Vsd Trading System Indikator Überprüfung

News-Archiv 06. Februar 2013 - Boeing Shanghai feiert Türschliff-Fertigstellung für die erste Boeing 737-300 PTF-Umrüstung Die Boeing Shanghai Aviation Services Co. Ltd. (Boeing Shanghai) hielt die Zeremonie für die erste Boeing 737 -300 Passagier-zu-Frachter (PTF) Umwandlung an seinen Hangars am Shanghai Pudong Flughafen. Das Flugzeug wurde im Dezember von Kenya Airways, Boeing Shanghairsquos starten Kunde für dieses Programm. Die Modifikation erfolgt nach einem von Aeronautical Engineers, Inc. (AEI) entwickelten Supplemental Type Certificate (STC). Bei der Zeremonie haben Tom Ouma Kadoyo, Technischer Direktor von Kenya Airways, Roy Sandri, AEI-Präsident, Dermot Swan, CEO von Boeing Shanghai, und Daniel Ni, Geschäftsführer von Boeing Shanghai, gemeinsam den Türschnitt abgeschlossen und damit einen bedeutenden Meilenstein für die PTF erreicht Änderung. Die neue Türrahmenkonstruktion und die Hauptdeckladungstür werden später im Flugzeug installiert. Die Umwandlung ist für die Fertigstellung im März 2013 geplant. LdquoWe machen hervorragende Fortschritte für unsere ersten 737-300 PTF. Dieses ist ein großes Beispiel der neuen Sachkenntnisse, die unser Team weiterentwickelt, während wir unsere MRO Dienstleistungen erhöhen, rdquo, sagte Dermot Swan, CEO von Boeing Shanghai. LdquoThis ist ein ausgezeichnetes Schaufenster für unsere Fähigkeiten als Full-Service-MRO und zu zeigen, wie wir Wert für Kenya Airways, AEI und andere globale Kunden. rdquo Boeing Shanghai ist ein Joint Venture zwischen Boeing, Shanghai Airport Authorities und China Eastern Airlines. Boeing Shanghai bietet ein breites Spektrum an Dienstleistungen von der Ingenieur-, Flugzeugwartung und - umstellung bis hin zur Materialverwaltung und Komponentenreparatur und - überholung. Boeing Shanghai unterstützt Kunden auf der ganzen Welt. 07 Okt 2012 - YouTube-Video von 737 Ecodemonstrator YouTube-Video von Boeing zeigt den American Airlines 737-800 Ecodemonstrator, der teilweise durch einen Zuschuss aus dem FAA Continuous Lower Energy Emission Noise (CLEEN) Programm finanziert wird. Zu den Technologien gehören: Adaptive Hinterkantenklappen variable Bereichsdüsen aktive Motorvibrationsreduzierung eine regenerative Brennstoffzellenflugtrajektorienoptimierung Für den adaptiven Hinterkantenflugtest wurde eine feste Mini-Split-Klappe für die Innenbordstücke bis etwa Mitte Spannweite und a Drooped Querruder Tab. Die außenliegende feste Hinterkante wird ebenfalls modifiziert, um sowohl eine Mini-Ebene als auch eine Mini-Split-Klappe zu testen. LdquoThey alle Blicke auf bessere Weisen, die Hinterkantebewegung zu bilden, ohne mehr Widerstand zu verursachen, rdquo sagt Mike Carriker, Boeingrsquos neue Flugzeugproduktentwicklung Hauptpilot. Nicht alle dieser neuen Technologien werden angenommen oder sogar auf die kommenden 737 MAX, da diese nur Prüfungen sind. Nächstes Jahr Boeing wird das Ecodemonstrator-Flugzeug zu einem Widebody, vermutlich die 777. 20 Mar 2012 - Steven Udvar-Hazy Urteil auf 737 MAX Air Lease Corp-Chef Steven Udvar-Hazy, ein stimmlicher Anwalt für Boeings jetzt-shelled New Small Airplane-Konzept , Sagt die Airframers-Strategie zur Entwicklung der CFM International Leap-1B-angetriebenen 737 Max ist als eine Brücke zu einem sauberen Blatt-Design in der Mitte des nächsten Jahrzehnts und nicht eine langfristige Lösung vorgesehen. Der 737 Max zielt darauf ab, den Marktanteil gegenüber dem Airbus A320 Neo zu halten. Um ein Gleichgewicht von einigen Arten zu schaffen, sagt Udvar-Hazy. Udvar-Hazy, der das Boeings 737-Ersatzkonzept seines Hazyliners tauscht, hat in der Vergangenheit gesagt, dass neue Flugzeugkonzepte Teil der Boeings DNA seien und die Airframers die Neigung zum Umfassen ganz neuer, sauberer Blechkonstruktionen beschreiben. Boeing hat offen über seine strategischen Ziele für die 737 Max, einschließlich einer 50-50 Märkte freigegeben Split mit Airbus, während die offene Anerkennung der Kosten-und Produktionskapazität eines alle neuen Schmalbein-Programm bedeutet, dass es nicht bereit für den Start. Es lehnt ab, einen Zeitplan für ein solches Angebot zu diskutieren. Boeings älterer Vizepräsident des Marketings, Mike Bair, sagt, daß unsere Absicht ist, daß wir den Max bauen, bis der Markt nicht mehr kaufen will und wir nicht wissen, wann das sein wird. Ich würde nicht vorhersagen, 2025 oder 2035, an einem gewissen Punkt, entweder etwas besser wird kommen, oder der Markt wird entscheiden, sie werden nicht weiter, es zu nehmen. Gut machen, bis es läuft aus Gas und das könnte eine lange, lange Zeit sein, sagt Bair. Udvar-Hazy sagt: "Ich glaube, 737 Max ist lebensfähig, denn Boeing