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This article reports on the plan of Boeing to implement a just-in-time, global manufacturing enterprise for the 787 aircraft. Exostar, an aerospace procurement and supply-chain management specialist, was chosen to supply the software to manage the project. Details of the design and assembly processes are linked in a common, secure network that reflects work packages for Boeing's select group of Tier 1 suppliers as well as the Tier 2 group that supports them.

The article reports that United Parcel Service's (UPS) pending order for 27 767-300ER freighters underscores the strength of that medium-size jet's appeal in commercial service even as Boeing is starting assembly of its replacement. With a purchase of 27 freighters to add to the 32 already in its fleet, UPS promises to double Boeing's 767 backlog and push the aircraft past the 1,000-order mark.

The article reports on the delivery of the assemblies for the DreamLifter 787 transport plane of Boeing Inc. to South Carolina. The assemblies include forward fuselage from Kawasaki Heavy Industries (KHI) Ltd., center wheel well from KHI and center wing tank from Fuji Heavy Industries Co. Global Aeronautical LLC, Spirit Aerosystems Inc. and Mitsubishi Heavy Industries Ltd. are also involved in the assembly process. The design plans for the aircraft are mentioned.

The article deals with the Boeing mid-size 787 aircraft. It notes that the 787 has a 2-3% better economic performance than the 20% overall gain it originally predicted. The improvements are most prominent in predicted maintenance costs, although the airplane is better on fuel burn. The company has forecast that the 787 will have a 20% better fuel burn than the 767 it is replacing.

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.

The article reports on the obstacles in the design, development and certification that were discovered by Boeing resulting from the U.S. Department of Defense's adaptation of commercial-off-the-shelf technology for weapons systems in 2006. The hurdles range from suppliers' resistance to giving up proprietary data to the Defense Department to the Federal Aviation Administration's concern about whether subsystems or components taken from a military jet for refurbishment can re-enter the supply chain in commercial service.

The article reports that Boeing has begun the process of constructing a moving assembly line for its big twin-engine 777s at the company's wide-body aircraft headquarters in Everett, Washington in 2006. Initially, the line is moving at 1.6 in. per minute, and only after the wing-body join is complete and the landing gear have been installed. So the moving assembly line is focused on systems installation, not the major structural buildup.

The article reports updates on the Boeing 787 aircraft. Boeing Co.'s world-wide factory team will roll out the first 787 in December 2006. However, it still has to address excess weight, which remains at about 5,000 pounds. Mike Bair, 787 Vice President and General Manager, said that they know exactly what to do about the excess weight. At four years and one month from launch to delivery, the 787 schedule is the most aggressive in company history. Boeing does not fear that the 787 could end up like Airbus' A380.

The article offers updates on the development of Boeing's 787 passenger jet. Boeing CEO James McNerney is putting his reputation on the line to reassure customers who have ordered the jet that it will not go down the same path as the Airbus A380. Boeing insists that the 787 remains on track, despite weight and supplier problems that have forced the company to raise research and development spending. James Bell, Boeing's chief financial officer, said that they do not have complexity in their airplanes.

The article reports on the decision of Boeing to expand its 747-8 Intercontinental passenger aircraft. Boeing is expanding the nominal three-class seating capacity of the 747-8 Intercontinental to 467 passengers as its searches for its first customer in a sluggish market for very large aircraft. Firm configuration of the freighter version is to be achieved in October 2006, but the final design milestone for the passenger version is not expected until late in 2007.

The article reports on the arrival of the Large Cargo Freighter (LCF) from Boeing in Everett, Washington on September 16, 2006. Three transports have been ordered from Evergreen Aviation Technologies Corp. First major assemblies of fuselage and wings to be transported by LCF are to be fully underway in first-quarter 2007.

The article reports on the demand for airfreight services, despite increases in fuel prices, according to the 2006-07 Air Cargo Forecast of Boeing. The firm's belief in airfreight is reflected in its product line, including its campaigns to convert 767-300 and 747-400 passenger aircraft into dedicated freighters.

The article focuses on the efforts by Boeing Co. and European Aeronautic Defence and Space Co. (EADS) to penetrate the Indian aerospace and defense market. EADS plans to establish a large technology center in India as part of a move to turn India into a major source of engineering, information technology and production. At the same time, Boeing committed $100 million to a regional maintenance, repair and overhaul facility in Nagpur in the central Indian state of Maharashtra.

