Boeing says 787 woes should be in the past now

Boeing says 787 woes should be in the past now

A top Boeing executive said the plane maker is frustrated with its latest 787 Dreamliner production glitch, but that it should not delay output goals.

Boeing vice president of development Mark Jenks said at a news conference yesterday in Singapore that the company has fixed a shimming problem discovered earlier this month on about 787 fuselages. Jenks said Boeing still plans to boost production from a current two to three 787s a month, to 10 of the planes a month by the end of next year. Jenks said the production mistake was “clearly frustrating and we’d rather it not happen.”

Boeing delivered its first Dreamliners last year to All Nippon Airways after several delays pushed back delivery by three years. ANA has so far received just two of the mid-sized, fuel-efficient jets, which is set to star at the Singapore Airshow this week where companies touting private jets and defense hardware to the Asian market will also be out in force.

Not to be outdone in Singapore, Airbus SAS — Boeing’s European rival — will display a large-scale model of its A350 XWB, which is still under development and is scheduled to enter into service by 2014. The A350 XWB is a mid-size, long-range plane which its makers tout as using 25 percent less fuel than similar sized aircraft in use today.

With Europe mired in a debt crisis and the US economic recovery still gaining traction, the world’s aircraft makers, major defense contractors and aerospace companies are looking at Asia’s robust markets, analysts said. Singaporean Second Minister for Trade and Industry S. Iswaran said Asia will account for 29 percent of global aircraft deliveries by 2026 and 32 percent of world air traffic in 2028.

However, with several airlines having already announced major purchases during the past 18 months, a key area of interest at the airshow — which starts tomorrow and runs through Sunday — will be the growing market for private jets in a region with expanding ranks of super-rich. “I’m expecting more focus on the private jet market,” said Shukor Yusof, a Singapore-based aviation analyst at Standard & Poor’s Equity Research.

“I think makers like Bombardier, Gulfstream and Embraer have more to offer in terms of the growing private jet business in mainland China and parts of Southeast Asia,” he said. Shukor said Asian tycoons are increasingly drawn to the convenience of a private jets over commercial flights, especially in a geographically fragmented region. “It’s more than just a status symbol, it’s more for practicality ... It’s probably more economical as well,” he said.

Defense companies will also make their presence felt at the biennial show.

India recently said it prefers the Rafale, made by French firm Dassault Group, over the Eurofighter after an intense bidding process for 126 fighter jets in a contract estimated to be worth US$12 billion. It is the world’s biggest single defense deal currently in process and underscores the region’s potential as a lucrative defense market.

“I think we can describe the picture in the Asia-Pacific market as an arms race,” said Guy Anderson, chief analyst at Jane’s Defence Industry. “We have a combination of growing national wealth, emerging national resources and the need to protect growth,” he said. “The rise of China remains a factor, but there are also numerous lower level regional rivalries ... Countries typically seek to achieve parity with their regional peers.”

For the first time, a Land Defense Expo will be launched in conjunction with the Singapore Airshow, organizers said. Consultancy Frost and Sullivan estimates the Asia-Pacific market for land defense systems should reach US$9.4 billion by 2016, up from US$5.4 billion in 2009.

The shift by regional armed forces toward weapons centered on high-tech networks, including the use of drones, is among the drivers for military modernization program, according to analysts.

Source:AP and AFP, SINGAPORE

The entire global fleet of Airbus A380 superjumbo jets are to be checked for cracks inside the wings.

The European Aviation Safety Agency (EASA) last month ordered “a detailed visual inspection”. The checks are to be extended to the entire fleet of 68 planes flying with seven different airlines, it was announced yesterday.

The EASA say they are working with Airbus on a “long-term fix” for the problem that should be ready by the summer. The decision to extend the order was made after the first set of results of inspections, but EASA say they don’t have details on how many cracks have been found in total. The checks are on the aircraft’s “wing rib feet” - the metal brackets that connect the wing’s ribs to its skin. (Graphic showing the location of the wing rib brackets in an A380 superjumbo, which are at the centre of concerns over cracking. Source: Airbus) 

The EASA’s original order came when Airbus said it had found new cracks on the brackets inside the wings of two superjumbos after inspections launched following a 2010 incident in which a Qantas A380’s engine disintegrated in flight. The agency gave airlines between four days and six weeks from January 24 to carry out checks on the initial batch of superjumbos, whose future customers include British Airways and Virgin Atlantic. Under the extended order, planes that have flown fewer than 1,300 takeoff and landing cycles will have to be checked before reaching that point, and planes that have flown more will have to be inspected within three weeks. 

