ANA (All Nippon Airways) ! NH ! ANA !

• nous avions écrit que ceci était le cas, quand nous commencions seulement à voir, et à 'sentir', ... seulement 'sentir' / 'renifler' l'étendue des dégâts, qui n'étaient pas encore communiqués ;
  
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• nous avons dit & écrit que Boeing ne savait pas "concevoir, construire, gérer et / ou tirer la quintessence de la construction" d'un Supply Chain ;
  
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• nous avons souligné que, même quand, sur le plan organisationnel, des améliorations introduites (même bâclées, d'était mieux que rien) n'avaient pas injecté un élément relationnel 'clé' : celui qu'est le partenariat, ... car Boeing avait fait l'erreur fondamentale de considérer leurs véritables partenaires (nécessaires en tant que tels, dans toutes opérations d'externalisation / "outsourcing", .....) comme de simples fournisseurs et sous-traitants, ... 'aux ordres' ;
  
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• nous avions prevenu qu'il faudrait que Boeing assume publiquement tout cet ensemble d'erreurs, et qu'il ne rentre pas dans le "blame game" / 'le jeu du blâme', .... là ou sa responsabilité était (visiblement, pour toute la planète) irréfutablement et irrévocablement engagée, et que Boeing lui-même devrait être le premier à en tirer les conséquences.
  

[Vous devez être inscrit et connecté pour voir ce lien] has confirmed a fresh delay to its [Vous devez être inscrit et connecté pour voir ce lien] programme, citing compounded issues with workmanship problems with the aircraft's Alenia Aeronautica-built horizontal stabilizer and its [Vous devez être inscrit et connecté pour voir ce lien] engine

The first delivery of its 787 Dreamliner to launch customer All Nippon Airways (ANA) has now slipped to the middle of the first quarter of 2011, from the originally forecasted fourth quarter 2010.
"The delivery date revision follows an assessment of the availability of an engine needed for the final phases of flight test this fall," says Boeing.

While the airframer did not explicitly address the uncontained 2 August failure of a 'Package A' Trent 1000 in its announcement, the company says "the delivery date revision follows an assessment of the availability of an engine needed for the final phases of flight test this fall", indicating 'Package B' powerplants may be substituted for the early build Trent 1000s for ANA.

With a lack of specifics from Boeing and Rolls-Royce,.....

..... the future of the Package A engine remains uncertain. However, indications exist that a modification for the failed part will be fed back into the early production engines with the fall testing related to flying Airplane Nine - the first production 787 to fly - on limited engineering tests, instead of Package B certification testing on test aircraft four.

Boeing's 787 flight test programme planned to run "another small test programme, within a flight test programme" for the Package B engines, which are slated to be test flown on the company's fourth test aircraft later this year. ZA004 is currently powered by twin Package A engines.

The Package B engines include a revised six-stage low pressure turbine (LPT) design, high-aspect-ratio blades, relocation of the intermediate-pressure (IP) compressor bleed offtake ports and fan outlet guide vanes with improved aerodynamics. The revisions will also bring fuel consumption of the powerplant within 1% of the original specification.

Rolls-Royce first confirmed on 16 August that a failure had occurred, saying at the time: "We do not anticipate any impact on the programme". Boeing, however, then took a more cautious approach to the issue, saying that no impact on flight testing has been incurred "to date".
Boeing now says it is working with Rolls-Royce to "expedite engine availability" and adds that despite the slip in first delivery, "flight testing across the test fleet continues as planned".

The airframer cautioned in June that first delivery could slip out of 2010 and "a few weeks" into 2011 after sluggish flight test instrumentation change-out and horizontal stabiliser inspections and rework slowed the flight test programme.

The lack of availability of [Vous devez être inscrit et connecté pour voir ce lien] engines for Airplane Nine in the [Vous devez être inscrit et connecté pour voir ce lien] programme, [Vous devez être inscrit et connecté pour voir ce lien]'s third production aircraft and the first of the commercial fleet scheduled to fly, is main driver for the programme's latest delay.

