Boeing 747-8

Flutter concern prompts 747-8 tail fuel tank deactivation

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Its first delivery of the 747-8 Intercontinental internally slated for February, Boeing is [Vous devez être inscrit et connecté pour voir ce lien] of its new jumbo after a structural flutter was found to occur in the event of a certain structural fitting failure. [Vous devez être inscrit et connecté pour voir ce lien]

"Boeing certified the 747-8 Intercontinental with the tail fuel tanks locked out because during design review of flight test data...it was discovered that, under a certain regulatory-required structural failure scenario, the airplane can experience flutter events when the fuel tanks in the horizontal stabiliser are filled over 15% of their capacity," said Boeing.

To comply with US Federal Aviation Administration regulations, Boeing will deactivate the tail fuel system to satisfy the requirement that no structural flutter be present in the airframe after any single failure condition.

"These conditions do not present themselves when the tanks are empty," Boeing said of the structural failure evaluations, which were only found to occur if the aircraft's wing-to-strut join fitting had failed.

The "requirement for all key structural fittings...need to have a design tolerant of 'any single failure'", said Boeing. "We're actively working on ways to activate the fuel tanks for the long term."

The lock-out will be achieved through the pulling of a circuit breaker and the physical disconnection and capping of fuel lines running to the [Vous devez être inscrit et connecté pour voir ce lien].


Boeing says the restriction will shave 300-400nm off the range of the VIP configured 747-8 and will have little impact to the airline configured aircraft, as tail fuel usage is precluded if the non-fuel weight exceeds 60% of the aircraft's maximum structural payload. In such a situation, the fuel payload would be entirely carried by the wing tanks.


Boeing [Vous devez être inscrit et connecté pour voir ce lien], then removed - pending review - its 747-8 and -8F maxiumum structural payload and operating empty weight (OEW) weights:

The document listed the maximum structural payload for the passenger configured model as 82.1t (181,000lb) and the pre-service bulletin for the 747-8F at 134t (295,200lb), which increased after April's update to 139t (306,000lb).

47-8 airline launch customer Lufthansa says, "For our mission profile it's not a problem at the moment," adding the tail fuel restriction would not restrict the aircraft's deployment on its initial routes, which have not yet been announced.


"Of course you want an airplane that can run as long as possible" in unrestricted operation, it added.

L'agence européenne de sécurité aérienne (AESA) recommande une inspection dans les quatre jours des Airbus A380 ayant effectué plus de 1.800 vols après que de nouvelles fissures ont été constatées sur les très gros porteurs de l'avionneur européen.

2012 AFP

European safety regulators have ordered inspection of 20 Airbus A380s to check for wing rib-foot damage, following the discovery of two different forms of cracks in the structure.

The aircraft affected are early-delivery airframes comprising 10 with Singapore Airlines, seven with Emirates, one with Air France and two Airbus test A380s.

In an airworthiness directive the European Aviation Safety Agency has ordered operators to conduct a detailed visual inspection of "certain" wing rib feet, and to report findings to Airbus.

The inspections are required within four days, if the A380 has already carried out 1,800 flights, and within six weeks if it has performed over 1,300 flights.

Any operator discovering cracks in the rib feet are required to contact Airbus for instructions.

EASA's directive follows the initial discovery of rib-foot cracks in a Qantas A380 - the aircraft involved in the November 2010 engine failure - and the subsequent discovery of a "more significant" and "new form" of rib-foot crack in a different aircraft, said the authority.

While the earlier rib-foot cracks originated from the rib to skin panel attachment holes, EASA said, the new form of crack originates from the forward and aft edges of the L-shaped rib foot's vertical section.

"It has been determined that the [new type of] cracks may develop on other aeroplanes after a period of time in service," the directive states. The inspections are an "interim" measure, it adds, and further mandatory actions "might be considered".

• d'un AD d'inspection ("Sounds familiar", ... n'est-ce pas ? ),
  
• d'une mesure "interim", soit provisoire / temporaire, ....
  
• avant la mesure définitive ou la solution définitive, destinée à neutraliser ou à éliminer la "root cause" détectée et confirmée en tant que telle, .... et....
  
• d'une inspection obligatoire ("mandatory").
  

EASA's directive takes effect on 24 January. It has not been classified as an emergency action.