Airbus said it has developed repair kits for the problem, which are currently being installed, and that the aircraft remained safe to fly. “These brackets are located on wing ribs which are not main load bearing structure, and, thus, the safe operation of the aircraft is not affected. “Nearly 4,000 such brackets are used on the A380 to join the wing-skin to the ribs. Only a handful of brackets per aircraft have been found to have been affected.” EADS said.

Still, EASA in its directive said that "this condition, if not detected and corrected, could potentially affect the structural integrity of the airplane."The airworthiness directive last month applied to the 20 planes that have flown the most. EASA spokesman Dominique Fouda said the updated directive extends the checks to the entire fleet of 68, currently flying with seven different airlines."In parallel, we are working with Airbus on a long-term fix that should be ready by the summer," He said the decision to extend the order was made "given the first results" of the inspections, but said he didn't have details on how many cracks have been found in total. EASA's original Jan. 20 order came after Airbus said it had found new cracks on the brackets inside the wings of two superjumbos after inspections launched following a 2010 incident in which a Qantas A380's engine disintegrated in flight. 

The agency gave airlines between four days and six weeks from Jan. 24 to carry out checks on the initial batch of planes. Earlier Wednesday, Australia's Qantas Airways said it was temporarily grounding one of its A380s after discovering dozens of hairline cracks in its wings. It said, however, that the cracks were of a different type from those that prompted EASA's Jan. 20 directive

Boeing and Korean Air today celebrated delivery of the airline’s first 747-8 and 777 Freighters.

The Boeing Co. delivered two aircraft to Korean Air on Monday in a ceremony at the Future of Flight Aviation Center near Mukilteo. Korean Air will be the first carrier to operate both 777 and 747-8 freighters.

With the milestone delivery, Korean Air becomes the first airline in the world to operate both the 747-8 and 777 Freighters.

“We are very proud to become the first airline in the world to have the combined strengths of these two freighters in its fleet. Our cargo fleet is being improved by these fuel-saving planes. They can help reduce carbon emissions by 17 percent and this supports our goal to be a responsible citizen of the world,” said Yang Ho Cho, chairman of Korean Air.

Korea’s flagship carrier is the first Boeing customer to order both variations of the new 747-8 airplane and is also a key supplier partner on this new airplane program.

Jim Albaugh, president and chief executive of Boeing Commercial Airplanes said: “Boeing is honored to celebrate this historic delivery with YH Cho and the Korean Air family, It is hard to imagine reaching this day without the leadership of YH and his vision to transform Korean Air into one of the best global airlines in the world.”

Korean Air plans to operate the 747-8 Freighter on its transpacific route, with stops in Osaka and Narita, Japan, Los Angeles and San Francisco.

The 777 Freighter is Korean Air’s first twin-engine freighter and will allow the airline to open into new markets in Europe, including Vienna, Frankfurt and London.

Ryanair boss Michael O'Leary slams 'Heathwick' plan

Ryanair boss Michael O'Leary has hit out at proposals for a fast rail link between Heathrow and Gatwick airports.

The proposed link, which would follow the route of the M25 and mostly travel underground, would enable an airport hub dubbed "Heathwick" to be created.

The Department for Transport said at the weekend the plan, set to cost a reported £5 billion, was under consideration. But speaking at a press conference in central London, Mr O'Leary, chief executive of the Irish airline, said: "This Government has no policy on aviation whatsoever.

"They have no particular expertise in tunnelling. The last one they did was the Eurotunnel, which went bankrupt even before it opened."

Mr O'Leary, who was speaking at the launch of Ryanair's new Cash Passport scheme offering passengers savings on their flights, also blasted London Mayor Boris Johnson's idea for a new airport in the Thames estuary.

He said: "What you really need to do is build three additional runways: one at Gatwick, one at Stansted and one at Heathrow, which you could actually do for about £150 million to £200 million in each of the three airports, and you would finally have addressed the major problem here in the UK, which is the massive undercapacity of airports in the South East. "But wasting multi-billions building a bloody airport in the middle of the marshes somewhere where you then have got to build motorways to it, rail transport links - it's mad."