The article reports on the claim of Boeing that its 50-50 joint venture with VSMPO-Avisma for machined titanium forgings will not run afoul of the U.S. State Department's sanctions against the Russian company's new owners because of arms sales to Iran. Boeing Commercial Airplanes has been buying from VSMPO for nine years. The Russian company is Boeing's single largest titanium supplier, providing some 40% of its forgings. VSMPO is also a major supplier for Airbus.

The article reports on the market projected by Boeing for its 737-900 Extended Range (ER). Launch customer Lion Air of Indonesia doubled its order to 60 aircraft. The -900ER erases the -900 from Boeing's Next Generation 737 lineup after 54 sales. It gives the company the most economical single-aisle airplane in its class in its battle with the Airbus A321. The -900ER will enter a five-month flight test program on September 7, 2006. A second test article is to join the effort on November 19.

The article reports that Boeing Co.'s 747-8 freighter has gained acceptance in the aviation industry, while modalities concerning its passenger version have yet to be finalized. Emirates Airlines and International Lease Financing Corp. have strongly endorsed Boeing's design strategy through orders, with Emirates having ordered 10 747-8 freighter and 45 General Electric GEnx engines in a contract valued at $3.3 billion. Meanwhile, International Lease Financing Corp. has placed orders with Boeing for six 737-800s, two 777-300ERs and exercised two options for orders of 787s for deliveries from 2009-12.

The article reports that by choosing the Boeing Jet transport 787-9, Singapore Airlines Ltd. (SIA) puts more pressure on the supply chain of Boeing Co. It wants to join the queue with an order for 20 787-9s and 20 more purchase too. SIA is Boeing's largest customer for the Jet plane 777, and had been pursued by both Airbus Industrie SA and Boeing for a long-standing requirement for a smaller twin-aisle transport. SIA authority says that its deliveries will be set between early 2011 and mid-2013.

This article reports that Boeing Co. is assembling the first of its 737-900ERs aircraft at its Renton factory south of Seattle, Washington. The 180-215-seat aircraft is set for completion in August. This will be followed by a five-month flight test/certification program that begins in September. The fuselage is manufactured by Spirit Aerosystems in Wichita, Kansas.

This article reports that Boeing Co.'s push into aftermarket services has prompted launch of a GoldCare plan that will charge 787 operators a per-hour fee for guaranteed maintenance. The program is an extension of its Integrated Materials Management (IMM) program and includes reliability and availability guarantees. GoldCare will give subscribers the equivalent of a 24-hr. help desk on maintenance issues. The 787 has a lot of features designed to reduce its lifetime overhaul and maintenance costs, such as the industry's most extensive use of non-corroding composite materials in its wing and fuselage. Vice President Bob Avery, head of services and support for the jet, says that GoldCare takes this emphasis on reduced acquisition and lifecycle costs a step further by making Boeing Commercial Aviation Services responsible for managing all of a 787's maintenance activities.

The article reports that Boeing Co. has redefined its 747-8 wing design as it marches towards firm configuration in the third quarter. According to vice President, Jeff Peace of the 747 program manager, the inboard portion of the wing has been altered and the wing re-twisted away from the side of the body outward. The aircraft borrows from the 777 and 787 program in flight controls, materials and cockpit. The wind-tunnel tests have supported partial use of 777 fly-by-wire flight controls, but to what extent is still under study.

The article presents information on the Airbus sales of Boeing Co. in the Middle East. It reflects that the scuttle of a deal with Dubai Ports World can be seen as the retaliation faced by Boeing. As per the estimate of the company the region's airlines will buy about 870 aircraft worth $115 billion over the coming 20 years starting from 2006. The region's carriers have emerged as some of the biggest deal makers in the airline business. Emirates, prominent among them, is considering an order for 40-60 787s or Airbus A350s.

The article reports that the company Kenya Airways has given Boeing Co. its first order of 2006 for the 787, purchasing six to replace its 767 fleet beginning in 2010. Kenya Airways has recently signed an agreement with Singapore Aircraft Leasing Enterprises for three 737-800s. Low-Cost Aircraft Leasing has added a seventh 787 to the $780-million order it placed last May for six of the 250-seat twin-aisle jets. It is informed that Boeing is celebrating delivery of the 100th 737-800NG to Ryanair, Europe's largest low-cost carrier.

The article presents information on the commercial jet orders of Boeing Co. and Airbus Industrie SA for 2006. After a combined 2,057 sales last year, neither Airbus nor Boeing expect commercial jet orders this year to reach such heights, but that's not to say airlines will stop buying. SpiceJet, one of Boeing's new Indian customers, exercised options for five 737-900ERs and five 737-800s for deliveries beginning in 2008. For Airbus, another Indian startup, GoAir, ordered 10 A320s and took 10 options.