The head of Airbus has admitted that the discovery of wing cracks on the European aircraft maker’s flagship A380 superjumbo is “embarrassing”, as regulators ordered urgent inspections of almost one third of the jets currently in commercial service.

The [Vous devez être inscrit et connecté pour voir ce lien] on Friday told airlines to inspect 20 A380s for cracks on wing components.

Tom Enders, chief executive of Airbus, said he was “not proud” about the discovery of the cracks on wing parts called rib feet, but insisted the A380 was safe to fly.
He told CNN: “This is to a certain extent embarrassing, yes, but we will do everything to make sure safety is not compromised and repair damaged rib feet for the customers.”

Cracks on A380 wing components were first identified last October on a superjumbo operated by [Vous devez être inscrit et connecté pour voir ce lien], the Australian flag-carrier. It is the same Qantas’ A380 that suffered an engine failure and made an emergency landing in November 2010.

The EASA issued an air worthiness directive on Friday that requires inspections of 20 A380s that have done more take-off and landings than the other 48 superjumbos in commercial service.

The 20 A380s are operated by [Vous devez être inscrit et connecté pour voir ce lien], Emirates Airline and [Vous devez être inscrit et connecté pour voir ce lien], said one person briefed on the matter. Other carriers operating the A380 are [Vous devez être inscrit et connecté pour voir ce lien], [Vous devez être inscrit et connecté pour voir ce lien], and [Vous devez être inscrit et connecté pour voir ce lien]

The EASA is concerned that some of the cracks in the metal wing components may have been caused by fatigue.

An Airbus spokesman, however, said the cracks were the result of a combination of issues, including the design of the wing components and their construction from aluminium alloy. He added the way the components had been installed at the A380 wing assembly factory in Broughton, England, had also contributed to the cracks.

Two types of cracks have been identified on an L-shaped bracket that connects the wing skin of the A380 to its internal structure.

Initial cracks were found around bolt holes on the wing bracket during inspections of five A380s. Subsequently, different cracks were found elsewhere on the wing bracket of two A380s.

The EASA said the second form of cracking was “more significant” than the original one. “This condition, if not detected and corrected, could potentially affect the structural integrity of the aeroplane,” added EASA.

Reactivating the tanks and incorporating the fix will be be accomplished during normal maintenance operations as part of a service bulletin expected to be issued by the airframer once a solution is identified, said Boeing.....

.......Lufthansa said it is "still quite positive that there will be a modification" that will restore access to the tail fuel tanks, but "of course you want an airplane that can run as long as possible" in unrestricted operation.

Lufthansa is "waiting to hear from Boeing how they will solve this problem," the airline added.

Despite not having a timeframe for a fix, the airline said it is its expectation that the restriction will not exist on deliveries in 2013......

Boeing notes the fitting has never failed in the type's 40 years of service.

Boeing Delivers First 747-8 Freighter to AirBridgeCargo Airlines

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Boeing (NYSE:BA) and AirBridgeCargo Airlines (ABC), part of Volga-Dnepr Group, celebrated today the delivery of the first of five new Boeing 747-8 Freighters to the airline.

"The introduction of the Boeing 747-8F represents a huge commitment to our customers since we are investing in state of the art equipment to further expand our network," said Tatyana Arslanova, executive president of AirBridgeCargo Airlines. "We have a firm belief that our established and new customers will greatly benefit from the additional features the airplane will provide such as enhanced payload. With the introduction of the Boeing 747-8F, we'll have the youngest freighter fleet in the industry while maintaining the highest standards of environmental compliance."

"ABC is a valued customer of Boeing that has built a very successful cargo business with the help of 11 747 Freighters and we're confident ABC will maintain its impressive rate of growth, supported by the new fleet of Boeing 747-8 Freighters," said Marty Bentrott, vice president of Sales for Russia, Central Asia and Middle East, Boeing Commercial Airplanes.

The new 747-8 Freighter is 250 feet, 2 inches (76.3 m) long, which is 18 feet and 4 inches (5.6 m) longer than its predecessor, the 747-400 Freighter. The stretch provides customers with 16 percent more revenue cargo volume, which translates to four additional main-deck pallets and three additional lower-hold pallets. The 747-8 Freighters are powered with GE's GEnx-2B engines.

The addition of the 747-8 to ABC's fleet is an important step in its long-term business strategy. In addition to the five 747-8 Freighters it has on order, AirBridge Cargo has options for an additional five more airplanes.