Yesterday Mr Johnson wrote in the Daily Telegraph: "I stick to my view that we need to think big, and the place where you could create a 24-hour hub airport that would leave our competitors standing and with the minimum disbenefits to human beings is in the Thames Estuary. "Such an airport would be an astonishing motor for growth in an area that has been left behind for too long, and it would entrench London's lead, for the next 50 years, as the economic powerhouse of Europe."

Commenting on the Heathrow-Gatwick link plan at the weekend the Department for Transport said it was not Government policy but was being considered. He said: "The Government is committed to developing a new policy framework for aviation which supports economic growth while addressing the environmental impacts of flying. We plan to publish a draft aviation policy for consultation in the spring.

"As part of our work on this we are seeking views on the key issues which need to be addressed, including the importance of a UK hub airport and whether it might be possible to create a 'virtual hub' by improving connectivity between existing airports. "This proposal will form a useful contribution to the debate and will be considered alongside all other responses."

(SOURCE: THE INDEPENDENT)

Cargolux: no deal reached on Boeing 747 delivery

Cargolux Airlines International on Friday said it has made progress but has not reached a deal to resolve a contract dispute that abruptly blocked a scheduled delivery of the first Boeing 747-8 Freighter last month.

The freight carrier said talks would continue over the weekend and that it would provide an update when a deal is reached. The company gave no estimate for when that would be.

The elongated version of Boeing's largest plane had been set for delivery September 19, but Cargolux suddenly refused to take the plane, embarrassing the world's second-largest aircraft maker.

"We continue to work with Cargolux and look forward to delivering its airplanes," said Boeing spokesman Jim Proulx.

Boeing and its customer previously had declined to identify the source of their friction.

But last week Akbar Al Baker, Chief Executive of Qatar Airways, which recently took a 35 percent stake in Cargolux, said the delay was because of General Electric engines not meeting performance guarantees.

He said the issue had been resolved, and that the plane would be delivered around October 12. But he declined to say whether Luxembourg-based Cargolux would receive compensation from GE for the engines not meeting agreed standards.

Boeing has taken 75 orders for the 747-8 Freighter, which lists at $319.3 million, according to the company's website.

Another customer, Atlas Air Worldwide Holdings, last month terminated orders for three early-production Boeing 747-8 Freighter jets, citing lengthy delivery delays and "performance considerations."

Boeing also is testing a passenger version of the updated 747-8, dubbed the Intercontinental, which it plans to deliver in the fourth quarter to an unidentified VIP customer.

The upgraded 747 promises to burn less fuel, and the passenger version offers more comforts. The plane also boasts new wings, a new tail, state-of-the-art engines and a new cockpit. Production of the 747-8 has been delayed by more than a year. The 747 was the world's largest airplane until 2005, when EADS unit Airbus unveiled its A380.

Last month, Boeing finally made first delivery of its 787 Dreamliner, a carbon-composite plane, capping three years of delays to delivery of that plane. The lightweight, fuel-efficient 787 represents a bigger leap in technology than the revamped 747-8.

(Via Reuters)

Boeing 777 heads toward record year on Airbus doubts

Skepticism about Airbus’ A350-1000 continue to spur sales of Boeing’s 777.

Randy Tinseth chief of Boeing Commercial Airplanes marketing wrote on his blog Tuesday.  “Just this year, we’ve sold more 777-300ERs than Airbus has sold A350-1000s since that airplane was launched in 2006, overall, 163 777-300ERs have been ordered since the last A350-1000 was purchased.”

Air New Zealand celebrated delivery of its first Boeing 777-300ER on Dec. 22, 2010. 

Boeing has netted orders for 124 777s this year, including six last week, putting 2011 behind only the 2005 record of 153 777s, with three months to go, Tinseth wrote. In January through August, it added orders for 83 777-300ERs. The company now has a total of 1,269 ordered, with a backlog of 313 aircraft.

Airbus has orders for 75 A350-1000s — the company’s largest version of its new composite airliner and its most-direct challenge to the 777.

