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Old January 19th, 2014, 11:12 AM   #3281
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LN14 ZA802 for Transaero inside EMC. Even with this photo you can tell, that scale of re-work is enormous.


Flightline photo, January 17th. Paint hangars are occupied, so birds for JAL, Hainan and Norwegian are sitting on the flightline unpainted for now.

http://www.flickr.com/photos/microvo...n/photostream/

source: http://kpae.blogspot.com/2014/01/pai...anuary-18.html
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Old January 19th, 2014, 09:52 PM   #3282
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Rear Cabin of N789FT
January 5th 2014
Link: http://www.airliners.net/photo/Boein...ner/2380723/L/
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Old January 19th, 2014, 10:59 PM   #3283
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Boeing will still be using the paint facilities at Ft. Worth for the 787s.

Right now the LN140 ZA123 JA828A ANA is on route from Charleston to Texas to get a coat of paint.
http://flightaware.com/live/flight/BOE123


But I doubt that they will send any Qatar 787 there for paint, that's probably why they skipped the LN138 which is still unpainted at the Charleston flightline.
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Old January 20th, 2014, 01:15 AM   #3284
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Maybe they will paint rest of Qatar's 787s built in CHS in PDX.
I wonder what is wrong with FTW paint facility. They messed up before paint on LN91 ZA243 VT-ANO for Air India, but done some work on LN49 ZA382 B-2727 for China Southern, just before grounding. Boeing painted 787 in FTW before 1st frame from CHS was ready, ET-AOQ get paint there.
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Old January 20th, 2014, 11:47 AM   #3285
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image hosted on flickr

http://www.flickr.com/photos/vuhung/...27775/sizes/l/
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Old January 20th, 2014, 01:44 PM   #3286
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13 out of 31 components are made at home, that's less than half.
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Old January 20th, 2014, 03:02 PM   #3287
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Quote:
Originally Posted by Xtartrex View Post
13 out of 31 components are made at home, that's less than half.
Its a shame on how much has been outsourced.

Royal Jordanian Plans All-Boeing 787 Service to North America in Oct 2014

As per 20JAN14 GDS timetable/inventory display, Royal Jordanian plans to operate Boeing 787 aircraft on its North American service from 01OCT14, replacing Airbus A330/340. Planned Boeing 787 operation remains subject to change.

eff 01OCT14 Amman – Chicago 6 weekly
RJ263 AMM1030 – 1500ORD 787 x2
RJ264 ORD2130 – 1720+1AMM 787 x27
RJ264 ORD2130 – 1730+1AMM 787 7

eff 02OCT14 Amman – Montreal – Detroit 2 weekly
RJ267 AMM0310 – 0800YUL0910 – 1110DTW 787 14
RJ268 DTW1300 – 1450YUL1600 – 0940+1AMM 787 14

eff 02OCT14 Amman – New York JFK 4 weekly
RJ261 AMM1045 – 1615JFK 787 x135
RJ262 JFK2230 – 1645+1AMM 787 x135
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Old January 20th, 2014, 07:31 PM   #3288
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Hainan Airlines B-2731 at Kunming Changshui
9th January 2014
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Old January 21st, 2014, 12:54 AM   #3289
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So, how many 787s did Boeing delivered to British Airways?

I booked flight to Austin which they start serving with Dreamliner in March.

I wonder how long before starting using plane commercially do airlines get their deliveries? Days? Weeks? Months?
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Old January 21st, 2014, 07:50 AM   #3290
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Quote:
Originally Posted by geogregor View Post
So, how many 787s did Boeing delivered to British Airways?

I booked flight to Austin which they start serving with Dreamliner in March.

