Odds and Ends: Why new planes are delayed; Hazy profile; first 787-9

It’s Actually is Rocket Science: It’s a clever headline from Bloomberg News, explaining why new airplane programs are delayed.

Focusing on smaller airplanes: Steven Udvar-Hazy, one of the craftiest executives in commercial aviation, is profiled in this LA Times story. He discusses his focus on smaller aircraft for his Air Lease Corp.

Boeing 787-9: Boeing rolled out the first 787-9 and is readying pre-flight tests.

Boeing photo

More analysis on DOJ vs AA-US: Here is Part 2 of Airchive’s analysis of the Department of Justice case seeking to block the American Airlines-US Airways merger.

10 Comments on “Odds and Ends: Why new planes are delayed; Hazy profile; first 787-9

  1. The question should not be “why are planes delayed” but “Why do they make the schedule so tight?” Bombardier gave themselves 5 years instead of the normal 4 years for new plane development and they still ran out of time. You would think with all the money suppliers have to put out that the company would be less agressive with the time lines. Even now Bombardier is saying that they can certify the CS100 in a year while everyone else says 18 months or longer is more likely. Who knows, it might still work out.

    While we wait for first flight of the CS100 FTV1, work continues on the next test aircraft: [From: http://www.airliners.net/aviation-forums/general_aviation/read.main/5851186 ]
    – FTV2 will be in the hands of the flight test team soon (if it is not already)
    – FTV3 is completely assembled with engines on (systems installation in progress)
    – FTV4 all major sections assembled except moving parts (slats, flaps, etc), tailcone and engines
    – FTV5 main fuselage, aft fuselage and wings assembly completed, fwd fuselage still missing but should be there soon.

  2. I guess early delivery is a good sales argument. Overpromising worked on many airlines.

    It seems OEMS have started to show more Humility when rolling out aircraft. See the A350, 787-9 and CSeries vs the 787 and A380. No more executive line-ups, fireworks and dancing ladies. Better leave that for after first flight.

    • @keesje:

      More like “better leave that date at first delivery”. 🙂

  3. Will the 777-300ER be the first widebody series to hit 1000 units? If not, it is a production race between the 787-9 and the A350-900 to see who gets there first, probably around 2024.

    • You probably mean sub-type because there have been >1,400 747s (All), more than 1,000 767s (All) and more than 1,200 A330s (All).

      There have been orders for 704 773ERs and 635 orders for A333s.

    • I think the 77W has a shot of reaching 1,000 sales. Its will be no small feat as it would require more than 30 new orders every year until 2022. And it is hard to see any serious sales in the 2020-2022 time frame when the A351 and 777-9X should be available with 20%+ operating cost improvements.

      But as we have seen with recent new orders (TK, QR) Boeing still has delivery slots for 2014 and as the 351 is sold out until 2020 its not hard to see that the 77W will enjoy further commitments. An engine PiP and/or a delay in the A351 program would be enough to seal the deal in my opinion.

    • Do 777-300ER delivery slots overlap with A350-1000 delivery slots? Sofar this wasn’t the case, but things could change. Boeing will aim to keep the line going until the 777X starts being produced.

  4. The story “Why New Planes Are Delayed” does nothing more than quoting commonplaces. It doesn’t go to the route. There are many reasons why planes got delayed. The issue is too deep to cover it in a short article. I am in contact with many experts from industry, and I am engineer myself. There is no simple explanation.

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