The article reports that Boeing Co. started the new year with a second 737 moving production line in operation at its Renton, Washington, factory in anticipation of increasing deliveries in 2006. Boeing's 2005 production was consistent with the dampened delivery rates of commercial aircraft in the past three years. The 737 dominated production in 2005 with 212 units. In 1999, Boeing was using three static production lines at its Renton 737 plant, averaging 27 deliveries a month.

The article reports that led by its twin-engine, wide-body family, Boeing Co. set a sales record for 2005 with orders for 1,002 aircraft, including individual high marks for the 737, 777 and 787, the company's three main product lines. As the year progressed, the pace of sales picked up, reaching a crescendo after December 20, 2005, when 11 carriers signed orders for 134 aircraft. At more than 6,000, the 737's order list is an industry record, but the Airbus A320 has been the best annual seller among single-aisle aircraft for some years. Now, Boeing's strength in the higher-priced widebody market is attracting attention.

The article reports that the long-awaited makeover of its iconic 747 will allow Boeing Co. to take advantage of even more of the quiet engine technology than the 787. The General Electric GEnx-2B67 engines that will power the 747-8 have come far enough through the test and evaluation cycle of Boeing's Quiet Technology Demonstrator 2 (QTD2) program. Eight different engine inlet and exhaust combinations were tested. The QTD2 tests used two chevrons with variable geometry to control noise immersed in the engine bypass flow.

The article reports that Boeing Co. has selected the aeronautics industry's supplier Panasonic Co. to provide inflight entertainment for the 787. Boeing wants the 200-300 scats in each aircraft unwired to save weight, reduce maintenance headaches and make it easier for airlines to change cabin configurations. While the Panasonic brand name is well known in consumer electronics, the company's avionic products have previously been marketed under the parent company's name of Matsushita.

This article reports that Boeing Co. has validated its claim that the 777-200LR is the industry's longest-range jet by setting a distance record of 11,664 naut. mi. in a nonstop west-to-east flight from Hong Kong, China to London, England. The flight took 22 hour, 42 minutes, capping a nine-month testing period. The flight broke several records. In its own weight class, it topped the 1989 flight of a 747-400 of 9,200 naut. mi. It also topped the 10,823-naut. -mi. record set by a 777-200ER, although that one stays on the books because the smaller aircraft is in a different weight class.

The article reports that negotiators for Boeing Co. and the Society of Professional Engineering Employees in Aerospace concluded talks last week on a three-year contract. Negotiators agreed on a market-related pay package that calls for a 7 percent increase the first year for engineers and 4.5 percent in the second and third years, plus at least a 1 percent adjustment fund that could rise higher depending on how well engineers in other aerospace companies and industries do.

This article reports that Boeing Co. moved quickly to end a walkout by its machinists and get its aircraft assembly facilities back to work in a year that has provided the manufacturer with its best airplane-order news since the September 11, 2001 terrorist attacks in the U.S. The machinists were expected to endorse a new three-year contract in voting late last week at Boeing's facilities in Puget Sound, Washington; Portland, Oregon; and Wichita, Kansas. Labor and management leaders said that they were at a standstill when Boeing turned to former U.S. House Representative Dick Gephardt, the Missouri Democrat with strong ties to labor, to serve as an intermediary.

The article reports that the 18,500 aerospace machinists at the company Boeing Commercial Airplanes were poised to reject a three-year contract offer and head to the picket lines in September 2005. Conscious of the fact that times have changed since they signed their last contract in 2002, the machinists are looking for a reward for loyalty, but say they're not finding it. In July 2005, Boeing raised its earnings forecasts for 2005 and 2006 and holds a backlog of more than 400 aircraft. Absent a strike, Boeing is poised to regain the lead it surrendered to Airbus as the world's busiest aircraft manufacturer.

The article reports that as Boeing Commercial Airplanes enters a summer of contract talks, engineers, technical and professional workers at the company's former Wichita facility approved a four-year contract last week with its new owner, Canada's Onex Corp. Now called Mid-Western Aircraft Systems Inc., the Kansas facility is Boeing's supplier for 737 fuselage and tail sections, along with various other Boeing parts. Boeing continues to own facilities involved in military programs, including KC-767 tankers.

This article focuses on Boeing Co. which has developed a suite of software tools to unify airline maintenance activities from start to finish, much as text, data and graphics suites are integrated for "front office" business operations. Called the Maintenance Performance Toolbox, the suite was developed by Boeing Commercial Aviation Services. It was developed to increase airline maintenance, repair and overhaul productivity and performance by giving maintenance managers and technicians 24-hour access to the repair history of individual aircraft.