Jeannot a écrit: Boeing livre son premier 747-8 Freighter à AirBridgeCargo Airlines

Rien n'est impossible ! Mais le Boeing B777-300ER en conversion en freighter, ou en freighter new-build, ... n'est pas pour un proche avenir !
Ne jamias oublier que le B747-8 est conçu non pas comme un avion de ligne, mais comme un "freighter" ! Spécifiquement pour LHA et Cathay Pacific ! Mais, LHA avait une motivation particiulière, qui a incité Boeing à poursuivre la notion d'une version -8I ! Mais LHA a passé une commande ostensiblement en version -8I, mais, en réalité dejà en -8F. Ainsi, de cette façon, Boeing a pu accorder par anticipation à LHA (pour le 'moment venu') la conversion 'gratuite' en freighter !

Mais Boeing se focalise, en ce moment, sur des B777F en terme de "new-build" ! Cela signifie des B777-200F ! Et, compte tenu de la crise, ceci offre une évolution largement suffisante, pendant de nombreuses années à venir, par rapport à la capacité des actuels DC-10 et MD-11 !

Boeing Outlines 747-8 Fuel Tank Studies

Boeing is studying several options, ranging from routine checks to minor structural modifications, to reactivate the closed-out tail fuel tank on the 747-8 passenger model.

The variant was certified in December 2011 without the additional 3,300-gal. fuel capacity because Boeing could not show full compliance with FAA requirements that no structural flutter be present in the airframe after any single failure condition. The specific case concerned potential flutter in the event of a failure of the R3 under-wing, mid-spar strut-to-wing fitting, which is one of six connecting the outboard engines to the wing.

“That’s one we have not been able to show,” says the 747-8 VP and Chief Project Engineer Bruce Dickens. In the case of an R3 failure scenario, which he describes as “fairly extraordinary,” analysis indicated the aircraft could experience flutter when the fuel tanks in the horizontal stabilizer are filled over 15%.

The R3 fitting is on the outboard side of the outboard engine, “... but we can’t yet show analysis to tolerate it,” says Dickens, who adds that the scenario “is also an extraordinary impractical configuration of the aircraft.” The load condition assumes the full weight of the 3,300 gal. in the tail tank as well as a lot of weight forward. “It assumes a dumbbell loading configuration, so it’s a fairly oddball case.”

Dickens says that Boeing became aware of the situation earlier in 2011 and, because there was no likely impact foreseen to any of the initial customers until at least 2013, made the fix part of its longer-term development schedule. “It is a challenging analysis, but it wasn’t considered a priority. We’ve had a plan for months and months to lock it out, and it is possible [that to reactivate the tank] we won’t have to do anything.” However, Dickens concedes, “It is probable we’ll have to do something.”

Loads and aero-elastic characteristics of the 747-8 and 747-400 passenger versions differ because the stretched model is 18.4 ft. longer than the -400, has a 13-ft. greater span, all-new wing and is up to 100,000 lb. heavier. The 3,300-gal. tail fuel tank raises the 747-8’s total fuel capacity to 64,055 gal., giving it a nominal range of 8,000 nm. The -8 Freighter does not incorporate the tanks.

Boeing is now conducting a full analysis by combining data from load tests with structural and aero-elastic models. “We’re studying a lot of things to deal with it, both complicated and simple,” says Dickens. Although yet to be detailed, these are believed to range from routine checks to structural reinforcement. “We don’t see any risk to it not being completed in 2013,” he adds.

The aft tank is not currently required for passenger operations by launch customer Lufthansa, which is expected to receive its first aircraft around mid-March. In a nominal 467-seat configuration, with the tank full, the 747-8 exceeds weight limits if it is operated at more than a 60% load factor. However, Boeing says future operators are considering lower seating density configurations for longer-range routes on which the tail tank will be a useful option.

A company spokesman says, “Lufthansa has not identified any routes it will use the aircraft on before the tanks are reactivated, and we expect the fix to be in place before any other aircraft are delivered.” Other customers for the passenger version are Korean Air and Arik Air, as well as nine VIP versions, the first of which is due for delivery to a completion center later this month.

First Boeing 747-8 VIP Delivered To Qatar

The first VIP version of the 747-8I has been officially delivered by Boeing to an undisclosed customer, believed to be the government of Qatar’s Amiri Flight.

