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The article focuses on the 787 aircraft program by Boeing Co. The company is now investigating how shape-memory alloys, which make engine chevrons more efficient, and noise-absorbing nacelle lip liners might reduce the need to carry as much noise-absorbing insulation in the fuselage. The chevron and nacelle tests are part of a broader effort to reduce cabin and airport noise that Boeing, General Electric, Goodrich Aerostructures Group and the U.S. National Aeronautics and Space Administration Langley Research Center undertook in August 2005 at Boeing's Glasgow Flight Test Facility. INSET: Anticipating Certification.

Reports on the challenge of assembling aircraft for different types of customer. Views from Martin McLaughlin, a senior Northrop Grumman manager, on the issue; Types of materials used in producing wings for the conventual takeoff and landing aircraft; Techniques in making different aircrafts without incurring high costs.

The article discusses the Boeing 787 jet airplane, looking at the use of aerodynamically molded plastics, fuel-efficient motors, and environmental control system. The author argues that despite lengthy delays, the 787 will have a substantial impact on the aircraft industry. The delivery of planes to launch customer All Nippon Airways (ANA), the 787 program costs, and differences between the Boeing 777 and the Boeing 787 are examined.

The article discusses the development program of Boeing for the 787 aircraft. The company has announced that it must suffer at least a three-month delay for the first flight of the 787 and compress the delivery schedule to as few as five months just to keep on track. Originally set for late August 2007, the first flight will now take place no earlier than mid-November to mid-December. The announcement did not significantly affect Boeing's stock price.

The article reports that the engine technology is the essential element in dictating the technical progress to make a compelling case for replacement of the Airbus A320 and Boeing 737NG. The engine technology is being matured in various engineering centers, from the General Electric and Snecma CFM International joint ventures.

Aircraft manufacturer Boeing Co. was said to have "bet the company" in 1966 when it launched the 747 on the promise of just 25 orders. Nobody is talking about betting the company, although Boeing's worldwide reputation will be on the line. The manufacturer's goal is to enmesh key suppliers in the aircraft's design, development and assembly so they shoulder much of its technical and financial burden. All the big blocks on Boeing's 7E7 manufacturing assembly chart are to be filled in by year-end. Boeing has used a worldwide supplier network for years. In part, that's because it will fill out Boeing's product line by adding a mid-range aircraft that complements the workhorse 100-200-seat 737 and the 250-370-seat long-range 777 family.

Reports on the launching of a T-50 Golden Eagle in South Korea. Manufacturer of T-50; Features of T-50; Functions of T-50.

Presents information on the emphasis the consortium of Airbus Industrie and their European partners place on information technology in their airplane design and manufacture. The formation of the Airbus Concurrent Engineering (ACE) team to rethink how they design, manufacture and support their aircraft; Their goal to reduce development costs and time-to-market for a new product; Discussion of specific design improvements for the A340.

Focuses on the development of virtual reality tools by Lockheed Martin to aid in the design of the joint strike fighter. Efforts to reduce manufacturing and serviceability costs; Virtual prototyping techniques; Expectations of the US Defense Department; Software to improve commercial products; The CATIA software system; Use of three dimensional computer models.

The article discusses the production of Boeing 787 airplanes by the aircraft company Boeing at its factories in South Carolina and Washington. The article argues that Boeing has used ground and flight testing to reduce the amount of retrofitting needed by early aircraft and that the company has reduced the cost of production. The creation of the assembly line in Charleston, South Carolina, its tooling area, and its workforce are discussed.

The article discusses the design of the winglets which will be used to improve aerodynamic efficiency on the Boeing 737 MAX airplane. Boeing claims that the winglet, a split-tip design, is not related to a similar wingtip which was developed by the aerospace company Aviation Partners. The article provides information on how winglets work to reduce drag and examines other elements of the MAX such as a fairing to enclose nose landing gear.

