a few critics remain concerned, the Federal Aviation Administration is close to certifying the jet as safe to fly passengers.

When an auto company develops a new car, it must run more than a dozen full-scale crash scenarios, witnessed by safety officials. Every test destroys a car.

But running full-scale tests of big jets crashing is considered impractical, as well as too expensive. As a plane heads toward a crash on land or water, there are too many possible impact variations to test every scenario.

So today's metal airplanes have been certified largely using computer simulations. Manufacturers validate their virtual results with smaller-scale physical tests: flexing the wings and stressing fuselage panels to their breaking point.

The FAA and Boeing agreed in advance on exactly what testing was needed to prove the 787's safety.

The 2005 Boeing document that laid out the deadly Dreamliner crash scenario was an early mathematical analysis, prepared by structural-dynamics experts in the company's Phantom Works research unit.

A computer-generated drawing from the internal report shows that in a simulated crash, the 777's metal lower fuselage crumples. But the rest of the airframe, including the floor of the passenger cabin, is intact.

In the composite-plastic 787, by contrast, the lower fuselage is shattered, with multiple holes. And the passenger floor has broken away from the fuselage and collapsed, leaving passengers with little chance of reaching an exit.

In addition, the Boeing study projected that the impact on passengers would be much more severe in a 787.

The highest survivable impact in a crash landing is considered to be about 20g, meaning a nearly instantaneous deceleration equal to 20 times the acceleration caused by gravity.

The study projected that at a vertical descent rate of about 15 miles per hour, the average peak impact on a passenger's spine would be 15g in the 777.

In the 787, though, that impact would be 25g, the study concluded.

In March 2005, Phantom Works project manager Vince Weldon sent an e-mail to Boeing's chief technology officer, Jim Jamieson, flagging the simulation as "very dire."

An aeronautical engineer, Weldon worked for 46 years in aerospace, half of those at Boeing. At Phantom Works, he assessed the use of advanced composites for future airplanes, though he had no direct role on the 787 program.

Weldon's concerns were examined by a panel of Boeing technical experts chosen from outside the 787 program. Its review endorsed the jet's composite-material design.

"He raised questions. They were investigated," said Boeing spokeswoman Lori Gunter. "We did not proceed with the design until we were sure it was safe."

In 2006, Boeing fired Weldon after an allegation that he used a racist remark about a superior in the course of pushing his concerns internally. Weldon, 72, denies that and says the accusation was a way to discredit and get rid of him.

Boeing made structural changes after the 2005 analysis that dramatically improved the jet's crash safety, said Mark Jenks, a vice president on the 787 program.

It redesigned rows of short wedge-shaped support posts beneath the cargo floor so they progressively collapse on impact, absorbing energy and reducing the impact felt in the passenger cabin.

Paolo Feraboli, an assistant professor at the University of Washington and director of its Lamborghini Lab for studying advanced composite structures, who worked for Boeing on the 787 program, said the support posts "fail in a very progressive, very stable, very energy-absorbing fashion."

With the change, Boeing's computer model now projected a much better impact result.

But unlike homogeneous metals, multilayered composites are very difficult to simulate accurately on a computer, Feraboli said.

"We don't currently have the knowledge and the computational power to do a prediction based on purely mathematical models," he said.

So to convince the FAA that its computer model matches real-world results, Boeing performed some physical tests not required on previous metal planes.

In 2007, Boeing performed a key "vertical drop test" of a partial fuselage.

An 8-foot-long section of the fuselage's bottom half, with full luggage containers beneath the passenger floor, was dropped from 15 feet onto a thick steel plate. It hit at an impact speed of around 20 miles per hour.

That's about 10 times the typical vertical descent rate when a big jet lands, and three times the rate its landing gear is required to withstand.

Videos of the test show the fuselage section slamming into the ground and completely flattening along the bottom, evidently fractured and broken, since the plastic doesn't bend. Beneath the passenger floor, small bits of the fuselage support structure fly off.

But in contrast to the 2005 computer model, everything above the cargo floor appears solid. The crucial passenger cabin floor and its supports remain intact.