wird den Bau des 737NG bis 2019-2020 stoppen, sie werden es ausstoßen, genau wie die 737-300 , -400, -500s wurden gestrichen, so dass bestehende Kunden den Übergang zu den überarbeiteten narrowbody. Bair sagt auch, dass keine Entscheidung über die Kürzung der 737NG-Produktion getroffen worden sei, von denen 2.223 seit 1. März im Rückstand sind, darunter 78 für ALC. Ein signifikanter Effizienzsprung bei der 737 wird sowohl durch die aktuelle Geometrie des Flugzeugs als auch durch den begrenzten Unterflurabstand für einen Lüfterdurchmesser begrenzt, der größer ist als die von dem Leap-1B angebotenen 174 cm (68,4 Zoll), sagt Udvar-Hazy. Ein Schwerpunkt auf dem Widebody-Markt bedeutete auch, dass ein völlig neues 737 in die Liste der Prioritäten gedrückt wurde. Hazy glaubt, dass ein zweiter Motor-Option auf dem Max würde dazu beitragen, seine gesamte Business Case, sondern fügt hinzu: Ich glaube nicht, dass Boeings gehen, es zu tun. Er hat den Flugzeugträger gedrückt, um einen Pratt amp Whitney PW1000G-Reihenmotor anzubieten, aber sein größter Ventilator erfordert eine kostspieligere Umgestaltung des schmalen Körpers. Ive hatte lange Gespräche mit Boeing Commercial Airplanes CEO Jim Albaugh und Jungs dort, wo ich zeigte ihnen die Dual-Motor-Option hat dazu beigetragen, Airbus Gewinn Märkte für die A320neo Familie. Weil sie zwei Möglichkeiten hatten und Fluggesellschaften waren in der Lage zu nutzen, um bessere Angebote zu bekommen. Ich denke nicht, dass Boeing in der Lage ist, das zu tun. Ich denke, sie sind in dieser Situation wegen der Zelle geklebt, sagt er. Der 737 war ein großer Bus für die Industrie, aber irgendwann muss Boeings damit umgehen. Gerade jetzt, ich denke, der Fokus hat sich die 787-10X gestartet und festigen die wettbewerbsfähige Antwort auf die A350 mit seinen 777X, die ich glaube, Boeings Vorstand wird genehmigen, wenn sie sehen, sie können etwa 787 Lieferungen zu bekommen. Hazy sagt, dass Boeings 737 Max trotz der Gewichtszunahme von 4,5 t (10.000 lb) in der Zelle noch deutliche Vorteile gegenüber dem A320neo einnimmt. Dazu gehört, dass er mit neun zusätzlichen Sitzen zwischen den 189-sitzigen 737-8 und re-engined etwas leichter ist 180 Sitzplätze A320neo. Im Vergleich dazu sagt Airbus, dass das Gewicht des A320neos zwischen 1.6t und 1.8t (3.500lb bis 4.000lb) mit dem Zusatz von Leap-1A und Pratt amp Whitney PW1100G Motoren gewachsen ist. Max Launch Kunde Southwest Airlines wird die Lieferung seiner ersten 737 Max im vierten Quartal 2017. 12 Nov 2011 - Mehr 737 MAX Details Mehr Details endlich entstand über Boeingrsquos Pläne für die 737 MAX während einer Überprüfung des dritten Quartals von Boeing Commercial Airplanes CEO Jim Albaugh bei der 3. November Goldman Sachs Industriekonferenz in Boston. Vielleicht am meisten signifikant, hat Boeing schließlich beschlossen, ein 68-Zoll-Durchmesser-Lüfter für die CFM Leap-1B Motoren für die Familie der Flugzeuge gewählt, was eine Verlängerung der vorderen Hauptfahrwerk von sechs bis acht Zoll, sagte Albaugh. Andere Änderungen, die für den 737 MAX geplant werden, schließen einen ldquorevisedrdquo Schwanzkonus ein, um Widerstand zu verringern und Kraftstoffverbrauch zu verbessern ein ldquooptimizedldquo Triebwerkskern Fly-by-wire Spoiler äußere Gondel chevrons ähnlich denen auf dem 747-8 und 787 für eine effizientere Luftstrommischung und weniger Lärm Einige ldquolocalizedldquo Verstärkung der Flügel und Rumpf eine neue Fahrwerk Strebe eine leichte Neupositionierung des Motors nach vorn auf dem Flügel, um höhere Motorlasten unterzubringen neue Software für den Motor Computer und pneumatische System Anpassungen an die Unterschiede im Motordruck anzupassen. Albaugh hat den Unterschied in den Lüfterdurchmessern der Motoren, die für den A320neo geplant sind, und dem des für den 737 MAX geplanten CFM Leap-1B etwas abgespielt. In der Tat wird die CFM-angetriebene A320neo einen 78-Zoll-Durchmesser-Ventilator verwenden, während der Ventilator auf dem Pratt amp Whitney PW1100G-angetriebenen Airbus 81 Zoll überspannt. LdquoA Lose Leute erhalten über-enamoured mit Gebläsegröße, rdquo, das er sagte. LdquoYou wissen, gerade jetzt haben wir einen 61-Zoll-Fan auf der NG und ich denke, Airbus hat einen 68-Zoll-Fan auf ihre, aber wieder haben wir noch die effizientesten airplanes. rdquo Albaugh hinzugefügt, dass die 737 MAX nun gezeichnet hat Ldquonorth von 600 Verpflichtungen, ldquo Bedeutung Boeing hat vorläufige Aufträge für mehr als 100 zusätzliche 737 MAX Flugzeuge hinzugefügt, da er zuletzt über die Summe im September berichtet. LdquoWersquore arbeitet sehr hart, was die Garantien auf dem Flugzeug sein wird, und sobald wir diese beenden, wersquoll