This article focuses on how Boeing Co.'s book of firm orders for new commercial aircraft continues to build. One of Central Europe's new discount carriers plans to acquire 737s, and last week Boeing signed firm orders with Japan Airlines for 30 787s and 30 73-800s committed to in December 2004. GE Commercial Aviation Services ordered six 737-700s on behalf of Sky Europe, which previously ordered six-700s. Based in Bratislavia, Slovakia, low-fare Sky Europe will begin receiving the Gecas aircraft next year. It already flies 737-500s. Additionally, Sky Europe has a pending order for four 737-700s and options on 16 more, but that is not expected to close until midsummer, a Boeing official said.

The article reports that FAA's acceptance of passive radio frequency identity tags that are safe to use in flight on aircraft parts and assemblies is expected to help maintenance, repair and overhaul operations reduce costs, cycle times and defect rates. Airbus Industrie SA and Boeing Co. cooperated because they share suppliers for 70% of the parts on their aircraft and have a common interest in improving the accuracy and efficiency of parts identification. Both manufacturers expect to promote the technology using ISO 18000-6 standards.

The article reports that composites and electric systems should help keep Boeing Co.'s 787 out of maintenance shops . Boeing regards driving down aircraft operating costs as a survival issue for airlines, so its 787 design relies on advanced materials to extend maintenance intervals and new systems to improve reliability. The goal is to reduce total maintenance costs 9% and lifecycle costs of airframe and systems 5-6%, says Justin Hale, deputy chief mechanic for the 787 development program. It is a family of three twin-engine, twin-aisle aircraft seating 200-300 passengers, slated to enter service in 2008.

This article reports that a year after its launch, Boeing Co. is surging past the 200 orders-and-commitment mark for the 787 aircraft with a signed agreement from the company Korean Air Lines for 10 aircraft and a pending order by Northwest Airlines Inc. for 18 of the mid-size, long-range jets. Korean Air says it will take up to 20 of the standard-size 787-8 aircraft in a deal worth $2.6 billion at list prices. The 787 firm order book now includes 30 of the shorter-range 787-3s and 34 787-8s.

The article informs that in what it called "a strong year" that reflected improved conditions among the world's airlines, Boeing Co. saw its sales list make a 14% gain to 272 orders in 2004, while it delivered 285 aircraft. Last year ended with a $ 655-million order (at list prices) for 10 737-800s from European tour specialist Hapag-Lloyd of Hannover Langenhagen, Germany. Sebastian Ebel, a member of Hapag-Lloyd's parent company, the TUI Travel Group, said the purchase will allow the carrier to standardize on the 737-800 and replace its Airbus A310s.

This article presents information on developments in the airlines industry. Scott Carson, top salesman at Boeing Commercial Airplanes (BCA), will face a continuing challenge on how to make money, selling aircraft against an aggressive, marketshare-dominated competitor. BCA's vice president for sales, was its chief financial officer before being tapped four years ago to head Connexion by Boeing, an inflight broadband service. Though not a profitable business unit yet, Connexion has established itself with 160 corporate customers, is in use with four international airlines and has agreements with four others.

The article presents information about a long range cargo airplane being developed by Boeing Co. The airplane is based on the 777-200LR and will be ready by the fourth quarter of 2008. The -200LR freighter will have a 10 feet-high side cargo door so pallets can be rolled from one aircraft to the other easily. The company is talking to several potential customers, especially in Asia. The 777 has been a strong candidate for freighter treatment since it entered the market in 1995. However, until now the emphasis has been on extending the range of the passenger versions with the 777-300ER and 777-200LR.

The article reports that on October 28, about 5,000 Boeing Co. employees will mark the end of production of the 757 at a ceremony at Boeing's Renton, Washington, plant for aircraft No. 1,050. Boeing is replacing both aircraft with a single family, the 200-300-seat 7E7 that's due to enter the market in 2008. Commercial production of the 767 has slowed to the point that Boeing is counting on a large tanker/transport order from the U.S. Air Force to keep the line going. The 757 and 767 were said to contain more than 40 percent commonality in design and parts.

