Tag Archives: 787
This post needs a little background. Before the whole battery issue Boeing was prepping 787s for delivery to China Southern and Hainan Airlines. Then all of the sudden Boeing moved the China airframes to long-term storage. Nothing came out from either Boeing or the airlines set to take delivery. Now, this was late last year. Fast forward to 2013 and the FAA and the JAA grounded the 787 fleet. The EU aviation authority quickly followed suit. As Boeing worked on the battery fix they also sorted out their issues with the Chinese aviation authority. Today, the Chinese issued a type certification for the 787 and I assume deliveries will begin shortly.
Airbus announced today that they were removing lithium-ion batteries from the A350. This is in direct response to the problems Boeing has been having with the 787 for the past couple of months. Recently LOT canceled its 787 schedule through October suggesting that the plane will be out of service for sometime. All other carriers seems to canceling service on a monthly basis with most flights canceled through the end of March. The A350 is Airbus’ composite aircraft and is set for its first flight in Q4 2012.
A short circuit in one of the battery cells caused the fire on-board the JAL 787 flight in Boston. The NTSB has ruled out mechanical failure as a cause of the short-circuit, and has turned to looking for manufacturing and design defects.
With mechanical failure eliminated as a cause of the fire, there is a either a failure in the design or a manufacturing defect. Obviously Boeing is hoping that it is a manufacturing defect so blame can be shifted to the manufacturer of the battery.
If the failure is determined to be a design defect, then Boeing will have to redesign the 787 battery and will be much longer before the 787 returns to service.
I will of course keep you updated.
Nothing new to report. They are going to start trying to replicate the faults next week with “soft short” tests. Future updates will be on an as needed basis.
In another turn in the melodrama that is the battery problems on the 787, ANA CFO Kiyoshi Tonomoto stated in an interview that ANA will be seeking compensation from Boeing for losses resulting from the 787 grounding. Again, no one knows when the 787 will be up in the air. The CFO stated that the delay is costing ANA around 3% of its revenue. The end amount that ANA and Boeing could be substantial. Anyways the NTSB is set to release another update tomorrow so we see if there are any time line changes.
Basically, the NTSB is conducting a microscopic inspection of the failed JAL battery. No clear suspect causes yet, a microscopic investigation suggests possibly a manufacturing defect or some sort of external damage. Next update is due on Feb. 1.
On January 27th the US NTSB released an update of the 787 battery investigation.
The update is about what you would expect, nothing to report. The NTSB has completed the disassembly of most the batteries and they have found nothing so far. The most interesting thing found so far was that there was damage to the battery monitoring circuits on the JAL 787 that caught fire; though as of right now they do not know were damage came from.
I’ll keep you updated as the NTSB keeps me updated.
United listed its domestic 787 schedule in mid-September. I planned to take the only flight that counted Houston-Cleveland. I planned an entire event around this flight. People would meet up in Houston the night before go to dinner and there would be a decent party in the airport followed by the flight. My original flight plan was Phoenix–Houston on US Airways, Houston-Cleveland-Providence on United Airlines (Providence was the cheapest one-way flight on United with a connection in Cleveland to city I hadn’t been to) The way back was Boston-Houston-San Francisco-Phoenix. I booked a connection between Providence and Boston on Amtrak where I would connect to the T to get to Logan
Two weeks out, it became clear that there would be delays in United’s 787 deliveries. A week before my trip United announced delays in the schedule due to the in ability to get planes delivered from Boeing. The Houston-Cleveland flight was swapped from a 787 to a 767-200. Well crud, most of the people I cajoled to get on the flight bailed. Due to the fact I was on three different tickets, I was still in. Besides I hadn’t flown through Providence.
Well day two Friday, Phoenix-Houston, Hilton IAH North.
With dinner sunk I booked tickets to see Skyfall at the movie theater across the street from the Hilton IAH North. On my way to the Phoenix Airport from my house, I was called and informed that my flight was delayed about an hour cutting into my short connection in Houston. When I got to Houston, I hopped a cab to the Hotel, not wanting to wait for the hotel shuttle. The Hilton is about 10 miles away from the airport and shares a shuttle with the Marriott airport. Now, the Hilton is also in area called Greenspoint know by locals as “Gunspoint”. It’s not known for being safe.
I got to the hotel and checked in. They gave me a suite upgrade and access to the executive lounge. The hotel itself is very nice, clearly geared to the local business community. The suite I got was on par in size with the rooms at the HGI PHX South that I wrote about before. I went up to the lounge, they had snacks and a cash honor bar it looked like. I was late for the movie, so I snagged a couple of jalapeño poppers, and some shrimp canapés and dashed out to the movie.
Skyfall was great, and I got back to the room and went right to sleep.
Day two Saturday IAH-CLE-PVD, HGI PVD Airport.
Day two came way too early as my flight out was at 0700. I went to the airport and met up with no1racer in the United Club before the flight. We made our way to the flight going out of the end of one of the E piers. United’s 762s are on the way out and as such have not been updated. I flew one of these birds in BusinessFirst to Paris last year so I knew what to expect. The first seats were recliners with 1990’s looped IFE, which I didn’t bother with. The flight crew was great joking around with passengers and over all providing excellent customer service.