"We need to get an engine for Airplane Nine so we can do [extended twin engine operations] ETOPS testing," says Jim Albaugh, Boeing Commercial Airplanes president and chief executive officer.

The shortage of Trent 1000 engines extends to subsequent aircraft, including Airplane Seven, the first 787 slated for delivery to launch customer All Nippon Airways, now pushed into the middle of the first quarter of 2011 from the fourth quarter of 2010.
In addition to ETOPS testing, Airplane Nine was scheduled to participate in systems functionality and reliability testing at the end of the third quarter, continuing into the fourth quarter.
Five of Boeing's six flight test aircraft, excluding ZA001, were set to participate in ETOPS testing during the planned 3,100h flight test campaign.

Neither Boeing nor Rolls-Royce are offering details on the future of the Package A engine build, though it is now confirmed that the 2 August failure occurred on a version of that engine slated to power Airplane Nine. Package A engines are set to power the first several 787s for ANA, before switching to Package B for an improvement in fuel consumption to within 1% of original specification.

Rolls-Royce is seeking to distance itself from the uncontained failure. "We have been informed by Boeing that the currently planned dates for Trent 1000 engine deliveries will not support their latest flight test programme requirements.

We are working closely with Boeing to expedite delivery in support of their programme schedule," says the engine maker, indirectly suggesting a shift to the left of Boeing's timelines was unachievable.

However, Rolls-Royce emphasises "the engine availability issue is unrelated to the test bed event which occurred earlier this month".

What remains unclear from all parties involved is in what way the failure was related to the delay, yet by all outward appearances the failure prompted Boeing's "assessment of the availability of an engine needed for the final phases of flight test this fall".

Boeing's 787 programme has been beset by nearly three years of delays.

August 27, 2010 8:23 AM
ZA001 181 flights 517 hour 50 min
ZA002 136 flights 455 hour 45 min
ZA003 59 flights 197 hour 15 min
ZA004 73 flights 288 hour 30 min
Total RR engine 449 flights 1459 hour 20 min
ZA005 62 flights 137 hour 30 min
Total GE engine 62 flights 137 hour 30 min
Total 511 flights 1596 hour 50 min
Boeing today announced that first delivery would slip to February 2011 from December 2010. The test program was to have completed by September 15; there was no way that it could have completed by then, even if this latest problem with the Rolls Royce Trent engine had not developed. The RR-engined 787s completed 12 hours of flight tests yesterday. 34 hours were needed to maintain the schedule. If September 15 were still the goal, it would require 670 flight test hours in 19 days - 35 hours a day.

• toujours se prévaloir de ses propres turpitudes ("always accuse the other guy of making the same mistakes as you and of having the same problems") ;
  
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• dévier le débat depuis ses propres problèmes, en mentionnant ceux de l'autre, mais en montrant que les nôtres sont 'd'une meilleure qualité de mauvais' ("shift the debating ground, away from our own problems, focusing on those of the other guy, while showing that our problems are a "better quality of bad") ;
  
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• chercher le bouc émissaire ("seek out the scape-goat") ;
  
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• toujours blâmer les autres ("always blame the other guy" ) ;
  
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• quand on est en difficulté, et que cela ne va plus pouvoir être masqué, créer & faire circuler des rumeurs sur celles du concurrent / rival , même totalement fictives, et toujours pires, ..plus graves, .... que les nôtres ("when in difficulty, and unable to hide the fact much longer, create and circulate rumours on those of your competitor / rival, ... even totally fictitious, worse, ... more serious than our own"..) ;
  
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• ne pas dire de petits mensonges, .... mais de très gros mensonges ; ça donne plus de crédibilité ("don't tell little white lies, ..... make them really big ; gives them more credibility" ). etc.
  

Jeannot a écrit:Le sixième retard retard du B787 pourrait être pire.

