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The article reports on the manufacturing plan of Boeing for the 747-8. According to the author, the production is centered in Building 40:22 at the wide-body airplane headquarters of the firm in Seattle, Washington and reflects the manufacturing legacy of the airplane. Vice president Paul Nuyen will oversee the manufacturing of 747-8. The company predicts that 60% of the 830 freighters due to enter the market in the next 20 years, from the period of 2011 to 2030, will be new.

The article reports that suppliers for the Boeing 787 are closer to making complete airframe shipments. Presently, all of the aircraft in Building 40-26 at Boeing's Everett, Washington wide-body headquarters are for the flight-test program. The static and fatigue airframes have been moved to their test stands. The first flight airplane, ZA001, has passed the power-on test of its electrical systems and is undergoing specific systems tests. For the 787, Boeing wants wings and fuselages shipped to Everett with hydraulic, mechanical and electrical systems.

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.

The article reports on the failure of Boeing officials to provide details about how the problem of a failed wing test of 787 will be corrected and when the new jet will fly. According to Boeing Chairman James McNerney, the goal of program managers has not changed since a failed wing test was revealed a week before Boeing's previous deadline for first flight. He adds that although some initial tests have been conducted, a way to install strengtheners in tight-fitting spaces in the airplane is still being sought.

The article reports that Boeing is anxious to get first flight over with so it can get into the business of flight test, certification and delivery of its long-delayed 787. The 787 program has been affected by production meltdowns, a strike and a series of design issues. According to Boeing flight test operations director Frank Rasor, their expectation is to get type certification in the eight-to-nine-month timeframe.

The article reports on the concerns about the Boeing 787 aircraft's power systems and electric brake monitoring controls, which are potential obstacles to its first flight. Boeing Vice President and 787 General Manager Pat Shanahan says most systems are ready to go, but brake control monitors supplied by Crane Aerospace to the former Smiths Aerospace division of GE Aviation are late. However, Shanahan is not able to make predictions about when Boeing will be able to ramp up production to make up lost ground on deliveries.

This article focuses on statements from Mike Sinnett, 787 systems director at Boeing, about lessons he learned from the delays in the company's manufacturing of 787 systems. He stated that schedules are too tight. He learned that developing new tools and processes while developing a new aircraft must be prevented. He also said that every aspect of the design has had to push for efficiency.

The article reports on the design and operational approach being taken by Boeing to reduce the impact of aircraft noise on communities and passengers. As its aircraft evolve, Boeing insists that design changes produce provable noise reductions that are manufacturable. The company also consults with airports and airlines on how -changes in flight operations can reduce noise footprints for surrounding residents.

After years of half starts, feints and head scratching, Boeing Co. has a new airplane for sale. The decision to back the 7E7 by the company's board of directors was announced just a day shy of the 100th anniversary of man's first powered airplane flight and amounts to a recommitment by the aerospace giant to the heritage that Bill Boeing started here in a red barn in 1916. Boeing will assemble the long-haul, midsized twin-engine aircraft in Everett, Washington State, the home of all its large airframe programs.

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.

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.

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 focuses on a technical support fee imposed by Boeing to operators of Boeing aircraft converted to freighters. According to Boeing, operators will have to pay the original equipment manufacturer (OEM) an annual fee of anywhere from $50,000 to $250,000 per aircraft to access technical support. The size of the fee, the payment of which allows an operator to submit support requests but does not cover the cost of the support or service provided, will be determined primarily by where the aircraft was converted.

The article provides information on the redesign of the Boeing 787 aircraft. The 787 lacks a hump, but Boeing turned to its longtime design collaborator, Teague Aviation, for ideas on what the airplane should look like. Boeing's aerodynamicists refined the Teague concept so its tail looks less like a shark's fin and its nose is blunter. One of the most talked-about features of the 787 are its windows. They are 25 percent larger than on standards airplanes.

This article reports on the confidence of Boeing Company's 787 general manager that the first 787 aircraft should achieve "power-on" in January 2008 and be ready for first flight by end of March. He cited a much more orderly and disciplined factory for his confidence. In his first public comments since assuming control in October, Pat Shanahan reported in December that the basic design of the standard-sized, 250-seat 787-8 is now 100% complete, although the airplane is still overweight.

This article focuses on the problem experienced by Boeing with its 787 Tier a supplier network. This network mimics the spider web of relationships established by the company in giving design, development and production authority to them. Just as Boeing wanted to tap into their expertise, spread its risk and extend its manufacturing footprint abroad, the Tier 1 suppliers are doing the same with their subcontractors.