In CLE no1racer and I headed to the CLE United club to wait out our respective flights. He and I both did something similar when it came to booking the flights. He went to Manchester where I went to Providence. I boarded my flight to Providence and it was a short flight over to Rhode Island. The PVD airport itself is very nice and very new. I wish I would have spent more time there. The HGI was in walking distance of the airport and I made my way over there. The HGI is attached to a retail complex including the Iron Works Tavern, where I had lunch (grilled ham and cheese, fries, and a local beer). I most hung out in the hotel for the day. What I failed to take into account when booking the hotel, is that the regional rail line, operated by the Boston Transit does not run on the weekend. So I would have to take a cab or bus downtown to catch Amtrak. For dinner I walked over to where the bus stop for the downtown line is and promptly passed on taking the bus. I got back to the hotel and looked at my flights for the following day. I noticed that if I changed to a later flight I could grab the 787, well I called up United and promptly made the same day changes for the next day.
Day three Sunday, Amtrak, BOS-IAH-SFO-PHX, the Doubletree Resort Scottsdale
Day three came way too early. I scheduled 0600 taxi cab to take me to the downtown station so I could catch a train to Boston. Turns out my taxi was also way too early and I ended up camping out in the Providence metro station for about half an hour before my train. Amtrak was smooth and I just spent the time reading my book. I got to Boston and connected to the T’s silver line which is actually a bus that goes to the airport. I had just enough leftover on my T card from July to cover the fare. At Boston, I tried to go through the pre-check line, I was declined. Ironic no?
I got the airport so early, I was able to hop an earlier flight to Houston. I ended up in the middle seat between two people who were planning on having the middle seat open. As we were prepping for take-off the person next to me commented that I needed to shut my phone all the way off, because it could interfere with “cockpit communications with the tower.” Well in the interest of peace for the next three hours I complied. The flight itself was uneventful and we landed in Houston early. I went over to Pappasitos in Terminal E for lunch. Then I camped out in the E United Club for the next six hours. There I met up with Rob and we chilled until we decided to go see the Dreamliner.
This was my first time up close with the Dreamliner. With the exception of the tail cone, front windows, and the feathered engine exhaust it looks like the 767 which it is replacing. When I checked in for the flight I was 17th on the first class waitlist and that number was only going to get worse, the flight went out with over 70 people in the waitlist. Also through timely monitoring of seat assignments I was able to move from an E- window to an E+ center aisle seat to an E+ aisle on the right side of the plane. The funny part of boarding was the delay. The gate agent stated that the delay was due to the first officer having never flown the Dreamliner before. I knew what the gate agent meant, the FO hadn’t been on a real Dreamliner before, just the simulator.
So for the good: The bins are larger and the windows are larger. The lower pressurization altitude doesn’t really affect me as I live at 4000ft and work at 7000ft, so I don’t “feel” the change from 8000ft to 6000ft.
The Bad: the seats are narrow, apparently they are the same width as the 747 seats and it’s noticeable. The electrochromatic windows are a gimmick. One, the controls are slow to respond, so you end of jabbing at the button, which doesn’t feel like it could take the abuse for long. The air vents are non-moveable, so it’s hard to direct airflow on to you.
After traveling for so long I was out of it. Apparently the Captain was as well, because he stated that the FO would be in command during the flight (you know the gent who had never flown before. During the flight I watched “MIB III” on the AVOD system and I followed that up with part of ‘The Matrix.” When we landed, I asked to see the cockpit and the captain allowed and had the quote of the trip. I asked him what’s it like to fly the Dreamliner, he said “It’s like a dream.”
In San Fran, I grabbed some of my steamed pork buns and headed to my gate where my upgrade cleared. I was so tired at this point I basically passed out for the flight to PHX. However, I got woken up by the bunch of drunken football fans on their way home. I got to PHX grabbed my car and headed for the Doubletree. By this point it was 0100 and I was beyond tired, but I made it to the hotel checked in and went to sleep.
Day Four, the last day.
I’ll keep this section short. I woke up, went to the lovely Doubletree breakfast. It is actually quite good and then I drove home.
A week or so ago a tornado ripped through the central United States and Kansas. Your question is well why do I care? Spirit AeroSystems a major supplier has it main facility in Kansas and their plant was damaged in the tornado. Thankfully everyone is safe, however, their ability to supply parts was impacted. They supply the fuselages for the 737 and are a major 787 supplier as well.
The tornado’s effect on the 787 line should be minimal, Boeing already has a huge number of planes being readied in Seattle. However, the potential effect on the 737 line is much higher. Boeing’s 737 line is more like a car assembly line where the line moves continually and Boeing user “Total Resource Management” and “Just In Time” manufacturing techniques to insure they only get parts from suppliers when they need them. Any delay in that supply line could have severe short term and medium term effects.
Today marked the start of Airbus’ A350 production line, with the static test plane. Before I talk too much about the plane itself. I wanted to talk a little about the Airbus v. Boeing debate and the Airbus product line generally. Much virtual ink is spilled about the merits of Airbus v. Boeing aircraft. This is largely a myth, while the companies do compete generally, their products do not compete specifically. What I mean by this is that if you put the two lines next to each other, there are no true equivalent products on seat capacity. For any given seat capacity the buyer wants, there is only product that perfectly fits that need.The same is true for the A350
The A350 is Airbus’ response to the 787, except not really. The A350 relies more on carbon fiber than their previous offerings, but the expected capacity is closer to the 777 then the 787 or A330. Currently there are 561 orders for this plane which is very good. However, recently orders have tailed off. Since 2010 there have only been 53 orders for the aircraft, which shows that that maybe this plane does not have a long term strategy.
Both Boeing and Airbus have made extraordinary promises when it comes to performance not just for their initial frames but for the stretched models of the 787 and 350. It will be interesting to see in the coming years if they can keep those promises.