6th Boeing 787 delay could be worse

Boeing has just announced a fresh delay to the first delivery of the beleaguered 787 program to the middle of first quarter 2011. This yet another setback adds to the woes that the Chicago-based airframer suffers from a fractured production chain, travelled work and workmanship issues that perennially plague the revolutionary airplane program. But this latest 6th delay could be worse should it affect the production ramp-up to 10 airplanes per month by the end of 2013.

“The delivery date revision follows an assessment of the availability of an engine needed for the final phases of flight test this fall,” Boeing explained in a statement.
“Boeing said last month that the cumulative impact of a series of issues, including supplier workmanship issues related to the horizontal stabilizer and instrumentation delays, could push first delivery of the 787 a few weeks into 2011. The delay in engine availability has extended that estimate to mid-first quarter 2011,” Boeing further elaborated.

“We have been informed by Boeing that the currently planned dates for Trent 1000 engine deliveries will not support their latest flight test program requirements.

We are working closely with Boeing to expedite delivery in support of their program schedule. Rolls-Royce confirms that the engine availability issue is unrelated to the test bed event which occurred earlier this month,” Rolls-Royce spokesman Bill O’ Sullivan clarified.

First of all, although this latest delay is unsurprising, it nevertheless disappoints the 787 customers who have been eagerly waiting for the revolutionary aircraft to deliver its superior operating economics to translate into an improvement to their bottom lines.
The launch customer of the 787, All Nippon Airways, said that it “regrets” of learning the latest delay to the 787.
“Given the success of the flight test program so far, it is regrettable to hear of the delay. However, we trust that the time will be used to deliver the best possible aircraft in the shortest possible timeframe,” ANA spokeswoman Megumi Tezuka commented.

She emphasized that the latest delay would have no impact on earnings for the current financial year as the Japanese carrier did not include the introduction of the 787 in that period of time. ANA is now notified that its first 787-8 will be delivered in mid-February 2011.
Most importantly, should this latest delay affect the 787 production ramp up plan to 10 per month by the end of 2013, as it is likely to be, would mean that the additional revenues brought by those 787s won’t trickle in until the deferred ramp up is successfully implemented.

However, this could provide a much-needed breathing space for the struggling 787 suppliers, such as Alenia, to catch up with the proposed ramp up and have any quality issues resolved while fixing the quality control system that allowed quality issues such as the incorrect installation of the composite shim in Alenia-built horizontal stabilizer went unnoticed for more than two years.

How to turn this delay into a worthwhile exercise in fixing the fundamental problems of the 787′s supply chain is the key to preventing the same scenario to have yet another moment of deja vu in the future.
Boeing could not be reached for comment over whether the latest 787 delay will have any impact on the production ramp up as of this writing.

Any further delay in deliveries will undermine the entire program’s profitability despite its strong business case and technically sound technologies. However, the possibility of a further slip could not be ruled out at this point as any new quality issues that may prop up will inevitably require another rework process and thereby reducing any new margins built into this new schedule, if any.

Meanwhile, Kenya Airways’ [Vous devez être inscrit et connecté pour voir ce lien] over this latest 787 delay seem to be overreacting.
“Yes, I would dare canceling the 787 order. If [Boeing] can’t deliver, we will cancel. We will take a decision [on whether to] go with Airbus or stay with Boeing before the end of the year,” Kenya Airways Chief Executive Officer (CEO) Titus Naikuni claimed.
“[I talked to Boeing representatives] this morning and they informed me there is a further three-month delay in the first deliveries. [A delay in first deliveries] would not [necessarily] affect our first deliveries, which are scheduled for around 2013,” Naikuni added.
Ironically enough over the threat to cancel its 787 order, Kenya Airways has been evaluating the A330 for almost a year now yet did not take any action to fill the capacity shortfall created by the 787 delay.

