It’s a busy Friday.
Goldman Sachs’ aerospace analyst reports that power-on for the Boeing 787 will likely slip from March to June and first deliveries from 1Q09 to 4Q09. Production problems continue with airplanes 1-6, with—of all things—wiring being an issue. Remember wiring brought the Airbus A380 program to a standstill for two years. With this latest delay, if correct, we’re now looking at at least 15 months. (We’ve heard 18 months.) Perhaps it’s time to name the airplane the 787-380. Boeing says it is assessing the program schedule and will have an update at the end of the month. This is what we ambiguously alluded to in our previous post about a bad week for Boeing.
Boeing is to get its debrief today from the US Air Force on why it lost the tanker contract. In a news report, tanker spokesman Bill Barksdale says Boeing is leaning against a protest but will decide after the debrief. Maybe what’s best for the war fighter will prevail after all; Boeing set the bar during the competitive phase by saying throughout the competition that the Air Force should do what’s best for the war fighter. The KC-30 award was the USAF’s decision along this line.
We’ve been told one consideration of the Air Force was the production problems associated with the 787. We’re told that the USAF visited the Everett (WA) factory, where the KC-767 would have been built and where the 787 is being built. Given the disarray in the 787 program, we’re told the USAF essentially asked itself that if the KC-767 program had troubles, would Boeing assign the first team to the KC-767 to resolve the issues—or considering the 787, would the first team be assigned to the 787 and the second team to the KC-767? We’re told the Air Force concluded the tanker would take a back seat to the 787, on which Boeing has bet the future of the company. A note of caution on this point: we have a sole source on this score, but we’ve been receiving information from this source for more than a year and the data has always proved correct. Boeing has previously acknowledged that engineers from its defense unit were diverted to the 787 program, thus perhaps lending weight to the Air Force concerns.
Yvonne Leach, spokesperson for the 787 program, wrote to say the wiring angle reported by Goldman is wrong and requested a correction. We independently have information from two sources along the same lines. While reporting what Goldman had to say, we simply had to go with our best information. But Yvonne’s statement the information is “wrong” is duly noted.
Here’s a further comment from Yvonne Leach on the wiring issue.
In response to what you’re hearing from your two sources, we are not experiencing any more wiring issues than are typical on a new airplane program. Further, compared to the first 777 the amount of wiring work is no different.
While we have had some change in wiring specifications on 787, again it is no more than what we typically experience on any airplane. In fact, I was told that you could go to any airplane program production line as a new customer and the level of wiring change would be similar.
We have in fact, completed some wiring on Airplane #1. For instance, the majority of wiring installations are complete on the wings and the
crown/41 section does have wiring installed.
Remember that engineering changes have to be implemented throughout the fleet so to say we may have to “rewire” airplane #2 could be misleading. We wouldn’t be starting over (as in rewiring) we would simply be implementing a change.