“Earlier this year, Airbus announced a significant redesign for the A350-1000 that will cause its entry into service to slide,” Tinseth wrote. “While the competition is in disarray as it struggles to find its place in this market segment, the 777 continues to work its magic with both our customers and their passengers.” Speaking at the delivery of Qatar Airways’ 27th 777 last week, airline CEO Akbar Al Baker reiterated doubts about the A350-1000, saying: “We do not feel confident that that aircraft will do what it is proposed to.” Qatar Airways has 13 more 777s on order.

Boeing executives are looking into an upgraded 777X but seem content to hold off on a decision until they learn more about the A350-1000.

“As we close in on the 1000th 777 ever produced, I can understand the media’s fascination with the 777X and what’s coming next,” Tinseth wrote. “We’re always looking at the best approach for the program and will continue to work with our customers to make sure we give them what they want. But while we consider the future, let’s take a moment to enjoy the present and an airplane that is the best in its class.”

It’s worth noting that Airbus benefited from delays and issues with Boeing’s 787 Dreamliner, selling a bunch more of its existing A330 aircraft.

Boeing and Lion Air Pioneer Precision Satellite Navigation Technology

Boeing and Lion Air, an all-Boeing Next-Generation 737 operator, are pioneering the use of precision navigation technology in South Asia with the introduction of Required Navigation Performance (RNP) flight operations. RNP enables airplanes, using global positioning systems, to fly precisely predefined flight paths without reliance on ground-based navigation stations. 

Lion Air, together with Boeing and the Indonesian Directorate General of Civil Aviation, successfully performed validation flights to test tailor-made RNP Authorization Required (RNP AR) procedures at two terrain-challenged airports, Ambon and Manado, Indonesia. 

"We look forward to seeing these procedures fully implemented so we can realize the substantial economic and safety benefits provided by this program," said Captain Ertata Lananggalih, managing director of Lion Air. The Directorate General of Civil Aviation Indonesia intends to implement RNP at other airports in the country. 

Lion Air is employing the most advanced version of RNP -- RNP Authorization Required -- that navigates the world's most challenging terrain. RNP helps reduce airplane flight miles and provides for idle-power descents that save fuel, reduce emissions and noise and enhance safety. 

"Boeing is leading the way in designing and implementing performance-based operations such as RNP," said Neil Planzer, vice president, Air Traffic Management, Boeing Flight Services. "It's part of our commitment to help our customers maximize the superior capability and technology inherent in their airplanes." 

Boeing subsidiary Jeppesen, designed, charted, and helped certify the instrument flight procedures, while Boeing Flight Services led the overall project, conducted an RNP Safety Assessment, and trained Lion Air's leadership, dispatchers and flight crews. Boeing worked with Indonesia's Directorate General of Civil Aviation through the construction of a national regulatory framework necessary to fully certify the airline for RNP operations under ICAO guidelines. 

American Airlines rejects talk of Chapter 11

American Airlines' CEO is proud that his company, unlike its biggest rivals, avoided the bankruptcy process to remake itself. Investors aren't so sure...

American Airlines' CEO is proud that his company, unlike its biggest rivals, avoided the bankruptcy process to remake itself. Investors aren't so sure.

As the economic outlook darkens, the airline industry is bracing for trouble. Among the biggest U.S. carriers, American has the most to fear. It faces the highest labor, aircraft and borrowing costs.

Vaughn Cordle, chief analyst with AirlineForecasts says:

American's problems are the kinds that can be fixed under the protection of a bankruptcy court. And some analysts point to the airline's beaten-down stock price — it's fallen 69 percent this year — as evidence that Chapter 11 is not out of the realm of possibility.

On Monday, as speculation about a bankruptcy filing swirled, the stock fell 33 percent. Shares bounced back Tuesday, rising nearly 21 percent.

Executives insist a Chapter 11 filing is not in the cards. The Fort Worth, Texas-based company has $4.2 billion in cash and other short-term investments — enough of a cushion to sustain at least another year's worth of losses while it comes up with a plan for growth, analysts say.

While most U.S. airlines were profitable in the first half of the year, American had a net loss of $715 million on revenue of $11.6 billion. The company is forecast to show a loss of $132 million when it reports third-quarter results in two weeks.

American was once an innovative airline. It invented frequent-flier miles and it launched the first computerized ticketing system. Now, that edge is gone.