This article presents information about the airline company Airbus Inc. Airbus is turning up the heat in the subsidies debate with the announcement that it intends to begin marketing a midsize 7E7 competitor next year, with full-scale development work to begin in 2006. CEO Noel Forgeard gave that comment early last week but provided no details, such as whether such an aircraft would be a new airframe or a derivative of the A330-200. The subsidies question is a long-running trade dispute but has gained more attention recently as Boeing faces the prospect of Airbus launching competitors to it on several fronts. Most prominent is the 7E7, but Airbus' drive to win a U.S. Air Force refueling tanker contract that the air carrier Boeing Co., wants for the 767 is also part of the mix.

Boeing Co. will begin flight testing improvements in its 737-800/900 models next year to enhance their short-field performance characteristics. The performance enhancements were launched by Brazil's GOL Linhas Aereaes SA as part of its recent order for 15 737-800s. GOL already operates 22 737-700/800s, and sought the improvements so -800s can operate from the shorter runways that its -700s fly to. Mike Delaney, 737 chief project engineer, says that the enhancement package affects -800 and -900 models, which carry between 177-189 passengers. It also would be used on the proposed -900X, which would seat up to 210. Flight testing is to begin in the fourth quarter of 2005, and production in the second quarter of 2006 for the -800. A schedule for the -900 will depend on customer agreements.

Boeing Co. is starting an office of special compliance to oversee its U.S. defense contract work as it awaits an Administrative Agreement to lift a contract suspension. The company didn't intend to make a public announcement until after the Administrative Agreement is concluded with the Air Force and Boeing can brief its employees. Boeing's Office of Special Compliance will be paid for by the company but report to the Air Force, in the case of the Evolved Expendable Launch Vehicle contract, or other government agencies, as required in the future.

A month after narrowly winning a recertification election, the engineers' union at Boeing Co.'s Wichita, Kansas, plant strongly rejected a three-year contract offer because members said it contains medical benefit traps that favor non-union workers. Boeing's contract with the Wichita Technical and Professional Unit of the Society of Professional Engineering Employees in Aerospace ran out on February 19. Boeing offered three alternatives, including a basic network HMO option that would be free to individuals and families or two alternate plans that allowed members greater choice of physicians.

After a year of trials and marketing, Lufthansa AG will put Boeing Co's Connexion Internet service into revenue operations next month on a 747-400 flight using the first wireless antenna certified for commercial use. Lufthansa, like other airlines, has formed a partnership with Connexion and is marketing their service as FlyNet. Japan Airlines, All Nippon Airways Co., China Airlines and Singapore Airlines have committed to Connexion and Korean Air is in discussions. Germany doesn't have a wireless user profile that widespread, but Lufthansa has brought wireless connectivity to its airport lounges.

Boeing Co. has received U.S. and European certification for the 777-300 Extended Range, its first twin-engine widebody capable of reaching a 747-400's range and competing head-on with Airbus' four-engine A340-600. With a maximum takeoff weight of 659,600lb. with nominal seating for 365 in a standard three-class configuration. However, Boeing officials noted that carriers are likely to seat fewer passengers than that on long-haul services if they are offering a premium first/business class. The aircraft exceeded its performance targets.

An independent review of Boeing's hiring policies for current and former government employees found no instances of wrongdoing, but said the company needs to be more consistent in implementing its own policy and procedures. Boeing's board commissioned an outside audit led by former U.S. Senator, Warren Rudman, after then-Chief Financial Officer Michael Sears and Darlene Druyun, former head of the U.S. Air Force's acquisitions office who was hired by Sears, were dismissed for allegedly conducting improper talks during her hiring process. INSET: A Real Switch.

The article reports that Australian airports will test new clearance procedures for safer, efficient operations as of March 2004. A six-month trial of a busy airport's arrival queue can be will begin in Sydney and Melbourne next month when Airbus A330s and Boeing 747-400s from the Qantas fleet will be given electronic clearance instructions that they will follow from the beginning of their 140-mi. The trial has multiple goals, increase operational safety and efficiency while cutting fuel burn and emissions by allowing an airport's tower to control descents. Boeing Air Traffic Management's President John Hayhurst noted that because Airservices Australia's jurisdiction stretches from the South Pole across Australia and out into most of the Indian Ocean, it manages about 11 percent of the world's airspace.

The proposed aircraft Boeing 7E7, which is being developed with the French Catia three-dimensional computer-assisted design system as of February 16, 2004, is expected to be reliant on Dassault Systemes SA software for its operational life with customer airlines. Late last week, Boeing Co. and Dassault Systemes jointly unveiled the unprecedented scope of their long-term partnership with an advanced version of the Product Life Management system. It should enable the Seattle-based design staff and risk-sharing partners in Europe and Asia to create a virtual development workspace, according to Dassault Systemes chief executive Bernard Charles.