I wonder how long before starting using plane commercially do airlines get their deliveries? Days? Weeks? Months?
may be This can answer your questions http://en.wikipedia.org/wiki/List_of...and_deliveries and http://en.wikipedia.org/wiki/Boeing_787_Dreamliner
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Old January 21st, 2014, 12:01 PM   #3291
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This is better site: http://nyc787.blogspot.com/
4 787s were delivered to British Airways.
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Old January 21st, 2014, 12:24 PM   #3292
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Quote:
Originally Posted by PiotrG View Post
This is better site: http://nyc787.blogspot.com/
4 787s were delivered to British Airways.
Ok I can see they received 4 planes.
How many of them are currently in service? I think the only destinations which BA is currently serving by 787 are Toronto and Newark. Do they use 2 on each route?
Or are the other 2 tested before starting flights to Austin and Hyderabad?
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Old January 21st, 2014, 01:55 PM   #3293
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Quote:
Originally Posted by geogregor View Post
Ok I can see they received 4 planes.
How many of them are currently in service? I think the only destinations which BA is currently serving by 787 are Toronto and Newark. Do they use 2 on each route?
Or are the other 2 tested before starting flights to Austin and Hyderabad?
They are most likely used on the two routes or being used on smaller routes in Europe to make money so they don't just sit there. They could be also used for more training purposes because BA is suppose to take delivery of 787-9s when they start production and also to finish the cross over from other planes in BA's fleet.



Air Canada Plans Boeing 787 Zurich Service in Sep/Oct 2014

Air Canada in October 2014 plans to operate Boeing 787-8 aircraft on Toronto – Zurich route once again, after planned operation in May and June 2014. From 27SEP14 to 25OCT14, the 5 weekly service will be operated by Boeing 787-8, instead of A330-300.

AC878 YYZ1805 – 0750+1ZRH 788 x13
AC879 ZRH1000 – 1255YYZ 788 x24

Planned Boeing 787 operation remains subject to change.
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Old January 21st, 2014, 02:14 PM   #3294
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Quote:
Originally Posted by geogregor View Post
Ok I can see they received 4 planes.
How many of them are currently in service? I think the only destinations which BA is currently serving by 787 are Toronto and Newark. Do they use 2 on each route?
Or are the other 2 tested before starting flights to Austin and Hyderabad?
They rotate them.
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Old January 21st, 2014, 03:27 PM   #3295
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I had the opportunity to spot a few 787s at LHR last weekend. I still have to edit all photos but here are the first two (CZ and BA):

image hosted on flickr


image hosted on flickr
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Old January 22nd, 2014, 12:53 AM   #3296
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Quote:
Originally Posted by Pedro EM View Post
They rotate them.
Ok, thanks.
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Old January 22nd, 2014, 11:21 AM   #3297
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LN157 ZA655 1st 787 for Kenya Airways inside 40-24. It will be rolled out as next one frame from 40-24.

http://kpae.blogspot.com/2014/01/pai...anuary-21.html

And I wonder what is going on with LN28 ZA232 VT-ANC. It was moved to flightline in late December 2013, and few days later disappeared. They probably repainted it and moved inside EMC again. And this explains why they don't moved LN22 ZA803 inside EMC, when 1 bay was empty for few days.
----
Something weird popped up on flightaware:
http://flightaware.com/live/flight/B...045Z/KSKF/KCHS

ZB002 is now in KBFI, flight test to KMWH for today only... And only 1 787 is now in San Antonio - LN6 ZA006. Could was it completed and will be ferried to Charleston for customer test flights and delivery>
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Last edited by PiotrG; January 22nd, 2014 at 10:26 PM.
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Old January 22nd, 2014, 11:21 PM   #3298
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United Airlines N26902 at Los Angeles International
December 2013
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Old January 23rd, 2014, 02:30 AM   #3299
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Quote:
Boeing Adding Workers to Address Dreamliner Production Problems
By Jon Ostrower
Updated Jan. 22, 2014 6:40 p.m. ET

Boeing Co. is adding hundreds of contract workers at its South Carolina plant to help deal with production problems as it builds its flagship 787 Dreamliner jets.

The aerospace giant is hiring more than 300 contract mechanics and inspectors immediately at the factory in North Charleston, S.C., and could increase that number to between 500 and 1,000, according to three people familiar with the hiring. Those workers would assist the more than 7,000 people Boeing employed in South Carolina as of the end of last year, a figure that includes existing contract workers but predominantly Boeing staff employees.