erhalten die endgültigen Vereinbarungen für die Kunden, die wir haben. Acht Kunden haben jetzt an der 737 MAX verpflichtet. Angesichts der Unfähigkeit, Garantien zu vergeben, hat Boeing gezeigt, was manche übertriebene Überzeugung für die Vorteile behaupten könnten, die es der 737 MAX öffentlich für den A320neo angeboten hat. Noch bevor es auf eine Ventilatorgröße entschied, behauptete Boeing, dass der neue 737 MAX 8 einen Betriebskostenvorteil von 7 Prozent über dem Airbus-Angebot produzieren würde. Darüber hinaus hat Boeing behauptet, dass eine Flotte, bestehend aus 100 Dual-Klasse 737 MAX 8 würde fast 175 Millionen Pfund weniger Kraftstoff pro Jahr, basierend auf einer 500-nm-Mission, als eine ähnlich große Flotte von 737-800 verwenden. 21 Jul 2011 - Erste 737 mit 7BE-Motoren geliefert Boeing lieferte die ersten 737 mit verbesserten Motoren nach China Southern Airlines letzte Woche, sagte der Flugzeugbauer am Donnerstag. Die neue CFM56-7BE-Motorkonfiguration ist Teil eines Pakets von Flugzeugverbesserungen, die den Kraftstoffverbrauch um 2 Prozent senken sollen. Boeing plant, andere Verbesserungen in 2012 zu integrieren. LdquoWe fortfahren, Leistungs-Flugtestdaten zu überprüfen und Anlieferungsdaten zu sammeln, rdquo John Hamilton, 737 Hauptprojektingenieur, sagte in einer Pressekommuniquã #. Ldquo Die verbesserte Kraftstoffeinsparung ist Teil unseres Engagements, marktführenden Wert für Next-Generation 737 Kunden zu liefern. rdquo Dies ist nicht zu verwechseln mit dem Programm Boeing angekündigt Mittwoch, um die 737 mit neuen CFM LEAP-X-Motoren outfit. 19 Jul 2011 - Boeing-Angebot Re-Engined 737 an American Airlines Boeing hat ein Last-ditch Angebot zum Verkauf American Airlines aktualisiert 737 Jets mit Next-Generation-Motoren, wie es kriecht, um einen strategischen Airbus-Sieg in einem massiven Auftrag aus der langjährigen Boeing zu verhindern Kunde. Das Angebot ist ein markanter Wendepunkt aus Signale das ganze Jahr, dass Boeing Führungskräfte lieber ein neues kleines Flugzeug, dass die Renton-gebaut 737 gegen Ende des Jahrzehnts ersetzen könnte entwerfen. Amerikaner wird voraussichtlich am Mittwoch seinen Auftrag für mehr als 200 Single-Ganges-Flugzeuge bekannt geben, die wahrscheinlich zwischen dem Airbus A320neo und dem Rivalen 737 aufgeteilt werden. Laut drei Branchenkennern, die unter der Bedingung der Anonymität sprachen, kam Airbus dem Gewinn des gesamten Auftrags nahe. Bevor irgendjemand an Boeing davon wusste, hatte die Fluggesellschaft im vergangenen Monat ein erstes Memorandum of Understanding zum Kauf von A320neos, das mit neuen sparsamen Motoren kommen wird. Um diesen Verlust zu vereiteln, hat Boeing in den letzten zehn Tagen einen neuen Vorschlag gegeben, der den 737 mit ähnlichen Motoren ausgestatteten Strahl anbietet. Boeing Vertriebsteams arbeiteten wütend am vergangenen Wochenende, um das Geschäft zu retten, nach einer Person mit Wissen über die Entwicklungen. "Boeing setzt einen wirklichen Kampf, sagte er, quotBut bestenfalls theyd Hoffnung, irgendeine Art von einem split buy. quot zu erhalten Last-Minute-Verhandlungen mit American fortgesetzt vor einer entscheidenden Vorstandssitzung der Airlines Muttergesellschaft Dienstag Abend. Bloomberg News berichtet, das Geschäft könnte so groß wie 400 Flugzeuge. Upside für Airbus Ein Split-Auftrag könnte bedeuten, dass Boeing einen Teil der Carrier-alternden Flotte von fast 250 MD-80s mit einer Mischung aus aktuellen und re-engined 737s ersetzt, während Airbus die Amerikanerflotte von mehr als 120 größeren 757s mit A321neos ersetzt. Gewinnen, auch das wäre ein enormer Gewinn für Airbus. Die A320 und 737 Familien von Jets teilen nun den Brot-und-Butter-Single-Gang-Jet-Markt gleichmäßig. Aber eine große Boeing-Kundendefektion würde vorschlagen, dass der A320neo diesen Marktanteil signifikant kippen könnte. Und Airbus kann es besser machen als eine Spaltung des amerikanischen Deal. Eine zweite Person, mit Kenntnis der Verkaufsgespräche, sagte Boeings verspätete Angebot konnte noch zeigen, zu wenig, zu spät, mit der Mehrheit der Bestellung geht an Airbus. "Unnötig etwas dramatischen Veränderungen heute, dies ein getanes Geschäft für Airbus, sagte diese Person. Er sagte, das Boeing-Angebot fehle detaillierte Daten über die Kosten des re-engined Flugzeugs, und das Boeing-Brett hat nicht sein grünes Licht gegeben. Americans Gefühl war, Sie Kerle (Boeing) havent erhielten Ihre Tat zusammen. Sie geben uns etwas auf einem Stück Papier, das nicht überall nahe so weit entlang ist, wie Airbus, sagte er. Durch die meisten dieses Jahres haben Boeing Führungskräfte gesagt, dass die Neugestaltung der 737 war weniger wahrscheinlich