Boeing is well on track to deliver around 10 to 12 787s in February. Thsu far, Boeing has delivered 8 787-9s to customers including the last 2 787-9s on United Airlines' order of 25. United now has the 14 787-10 left on their large 787 order left to be delivered. Air Canada also had its 25th 787-9 delivered (out of an order for 29) during the last couple of weeks. Thus far Boeing has delivered 16 787s (all -9s).
One thing to note is that Xiamen Airlines apparently did not take delivery of its 5th 787-9 and is still at Charleston which engine covers still on but parked at the delivery center. Their 6th and last 787-9 is still on Charleston flightline awaiting its first flight. Hopefully I'll have a little more information as to the delivery delay and when it should finally deliver.
Boeing is also readying the first 787-10 for delivery around March 14th. ZC004 (LN 656, 9V-SCA) has taken several flight tests, presumably to test not just the aircraft but the customer furnished equipment that Singapore has wanted installed in their -10s. I expect that there will be a few filight tests since this is the 1st 787-10 being delivered and this is Singapore's first direct 787 delivery (not counting Scoot, of course).
Production is moving at the typical pace with 7 Dreamliners rolled out and another 6 which have started final assembly. Over the next few months we should see more 787-10s rolling out of Charleston all destined for Singapore followed by a short pause and then the GE powered -10s for Etihad and United should start to follow. Speaking of the production of the -10, Boeing got approval from the FAA on the -10 production at Charleston in the form of the 787-10 production certificate. This means that the production system and the support for production has met all FAA requirements. All three 787-10 flight test aircraft are now at Charleston and I'm presuming that they will now undergo change incorporation and re-work at Charleston over the next 6 to 9 months in preparation for delivery to Singapore and United.
In the meantime, continue to browse through the 787 production spreadsheets for more information:
787 Spreadsheets
Showing posts with label ZC004. Show all posts
Showing posts with label ZC004. Show all posts
Sunday, February 18, 2018
Friday, February 9, 2018
First production standard 787-10 to take flight today.
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| Second 787-10 to be delivered to Singapore Airlines - Boeing Photo |
Boeing is building in more time between first flight and delivery as it is is the first 787-10 being delivered and the first 787 being delivered to Singapore Airlines thus the added time is needed between first flight and delivery. The customer acceptance flight (C-1) should take place around March 2nd, and delivery should occur on March 14th, 2018.
Singapore Airline is expected to take delivery of 8 787-10s this year including two aircraft that were part of the 787-10 flight test program. All together there were three test flight airplanes and all three are now located back in Charleston where they will now undergo change incorporation and re-work to get them to FAA certification standards and to remove flight test equipment and install the passenger cabin.
Friday, December 1, 2017
787 Monthly Report for November 2017
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Boeing delivered 11 787s during the month of November as it prepares for the usual Holiday slowdown at the end of December and the push to make as many deliveries as possible. Boeing delivered 9 787-9 and 2 787-8. For the year total deliveries are 124 with 26 787-8 and 98 787-9 being turned over to customers. Total 787 program deliveries stand at 624, 350 787-8 and 274 787-9.
The notable deliveries made in November includes Air New Zealand's penultimate 787-9. They were the launch customer for the -9 and received the 1st 787-9 on June 30, 2014. The other very notable but quiet (very quiet) delivery made was LN 19. This is the last of the early build and over weight 787-8s that languished around Everett since it was first assembled in March 2010. That is well over seven and a half years and is easily the 787 that took the longest between final assembly and delivery. Even after completing all the necessary modifications and re-work lucky LN 19 still sat around Everett for a few more months than needed for some unknown reason. The aircraft spent 94 days between first flight and final delivery...almost 3 months which is very unusual. It is now going through modifications for it's custom made interior to be installed at Greenpoint Technologies at Moses Lake, WA. This delivery was made very quietly and was symbolic of the unease Boeing had with these overweight airplanes littering the flight lines and runways of Everett over the last 10 years. Boeing is glad to be rid of them. LN 4 and LN 5 still have to be disposed of. LN 5 is being taken apart and some parts will probably be recycled for you as replacement or spare parts for other Dreamliners. LN 4 just completed testing for the Trent 1000 TEN engine upgrade program and is currently in storage at Boeing Field. Its final disposition still has to be decided upon.
The notable deliveries made in November includes Air New Zealand's penultimate 787-9. They were the launch customer for the -9 and received the 1st 787-9 on June 30, 2014. The other very notable but quiet (very quiet) delivery made was LN 19. This is the last of the early build and over weight 787-8s that languished around Everett since it was first assembled in March 2010. That is well over seven and a half years and is easily the 787 that took the longest between final assembly and delivery. Even after completing all the necessary modifications and re-work lucky LN 19 still sat around Everett for a few more months than needed for some unknown reason. The aircraft spent 94 days between first flight and final delivery...almost 3 months which is very unusual. It is now going through modifications for it's custom made interior to be installed at Greenpoint Technologies at Moses Lake, WA. This delivery was made very quietly and was symbolic of the unease Boeing had with these overweight airplanes littering the flight lines and runways of Everett over the last 10 years. Boeing is glad to be rid of them. LN 4 and LN 5 still have to be disposed of. LN 5 is being taken apart and some parts will probably be recycled for you as replacement or spare parts for other Dreamliners. LN 4 just completed testing for the Trent 1000 TEN engine upgrade program and is currently in storage at Boeing Field. Its final disposition still has to be decided upon.