The article discusses the development of the Boeing 787 and 747 airplanes. The article examines the delivery of 787 airplanes to All Nippon Airways (ANA), Cargolux Airlines International, and Cathay Pacific Airways, the certification flight testing of the Boeing 747-8, and the company's order forecasts. The article discusses plans to increase the production rate for aircraft and the company's supply chain.

This article focuses on the 747-8 Freighter development program of Boeing. In November 2005, the 747-8F program was launched with 18 orders split between Cargolux and Nippon Cargo. The firm is expecting to accumulate 1,600 hours in flight tests plus 2,100 on the ground by the time the 747-8 is certified in late 2010. Particular focus is given to Boeing's goal with its 747-8 program. There is a plan to shift flight testing to the program's permanent flight-test home in Palmdale, California as soon as Boeing's comfort level in the new airplane is fixed.

The article deals with the upgrading of the powerplants, aerodynamics and interior of the Boeing 737 Next Generation family. It speculates that the improvements could produce a 2 percent savings in fuel costs, a quieter interior and brighter lights. Known as CFM56-7B Evolution, the CFM International engine update is considered as an extension of the May 2007 Tech Insertion program. According to CFM56 Program Director Robyn E. Brands, the program has accomplished about a percent specific fuel consumption enhancement over the lifetime of the engine.

The article reports on the move of Mitsubishi Heavy Industries to urge Boeing to let it set up a final assembly line in Japan for the 737 replacement program. Kiyotaka Ichimaru, general manager of Mitsubishi's civil aircraft division, clarifies that the company does not want to take over all final assembly. Instead, he says that Mitsubishi will help carry the final-assembly burden of what would probably be a massive, high-rate production effort.

The article focuses on Boeing's recovery plan for its 787 airplanes. Focus on the airplane's recovery was needed after Boeing's handling of events earlier in the month. Boeing expects certification of the airplanes to take 8-9 months after first flight in 2008. If that schedule holds, first delivery will be in November/December 2008.

The article reports that Boeing Commercial Airplanes has been working quietly to give its airplanes the equivalent of power-by-the-hour life-cycle management contracts. The company's new aircraft will enter the market in mid-2008. Boeing's selling point is that 787 customers will not have to hold spare-parts inventories or undertake the expense of training and hiring staff or acquiring additional equipment to support the aircraft, which accentuates an electric operating architecture for its systems and composite airframe.

The article reports that Airbus Industrie SA is working on the engine and other details related to its A350XWB aircraft. Airbus has basically abandoned its previous strategy of keeping development cost down, adopting a completely new design that will demand an investment of $10 billion and wholly new tooling. Further, Airbus has decided to continue using a mix of advanced alloys and composites. Those materials will make up 62% of the aircraft, giving the A350 a lower empty weight per seat than the 787 or 777. Airbus will also have recourse to reimbursable loans.

The article presents information related to Boeing Co. It is reported that Boeing Co. will lengthen its stretched Boeing 787-9's wing slightly to improve its aerodynamic efficiency. The design changes will add about 6 ft. total to the wingspan, bringing it to about 203 ft. The larger wing is supposed to improve the -9's low-speed performance, which is degraded slightly because of its higher maximum takeoff weight of 540,000 lb. As its program evolves, Boeing Co. is running a parallel design verification process using a rented American Airlines 777 to flight test the software that controls the 787's fly-by-wire system.

The article presents information on the weight of the company Boeing's 787 airplane, which is a little heavy but not a cause of worry at the present stage. The weight of the 787 airplane is a couple of percent over Boeing's targets, according to the Vice President of the company, Mike Bair. No specific area, systems, engines, landing gear, composite wings or fuselage is producing the weight problem, which Bair characterized as the result of aggressive targets for the aircraft's operating empty weight of 239,200 lb. for the standard 787-8, which is to be delivered in mid-2008. With fuselage and wing factories in Japan, Italy and two spots in the U.S., Boeing estimates it has the world's largest industrialization project underway currently.

