John Leahy attacks the 787: “it is obvious the 787 is not reliable and it´s systems are not mature”

The Boeing 787 "Dreamliner", which recorded several incidents since the beginning of the year, is not "reliable", said last Friday John Leahy, interviewed by the press.

Airbus has abruptly changed tone on the setbacks of the Boeing 787 Dreamliner to its American competitor. "It seems obvious that this aircraft is not reliable and that its systems are not mature," said on Friday the COO Customers John Leahy, on the sidelines of the ceremony of delivery of the 1000th A330 to Cathay Pacific.

"What they have is an architecture that is not mature. This will take lots of time, lots of money and many flight cancellations. And maybe the rethink a few systems on board", he added.



Incidents are multiplying on the Boeing 787, which are the subject of media attention special since they took over the service end of April.

(The artist wrote Airbus in the Boeing aircraft)

Last week, a 787 operated by Ethiopian Airlines caught fire at Heathrow Airport (Great Britain). It was parked and empty. Since they started to fly off their devices after almost four months of interruption, Japanese Japan Airlines and ANA (the largest user of 787) have experienced a dozen incidents that were sometimes forced to cancel flights.





Based on the article “Un responsable d'Airbus envoie un scud sur le Boeing 787, un avion pas fiable" published in L'Expansion

The second flight test aircraft MSN3 will join the test campaign from 30/Sep

While the MSN1 is now undergoing a routine maintenance and its flight test equipment is being upgraded, the MSN3 is completing it´s stage in the station 30.

In parallel to the MSN1 resuming the flight tests in the first weeks of August, the second flight test aircraft—MSN3—will be moved to the painting shop and to the station 20 for the engines installation.

MSN1 in the painting shop

MSN3 will be fitted with heavy flight test instrumentation and will be used for performance, high altitude, hot and cold weather testing, as well as systems and powerplant tests.



Based on the article “Airbus A350 XWB clears flight envelope trials” published in Routes Online

Kuwait Airways signs initial agreement with Airbus for 10+5 A350 XWB.

Kuwait Airways chairman and managing director, Sami Abdullatif al Nesif, said that the company has signed an initial agreement with Airbus to purchase 25 new aircraft, reports Muscat Daily.



The agreement will include purchasing 10 A350- 900 with an option to select purchasing 5 additional aircraft of the same type or A350- 1000 as well as 15 small size aircraft A320Neo with option to select purchasing five additional aircraft of the same type or A321Neo.

The delivery will start in 2019. Analyst Saj Ahmad said: “Kuwait Airways long awaited plans to procure new narrow and wide bodied jets is a step in the right direction. The leased A330s coming on stream will certainly aid the airline in dispensing with its ageing and gas-guzzling A300, A310 and A340 fleets, which frankly are the biggest fuel bill burn the carrier has.

“Alongside that, Kuwait Airways is no doubt acutely aware that its regional rivals have left it in the shade and for them to gain momentum, let alone parity is a tall ask. Having new airplanes doesn't mean you will automatically makes money - just ask the likes of Air India.”



Ahamad added: “Kuwait Airways has it all to do - with pressure from the big Arab Three, the likes of Air Arabia and flydubai destroying its market share and Jazeera Airways continuing to grow their presence at Kuwait Airport, Kuwait Airways has to match its new fleet with a new strategy to ensure long term stability and financial strength."



Based on the article “Kuwait Airways signs initial agreement with Airbus for 25 aircraft” published in Arabian Aerospace.

Right first time philosopy: A350 XWB Auxiliary Power Unit Maintainability Demonstrated

 

2 months before the first flight and more than 1 year before the EIS, at Honeywell plant in Phoenix, the APU Maintainability Demonstration was held. Maturity, adequate readiness and high levels of operability are key for A350 XWB customers at entry into service.

The APU provides electrical and pneumatic power for main engine start, and environmental control systems, both on the ground and in flight. So it is key to making the aircraft more flexible and independent of external power sources. The HGT1700, at 1700 shaft horsepower (SHP), is the largest APU Honeywell has ever developed. It features variable speed during ground operation which reduces fuel burn by up to 10%, a new hydraulic bleed valve for improved reliability, an improved combustor to reduce clogging and improve field durability, and new materials to reduce weight. The engine weighs less but provides more power, allowing it a 13% power-to-weight improvement over Boeing 777 APUs. A starter generator system is designed into the new APU, saving weight and simplifying design while providing electrical power for the aircraft’s system at altitudes of up to 43,100 feet.

The Honeywell facility in Phoenix integrates the Auxiliary Power System, comprised of the APU, its controllers, and its Installation Kit composed of the Air Intake, Suspension System and Exhaust Muffler.