And Boeing said sensors at the passenger seat showed the impact forces were survivable.

"The integrity of the floor area and overall extent of the damage were all within the bounds we expected and required," Jenks said.

He wouldn't disclose the impact forces recorded at the passenger seats. But he said the results validate the 787 design.

"This structure is as good as the 777," Jenks said. "That's what the model is showing when we finalized the design and then ran this test."

The drop-test outcome raises an additional issue: performance in a post-crash fire.

While the aluminum of a metal plane crumples on impact, composites tend to fracture or shatter. In a crash like that of the A340 in Toronto, would the 787 fuselage keep fire, smoke and toxic fumes from penetrating to the interior and overcoming passengers?

The good news is fire tests conducted by the FAA in 2007 show that plastic composites like those used in the 787 stand up to fire much better than metal.

But that may be irrelevant if fire and fumes can enter through holes in a shattered hull.

A fuel-fed fire can melt through an aluminum panel in about a minute. With an added layer of thermal insulation inside the fuselage wall, the fire barrier holds up a further four minutes. That required five-minute total provides passengers time to get out.

But the type of composite plastic on the Dreamliner will resist burn-through and provide protection from the fire for longer than five minutes, even without insulation.

While the epoxy resin in the composite material ignites and burns, the mat of carbon-fiber layers chars like wood to create a protective barrier that holds back the fire.

Ali Bahrami, head of the FAA's Seattle office dealing with commercial-airplane certification, said the agency's tests showed the carbon-fiber composite not only resisted burn-through impressively but also prevented toxic gases from penetrating inside.

"Composite structure is performing better than metal and insulation together," Bahrami said, adding that "with composites, you provide a longer time to get out."

Boeing ran a series of lab tests, applying an external fire to a panel of the 787's composite material, with similar results.

"Because there are things that are new about this, we've gone way, way beyond what might have been basic requirements," Jenks said. "I'm personally extremely confident and comfortable."

Composite-materials expert Derek Yates is not convinced.

In an unpublished paper, Yates dismissed the FAA fire tests because they were done on an intact fuselage, which is not typical in a real crash.

Yates, 74 and retired, worked for Lockheed on the Trident missile, which had the first primary aerospace structure made from composite plastic. From 1997 to 2000, he consulted for Boeing.

Yates' views on the composites' fire threat stem from work he did in the 1970s with NASA that resulted in FAA rules effectively banning the use of epoxy-based composites from aircraft interiors because of the fire hazard.

All airliners entering service since 1990 comply with that ban.

Yates is concerned that a 787 fuselage's underside will shatter in a crash, just as depicted in the 2005 simulation.

One worry is that as the plastic fuselage slides along the ground after the initial impact, the broken underside of the hull could rip open, creating holes through which toxic fumes and smoke from burning composite material might pour in.

Yates asked the FAA during the public comment phase of the 787 certification process to require a fire test with a full-scale ruptured fuselage, rather than an intact panel. His idea is to test if toxic fumes from burning composites will be substantial and penetrate any rupture.

The FAA rejected the request, Bahrami said, because in a post-crash conflagration, "the fuel fire is by far the biggest problem," not the burning of the composites in the fuselage skin.

Jenks said that after the drop test, the bottom of the composite plastic fuselage was "crumpled, creased, cracked and fractured," but with only "small holes" in the skin.

"There weren't big, gaping holes," Jenks said. "I don't think there's any reason to believe there'll be more holes per se in a composite fuselage."

Dan Mooney, Boeing vice president of development for the 787-8, said the composite fuselage doesn't break like glass.

"It doesn't shatter and disperse in lots of pieces," Mooney said. "It tends to hang together by the fibers."

Mooney said Boeing's tests show the burning of the plastic resin won't add significant risk.

In February, Boeing issued official guidelines telling airport firefighters they can use standard techniques to put out a 787 fire, adding that "from a toxicity perspective, the composite structure … poses no greater hazard than an aluminum fuselage."

Boeing has completed all its 787 fire testing and submitted the results to the FAA for certification.