The article presents information on the change in design of Boeing's 787 aircrafts. Its decision to stretch its 787 aircrafts beyond 300 seats for long-haul operations, will move the mid-sized jet into an even more prominent role as the company's template for future aircraft designs. This twin-aisle sales strategy has been on a roll. Last week, 787 General Manager, Mike Bair said 28 airlines have made orders or commitments for 386 airplanes. Bair says Boeing's sales staff has identified another 30 airlines interested in more than 500 aircraft. The technology that's going into manufacturing and production of the 787 will be the baseline for future Boeing programs. Customers include American Airlines, Continental Airlines, Delta Air Lines and United Airlines in the U.S.

This article reports that Spirit Aerosystems is transforming a former Boeing 757 factory floor into the new home for assembly of the jet's nose. To get ready, the company has added 100,000 sq. ft., raising total floor space to 500,000 sq. ft. Foundations have been poured for three key pieces of equipment--automatic fiber placement, skin trim and drill, and automated fastening machines. But the site is still a construction zone. Nearby, construction of an assembly line for the 787 engine pylons is underway. In this case, Spirit is opting for flexibility, running parallel lines for the new aircraft with the 777 and using common assembly processes for each. Spirit delivers full-length fuselages for the 737 program, but they are hollow.

The article reports that Boeing Co. is filling a seating gap in its single-aisle lineup and renewing the challenge to the Airbus A321 airplane with the launch of the 737-900ER airplane, which offers airlines the choice of carrying 26 more passengers or flying another 500 nautical miles. The new airplane was launched with the formal signing of an order for 60 aircrafts from Lion Air. The aircraft will include a standard Type 2 door measuring 24 X 52 inches, located on the left side of the fuselage behind the wing.

The article reports that as Airbus Industrie SA glows with the first flight success of its impressively big A380, the fuel-efficiency and technology campaigns Boeing Co. has mounted for its mid-sized jet families are scoring impressive sales. Most attention is paid to the differences in size between their new wide-body aircraft. Both are committed to pushing new passenger conveniences, greater use of electrical systems and advanced aerodynamics. But Boeing has spent the past year emphasizing that improved engines, a lighter composite fuselage and wing and more fuel-efficient electrical systems will make the 787 20% more fuel-efficient than current-generation aircraft. Airbus has taken a more cautious approach, especially on whether composite technology is mature enough for fuselage

The article reports that Boeing Co. has become comfortable with the idea of moving assembly lines. At its narrow-body factory in Renton, assembly times have been cut in half since the factory was remade and the process initiated in 1999. Here at the home of Boeing's wide-body aircraft, the goals remain the same: eliminate wasted motion by using task-time-based processes, visual controls and support cells to enhance the moving line. With years of experience in Renton, she was familiar with the way Boeing created a single, moving assembly line for the 737 in a project called the Move to the Lake. One measure of Boeing's ambition is its drive eventually to complete wing joins while the fuselage creeps along the assembly line.

Reports that aircraft manufacturer Boeing Co. intends to cede the large aircraft launch market to its competitor Airbus over the next decade as it focuses on its 7E7 range designed to fill the middle-of-the-market segment and define the aircraft's configuration during the next six months. Origins of Boeing's 7E7 program from the Sonic Cruiser program; Market envisioned by Boeing for middle-of-the-range aircraft.

Reports on the plans of Boeing Commercial Airplanes to launch a mid-sized long range aircraft that can carry 200-250 passengers in 2004 using a scaled down cross section of its twin-aisle 777 aircraft. Decision of Boeing to cancel its Sonic Cruiser plans; Reasons for the downturn facing the airline industries; Decline in aircrafts delivered; Prospects for the aircraft industry.