als die bevorzugte alternative Option: Bau eines völlig neuen kleinen Flugzeugs, das Dienst in Betrieb geben könnte um 2020. Um eine re-engined 737 entwickeln, haben die Flügel Um die größeren, schwereren Motoren zu halten und das Fahrwerk muss angehoben werden, so dass die Motor pods nicht kratzen den Boden. Boeing glaubt, dass er dies für etwa zwei Milliarden tun kann, so eine Person, die mit der internen Debatte vertraut ist. Ein neues Flugzeug würde nach oben von 10 Milliarden kosten. Ein re-engined 737 würde fortfahren, in Renton bis mindestens 2025 gebaut zu werden. Wenn ein neues Flugzeug schließlich gestartet wird, muss Washington mit anderen Staaten konkurrieren, um der Aufstellungsort der abschließenden Zusammenstellung zu sein. Trotz des intensiven Drucks von Kunden, sagte Boeing wiederholt, es würde nicht einmal formell zwischen diesen Optionen wählen, bis später in diesem Jahr. Airbus kündigte dagegen seinen Plan im vergangenen Dezember an und sagte, dass die erste seiner neuen A320neo-Familie bis Ende 2015 in den Dienst kommen würde. Air Show Fallout Es sieht nun so aus, als ob der amerikanische Auftrag, der nach einer Kaskade von Aufträgen für A320neos in der Paris Air eng folgt Show, hat eine frühe Entscheidung von Boeing ausgelöst. "Airbus gezwungen, ihre Hand, sagte die erste Quelle. Airbus verkündete mehr als 700 Aufträge und Verpflichtungen in Paris für sein Flugzeug, ein Erfolg, der Luftfahrt-Analytiker Richard Aboulafia der Teal-Gruppe respektierte, die diese Woche eine quotshock und awe Verkäufe campaign. quot annahm. Er schloss, dass Boeing zu langsam ist, um sein nicht das folgende zu verwirklichen Neue Flugzeug, aber die nächste Generation von Kraftstoff sparenden Motoren, die den Großteil der technologischen Fortschritt, dass die Angelegenheiten für die Airlines. "Wenn Boeing diese Lektion nicht gelernt hat, braucht es", schrieb Aboulafia in dieser Woche. "Wenn (Amerikaner) geht Airbus, viel ändert sich über Nacht, fügte er hinzu. Bubing sollte eine 737 Neo, fast. quot Eine Studie veröffentlicht in diesem Monat von der Industrie Beratungsunternehmen AirInsight kam zu dem Schluss, dass insbesondere die A321neo ist ein guter Kandidat für die älteren 757s in vielen Flotten, einschließlich der Amerikaner ersetzen. Industrieanalytiker Scott Hamilton, ein Mitverfasser des AirInsight Berichts, zitierte ungenannte Firmeninsider Dienstag auf seinem Leeham. net blog, der sagt, daß der re-engined 737 jetzt gezielt ist, Dienst 2017 einzutragen, mehr als ein Jahr später als das A320neo. Aber Hamilton sagte, dass Boeing noch plant, mit dem neuen kleinen Flugzeug auch zu gehen, nicht mehr als ein Jahr oder so später als ursprünglich geplant. Einer der Menschen mit Wissen über Boeings Denken sagte, das Ziel für ein völlig neues Flugzeug ist 2022, aber beschrieben, dass als nur ein quotplaceholderquot, die weiter zu einem späteren Zeitpunkt hinausgeschoben werden könnte. Finanzierung ist wichtig Um Airbus mit American abzusetzen, muss Boeing dem europäischen Flugzeugbauer in mehr als der Motorentechnik entsprechen. Amerikaner hat jedes Jahr seit 2007 Geld verloren, so dass die finanziellen Aspekte des Deals entscheidend sind. Ironischerweise könnte die enge historische Beziehung zwischen Boeing und Amerikaner den Flugzeugbauer in einer Bindung verlassen, da er seinen Preis reduziert, um das Abkommen zu gewinnen. 1996 unterzeichnete Boeing signifikante Vereinbarungen mit American, Delta und Continental für die am meisten favorisierte Kundenquot-Status mdash garantiert ihnen die niedrigsten Preise auf jedem Jet-Umsatz. Boeing weiß, dass jeder Rabatt, den es für Amerikaner setzt, das gleiche für Delta auslösen wird und möglicherweise für United, die mit Continental verschmolzen ist. Ein niedriges Angebot könnte Boeings Preisgestaltung für viele Hunderte anderer Jets untergraben. Die Leute, die an dem Abkommen innerhalb Boeing arbeiteten, hörten vom Amerikaner, daß das Airbus Angebot die Fluglinien im Voraus Kosten minimierte, indem sie arrangierten, einen großen Teil der Strahlen zu leasen. Das bedeutet, American zahlt monatliche Miete auf die Airbus-Jets, wie es sie verwendet, anstatt sie direkt zu kaufen. Um dem entgegenzuwirken, kann Boeing wahrscheinlich Leasing-Unternehmen wie GECAS, die Flugzeug-Leasing-Arm von General Electric, um sein Angebot zurück zu gewinnen. Boeing würde seine überarbeitete 737s mit dem neuen LEAP-Motor von GESnecma ausrüsten. Die komplexen Details dieser Finanzierung könnten das Ergebnis der amerikanischen Ordnung bestimmen. Was auch immer das Ergebnis, sagte die erste Quelle Dienstag, wird es ein Blockbuster einer Bestellung sein. Gut wissen, in 24 