The handover marks the start of a two-phase, two-year interior completion effort at sites in the U.S. and Germany and is the first of eight VIP deliveries expected in 2012, says Elizabeth Lund, 747 VP and general manager.

Boeing declines to formally identify the first customer, though the aircraft carries a Qatar registration. Lund will only say the aircraft is the first of several destined for operators in the Middle East. Others to follow this year are thought to be in line for the United Arab Emirates’ Abu Dhabi Amiri Flight, as well as an additional aircraft for Qatar.

Boeing says the aircraft will enter service in 2014 after its VIP interior is installed. The first phase of this covers integration of an “Aeroloft” or aft-mounted sleeping berth for up to eight people. Developed by Greenpoint Technologies, the Aeroloft is located above the main cabin between the upper deck and tail and will provide an additional 393 sq. ft. of cabin space.

Following completion of this roughly six-week phase by Boeing Global Transport & Executive Systems in Wichita, the aircraft will fly to Lufthansa Technik’s Hamburg site. In Hamburg, the aircraft will undergo a more extensive two-year completion effort that will include bedrooms, state rooms, bathrooms and other furnishings, as well seats for up to 100 staff.

Including the Aeroloft, the VIP version of the 747-8 Intercontinental provides a cabin with 5,179 sq. ft. When configured for around 100 passengers, the variant has a range of about 8,840 nautical miles, Boeing says. Based on the in-service performance of the first batch of 747-8F freighters, overall fuel burn is within 1% of initial specification despite the earlier development issues and the performance fuel burn shortfall of the initial General Electric GEnx-2B engines, Boeing says.

“Based on measured performance, the 747-8F operators are 1% better than what they expected, so it’s heading in the right direction,” adds 747 VP and Chief Project Engineer Bruce Dickinson. A broader improvement package that includes drag, weight and engine upgrades is in development with the improved -2B engine due to be tested in 2013, he adds.

Despite the softness of the freight market, which makes up the bulk of the 747-8 orderbook, Boeing remains committed to increasing the production rate to two units per month by mid-year, says Lund. Initial wing set and large structures production is already ramping up to this rate, she adds.

Meanwhile, a delivery date for the first passenger model to launch customer Lufthansa is set to be decided “in the next few weeks,” says Lund. The final phase of flight testing, which is focused on the passenger interior systems and inflight entertainment electronics, is due to be completed within “five to seven days,” she adds.

Jeannot a écrit:Boeing livre son premier 747-8 VIP au Qatar (?)

First Boeing 747-8 VIP Delivered To Qatar

“Based on measured performance, the 747-8F operators are 1% better than what they expected, so it’s heading in the right direction,” adds 747 VP and Chief Project Engineer Bruce Dickinson. A broader improvement package that includes drag, weight and engine upgrades is in development with the improved -2B engine due to be tested in 2013, he adds.

Despite the softness of the freight market, which makes up the bulk of the 747-8 orderbook, Boeing remains committed to increasing the production rate to two units per month by mid-year, says Lund. Initial wing set and large structures production is already ramping up to this rate, she adds.
......

Feb 28 (Reuters) - Boeing said on Wednesday its stretched 747-8 jumbo jet would be able to meet pledges contained in its original catalogue by 2014 after shortfalls in performance affected the earliest models.

With new engines and wings, the 747-8 is the largest airliner built in the United States and is designed to carry 467 people or 134 tonnes of cargo when delivered as a freighter.

• depuis ce nombre initialement prévu (405,...... déjà bien inférieur, donc, au nombre de 467 affiché par Boeing ... ), ...
  
• au nombre de 386 !
  

But early examples of the first ever stretched version of the iconic jumbo have been described as overweight and the General Electric GEnX engines as too fuel-thirsty.

"The planes delivered so far have been performing very well in service, about 1 percent better than we thought," said Boeing spokesman Jim Proulx.

"They are giving double-digit gains in fuel burn (compared with the models they replace) and are on a path to getting back to catalogue commitments in 2014."

He was speaking shortly after Boeing delivered its first 747-8 Intercontinental passenger version to a secret VIP customer, thought by industry insiders to be the state of Qatar.

Boeing has delivered 10 747-8 freighters out of 70 on order.
The company recently moved to reassure buyers by upgrading the maximum take-off weight by 6 tonnes last month.

The move was officially pegged to the discovery during flight tests that the plane was stronger and more efficient than expected. But it prompted speculation that the decision also masked an increase in the structural weight of the aircraft.