Examines the possibility of a partnership between Mitsubishi Heavy Industries and Bombardier, which would be focused on developing a 90 to 110-seat regional jet. The prospects of using the wing of Bombardier's Global Express business jet as the basis for the regional model; Comments from Bombardier officials; BMW Rolls-Royce's BR710 engine, which powers the Global Express; Mitsubishi's involvement in efforts to develop a Japanese 100-seat jet; Other details.

The article examines the design and construction of the Boeing 737 MAX jet transport by the aerospace industries firm Boeing Co. The company's decision to create its own design for the nacelle of the airplane and its decision to use titanium for the inner wall of the MAX's thrust reverser are considered. It is noted Boeing has yet to announce suppliers for significant parts of the 737 MAX.

The article considers automation of manufacturing processes at the aircraft factory of aerospace industries company Boeing Co. in Renton, Washington Changes made to the factory layout and equipment to cope with its transition to assembly of the Boeing 737 MAX jet transport are discussed including an automated fastener line for wing assembly, a Fuselage Systems Installation structure and final assembly lines (FAL).

The article examines production management by aerospace industries firm Boeing Co. of the manufacturing of its Boeing 777 jet transport. The introduction of robotic manufacturing processes in the construction of the various models of the 777 is considered. The use of the Flex Track automated riveting system of Electroimpact Inc. is among the examples cited.

The article examines the layout and construction of an aircraft factory in Mobile, Alabama by aerospace industries firm Airbus SAS for final assembly of its Airbus A320 jet transport. The resemblance of the factory's layout to that of Airbus's A320 assembly facilities in Tianjin, China and Hamburg, Germany is discussed. The U.S. supply chain for A320 production is considered.

The article discusses aerospace firm Boeing Co. and the proposed relocation of the company's model 777 aircraft production assembly work from Everett, Washington to a facility in North Charleston, South Carolina in 2013. Boeing chairman James McNerney addresses design and production locations for the the company's model 777X aircraft. It states that Boeing's facility in South Carolina has been chosen to produce inner composite linings for the engine nacelles of model 737 MAXs. A Lithium-ion battery issue involving Boeing's 787 aircrafts is mentioned.

The article discusses aerospace company Boeing Co. and the lithium-ion (Li-ion) battery design program for the firm's model 787 aircrafts as of April 2013, focusing on Chief 787 Engineer Mike Sinnett's assessment of a worst-case battery failure issue involving the Li-ion batteries. It states that all Boeing 787s that had been delivered since September 2011 have been grounded by the U.S. Federal Aviation Administration (FAA), Japan's Civil Aviation Bureau (JCAB), and several other national emergency airworthiness directives in the aftermath several battery-related fires in January 2013.

The article considers the development of new products by aerospace industries firm Boeing Co. The company's creation of a new division called Airplane Development which will manage the development, testing and certification of jet transports for use in commercial aeronautics including the Boeing 777X, 737 MAX and 797-9 is examined.

The article discusses the use of engineering software in the development of aircraft design, focusing on software developed by the engineering company Frazer-Nash Consultancy Ltd. for the aircraft manufacturer Airbus. Topics include cost control in aircraft development, data management, and performance optimization.

The article focuses on cockpit upgrades for aerospace company Boeing's 737 MAX. It states Boeing is using the larger-format 787-style electronic instrument displays in the cockpit for the 737 MAX which will allow for easier upgrades as air traffic control requirements change. It mentions that the 737 MAX will also utilize an digital electronic bleed-air system from conglomerate corporation Honeywell and allow cabin pressurization to be fine tuned based on passenger numbers to save on fuel.

The article discusses aerospace firm Boeing's production of 777 widebody aircraft, with a focus on increased production of 777s driven by automation and process improvements as of October 2012. Topics include competition with Airbus A350 aircraft production rates, final assembly and flight-testing, and long-haul jet aircraft.