hours. quot Ein weiterer gewarnt, dass solche Angebote sind oft Flüssigkeit bis schließlich unterzeichnet. "Letzte Woche war ich davon überzeugt, dass Airbus das gewinnt und dass Boeing an seiner Strategie festhält, für ein neues Flugzeug zu fahren. Eine Woche später, seine ein Split-Kauf und Boeing hat seine Strategie geändert, sagte er. Dies könnte immer noch einige Twists und turns. quot 04 März 2011 - 737 Ersatz möglicherweise Twin-aisle 797 werden Von Geoffrey Thomas ATW Boeing verschiebt quotfar mehr aggressiv in Richtung zu einem 180-250 Sitz twin-aisle Ersatz für die 737, nach Unternehmen Insider. Es würde weiterhin die Produktion der 737-800900ER für Fluggesellschaften, die noch wollen, dass die Standard-Angebot. VP-Advanced 737 Produktentwicklung Mike Bair bestätigte in dieser Woche, dass ein Doppelschiff abgekündigt wurde, ein Szenario, das ATW im Jahr 2006 erstmals enthüllte (ATW, Juni 2006). Getrennt hat ATW gelernt, dass Boeing einen völlig neuen 737 Ersatz ankündigt, der 797 genannt werden soll, bei oder vor der Paris Air Show, die am 20. Juni beginnt. Bairrsquos kommentiert, dass der Ersatz ein Doppelschiff ist, von dem nicht geleugnet wurde Das Unternehmen, kam in einem Interview mit Flightglobal. Das 180-Sitz-Doppelschiff-Konzept hat eine Menge Geschichte. McDonnell Douglas entwickelte ein 180-sitziges Doppelschiffkonzept in einer 2-2-2 Konfiguration in den frühen Achtzigern, die DC-11 synchronisiert wurden. Delta Air Lines wollte 60 bestellen, aber MDC balked auf das Engagement, da es zu riskant angesichts des Mangels an Interesse von einer anderen US-Fluggesellschaft. Der Rumpf hatte einen Querschnitt, der 22 Zoll breiter war als die 727757, so dass 17,7-in-breite Sitze im Doppel mit zwei 18-in. Gängen. In einem All-Economy-Layout bei einer 30-in. Könnte es Sitz 214. Mit der neuesten Technologie zu der Zeit, einschließlich zusammengesetzte Fußböden, Steuerflächen, Gondeln, vertikale und horizontale Stabilisatoren und anderen primären Strukturen, prognostiziert MDC Kraftstoffverbrauch 10 besser als die 757 mit dem gleichen Motor Applicationmdashthe JT10D - 32-Motor mit 32.000 Pfund Schub. Boeing auch schwebte das Doppel-Gang-180-Sitz-Konzept 1987 mit seinem 7J7 und zeigte eine volle Kabine Mockup auf der damaligen Paris Air Show. Es nahm das widebody Konzept weiter mit einem 181-in. Kabine Breite, die 2-3-2 Sitzplätze, 17-in-breite Sitze und 18-Zoll ermöglichen würde. Gänge im Reisebus. Es ist dieser Querschnitt, dass Insider bei Boeing sagen ATW das Unternehmen konzentriert sich auf. Die Doppelschiff-Idee tauchte im Jahr 2001 in zwei Patenten auf, die von Boeing unter der Überschrift "Twin-Aisle Small Airplane" eingereicht wurden. Mithra Sankrithi, Manager der Produktentwicklungs-, Konfigurations - und Engineeringanalysegruppe von Commercial Airplanes, wurde als Erfinder benannt. Die Patente wurden am 2. Oktober 2001 eingereicht und in den Jahren 2003 und 2004 genehmigt. Eine Kabine verfügt über eine 2-3-2-Konfiguration mit Sankrithi, die behauptet, dass die neue Konfiguration den Komfort, der typischerweise für größere Flugzeuge reserviert ist, zur gleichen Zeit bereitstellen kann Minimierung des Luftwiderstandes, Gewichtsstrafen, Kraftstoffverbrennung und quoteconomic penalties. quot Der Rumpfquerschnitt für die 2-3-2 Konfiguration ist 200.7 in. Fraktionell breiter als die 767s 198.03 in. Und die Ausrüstungsbeschreibungen ein gefegter T-Schwanz. Interessanterweise stellte Sankrithi im vergangenen Jahr ein weiteres Patent mit dem Co-Ingenieur Kevin Retz mit dem gleichen T-Tail-Doppelschiff unter dem Flügelmotor-Layout vor, das ähnlich der Konfiguration und dem Layout eines anderen McDonnell Douglas-Flugzeugs ist: Der 1981 Vintage 150-sitzige MDF100, Die mit Fokker auf einer 5050 Basis gebaut werden sollte, aber nicht aus dem Reißbrett. 10 Feb 2010 - Boeing zu ersetzen, anstatt ein Upgrade der 737 Boeing wird seine 737 ersetzen anstatt das Ein-Gang-Arbeitstier mit neuen Motoren, sagte Präsident Präsident Chairman und Chief Executive Jim McNerney sagte heute. "Würden ein neues Flugzeug tun", sagte McNerney auf der Cowen AerospaceDefense Conference in New York. Er qualifizierte dies ein wenig und sagte: "Wurden noch nicht ausgewertet, diese ganze Situation noch nicht, aber unsere aktuelle Bias ist nicht re-Motor, ist es, zu einem ganz neuen Flugzeug am Ende des Jahrzehnts zu bewegen, der Anfang des nächsten Jahrzehnts. quot McNerney und andere Führungskräfte haben für Monate gesagt, daß sie nicht einen zwingenden Geschäftsfall für das Re-engining sahen, selbst nachdem Airbus beschlossen hatte, seine konkurrierende A320 zu re-engine. Boeing und Airbus reagieren auf Konkurrenz