American's biggest problem is the high cost of labor. It spends $3,008 on salary and benefits for every hour each of its 616 planes is in the air, according to Cordle. United spends $2,801, Delta $2,587 and US Airways $1,991. Put another way, if American had the same labor costs as US Airways — which restructured in bankruptcy court in 2002 and 2004 — it would save $2.2 billion a year, Cordle said.

The airline has other disadvantages:

More than $12.1 billion in outstanding debt, about the same amount as airlines twice its size.

An unfunded pension liability of $7.9 billion. For the most part, other airlines don't have traditional pension plans.

High borrowing costs. It agreed to pay 8.75 percent interest on $726 million it borrowed last week.

American was in such a tough financial situation in the past decade that it couldn't invest in new jets. The airline is aggressively replacing its gas-guzzling jets with newer, more-efficient planes. But it's a slow process.

To fly one passenger 1,000 miles, it took American an average of 19.8 gallons of fuel last year. The industry averaged 18.4 gallons. That might not sound like a giant difference, but based on the 125 billion miles American's passengers flew last year the airline burned through $400 million worth of fuel that its competitors didn't have to. American refused to comment for this story but management does have some plans to right the airline.

It recently gained government approval for joint ventures with British Airways, Japan Airlines and Qantas, allowing the airlines to work together to set prices and schedules on routes. The move gives American some of the benefits it would have seen through a merger.

American is also in the process of trying to separate its unprofitable regional airline, American Eagle, into an independent airline.

Airlines Balk at Tax Proposal
Deficit-Reduction Plan Would Add New Departure and Security Fees for Carriers

Airlines are expressing alarm over an Obama administration proposal to help cut the federal deficit by imposing a new tax on aviation and raising another.

Carriers, airline labor unions, private pilots, corporate-jet builders and other groups are lobbying hard to make the case to Congress that their industry is being unfairly singled out.

Richard Anderson, chief executive of Delta Air Lines Inc. said "The airline industry is an easy target, perhaps there's a sense in Washington that wealthy people fly. But over the past 20 to 30 years, flying in the U.S. has been a very middle-class activity."

American Pilots Don't See Near-Term Bankruptcy

The pilots union at American Airlines has moved to clarify the suggestion that some of its members are retiring due to an imminent bankruptcy.

"Our advisers have in fact indicated that the airline does not face any immediate liquidity crisis and possesses respectable cash reserves," the Allied Pilots Association said late Monday in a prepared statement.

The statement indicates that the union, which represents the carrier's 10,000 pilots, is committed to working together with the carrier, a far cry from its adversarial position before a change in leadership last year, and potentially a positive sign as the carrier faces financial uncertainty. AMR shares fell 32% on Monday, closing at $1.98, as they were engulfed in bankruptcy chatter. But most airline analysts do not foresee an imminent bankruptcy filing.

On Tuesday, Avondale Partners analyst Bob McAdoo upgraded shares to market outperform from underperform, retaining a $6.50 price target. Dahlman Rose analyst Helane Becker maintained a sell, but with a $3 price target.

"We continue to be concerned about liquidity at AMR Corp., but that is no different from where we were a week or two ago," Becker wrote in a note issued Tuesday. "It's clear that American Airlines would ... benefit from good news about long-running contract negotiations with its represented employees," the APA said in its statement. "To that end, we remain focused on intensive bargaining with management, with the goal of reaching agreement on a new collective bargaining agreement in the near future that benefits both the airline and its pilots."

In the past two months, 240 American pilots have retired, fueling bankruptcy chatter. But in its statement, the union said the retirements are due to both stock market volatility and a 2007 change four years ago in federal regulations, allowing commercial pilots to retire at 65 rather than 60.

The provision in the defined-contribution pension plan lets pilots take out shares of American stock based on the stock price 60 days before the retirement date, the union said, while the regulatory change created a bulge in the number of pilots now eligible to retire.

 Contractual disputes is resolved

Boeing, General Electric and Cargolux have resolved to Contractual Disputes Regarding the first two performances of ITS 747-8 freighters. The impasse had been resolved between the cargo company and General Electric over a 2.7% fuel burn shortfall in the new jets, whose remarks were confirmed by Boeing.
Even with the postponement to 12 October, nearly a month after Cargolux rejected its first two 747-8Fs on 16 September just days before its planned delivery, the Luxembourg-based cargo hauler will very likely retain its launch customer status, receiving its first jumbo freighter ahead of Cathay Pacific Cargo and Atlas Air.