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 focuses on 787 airplanes from Boeing. Mike Bair, Boeing vice president and 787 general manager, explained that the 0.25 in. gap between fuselage sections in the first 787 was caused by a combination of gravity, lack of internal support and a shortage of fasteners. It is said that the company has 634 orders for 787 that makes it the fastest-selling commercial airplane in history of any size.

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 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.

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 aviation companies Boeing Co. and Airbus SAS agree that the next 20 years of air travel will bring a huge demand for new aircraft and they agree on the general growth trends for air travel by region. But beyond that, they are describing two different beasts. Not surprisingly, the conclusions match the size airplanes they are building. Boeing Vice President of Marketing Randy Baseler got a jump on the Paris air show in a teleconference from London last week by delineating why Airbus' star of that show, the 555-seat A380, won't play a big role in aviation's future. Airbus doesn't include regional jets in its forecast, which contributes to a more conservative outlook.

This article presents information related to sale of Boeing airplanes to Japan Airlines (JAL) and Continental Airlines Inc. Boeing Co. recorded an end-of-the-year bonus when Continental Airlines became the first U.S. network carrier to order the 7E7, buying 10 of the mid-sized jets with a book value of $ 1.3 billion. Announced last week, the decision to buy came on top of a commitment for 30 aircraft by JAL made two weeks ago. Taken together, the two commitments are a double blessing for Boeing. Both carriers are among the airline establishment and both are advocating the long-term value proposition of the 7E7 as the revolutionary long-haul, cost-saving aircraft that Boeing is espousing in its marketing.

This article reports that Boeing Co. is turning to a software maker its space engineers know well to help manage parts production on the factory floor. The 7E7 represents Minneapolis, Minnesota-based Intercim's initiation into Boeing Commercial Airplanes, but the company's Factory Net software has long been at work in Boeing's Integrated Defense Systems business unit, most prominently on the Delta launcher and space shuttle. Velocity comes into play in the final assembly process. It will help Boeing check its assumptions on manufacturing cycle and life-cycle issues regarding repair and overhaul by assuring that as-built data is stored electronically for each tail number.

Airplane manufacturer Boeing Co., wants its 747-400 modification for 7E7 transporters to stick to basics The humpback 747-400 that Boeing is developing to carry 7E7 wing sets and fuselage sections is to be as simple an air truck as the company can make. Called the Large Cargo Freighter, the transport's airframe will feature an enlarged roof running the length of its fuselage and a swing tail for loading its outsized cargo instead of the side-mounted large cargo door originally envisioned. Boeing's goal is to assemble the 7E7 in just three days, an unheard-of speed that demands fast cycle times.

With an encouraging endorsement from its biggest airplane customer that International Lease Finance Corp. (ILFC) is "short on supply," Boeing Co. has delivered the first 777-300ER that it expects to redefine long-haul operations. The encouragement came from ILFC Chairman/CEO Steven Udvar-Hazy, who complimented Boeing for exceeding its initial performance specifications with a 1.5% better fuel burn, 900-ft. Udvar-Hazy said negotiations also are underway with Virgin Atlantic Airways for 777-300ERs as replacements for its A340-300s, and with KLM Royal Dutch Airlines NV, which is now part of Air France SA.

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.

The article considers the design, construction and marketing of jet transports by the aerospace industries company Boeing Co. The company's planned introduction of the 787-10 transport is considered as part of an overall plan to be producing and marketing nine derivatives of its four main models, the 737 MAX, 747-8, 777 and 787, by 2021.

The article discusses the sales, purchase orders, and profits of the airplane manufacturing companies Boeing and Airbus for the year 2012. Statistics are provided regarding the production of 787, 737, and 777 models of passenger airplanes by Boeing, and notes data on sales of the A320, A330, and A380 models from Airbus. The article also comments on labor negotiations between technicians, and engineers, and assemblers at Boeing.

The article discusses the impact on aircraft manufacturer Boeing Co. of lower-than-expected demand for freighter airplanes. A rebound in global demand for freighters that Boeing had predicted for 2013 now appears unlikely to occur before 2014. Consequently, Boeing has had to more closely manage it production of 747-8 freighter planes.

The article discusses plans by aerospace company Boeing to form a partnership to build its 777X airplanes. Topics include the economic aspects of replacing aluminum-based materials with carbon fiber-reinforced polymers (CFRP), the challenges of deciding where to build the 777Xs, and a chart showing the weekly market performance of several aerospace and aviation companies as of October 24, 2012, including AAR Corp., ACE Aviation Holdings, and AerCap Holdings N.V.

The article presents information on the completion of certification for the airline company Boeing's 747-8 VIP passenger plane as of March 5, 2012. Details about the development and testing of the plane are provided, including information about its anticipated service debut. Production and sales of the passenger plane are also mentioned.