von Anfängern wie den Bombardier CSeries, Comac C919 und United Aircraft Corp. MS-21. Am Donnerstag reagierte er auf eine Frage, ob der re-engined A320neo eine Bedrohung für die 737 sei. Unser Urteil, dass unsere Kunden auf uns warten, anstatt sich in ein Flugzeug zu verwandeln, das sich verbrennen wird, wenn sich Airbus bewegt (S) zu einem neuen Flugzeug, sagte McNerney. Er wiederholte auch seine Firma-Behauptung, dass Airbus spielte catchup zu Boeing, sagte: "Die neo auf Papier schließt die Wertlücke, die wir genossen haben. "Ich fühle mich ziemlich komfortabel, dass wir unseren Kundenstamm verteidigen können, weil sie nicht vor uns gehen, sie aufholen zu uns, und weil würde ein neues Flugzeug, das über die Fähigkeit, was sie neo tun könnte tun gehen 10 Dez 2010 - Boeing sieht keinen ausschlaggebenden Grund für 737 Upgrade Boeing sagte, es könne nicht sehen, ein quotcompelling reasonquot zu europäischen Rivalen Airbus bei der Modernisierung der 737 folgen, sagte seine kommerzielle Flugzeug Chef der Financial Times. Airbus, der weltweit größte Flugzeugbauer, sagte Anfang dieses Monats, dass es rund 1,3 Milliarden (1,09 Milliarden Pfund) zur Verbesserung der Effizienz seiner A320-Flugzeuge durch die Modernisierung mit Motoren, die 15 Prozent Kraftstoffeinsparungen bieten zu verbringen. Boeing müllte, ob er sein konkurrierendes Flugzeug 737 verbessern sollte, da Fluggesellschaften und der Markt die Airbus Ansage am 1. Dezember annoncierten. "Wir können sicherlich nicht einen zwingenden Grund sehen, es zu tun", sagte Jim Albaugh in einem Interview, das in der Freitagsausgabe der Zeitung veröffentlicht wurde . Albaugh sagte, es würde nur Quota wenige Prozentquot in finanzielle Vorteile für Kunden Airlines hinzufügen. Ich denke, die meisten von ihnen warten auf eine neue aeroplane. quot 31. Aug 2010 - Boeing Leaning weg von 737 Re-Engining Von: Gregory Polek 31. August 2010 Luft - und Raumfahrtindustrie, Luftverkehr und Cargo Aircraft Chancen, dass Boeing wird neue Motoren auf der Existieren 737 schlimmer als zu jeder Zeit, da das Unternehmen begann öffentlich über die Aussicht zu sprechen, beurteilt durch die Kommentare von Boeing CFO James Bell heute auf der Morgan Stanley Industrials Unplugged-Konferenz in New York. Laut Bell haben die potenziellen Kunden ein großes Interesse an einem re-engined 737 gezeigt und Boeing ist nicht überzeugt, dass die Leistungsverbesserungen, die von den verschiedenen Motorherstellern versprochen werden, sich als ausreichend erweisen, einen solchen Schritt zu rechtfertigen. "Jetzt sieht es aus wie die Motoren können 10- bis 15-Prozent effizienter, aber seine nicht Durchfluss-Effizienz, sagte Bell. "Wenn Sie das Gewicht hinzufügen, das mit der Änderung im Entwurf des Flugzeuges verbunden ist und Sie die Kosten addieren, sieht es mehr wie eine einstellige Verbesserung aus, die wir nicht glauben, ist etwas, das unsere Kunden in. quot interessieren Vor allem wenn die Treibstoffpreise weit über den heutigen relativ niedrigen Kosten steigen, wenn das Unternehmen über Pläne für die Zukunft der 737 entscheidet. Immer noch die Wahl zwischen den Optionen der Re-Enginierung, die Einführung einer alle - new Flugzeug oder im Wesentlichen Aufrechterhaltung der Status quo bis zum Ende dieses Jahres, Boeing noch nicht beenden ihre Studien, sagte Bell. "Im neuen Flugzeug suchen wir offensichtlich, was die technologischen Verbesserungen sind, die wir haben müssen, um eine Durchflussverbesserung von 10 bis 15 Prozent zu erreichen", fügte er hinzu. An diesem Punkt wissen wir nicht genau, was das ist. Wir wissen, ein Teil davon wäre der Motor. Der andere Teil müsste verbessert werden Aerodynamik des Flugzeugs selbst, und seine einfacher zu verkleinern Verbundwerkstoff als Skala es nach unten, aber waren noch bei ithellip arbeiten Aber ich kann Ihnen sagen, gerade jetzt unsere Kunden haben nicht gezeigt, ein echtes Interesse an einer re - engining. quot 4. Mai 2010 - Projekt Phoenix entscheidet sich für 737-800 Projekt Phoenix, die in Dubai ansässige Flugzeug-Verkaufsorganisation, die sich auf die Sanierung und Umrüstung von Flugzeugen zu VIP-Flugzeugen spezialisiert hat, hat die Boeing 737-800 als idealen Kandidaten ausgewählt Den schmalen Passagierflugzeugumsatz. Sein neues Unternehmen wird bekannt als The Phoenix LBJ (Large Business Jet). Die Entscheidung folgt einer sechsmonatigen technischen Bewertung geeigneter Verkehrsflugzeuge und einem Dialog mit potentiellen Kunden. Nach der Auswahl der 737-800 hat Project Phoenix eine RFI (Request for Information) an mehrere Fertigstellungsstätten in Europa, Australien und den USA ausgegeben, um die Arbeit zu übernehmen. Mehrere Entwürfe