 Lufthansa snaps up 2 new Airbus superjumbos

Germany's largest airline, Lufthansa, will be flying two more Airbus A380 superjumbos on long-haul routes sooner than expected after snapping them up as part of an order worth about 1 billion euros at list prices.The airline, already Europe's largest customer for the 526-seater A380, was offered the additional planes at short notice.

The order includes one Airbus A330-300, which will be used on long-haul routes, four Airbus A320s and five smaller Embraer 195s for its regional fleet, with the planes to be delivered in stages from 2012.

The group will fund the planes through its own cash and external sources, such as leasing or a sale and leaseback.

"It is the latest step in our ongoing strategy of deploying a modern fleet in terms of fuel efficiency, operating costs, noise and emissions," Lufthansa said in Thursday's statement.

Also GE in the Cargolux Boeing Qatar saga for the boeing 747-8?

Industry speculation that Cargolux's 747-8F contractual wrangle with Boeing is linked to a lingering dispute between 35% shareholder Qatar Airways and the US airframer about 787 compensation is unfounded.

Sources said the dispute is more likely centred on how General Electric is handling the engine upgrades required to address performance deficits in the 747-8's GEnx-2B engines. 

Cargolux said the decision to reject the delivery of its first two 747-8s was made at a board of directors meeting on 16 September.

Speculation among some industry observers linked the move to influence from newly installed shareholder Qatar Airways and its desire to use the Cargolux delivery as a way to bring Boeing to bear regarding compensation for its 787 delivery delays. However, sources indicate that there is no dispute between Qatar Airways and Boeing in respect of 787 delay compensation. Sources point to a more likely influence being Qatar Airways' knowledge of the 747-8 performance shortfall and related compensation terms as a result of managing the purchase of two 747-8I VIP aircraft for the Qatar government. 

GE and Boeing are developing a performance improvement package (PIP) to address just over half of the 2.7% fuel burn shortfall suffered by the 747-8's GEnx-2B67. However, service-entry of the PIP is believed to be at least two years away, and there is the prospect of an additional charge with the customer being made for this PIP.

Boeing and Cargolux declined to comment on the status of the negotiations, beyond saying that they were "continuing to work" on the deliveries and were in "constructive dialogue". Qatar Airways declined to comment about the speculation regarding its influence on the talks.

Russian carrier UTair Aviation has signed an order for 40 Boeing Next-Generation 737s.

The order is comprised of seven Boeing 737-900ERs and 33 Boeing 737-800s. UTair Aviation announced  at the 2011 Paris Air Show that it would order the 40 Boeing 737NGs. Boeing values the order at $3.8 billion at list prices.

New battleground for Boeing and Airbus to sell narrowbody airplanes. United Airlines as the world's biggest airline mulls an order could reach 200 planes.

Bagging the entire order from United Airlines, a unit of the newly merged United Continental Holdings Inc, would be a major coup for the victor. An order for 200 single-aisle planes is potentially worth about $18 billion at Boeing and Airbus list prices.Discussions are still at the early stages. But industry sources familiar with preliminary soundings expect United to place an order to refresh its fleet late this year or early next year."They (United Continental) are looking at it," said one of the sources. "Airbus and Boeing are getting ready. (United) sees the timing as good, just like the other guys."Another top industry source said United's order could be "something like 100 or 200 (planes), but less than American," referring to a recent order for 460 single-aisle planes worth up to $40 billion from AMR Corp's American Airlines.Some U.S. airlines, newly stabilized after a years-long industry downturn, are updating their narrowbody fleets, mostly comprising Boeing 737s and Airbus A320s, with newer planes to help blunt the impact of soaring fuel costs."United has the newest and most fuel-efficient fleet among the network carriers, and we have regular, ongoing communications with manufacturers," said United Continental spokesman Mike Trevino. He declined to comment on prospects for an order in the near future.Boeing and Airbus also declined to comment on talks with United Continental. 