The article looks at the production systems used by the aerospace manufacturer Boeing to make their aircraft, especially the 737 jet and the New Small Airplane (NSA). Boeing is increasing rates at its Renton, Washington factory from 31.5 to 42 airplanes per month using a stepped system. Beverly Wyse, manager of the 737 program, says that it has not been decided where the NSA will be produced, as the plane is still being designed.

The article discusses the development of the New Small Airplane (NSA) by the aerospace manufacturer Boeing. According to Jim McNerney, chief executive officer of Boeing, by the end of 2011 the company will decide whether to continue development of the NSA or opt for the re-engining of the 737 Next Generation planes. The Boeing 787 aircraft, which used composite materials in place of aluminum as well as an electric architecture, could influence the design of the NSA.

The article discusses a production rate increase for the aerospace manufacturer Boeing, which is scheduled to being delivery of its 787 and 747-8 jet transports in the summer of 2011. According to company chief executive officer James McNerney the company will increase hiring at sites in Everett, Washington and North Charleston, South Carolina. Analyst Joe Nadal doubts the ability of Boeing to keep to schedule while analyst Ronald Epstein says that the Airbus A320 NEO is a threat to the 737NG.

The article explores labor conflict over the production of the Boeing 787 aircraft. The author describes a complaint by the International Association of Machinists and Aerospace Workers (IAM) Local 751 trade union in relation to a 2008 workers' strike in 2008 and the company's move to production in North Charleston, South Carolina. Other topics include wage negotiations, guarantees on production in Everett, Washington, and declines in available union jobs.

The article reports that the orders for aircraft received by the U.S.-based manufacturer Boeing in 2009 were the lowest in the company's history since 1971. On the other hand, the company reached its target to deliver between 480 and 485 airplanes for the year. The company experienced cancellations of orders from airlines affected by the global recession. Aircraft manufacturer Airbus reduced the levels of production of its A320 aircraft in the same year.

The article reports that the 737 Next Generation from Boeing will be using a difference windshield and frame design. The new windshield will come from the Aerospace unit of PPG Industries in Hunstville, Alabama. The new windshield will prevent broken glass from entering the flight deck in case of a bird strike.

The article reports on the construction of the first 747-8 Freighter, RC501 in the assembly plant of Boeing in Everett, Washington. It states that while the Airbus A380 is a larger passenger aircraft, the 747-8 is the longest airliner ever built. It notes that the full fuselage join for RC501 began with its nose and forward fuselage sections being positioned far enough in front of its wing to leave room for the aft fuselage assembly.

The article reports on the damage caused by a temporary worker on the fourth 787 flight test airplane of Boeing which led the company to delay the aircraft's introduction. The worker, based at Global Aeronautica, has caused damage to the aircraft's composite mid-section fuselage. A Boeing official stated that it is unclear when shipments will resume and, therefore, when the fourth flight test airplane, ZA004, will enter final assembly. The delay has not caused any down time on the final assembly line in Everett, Washington.

The article reports on the delayed production and delivery of large-hull composite 787 aircraft of Boeing. The company is about 15 months behind its original plan for certification and first deliveries. Delivery rates that were supposed to reach 112 completions by the end of 2009 have been scaled back drastically to 25 aircraft. Boeing does not expect to achieve a production rate of 10 airplanes per month until 2012.

The article reports on the customized and upgraded aftermarket services offered by the Commercial Aviation Services (CAS) of Boeing Co. Boeing's four big airplane groups--the 737, 747, 777 and 787--are its main commercial products. But the after-sales support offered by Commercial Aviation Services (CAS)--many of them through MyBoeingFleet.com--have made it a major business unit.

The article reports on the planned manufacture of 787-10 aircraft by Boeing. Vice president and 787 general manager Mike Bair said that the earliest the 300-plus-seat 787-10 will enter service is 2013, a year later than previously forecast. It is stated that the company could not start producing the -10 until the said year because its backlog of 634 orders for other models is so huge.

The article reports on the move of Boeing to refine lean manufacturing to push for the production of 787 airplanes. It says that refining a decade's experience in making airplanes on a moving assembly line, Boeing is using a unique set of shop-floor tools to speed the wing and body joints and the installation of systems, gear and engines as it pursues a pace-setting standard for 787 production.

The article reports on the decision of Lufthansa to order a number of 747-8 Intercontinental airplanes from Boeing. Lufthansa placed 20 firm orders and holds 20 purchase rights for the 747-8 Intercontinental. The 747-8 Freighter was launched in November 2005 and has accumulated 52 orders. Lufthansa Senior Vice President Nico Buchholz says the 747-8 will fill a capacity gap between the A380s.