Weight is a constant worry of aircraft manufacturers.

Industry sources familiar with the 747-8 say it has accumulated some 8-11 tonnes of excess weight in development.

The rival Airbus A380 was around six tonnes overweight when it entered service in 2007, according to major customers.

Boeing confirmed that the 747-8 had been fighting some flab, something that often happens in early production as engineers tinker with the plane to fix teething problems.

"As with all new airplanes, we have certainly had our challenges with weight. We are working on reducing these and improving the capabilities," Boeing Commercial Airplanes marketing vice-president Randy Tinseth told Reuters recently.

Weight translates into money because when an aircraft is heavier than planned, operators have to reduce the amount of payload they can carry or else reduce the distance flown.

In the case of the 747-8, Boeing and engine maker GE have been wrestling with both weight and sub-par performance in the engines, the latter prompting launch customer Cargolux to refuse initial delivery of the first aircraft last September.

Boeing says the new raked wing helps compensate for this.

GE has said it is working on improving the GEnX performance.

"The early deliveries are short of our commitment on fuel burn" but "with the improvements we have committed on the airplane, we will do that" (meet performance goals), 747-8 vice president and general manager Elizabeth Lund said on Wednesday.

The 777-9X is an entirely new airplane category,nmid-way between the current 777-300ER and the 747-8.

• les B777-300ER (en état de mort commerciale lente depuis des années, comme nous l'avon amplement démontré, devenu un avion de compensation pour les préjudices causés aux clients sur le programme du B787, en raison des retards colossaux dans les livraisons des apparails B787)
  
• et B747-8I, bide commercial s'il en fût, et qui n'arrivera jamais à transporter 400 à 420 (ou même 380 à 400) passagers, sans escale, 'contre le vent', entre Dubai et Los Angeles, plus un complément de charge en soute, donnant une pleine charge marchande de 50 tonnes.
  

Emirates Airlines dearly wants the 747-8 to have a bit more range to allow non-stop Dubai-LAX service. Even if the 747-8I met its original specifications, the range fell slightly short.

A 777-9X with our range estimate of 8,500nm — based on market intelligence, which may or may not prove in the end to be the true number–will make that routing with room to spare. Although the -9X will be smaller than the 747-8 in passenger capacity, would Emirates want an entirely new fleet type for those extra passengers?

The 777X is expected to have composite wings and wing box, a lighter aluminum lithium fuselage, new systems, better aerodynamics and new engines. An interesting fact on the fuselage: Boeing considered an Al-Li fuselage in the original development of the 777-200, but at that time production techniques were too challenging. Today Al-Li is easier to work with. It’s 10% lighter than today’s metal fuselage and durability in many ways matches composites without the additional cost and hassle.

Based on current information, we believe the 777X will be a virtually new airplane (the 747-8 is about 80% new).

Boeing management is expected to seek from the Board Authority to Offer (ATO) the 777X this year, with a launch next year. EIS is currently being projected for around 2019. Airbus projects EIS for the A350-900 in 2014, followed by the A350-800 and finally the A350-1000 in 2017.

With six aircraft delivered to four 14 aircraft delivered to five operators (ED: er, slight miscount!) since 12 October, how is the 747-8F performing?

Answer: Not bad. If Boeing's numbers match those of its customers, the 747-8F is doing fine. Its performance is roughly equivalent to the Airbus A380 at the same stage in early 2008, slightly below the 777's benchmark performance in late 1995 and above the company's own forecasts.

For a new type with only 30% parts commonality with its predecessor, the 747-400, that's doing okay.

How do we know this?

Boeing does not reveal specific technical dispatch reliability statistics for its aircraft. But a company official, 747-8 support and services director, Leslie Lauer, told us the freighter is tracking "slightly below" the 777's benchmark one-year performance. A quick check of the Flightglobal archive in 1996 revealed the number was 97.9%, which Boeing confirmed is the statistic to which Lauer was referring.

Although Boeing is justifiably proud of the 777's performance,....

it was actually a disappointment to launch customer United Airlines in 1995. United expected the 777 to enter service with 98.5% technical dispatch reliability after a year. After seeing reliability fluctuate as low as 96.5% and averaging 97.9%, United later acknowledged it had been a little too optimistic.