So far this year, the world's dominant plane-makers have slugged it out for sales to American Airlines and Delta Air Lines, which ordered 100 Boeing Next-Generation 737-900ER airplanes valued at $8.5 billion last month.U.S.-based Boeing and the European Airbus now offer versions of their best-selling narrowbodies with new fuel-efficient engines. The newer models, which are still in development, are dubbed the 737 MAX and the A320neo and will not be ready for commercial service for several years.Boeing decided in July to outfit its 737s with newer, more fuel-efficient engines in order to capture part of the huge order from American Airlines, which formerly was an all-Boeing customer. The airline ordered 260 Airbus planes and 200 Boeing planes.The move was seen as a victory for Airbus, a unit of Europe's EADS, as it attempts to poach more of Boeing's narrowbody customers in its home country.Boeing had previously said it was leaning toward a full redesign of its best-selling 737. Redesigning the plane would have taken longer but could have provided greater fuel savings than the re-engined version.United Continental Chief Executive Jeff Smisek told Reuters in May he was willing to wait for a redesigned narrowbody.It was unknown if United is likely to order re-engined planes. The carrier could award the dealentirely to one plane maker or split the order between the two.Founded four decades ago, France-based Airbus pulled off one of its earliest and most unexpected market coups by selling 100 jets to United Airlines in 1992. Now the airline is set to be the focus of the $80 billion-a-year aircraft industry once again.United Continental, which has a narrowbody fleet of about 550 Boeing and Airbus planes, formed last year from a $3.17 billion merger of United Airlines and Continental Airlines. The carriers still operate separately while they complete their integration.The company has 125 firm commitments to purchase new aircraft: 50 Boeing 737s, 50 Boeing 787s and 25 Airbus A350s. United Continental also has purchase options for 42 Airbus A319 and A320 aircraft.United and Boeing have a shared history, both being founded by William Boeing. United Air Lines and Boeing Airplane Company were both subsidiaries of United Aircraft and Transport Company before it was broken up in 1934. Airbus overtook Boeing as the world's largest jetliner-maker in 2003.

First 787 for ANA rolls out

Go inside the 1st ANA Boeing 787 that will enter commercial service

New seats on ANA's 787 Economy class

Economy class passengers rarely think of having much “personal space,” but the seating that All Nippon Airways is introducing on its 787-8s may change their mind. At least a little bit. ANA selected a seat from Sicma Aerospace that does not recline. Rather than the seat back tilting back when a passenger pushes the recline button, the bottom slides forward a maximum 3 inches. The advantage of this configuration, says Boeing Services & Support Vice President Mike Fleming, is “that only you control your personal space.”

This means a passenger in front of you cannot snap your laptop or upset your meal tray if you because he suddenly reclines his seat. The downside for tall passengers is that when they recline forward, rather than gaining space going backwards they gain it by shoving their knees toward the seat in front of them. “Ouch” for the very tall. But in ANA’s defense, it is offering a generous 34-in. pitch between the seats, so even with the 3-in. slide the distance to the next seat will not be more than the 31-in. pitch that is common in economy for many carriers.

Another feature of the economy class seats: When the seat is inclined forward, a tiny bar indicator on the side of the seat that is visible from the aisle turns red. The indicator is so discrete that many passengers may not notice it. But flight attendants will. They can tell at a glance whose seat has not been placed upright for takeoff or landing.When the seat is properly upright, the bar is green.

Boeing says the 787-8 is wide enough for nine-abreast seating, which most carriers configure in a 3-3-3 arrangement. ANA seats eight abreast in a 2-4-2 configuration. For its domestic routes, ANA is flying just 12 passengers in business. There are 252 seats in coach. At 264 total seats, the ANA 787-8 is slightly above the 250-seat top end of Boeing’s nominal seating range.

For long haul flights, there will be 46 business class seats and 112 in economy. The short-haul business class seating is in a standard six-across configuration. But for long-haul flights, the seats are staggered and can recline to a flat bed.

The cockpit of the 787 offers pilots the Electronic Flight Bag so they don't have to lug heavy flight charts around. Now, ANA says it will use iPADS in the same way for training its flight attendants. It has ordered 6,000 of them. Imagine the delight of the Apple store clerk who took that order! ANA says a single iPad, which weighs 0.7 kilograms (1.5 lb.), can store the equivalent of three training manuals weight 2.2 kilograms (nearly 5 lb.). 

Flight training manuals may be updated as often as three times a year. Using iPADS means the upgrades do not have to be printed off and distributed; they can simply be electronically transmitted to the iPAD.