The APU maintainability demonstration was completed by demonstrating the ability to remove and reinstall the replaceable units of the APS. The installation procedures were validated, as well as manpower, skills and hand tool requirements. For such purpose, the review was performed with the same equipment standards as the ones already installed on MSN001. A full scale Section 19.1 manufactured by Alestis in Spain was used to simulate real aircraft environment.

The workshop was attended by different functions of Airbus and Honeywell (DO, Airlines Operations, Aircraft Operability, Customer Services) and also by A350 XWB customer representatives of Qatar Airways and Finnair members of the A350 development team.

One of the first test already done in the A350 MSN1 test-flights has been the RAT emergency power system.

The Ram Air Turbine emergency power system, known as RAT, is one of the backup power sources that are designed to automatically engage and ensure that those systems needed for continued safe operation of the airplane are powered, in case a failure of the power from both engines. 

Theoretically, there is no time limitation for flying with the RAT. The Emergency Generator should remain supplying until touchdown; so the aircraft should never become 'Batteries Only'.
  

In the extremely rare loss of power from the engines, the RAT deploys into the airstream and produces power for the cockpit and flight controls to safely land the aircraft.

  

In the A350 XWB, the place of stowage is under the fuselage fairing (belly fairing).

A ram air turbine (RAT) is a self contained turbine unit with a hydraulic pump attached that is deployed automatically when main system pressure drops below a predetermined value.

The RAT must be capable of operation over a broad speed range, maintaining normal hydraulic pressure, whether the aeroplane is at maximum speed and height or slowing for landing.

This system was tested in January/2013 in the A340-300 MSN1 –ahead of the first flight- in order to identify any issue jointly with the risk sharing partner that has “design & build” it; Hamilton Sundstrand Electric Systems (a subsidiary of UTC) located at Rockford Illinois (USA).

A350-1000 order to replace United´s 747 and 787-10 orders to replace 777s.

United’s decision to upgrade its 25 Airbus A350-900 orders to the larger A350-1000 model announced at the Paris Air Show could be interpreted as a Loss for Airbus.

Because United also announced an order for 20 787-10 stretch during the show.

Investors may see this as a win-win situation for Boeing and Airbus; at the end of the week, both had 10 more orders from United than before the show.

Boeing is now poised to dominate the high-volume segments of the widebody market at United, while Airbus is confined to the lower-volume “large widebody” market segment. This probably means that Boeing will get the vast majority of future widebody orders from United…It is therefore not a coincidence that shortly after United agreed to order 20 787-10 airplanes, the company switched its Airbus order from the similarly sized A350-900 to the larger A350-1000. The A350-1000 will primarily replace United’s 23 Boeing 747 jumbo jets. United’s new 787-10 orders suggest that the company intends to use that plane to replace its fleet of 74 Boeing 777s.

“While Airbus gained 10 A350 orders from United, this wasn’t really a win for the company. Boeing’s timely decision to stretch the Dreamliner has positioned it to win almost all of United’s widebody replacement business over the next 10-15 years. By contrast, Airbus will primarily provide replacements for the largest jets in United’s fleet: a lower-volume segment.”

Market segmentation

Of all the major U.S. airlines, United has been the most aggressive in updating its widebody fleet. After last week's 787-10 order, United is now slated to receive 65 Dreamliners, of which 6 are already in service. Furthermore, the company's A350 order book now stands at 35 planes.

United has been very clear with investors that the company is investing in its fleet in order to replace older, less-efficient aircraft, not to grow. This means that Boeing and Airbus are fighting for a finite number of orders with United.

Based on the article “One Big Win for Airbus Might Actually Be a Loss” published in The Motley Fool.

10 experimental-test pilots have participated in the first 15 flights of the A350 XWB flight test campaign

MSN1 A350 XWB has completed its first set of test flights before a planned upgrade of its flight test instrumentation. 

The aircraft's smooth handling characteristics have been confirmed by its 10 pilots throughout the 15 flights and 92 flight hours performed to date. Both direct and normal control laws have been validated in all configurations and all flight phases including take-off and landing. No significant system malfunctions have been reported, reflecting the intense level of comprehensive maturity testing conducted over the past two years. Major system failures have been simulated including several freefall landing gear extensions that have been performed at speeds up to 250 knots. 

The entire flight envelope has been opened in all configurations all the way up to an altitude of 42,000 feet and speeds up to the maximum operating speed of M0.89. All auto-flight functions (Autopilot, Autothrust, Autoland) have been engaged several times with the aircraft performing its first auto-land as early as flight number 4. The additional and upgraded flight test instrumentation will allow the second series of test flights aimed at freezing the aircrafts aerodynamic configuration to begin in early August.