werden vorbereitet, einschließlich eine 30-sitzige VIP-Version mit privatem Büro und Zustand-Raum sowie eine höhere Dichte Unternehmensversion. Die Kunden können die Anzahl der zu installierenden Zusatztanks je nach Einsatzbereich und Nutzlast wählen. Projekt Phoenix Präsident Mike Cappuccitti sagte, die Gruppe entschied sich für die 737-800 aufgrund der typersquos Popularität und starke Wahrscheinlichkeit, dass es eine zunehmende Anzahl von Flugzeugen kommen auf den Markt. Ldquo Das Flugzeug hat alle Voraussetzungen für unser Programm. Es ist eine neue Generation 737. Es erfordert wenig in der Art von Avionik-Upgrades. Es hat winglets und wir können die Strecke und die Nutzlastfähigkeit abhängig von unseren customerrsquos spezifischen needs. rdqu ändern, die er sagte. Ein wichtiger Markttreiber, glaubt das Unternehmen, wird die Notwendigkeit für steuerliche Vorsicht in Zukunft VIP-Flugzeugkäufe sein. LdquoThe Phoenix LBJ stellt herausragenden Wert und Qualität dar. Es wird viele Millionen Dollar weniger als vergleichbare neue Flugzeuge ohne Kompromisse in der Qualität sein, sagte rdquo Project Phoenix Chairman John Lawson. Das Unternehmen erwartet, dass bis Ende 2010 ein vollständiges Datenpaket zur Verfügung steht, nachdem eine Komplettierungsanlage nach dem umfassenden RFP-Prozess ausgewählt wurde. Mike Creed, sagte VP Business Development, ldquoWe erwarten einen offiziellen Start auf der 2010 MEBA Show in Dubai, aber wir sind bereit, Vorgespräche mit interessierten Kunden jetzt beginnen. In der Tat reden wir bereits mit mehreren potenziellen Käufern. rdquo 18 Mrz 2010 - Boeing wahrscheinlich 737, 777 Produktionsraten Boeing steigt auf steigende Produktionsraten für die 737 und 777 Familien mit Entscheidungen erwartet von Mitte des Jahres, Boeing Commercial Airplanes lehnt Präsident und CEO Jim Albaugh sagte gestern. Die aktuelle 737 bauen Rate ist 31,5 Einheiten pro Monat und das Unternehmen erwartet, eine Entscheidung im Juni zu treffen, ob es zu erhöhen. Letzte Woche verkündete Airbus, daß es die A320 Rate bis 36 pro Monat von 34 ab Dezember (ATWOnline, 10. März) nahm. Im Gespräch mit Medien in den Büros von Boeings Arlington, Virginia, erklärte Albaugh, dass wir vor einigen Jahren eine bewusste Entscheidung getroffen haben, mehr Flugzeuge zu verkaufen, als wir Produktionskapazitäten aufgrund der Wahrscheinlichkeit von Aufschiebungen und verfallenen Optionen herstellen konnten. Als Ergebnis ist die Produktion ausverkauft für 2010-11 und quotwere überbucht in 2012.quot Auf der 777, sagte er, quotStay abgestimmt. Im April werde ich eine Entscheidung treffen. Wir haben drei 777 Kampagnen und ich denke, dass es eine sehr gute Chance gibt, die wir die dreifache 7 Rate als well. quot erhöhen werden. Der Hersteller zZ trimmt die monatliche Rate zu fünf von sieben, notierte er und hinzufügend, abhängig von unserer Entscheidung im April es Wird etwa 15 Monate dauern, um Rampe up. quot Er sagte, es wird etwas länger dauern, um die 737 Rate zu erhöhen. Albaugh signalisierte auch eine härtere Verhandlungshaltung beim Verkauf von Flugzeugen. In dem, was Beobachter nahm, um ein Hinweis auf die letzten Jahre gescheitert Ryanair 737 Kampagne (ATWOnline, 21. Dezember 2009), sagte er, "Wir könnten 200 weitere Flugzeuge verkauft im vergangenen Jahr. Und wir haben nicht die Befehle, weil die Leute wollten sie am unteren Rand des Zyklus prices. quot Bezugnahme auf die 787, sagte er, quotI glaube, wir verkauften die ein wenig billiger, als wir wahrscheinlich haben sollten. quot Ausarbeitung über das Thema, wies er Quotenrückstand von 3.400 Flugzeugen. Wir müssen nicht ein Geschäft tun, um die Produktionslinien laufen zu lassen. Wir bleiben diszipliniert. quot Boeing fährt fort, den Geschäftsfall für das Re-Engining der 737 zu studieren, aber fühlt sich nicht Druck, eine Entscheidung durch Farnborough zu treffen (ATWOnline, 10. März). Sollte es vorwärts gehen, tun alles, was ich kann, um die Anforderungen zu kriechen, so wird es nicht das Äquivalent zu einer großen Veränderung des Flugzeugs. Er stimmte zu, dass die CSeries 300 scheint auf dem 737-700-Markt ausgerichtet sein. Spekulationen widerlegen, dass Boeing nicht hart kämpfen wird, um seine Position im unter-150-Sitz-Markt zu verteidigen, sagte er: "Ich betrachte das 737-Geschäft, das wir haben und es ist einer der Eckpfeiler von Boeing Commercial und es ist ein Marktplatz, den wir sind Geht zu defend. quot 2 Feb 2010 - CFM56-7BE 150-Stunden-Blocktest im drohenden Zertifizierungsprogramm auf der Zeitplan-Zertifizierung von CFM Internationalrsquos fortgeschrittene neue CFM56-7BE-Motor läuft im Zeitplan. In den nächsten Wochen ist der Motor geplant, um