Celebrating 80 years of KLM flying to Rome

From September 24 to 26 we celebrated 80 years of KLM flying to Rome with special flights in a vintage Dakota DC-3 aircraft. . To honour this momentous occasion, KLM is giving you the chance to re-live history by following the journey of an original Dakota DC-3 aircraft.

Revive the golden days and travel in the same style and luxury as passengers in the pioneering age of aviation. KLM led the way in modern European aviation, offering customers comfort on board and reliable flights in Europe, the Far East and beyond.

The Royal KLM Dakota PH-PBA, livery of the Fifties, was built in 1944. She was in service with the 8th Air Force during the Second World War and was flown in Operation Market Garden. After the war the aircraft was acquired by his Royal Highness Prince Bernhard, Prince of the Netherlands and later became the first official aircraft of the Dutch government. After retirement in 1975 the aircraft became part of the collection of the Aviodrome museum. It was put back in service in 1998 and it has been flying ever since. In 2010 she received her current historic KLM colour scheme and was christened ‘Princes Amalia’, after Prince Bernhard’s great grandchild, the second in line of succession to the Dutch throne.

Facts and figures

• DC3 Dakota PH-PBA Princes Amalia
• Cabin configuration 18 Royal class seats (alternatively DDA’s other Dakota seats 25 passengers)
• Operation within Europe
• Cruising speed 130 knots
• Cruising altitude between 1500-10000ft (500meter-3500m)

Still problems for Boeing 
Atlas Air cancels three 747-8Fs

Boeing's 747-8 freighter program was dealt another blow Thursday when Atlas Air Worldwide Holdings canceled three of the 12 -8Fs it had on order, citing "lengthy delays and performance considerations."

Coming on the heels of Cargolux's  surprising decision to decline delivery of the first two 747-8Fs. Atlas, move raises more questions about the aircraft's operating performance. A Cargolux executive said the -8F had an "overall performance shortfall," but there has been wide speculation that Qatar Airways, which holds a 35% stake in Cargolux, played a strong role in the delivery deferral, in part to express its dissatisfaction with Boeing over 787 delays.

Atlas Air said it now expects to receive three 747-8Fs in 2011, four in 2012 and two in 2013. The first five already have been placed under long-term ACMI contracts with British Airways (three) and Panalpina (two).

Atlas Air  President stated, "As prudent asset managers, terminating the first three aircraft was the right decision for our fleet, our customers and our stockholders. We expect the remaining 747-8Fs in our order to be better-performing aircraft than those we have terminated."

By the end of 2013,Atlas Air cargo fleet is expected to comprise nine 747-8Fs and 24 747-400Fs. It plans to retire its last five 747-200Fs by mid-2012.

EUROPEAN LOW-COST

ELFAA, the European Low Fare Airline Association, has commissioned a research to York Aviation, a consulting agency, which purports to prove that low-cost companies will overtake legacy airlines by 2020.

Considering all flights within Europe, the share of low-cost passenger will grow from the current 38% to 55% in 2020. 

but considering just point-to-point flights, and not feeder flights to a hub, a segment in which low-cost don't compete, their share will grow from 43% to 60%.

This study considered both the nine companies member of ELFAA and also seven others one. The trend of growth was considered conservatively, as many companies are now consolidating their business model.

In the period 2005 to 2010, the average growth was 14% per year, while in the same period, legacy companies increased their offer of seats by 0.6%.

In that same time, the share of ELFAA members grew from 16% to 28%. In regard to the actual number of passengers, thanks to the higher load factor of low-cost, this grew from 24% to 38%.

The predictions of this research are based on the Global Market 

outlook by Airbus, with limitations considering the current maturity of carries such as Ryanair and Easyjet. This is the basic scenario prediction, according to which ELFAA companies will increase their offer of seats by 72% in the coming ten years, the others low-cost by 68% and legacy airlines by just 27%.

In the scenario if higher growth, the ELFAA companies will increase their capacity by 108%, against 84% of the other low-cost and 10% of traditional companies, their share of the market would grow from 45 to 49%.

The same two scenarios, considering the actual number of passengers, predict, in the basic scenario, low-cost increasing their passengers share from 38% to 45% in 2020, in the higher scenario, from 38% to 53% and possibly forcing the data, this research affirms that in point-to-point flights low-cost companies will attain either 50% or 60% of the market.