Twelve years later, Airbus repeated the same experience with the A380. The airframer actually guaranteed a 98.5% technical dispatch reliability in the first year to launch customer Singapore Airlines. After one year, SIA reported that reliability actually averaged between 97%-98%.

Another customer, Emirates, reported a slightly lower dispatch reliability rating.

Each airline can measure technical dispatch reliability slightly differently, so there could be small variances in the data.

Meanwhile, Lufthansa is poised to receive the first passenger variant 747-8 Intercontinental very soon, perhaps even next week. The German carrier is no stranger to fleet introductions, having received its first A380 in 2010. By that time, the A380 had three years to mature in service with other operators. The 747-8I has only been flying for six months, but Lufthansa isn't cutting Boeing any slack.

"When we introduced the [Airbus] A380 in June 2010 we had for the first months 100% technical dispatch reliability," Lufthansa says.****** "So we are working very close with Boeing to make sure the 747-8 performance is matching the A380 performance."

How reliable so far is the 747-8?

Six months after entry-into-service of the 747-8 Freighter, we now have the first hard indications of the new type's technical dispatch reliability, a rating that measures the number of flights canceled because of a technical problem with the aircraft. It does not count cancellations due to weather or staffing delays.

With six aircraft delivered to four 14 aircraft delivered to five operators [ED: er, slight miscount!] since 12 October, how is the 747-8F performing?

Answer: Not bad. If Boeing's numbers match those of its customers, the 747-8F is doing fine. Its performance is roughly equivalent to the Airbus A380 at the same stage in early 2008, slightly below the 777's benchmark performance in late 1995 and above the company's own forecasts. For a new type with only 30% parts commonality with its predecessor, the 747-400, that's doing okay.

How do we know this? Boeing does not reveal specific technical dispatch reliability statistics for its aircraft. But a company official, 747-8 support and services director Leslie Lauer, told us the freighter is tracking "slightly below" the 777's benchmark one-year performance. A quick check of the Flightglobal archive in 1996 revealed the number was 97.9%, which Boeing confirmed is the statistic to which Lauer was referring.

Although Boeing is justifiably proud of the 777's performance, it was actually a disappointment to launch customer United Airlines in 1995. United expected the 777 to enter service with 98.5% technical dispatch reliability after a year. After seeing reliability fluctuate as low as 96.5% and averaging 97.9%, United later acknowledged it had been a little too optimistic.

Twelve years later, Airbus repeated the same experience with the A380. The airframer actually guaranteed a 98.5% technical dispatch reliability in the first year to launch customer Singapore Airlines. After one year, SIA reported that reliability actually averaged between 97%-98%. Another customer, Emirates, reported a slightly lower dispatch reliability rating. Each airline can measure technical dispatch reliability slightly differently, so there could be small variances in the data.

Meanwhile, Lufthansa is poised to receive the first passenger variant 747-8 Intercontinental very soon, perhaps even next week. The German carrier is no stranger to fleet introductions, having received its first A380 in 2010. By that time, the A380 had three years to mature in service with other operators. The 747-8I has only been flying for six months, but Lufthansa isn't cutting Boeing any slack.

"When we introduced the [Airbus] A380 in June 2010 we had for the first months 100% technical dispatch reliability," Lufthansa says. "So we are working very close with Boeing to make sure the 747-8 performance is matching the A380 performance."

Jeannot a écrit:Une rumeur sur Airliners indique que la livraison du 747-8I à LH serait décalée. A suivre.

Cela n'est pas impossible, mais il faudrait valider cette rumeur.

Il est clair que, si LH décidait vraiment d'abandonner son activité 'cargo', en raison des nouvelles règles horaires d'exploitation (décollages et atterrissages) en Allemagne, les dirigeants de LH devraient se demander si la moitié de la stratégie de LH, dans l'opération B747-8I, à convertir en B747-8F plus tard, n'a pas perdu son sens ! Ce qui compromettrait l'autre moitié, n'est-ce pas ?

Et LH veut éviter les risques de surcapacité en ce moment, pendant un certain temps !

I heard untrained workers at Boeing have massively damaged/scratched the LH-specific interiors of the first plane when they removed them after inspection to make room to "lay the final cables". New furniture has to be made and built in.

Jeannot a écrit:Juste un peu de retard...

I heard untrained workers at Boeing have massively damaged/scratched the LH-specific interiors of the first plane when they removed them after inspection to make room to "lay the final cables". New furniture has to be made and built in.