Production of new 787s saw 12 787s being rolled out from the two production facilities (7 at Everett and 5 at Charleston). Three of those 787s began assembly in November at Everett. Build time at Everett is about 14 to 17 days and at Charleston it is about 22 to 29 days. For December, Boeing may not start work on any new production 787 at Charleston due to the upcoming Holidays in the last full week of December. Right now (and this is subject to modification), the next 787 loading into position 1 won't occur until January 4th. Boeing will still continue to push out 787s onto the flight line and prepare them for B1, C1 flights and delivery in December but because of the lower rate and longer build times, it appears that they're holding off on the start of final assembly of any new 787s in December. The last 787 that was loaded into position 1 in 88-30 is ZC004 (LN 656, 9V-SCA) which is the first 787-10 that will be delivered to launch customer Singapore Airlines. Also don't expect any 787 work (flights, assembly work, and deliveries) after December 22nd when most of Boeing will be off for the Holidays.
For deliveries in December, expect Boeing will delivery 12 787s (all 787-9). If Boeing holds to this schedule then total deliveries for the year will be 136. So far 6 of the 12 787-9s have flown their B1 flights and of those 2 have flown their customer flights and are ready for delivery. Boeing will need to get on the ball rather quickly if they're to deliver all 12 by December 20th though I assume that a skeleton crew can get them ready during the Holiday week if they have to push out the delivery timeline for some of these airplanes. A couple of these airplanes have yet to be painted so we'll see how Boeing will plan these deliveries for December.These 136 deliveries also includes 5 early build 787-8s thus the actual production rate for the year will be about 131 which is far lower than the 12/month rate that Boeing initiated last year. The lower production rate is attributable to the introduction of the 787-10 into the production system which displaced some customer Dreamliner production. Boeing was being very cautious when inserting a new airplane into the production system to the point that several weeks were built into the production schedule at Charleston in order to protect the production of 787s that followed the -10. Everett took up some slack but they couldn't take up all of it. There will be a more in depth discussion about 2018 expectations in late December including proposed deliveries.
The 787-10 is getting closer to finishing up flight testing and certification activities. The three test flight airplanes have booked a solid month of flight test activities out of Boeing Field and Charleston. In November the 3 aircraft test fleet booked the second largest amount of flight hours since flight tests started at the end of March with almost 169 flight hours flown. This is after a very quiet month of flight activity in October which I assume was primarily dedicated to ground tests. November was good to the 787-10 for other reasons. It marked the appearance of ZC002 at the Dubai Airshow which opened with a huge order for the 787-10 by Emirates. The order which is expected to be finalized sometime in the first quarter of 2018 is for 40 firm 787-10 and 60 787 options. Of course by the time this is firmed up the number of firm orders and sub types ordered could change as Emirates is reportedly interested in the 787-9 as well. As I said in the post announcing the order...this was a tremendous blow to Airbus and the A350/A380 programs which was hoping for a splashy deals for either of those aircraft from Emirates. Frankly the 787-10 needed this huge shot in the arm as orders for the aircraft were non existent since the aircraft was launched because of the widebody order slump of 2016-2017. This also supports Boeing's decision to go to a 14/month production rate that will take affect in 2019.
In the meantime check out the 787 Spreadsheets by clicking the extra large link below:
For deliveries in December, expect Boeing will delivery 12 787s (all 787-9). If Boeing holds to this schedule then total deliveries for the year will be 136. So far 6 of the 12 787-9s have flown their B1 flights and of those 2 have flown their customer flights and are ready for delivery. Boeing will need to get on the ball rather quickly if they're to deliver all 12 by December 20th though I assume that a skeleton crew can get them ready during the Holiday week if they have to push out the delivery timeline for some of these airplanes. A couple of these airplanes have yet to be painted so we'll see how Boeing will plan these deliveries for December.These 136 deliveries also includes 5 early build 787-8s thus the actual production rate for the year will be about 131 which is far lower than the 12/month rate that Boeing initiated last year. The lower production rate is attributable to the introduction of the 787-10 into the production system which displaced some customer Dreamliner production. Boeing was being very cautious when inserting a new airplane into the production system to the point that several weeks were built into the production schedule at Charleston in order to protect the production of 787s that followed the -10. Everett took up some slack but they couldn't take up all of it. There will be a more in depth discussion about 2018 expectations in late December including proposed deliveries.
The 787-10 is getting closer to finishing up flight testing and certification activities. The three test flight airplanes have booked a solid month of flight test activities out of Boeing Field and Charleston. In November the 3 aircraft test fleet booked the second largest amount of flight hours since flight tests started at the end of March with almost 169 flight hours flown. This is after a very quiet month of flight activity in October which I assume was primarily dedicated to ground tests. November was good to the 787-10 for other reasons. It marked the appearance of ZC002 at the Dubai Airshow which opened with a huge order for the 787-10 by Emirates. The order which is expected to be finalized sometime in the first quarter of 2018 is for 40 firm 787-10 and 60 787 options. Of course by the time this is firmed up the number of firm orders and sub types ordered could change as Emirates is reportedly interested in the 787-9 as well. As I said in the post announcing the order...this was a tremendous blow to Airbus and the A350/A380 programs which was hoping for a splashy deals for either of those aircraft from Emirates. Frankly the 787-10 needed this huge shot in the arm as orders for the aircraft were non existent since the aircraft was launched because of the widebody order slump of 2016-2017. This also supports Boeing's decision to go to a 14/month production rate that will take affect in 2019.
In the meantime check out the 787 Spreadsheets by clicking the extra large link below:
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