The comments made by its CEO over the evaluation of the A330 could be [Vous devez être inscrit et connecté pour voir ce lien] and should the carrier be so desperate to expand, it should have leased Boeing 777-300ERs like Thai Airways and Turkish Airlines did from Jet Airways. With Air India planning to lease out part of its 777-200LR and 777-300ER fleets, there is ample availability for fuel-efficient ultra-long haul aircraft which shares commonality with Kenya Airways’ existing 777-200ER fleet that enables the carrier to minimize the cost while expanding comfortably until the 787 arrives.

On the other hand, Airways Aviation News‘ reliable source has confirmed that the Rolls-Royce Trent 1000 “package A” missed its original Specific Fuel Consumption (SFC) by 3.5% while the package B will bring it in line with the original target, whereas the initial GEnx-1B engines missed the original SFC target by 1.5% while later modifications will enable the GEnx-1B to exceed the SFC target by 2%.

“GE does not discuss SFC targets. The GEnx engine will be 15% better than the CF6 engine that is currently in the same thrust class,” GE spokesman Case Deborah said.

“GE is working [on] two Performance Improvement Programs for the GEnx engine. PIP1 includes improvements to the design of airfoils in the low pressure turbine (LPT). GE has validated the redesign and is working the certification on this version. PIP2 includes improvement to the core. Testing is underway on this and it may certify next year,” Deborah firstly revealed.

Rolls-Royce did not answer a question regarding this.

Should the 787 production ramp up plan be indeed impacted, coupled with the potential new 787 compensations, the worst of the 6th 787 Dreamliner delay may have yet to come.

Jeannot a écrit:Le pire du sixième retard du 787 pourrait encore être devant nous...

[Vous devez être inscrit et connecté pour voir ce lien]

Dreamliner launch customer ANA said in a brief statement Friday that the latest delay to the 787 program "is regrettable," while a Boeing official said the delay "is much less important than the thoroughness of the process that gets us" to first delivery.

ANA to announce new low-cost carrier today

Japan's All Nippon Airways (ANA) is set to announce later today that it will set up a new low-cost carrier.
The airline said in June that it was studying low-cost carriers abroad to see if they are feasible in Japan, and will detail plans for the new airline today after a board meeting, says an ANA source.
ANA's new carrier is likely to be based at Osaka Kansai International Airport.
In July, the airline merged its low-cost subsidiary Air Japan with cargo carrier ANA & JP Express.
Besides ANA, Japan Airlines (JAL) has also said it is considering starting a low-cost carrier. JAL has enlisted the help of fellow Oneworld carrier Qantas Airways, and is studying Qantas' low-cost subsidiary Jetstar.

ANA and First Eastern Form First Japanese Low Cost Carrier

All Nippon Airways (“ANA”), a leading Japanese airline, and　First Eastern Investment Group (“First Eastern”), a pioneer of direct investments in China, today announced the signing of a Memorandum of Agreement to establish the first Japanese low cost airline. The new airline will operate both international and domestic short-haul routes out of Kansai International Airport, Osaka. The new airline will operate independently from ANA.
The new company will be established in the second half of 2010 with Japanese investors holding a 66.7% stake of which ANA will hold a 39% stake and First Eastern will hold the remaining 33.3% stake, the maximum foreign ownership currently allowed for an airline in Japan. The new company’s air transport operations are expected to commence in the second half of 2011.
Shinichiro Ito, President and CEO of ANA, said, “Under our corporate vision of becoming the number one airline group in Asia, ANA has been steadily working to substantially improve its network between Japan and Asia. Regardless of the intense competition in the air transportation industry, we anticipate an increase in passenger traffic demand in East Asia, and came to the conclusion that a low cost carrier would be the right approach to compete effectively in this market. We are pleased to partner with First Eastern and to work together to establish the first low cost carrier in Japan.”
Victor Chu, Chairman and CEO of First Eastern said, “I am delighted to invest alongside ANA to establish the first low cost carrier in Japan, especially as my family has had strong ties with Japan for over 50 years. First Eastern has been pioneering private equity investments from Hong Kong for over twenty years and we are confident that our unique regional expertise and networks will contribute significantly to the success of our new joint venture with ANA.”