The move is a reversal by Boeing, which early last year let go of hundreds of contract workers in an effort to reduce costs at North Charleston. Contract workers are generally paid more than staff employees, not including benefits. It reflects the company's continued struggle to ramp up production of the advanced, widebody jetliner while also reducing costs.

The North Charleston plant does final assembly of some Dreamliners and produces mid and rear sections of the plane's carbon-fiber composite fuselage for all of the jets, including those made in Washington state. Last year North Charleston assembled 14 of the 65 total Dreamliners delivered. Boeing aims to increase that to a third of the 120 Dreamliners it plans to build and deliver in 2014.

Four people familiar with the situation said that, as North Charleston workers have doubled production over the past year, the mid-body sections of the jet—which are 84 to 104 feet long—are being shipped to final assembly lines with more final tasks that still need completion. One of those people, a production staffer in North Charleston, said that incomplete work on mid-body sections now exceeds the level in July 2011, when the plant suspended shipments for a month to catch up.

A Boeing spokesman confirmed a "surge" in hiring of contractors in North Charleston, but declined to share details. The spokesman said they are needed to "stabilize" its production of the Dreamliner mid-body sections while it introduces a new, longer version of the Dreamliner dubbed the 787-9, which seats more passengers.

Boeing said it has no plans to slow production or pause shipments from North Charleston to its final assembly lines, at a rate of ten a month. "While we have some challenges to address, we see no risk to the program's ability to meet its commitments," it said.

To enable high rates of production, Boeing designed the Dreamliner's supply chain to install parts like the passenger doors, hydraulics, electronics and plumbing earlier so that the final assembly process could be faster. That makes the production of the body sections like those made in North Charleston more complicated.

Boeing started production in 2011 at the nonunion North Charleston plant to supplement its unionized final assembly factories in Washington. The site's nonunion status permits the company to add contractors as needed "to address these work surge requirements as they arise," Boeing said. The company said it also is shifting some staff from its other sites elsewhere in the country to assist in North Charleston.

Boeing last February disclosed it was cutting hundreds of the more than 6,700 workers it then had at the North Charleston plant, with the cuts mostly among contract laborers, many of whom had been part of the operation there for years. Boeing has since added hundreds more staff employees there.

Many experienced workers have been diverted from the two smaller facilities on the North Charleston campus that produce the mid and aft-body of the Dreamliner to speed up deliveries of the assembled 787, said two of the people familiar with production. Many of the incomplete tasks on the mid-body of the Dreamliner are slowing final assembly and delivery of the jets there, they added.

The remaining staff working on the mid- and aft-body have been stretched thin with increased overtime and the increasing rate.

Boeing has struggled to quickly attract experienced contractors to assist, said a person familiar with the hiring. According to public job listings for contract positions, staffers are being offered an hourly rate of $23 for assembly mechanics and inspectors. That is higher than what staff employees typically make, but well below the $28 to $45 an hour offered for the same positions in 2009, said a former contractor at the site who was approached by a recruiter to reapply for his old job after his contract was canceled as part of last year's cuts.

Boeing has staked much of its commercial future on the 787 and Wall Street is closely watching the company's initiatives to both keep pace with demand for the jets and its cost-cutting plan to meet its profitability targets.

Boeing next week is expected to report record earnings for its commercial unit, in part based on its accounting for the 787, which allows it to spread its early high costs over 1,300 deliveries and book future profits today.
http://online.wsj.com/news/article_e...MDIwMjEyNDIyWj

----
BOE2 from KSKF to KCHS changed to BOE84:
http://flightaware.com/live/flight/B...330Z/KSKF/KCHS

If it is LN6 this could mean ZA006 is now ZA084.
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Old January 23rd, 2014, 03:04 AM   #3300
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Speaking of unionized workforce and labor relations, I wonder if North Charleston can also play a supporting role in certifying the newly-built aircraft and deliver flights from there rather than relying on Washington state for final certification so that the costs can be lowered and thus, improve workers' wages... I mean, contractual jobs, I believe, are mainly temporary jobs, and I hope that Boeing could consider upgrading the status of the South Carolina plant to allow more workers to work there permanently rather than sending them to Boeing Field and become union members.
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