The article discusses the construction of 787 aircraft by the manufacturer Boeing, focusing on the activation of a surge assembly line at Boeing's 40:26 bay in Everett, Washington. Topics include Boeing's industrial capacity, its production schedule as of 2012, and the scheduled delivery of 787-9 aircraft to the airline Air New Zealand in 2014. An article in the "Seattle Times" newspaper, in which Boeing reaffirmed its commitment to producing the 787-10X and 777X aircraft, is mentioned.

The article discusses the aircraft manufacturer Boeing, reporting on a backlog of orders that may sustain the company through economic downturns in 2013. Topics include chairman of Boeing James McNerney, the production schedule and manufacturing of planes including the 737 MAX aircraft, and competition from the manufacturer Airbus.

The article examines the 737 MAX, a version of the 737 jet transport under development by the aerospace industries firm Boeing Co. The introduction of Leap-1B jet engines produced by the company CFM on the 737 MAX to reduce its fuel consumption is examined. The importance of the 737 to Boeing's overall sales of jet transports is discussed.

The article discusses the aerospace company Empresa Brasileira de Aeronautica (Embraer), examining its work with international and local partners in the development of the KC-390 transport aircraft in order to increase the plane's civil and military appeal. The article looks at Embraer's partnerships with Rockwell Collins, Hamilton Sundstrand, and Fabrica Argentina de Aviones (FAdeA) on avionics, airplane components, and engines.

The article reports that the aerospace industries firms Boeing Co. and the Brazilian firm Embraer have signed a research and development agreement for commercial aircraft design and construction. An earlier agreement made in March 2012 between the two companies for research and development of biofuels for aviation is noted.

The article examines construction and testing of the Boeing 787-9 jet transport by the aerospace industries company Boeing Co. The company's use of a hybrid laminar flow control (HLFC) system on the vertical and horizontal stabilizers of the transport to reduce aerodynamic drag in flight is discussed. HLFC works by delaying the transition from laminar to turbulent air flow over the skin of the stabilizers.

The article discusses the construction of the Boeing 787 airplane, examining the assembly line in North Charleston, South Carolina, the delivery of airplanes to Air India, and the addition of landing gear to the fuselage of a Boeing 787.

The article discusses S.S. White Technologies, a company which makes flexible shafts for industrial, automotive, and aerospace companies. The author examines the effects of the 2008 recession on the company's revenues, the use of flexible cables in aircraft engines, fuselages, and wings, and shaft specifications. Other topics include the Perflexion modeling tool, the use of S.S. White Shafts in the Airbus A380 thrust reverser, and the sale of shafts as part of a system.

The article discusses aircraft which were designed for the Green Flight Challenge, which was sponsored the by Internet search company Google and run by the Comparative Aircraft Flight Efficiency (CAFE) Foundation and the U.S. National Aeronautics & Space Administration (NASA). The winners of the contest were all electric aircraft and included the Pipistrel Taurus G4, the eGenius, and the PhoEnix. Other topics included supersonic flight, hybrid electric-gas aircraft, and noise production.

The article discusses demand for the 737 MAX, a reengined single-aisle airplane developed by the aerospace company Boeing. The airplane will use a Leap-1B engine, manufactured by the jet engine company CFM International, and will contain the Sky Interior, an aircraft cabin design which features mood lighting and larger luggage bins. James Albaugh of Boeing discusses the fuel efficiency of the airplane, competition with the Airbus A320NEO (new engine option), and sales.

The article discusses the development of the 787-9 airplane by the aerospace company Boeing. Scott Fancher, general manager of the 787 program, says that the design process has gone well and that the model will undergo the triple-program review in order to begin initial production in 2012. All Nippon Airways (ANA) executive Mitsuo Morimoto discusses the use of 787-8 and 787-9 airplanes for international flights.

The article reports that the aerospace industries company Boeing Co. has halted deliveries for one month from major suppliers to the final assembly line of its 787 jet transport. The delay is one of a series which has left production of the 787 more than three years behind schedule, but the company states that it will not affect the delivery of the first 787 to the airline All-Nippon Airways scheduled for August-September, 2011.