ANA converts 15 787-8s to -9s

Boeing 787 launch operator All Nippon Airways (ANA) will convert 15 of its 55 787-8s order to larger -9 aircraft, joining a growing list of customers to make the switch.
The -9s will "meet the increasing need for 400 seat-capacity aircraft for domestic routes, and will further improve the flexibility of our fleet and network planning", says ANA, which has said it plans to have domestic and long-haul configurations for its 787-8s,
These 400-seat 787-9s will complement, and likely replace, the 418-seat 777-200s that ANA operates today on short-haul routes.
In January, ANA converted 28 787-3s, intended for short-haul high-cycle high-capacity domestic operations, to 787-8s. The move erased the remaining backlog for the model, virtually eliminating any chance the variant will ever be built.
ANA joins a growing list of 787 customers converting to the stretch 787-9, which is designed to seat 280 passengers in a three-class configuration. The 787-9 is 6.1m longer than the -8 and has a design range of 15,000km (8,135nm).
Air China recently converted 15 of its 787-8s to -9s, while Vietnam Airlines converted 16.
Excluding today's conversion by ANA, Boeing holds orders for 847 787s, split between 205 787-9s and 642 -8s. That breakdown is expected to further shift towards the -9 as its capabilities become clearer.
ANA did not specify a timeline for delivery of the 787-9s, which are slated to enter service with Air New Zealand at the end of 2013.
The Japanese carrier, which has yet to announce its first destination with the 787, is currently slated to receive its first 787-8 in February 2011 after nearly three years of delays

Jeannot a écrit: Les problèmes du 787 s'accumulent

La FAA pourrait reduser la certification ETOPS
La production des appateils en cours serait un véritable cauchemar
Explosion des coûts
Etc..

• les A330-200 / -300 (y compris la version HGW) auront de beaux jours encore devant eux ;
  
• que cela vaudra sans doute la peine pour Airbus de lancer l'A330-300 HGW, aussi ;
  
• Boeing, avec un peu de modestie, pourrait relancer le B777-200ER, en "stop-gap", même si l'on sait que pas mal de clients voudraient la version à moteur RR Trent 895.
  

• perspectives de graves problèmes, durables, sur le programme B787, qui conduisent Tim CLARK à ouvrir son clapet, mégaphone en main !
  

veloppment à ce sujet ! Tout le monde a tous les éléments d'appréciation à portée de main !

Mais ce n'est pas avec le B777-300ER, et la motorisation peu fiable du GE90-115, que Boring va trouver les solutions ! Le B77-200ER est un bien meilleur compromis, pour les premières années dures à venir !

Car Boeing va avoir à gérer avec assiduité et finesse (et cela excclut les saloperies) et les court, moyen et long terme.

Bien sûr, on ne peut pas exclure les risques d'annulations et la migration de nombreux clients chez Airbus, pour les A330 et A350-XWB !

On se demande comment va se comporter la bande de Qantas (surtout le Leader fort en gueule, Alan JOYCE) ! Que pense-t-il de ses commandes B787 (malgré les annulations déjà faites) ?

Ce n'est pas pour rien que nous avons dit que les Agités de Service et BBF sous d'autres cieux devraient davantage se soucier du programme B787 (et ses très graves difficultés, ... préoccupantes), au lieu de casser le sucre sur RR dans leurs écrits puériles et stériles !

Encore une fois, ils n'ont fait que montrer leur ignorance des affaires aéronautiques, des moteurs d'avions, et d'aviation civile !
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Mais souhaitons que Boeing arrive à finir par réussir convenablement ce programme, parce que le marché attend ses avions, dont il a besoin ! ;)

Je coupe là pour le moment, pour revenir sur l'article de presse citée en lien.