"We believe we're done," said Mooney.

FAA spokesman Allen Kenitzer said the agency's review of Boeing's data on a 787 crash impact and fire is almost complete. Certification is expected this fall.

"We don't anticipate any problems or unique difficulties with the remaining work," Kenitzer said.

...
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Old July 4th, 2010, 10:59 PM   #232
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Uzbekistan Airways is biggest air company in Central Asia.
Flew them a couple of times last month. They NEED the upgrade, good lord the TU154b that I was on was a total POS, but I am glad I got to fly on one, those planes are not long for this world, sort of the thing you tell your kids about. A320s are on their way to the Uzbek fleet this year and that will be the end of the Tupelovs.
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Old July 6th, 2010, 01:57 AM   #233
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The NWA logo needs to be changed to the Delta logo. ;-) I'm so excited for Delta getting 787 aircraft!
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Old July 6th, 2010, 10:25 AM   #234
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Flew them a couple of times last month. They NEED the upgrade, good lord the TU154b that I was on was a total POS, but I am glad I got to fly on one, those planes are not long for this world, sort of the thing you tell your kids about. A320s are on their way to the Uzbek fleet this year and that will be the end of the Tupelovs.
The TU-154 was the first plane I flew on back in 2000. It's really an amazing aircraft. The sound that comes from the engine...is indescribable. No Western aircraft can match that.
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Old July 15th, 2010, 07:37 PM   #235
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Boeing 787 test effort reaches 1000h, GE to deliver 2% improvement

Boeing is fast approaching the halfway stage in the 787's flight-test programme, having recently achieved the important milestones of 1,000h in the air and the introduction of the second engine option in to the trial effort.

Meanwhile, General Electric says that an upgrade planned for introduction next year will deliver a 2% fuel burn saving and bring the 787's GEnx-1B performance in line with, or ahead of, the original target.

The 1,000h point was passed on 16 June, as the first of two GEnx-powered Dreamliners joined the four Rolls-Royce Trent 1000-powered 787s engaged in the flight-test programme. Boeing estimates that it is "about 40% through the test conditions" required to certificate the initial variant of the all-new jetliner. The programme is expected to eventually accumulate 3,100 flight hours.



"More work remains, but we are seeing excellent progress in flight test," says Scott Fancher, vice-president and general manager of the 787 programme. "We are making solid progress on the ground testing required on the flight-test fleet as well," he adds.

GEnx general manager Tom Brisken says that the two-and-a-half-year programme delay allowed GE to reduce the shortfall in GEnx fuel burn from a reported 4% to "closer to 2%". This deficit will be addressed, and possibly beaten, with another upgrade package to be introduced in the third quarter of 2011.

Meanwhile, Brisken says that a full understanding of the airframe/engine performance and fuel burn of the GEnx-2B-powered Boeing 747-8 is about a "month or two" away. He declines to comment on suggestions from industry sources that the GEnx-2B is also 2-4% behind its fuel-burn target.


http://www.flightglobal.com/articles...deliver-2.html
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Old July 15th, 2010, 07:42 PM   #236
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Horizontal stabiliser gaps force 787 inspections and reduced flight envelope

Boeing has imposed a temporary operating limitation (TOL) on its five flying 787 test aircraft after structural gaps were discovered in the aircraft's horizontal stabiliser.

The horizontal stabilisers, which are built by Alenia Aeronautica in Foggia, Italy, have "issues with improperly installed shims and the torque of associated fasteners", says Boeing.

Programme sources say the gaps, which the shims are intended to fill, range between 0.25 and almost 0.5cm, and were first found near where the rear spar meets the stiffened centre box panel that joins the two rear wings that make up the horizontal stabiliser.



While Boeing maintains that the fleet has not been "grounded", the company has decided to not fly each aircraft as it undertakes one to two day inspections of each aircraft before returning to flight test operations. If issues are discovered amongst its test fleet, the aircraft can still fly, but with a reduced operating limit that is specified by the airframer and the US Federal Aviation Administration.

