In Good Shape

A combination of Boeing’s reluctance to tout the aircraft’s virtues because of all the negative publicity over the past few years and operators’ reluctance to get fixes installed, because it will take the plane out of service, are stifling the real story.

And the real story is impressive.

The reliability of the 787 is now 98. 5 per cent and the manufacturer expects to reach its goal of 99. 7 per cent – the 777 benchmark – by the second quarter of next year. But the current 787 rate is the same as the A330 and 767.

Boeing data shows that the 787 had “schedule reliability” figures of about 96 per cent during its first15 months in service until the FAA grounding. According to Boeing those figures are similar to the 777, better than the 767, and well ahead of the 747-400. In actual fact in its first 15 months the 787 beat the 777 every month despite there being more 787s flying.

Boeing 787 VP and chief project engineer Bob Whittington told media in early July that one of the main problems is that Boeing is putting out fixes faster than the fleet can consume them.

“The airlines are reluctant to bring the airplanes down more than an overnight to put these fixes into them because they love the fuel burn; the passengers love the airplane; [the airlines] don’t want to pull the airplanes out of service. So we’ve got a little bit of a lag between our releasing the parts and our service bulletins to the incorporation time of getting them on the airplanes,” Whittington said

There are now over 300 787 flights a day flying 1,700 revenue flight hours.

Whittington added that some airlines are flying the 787 an average of 18 hours a day, leaving just six hours to fuel and board the aircraft and perform maintenance.

The main problem areas are spoiler control units, brakes and nuisance messages. On the airline side a major problem is the preparedness of some airlines and the sophistication of their engineering departments.

“We see some airlines which do a very good job of being prepared for the airplane, and we’re doing a better job,” Whittington said. “Because of our learnings, we think we understand how best to get the airline ready to go…what they need at their ops stations and how can we support them. ” Today Boeing is seeing new operators fly the first 100 days in revenue service without a delay. However, that is a good case while others have not done so well. “There are less and more sophisticated airlines, and it certainly does make a difference. ” There are now over 300 787 flights a day flying 1,700 revenue flight hours. The 787 fleet has registered over 100,000 revenue departures and over 500,000 flight hours.

787 production has now reached 10 a month and is a far cry from the chaos that engulfed the program prior to EIS with All Nippon Airways. The first 10 787s that were delivered were: LN8; LN24; LN31; LN41; LN9; LN23; LN33; LN40; LN42 and LN37.

It is remarkable to think that all 787s prior to LN66 required re-work or change incorporation work to varying degrees. According to the definitive authority nyc787. blogspot. com the 787 production was divided into six blocks: Test Airplanes (LN4‑LN6); Very Early Build (LN7-LN19); Early Build (LN20-LN29); Mid-LateBuild (LN30‑LN39); Late Build (LN40‑LN45) and Very Late Build (LN46-LN65).

The first three 787s – LN1-LN3 – are now stored and will not be sold. Five 787s are undergoing modifications with only eight remaining to be done.

Possibly not surprising most of these aircraft are not going to their original customers with only LAN (two) and Korean Air (one) still listed as customers. LN6 has been sold to the Mexican government and it is likely that many of these 13 aircraft will find homes as VIP aircraft. Boeing said in a statement to Australian Aviation that “we are actively marketing those airplanes and have several available opportunities. ” As of the Air New Zealand 787‑9 delivery Boeing has handed over 162 787s to 20 airlines and is set to increase the production rate to 12 a month by 2016 and 14 per month by the end of the decade.

This year the 787-9 roster will be: Air NZ two more; United two; ANA two; Etihad two; Scoot one; and Virgin Atlantic two.

While there is an undercurrent of rumours about the quality of work from the Charleston line and continued travelled work, the reality appears to be different.

It appears that the union battles at Boeing are far from over despite a long-term agreement being signed and this is feeding into the Seattle media. Charleston has now achieved a production rate of three a month and analysts who spoke to Australian Aviation say that the morale at the plant is high and so is the workmanship.

And according to Mark Jenks, vice president, 787 airplane development, there is now almost no travelled work. “You will always get minor things but it is virtually zero today,” Jenks told Australian Aviation.