"An inspection and rework plan already is implemented for airplanes in production. For those airplanes requiring rework, we expect it will take up to eight days for each airplane," says Boeing.

Shims, or engineered fillers, are traditionally used to fill structural gaps that naturally occur during manufacturing, and the ones used to fill gaps in the horizontal stabiliser became compressed after fasteners were over-torqued as a means of pulling the surfaces together.

Using fasteners to augment structural shims introduces a "pre-load" condition and reduces the long-term fatigue life of the structure if the issue goes unaddressed.

Many of the production 787s in Everett, Washington, where final assembly takes place, have already had their elevators removed for the inspections, say area observers.

The company maintains "it is not unusual for these issues to arise in the course of production programmes - they are identified, dispositioned and dealt with through our normal processes".

However, the setback is another in a series of quality control issues that have arisen from the facilities of its Italian supplier.

On 23 June 2009, Boeing issued a stop work order to Alenia's Grottaglie, Italy operations after wrinkles in the composite skin of the aircraft were found above door frames on fuselage barrels.

The airframer says that this "issue will be addressed within the existing programme schedule" and the first delivery to Japan's All Nippon Airways remains on track for first delivery later this year.

http://www.flightglobal.com/articles...ed-flight.html
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Old July 15th, 2010, 07:51 PM   #237
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Vietnam Airlines switches 787 order to -9s

Vietnam Airlines expects it will have to wait until 2015 to receive its first Boeing 787 after switching its 16-aircraft order from the -8 to the stretched -9 due to unexpected performance limitations on the original model.

The government-owned flag carrier first ordered four 787-8s in 2005 for delivery from 2009. In 2007 Vietnam Airlines ordered four more 787-8s and Vietnam Aircraft Leasing ordered eight 787-8s on behalf of the carrier.

Vietnam Airlines CEO Pham Ngoc Minh says its 787 deliveries have since been delayed six times by Boeing and the carrier has had to switch to the -9 because the -8s no longer meet the carrier's performance requirements. Minh explains the -8s are now too heavy to economically operate long-haul routes from Vietnam to Europe and North America.

"The -8 doesn't meet the performance guarantee as they told me," Minh told Flightglobal on the sidelines of this week's SkyTeam meeting in New York. "We found the -8 is a heavy -8; it's not the original -8 they committed to."

The bigger 787-9, which follows the 787-8 in development, is now scheduled to enter service at the end of 2013. But Minh says Boeing is only offering Vietnam Airlines -9 slots from 2015.

He says Vietnam is trying to speak to Boeing about moving up to earlier 787-9 slots but so far it has been difficult to get a firm plan from the manufacturer. "They've delayed six times already. I don't know how many more times they will delay," he says.

For now Boeing still lists all 16 787s ordered by Vietnam Airlines and Vietnam Aircraft Leasing as -8s. It is not clear why Boeing has not formally changed the order to -9s but the manufacturer could be waiting to conclude a re-negotiated deal with its Vietnamese customers that may also include new Boeing 777s.



Minh says waiting until 2015 "is not our requirement" and "in the interim we continue to negotiate with Boeing".

He adds Vietnam Airlines is now looking to expand its Boeing 777-200 and Airbus A330 fleets to fill the gap caused by the extensive delivery delays to its 787s. Vietnam Airlines also has 10 A350-900s on order but Minh says these are not scheduled to be delivered from 2014, or only slightly ahead of the carrier's first 787-9.

Minh says Vietnam currently operates 20 widebodies - 10 777-200s and 10 A330s - but its fleet plan includes at least 40 widebody aircraft by 2015. Vietnam requires the 20 additional widebodies over the next five years - plus another 15 to 20 widebodies in the 2015-2020 timeframe - to meet an ambitious expansion plan that will see the carrier launch new routes to Australia, Europe and North America.

"With manufacturers it's sometimes difficult for me to push them, especially for next-generation because for next-generation they have certain difficulties. But the market is there and we have an ambitious plan," Minh says. "We can't wait. We have to add more A330s and maybe more 777s until the time we can replace all of it."

He adds Vietnam Airlines plans to use its 787-9s and A350-900s on similar missions but the carrier needs to acquire both types because neither manufacturer has enough slots to meet the carrier's requirement for 55 to 60 widebodies by 2020.

http://www.flightglobal.com/articles...der-to-9s.html


****

Btw, Boeing 787 will perform in the Farnborough Airshow so we can expect some nice videos and pictures of it
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Old July 17th, 2010, 05:03 PM   #238
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AIRSHOW-Boeing reaffirms latest 787 guidance

England, July 17 (Reuters) - Boeing (BA.N) said its chief executive had not altered the latest delivery guidance on the 787 Dreamliner after a newspaper said he had expressed confidence in delivering the plane by end-year, as planned. Boeing last week said deliveries could slip into 2011 but that no decision had been taken. [ID:nN15224632] In a summary of an interview given to European Sunday newspapers by Boeing CEO Jim McNerney, released on Saturday, Germany's Welt am Sonntagsaid: "The Boeing chief was also confident that the first Dreamliner 787 can be, as announced, delivered by the end of 2010."

A Boeing spokesman clarified that McNerney had stuck to the same script on deliveries as the 787 general manager last week.

"Mr Mcnerney made clear that the intention remains to deliver the first 787 before the end of the year, but he said that the flight test programme is tight and that it is possible delivery could slip by a few weeks into January," Boeing spokesman Charlie Miller said on Saturday.

"This is exactly what the head of the programme (Scott Fancher) said last Thursday," he added.

http://www.reuters.com/article/idUSLDE66G05Y20100717
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Old July 19th, 2010, 05:35 AM   #239
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Dreamliner makes first overseas landing

By Kyle Peterson Kyle Peterson – Sun Jul 18, 12:21 pm ET
FARNBOROUGH, England (Reuters) – Boeing Co's new 787 Dreamliner touched down in Britain on Sunday on its first trip outside the United States, thrilling hordes of eager planespotters who came out to see the breakthrough carbon-composite plane.

A media circus ensued as Boeing executives, including CEO Jim McNerney, emerged smiling from the plane, though McNerney did not actually fly to England with the plane, instead getting on board after landing.

Social media was active with blow-by-blow coverage of the arrival, pointing to the intense interest in the plane not only within the business but also in the flight-enthusiast community.

The 787 is expected to take the spotlight at next week's Farnborough Airshow. Last-minute technical issues had raised fears in recent weeks that the plane might not make its long-anticipated trip to the show, but the plane arrived doing a flyover with a "tilt and wave" before landing.

Boeing executives have said they aim to deliver the first Dreamliner to Japan's All Nippon Airways by the end of 2010, but they have cautioned that the delivery could be delayed to early 2011.

Speaking to reporters later in London, Jim Albaugh, chief executive of Boeing Commercial Airplanes, reiterated that caution, saying Boeing still hopes to achieve its year-end goal but deliveries could move to next year.

GO FLYING

Speaking after landing the plane, test pilot Mike Bryan told reporters that landing on Farnborough's "short" runway after the nine-hour flight reminded him of his time landing on aircraft carriers in the Navy. But he was full of praise for the plane, which he flew from Seattle with 16 crew and a full compliment of flight-testing systems.

"One thing I can say right now is we could literally put fuel in it and passengers could go flying in it," he said.

The plane he flew -- Dreamliner No. 3 -- will never see regular passenger service, though. It is one of three test planes strictly for that purpose. The next three test planes to be built, however, are expected to eventually be sold.

The aircraft promises greater fuel efficiency and its lightweight materials and innovative design have captured the imagination of the industry.

Yet flight testing has been going more slowly than expected after the twin-engined passenger plane made an inaugural flight last December -- which itself was the subject of frenetic global media coverage.

Deliveries of the long-range passenger jet to the first Japanese customer have been delayed by more than two years due to production problems.

(Writing by Ben Berkowitz, Editing by Jeremy Laurence and David Holmes)
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Old July 19th, 2010, 07:54 PM   #240
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