einen 150-stündigen Blocktest zu beginnen, der den Weg für das Flugtestprogramm Anfang dieses Jahres ebnet. Ein Blocktest, der eine Zertifizierungsanforderung ist, ist einer der anstrengendsten, denen ein Motor unterworfen werden kann. Der Motor wird an der so genannten dreifachen Redline betrieben: maximale Ventilatorgeschwindigkeit, maximale Kerngeschwindigkeit und maximale Abgastemperatur. Dieser Test simuliert Bedingungen weitaus extremer als jemals im kommerziellen Dienst erlebt worden, um die Zuverlässigkeit und Haltbarkeit der Hardware zu validieren. Die erste vollständige CFM56-7BE-Typ-Design-Engine abgeschlossen Boden-Tests im Januar, und Motor Betrieb und Leistung war wie erwartet. Im zweiten Quartal dieses Jahres wird die ndash7BE Konfiguration ein 50-stündiges Flugtestprogramm auf GErsquos fliegendem Testbed in Victorville, Kalifornien beginnen. Engine certification is on schedule for mid-2010, paving the way for flight tests on the Next-Generation 737 planned for early in 2011, followed by aircraft certification and entry into service in mid-2011. The CFM56-7BE-powered Next-Generation 737 enhanced airplaneengine combination will provide a 2 percent improvement in fuel consumption, which, in turn, equates to a 2 percent reduction in carbon emissions. Additionally, the enhanced -7B will provide up to 4 percent lower maintenance costs, depending on the thrust rating. The CFM56-7BE engine enhancement program, which CFM International (CFM) launched earlier this year, is scheduled to enter airline service in mid-2011 to coincide with Boeing Next-Generation 737 airframe improvements. CFM is using advanced computer codes and three-dimensional design techniques to improve airfoils in the high - and low-pressure turbines to improve engine performance. In addition, CFM is improving engine durability and reducing parts count to achieve lower maintenance costs. 28 Jan 2010 - Changes to Boeing 737 management team SEATTLE, Jan. 28 PRNewswire-FirstCall -- Boeing (NYSE: BA) Commercial Airplanes President and Chief Executive Officer Jim Albaugh today announced organizational changes intended to strengthen the companys focus on both performance and long-term strategy. quotOur priorities for 2010 and beyond are clear, quot Albaugh said. quotWe must execute on our 787 and 747-8 development programs we must continue to perform on our ongoing production programs and in this increasingly competitive world, we must develop a clear vision and roadmap for both the single-aisle and twin-aisle marketplaces. quot Albaugh announced moves intended to strengthen execution of ongoing Boeing programs, including: Beverly Wyse was named vice president and general manager, 737 Program, also reporting to Shanahan. She replaces Mark Jenkins, who recently announced his retirement after 35 years at Boeing. Wyse most recently was vice president and general manager, 767 Program. She will continue to support the U. S. tanker program. Albaugh made further executive changes intended to stimulate future growth, saying in a message to employee message Thursday, quotDefining Boeings airplane product strategy is critical to our future growth. We need a clear vision and roadmap for both our single-aisle and twin-aisle offerings for the future. Also, in the global environment in which we operate, we need a sharpened situational awareness of macro-economic and geopolitical realitiesquot. Mike Bair will lead a newly created Advanced 737 Product-Development team, which will be responsible for planning the future of Boeings single-aisle offering. Bair most recently was vice president, Business Strategy and Marketing, Commercial Airplanes. 27 Jan 2010 - Boeing CEO: Actively Considering New Engine For 737 Boeing Co. (BA) on Wednesday said it plans to maintain production rates for its key 737 aircraft as it nears a decision on updating the model to fend off looming new competition. The company rebuffed speculation that the downturn in the airline industry and tight credit markets would force it to produce fewer 737s despite a bulging order book. Boeing will maintain existing 737 production and also look to provide new engines and other updates to refresh the product range. Chief Executive Jim McNerney said on a conference call that Boeing is quotactively consideringquot putting a new engine in the 737, a move that would be cheaper and quicker than an all-new aircraft. Boeing and rival Airbus have slipped the timescale for a new narrowbody aircraft by five or more years to 2020 to 2024. Airbus has said it will decide this year whether to re-engine its A320 family. quotIn this era of high fuel prices and productivity requirements, I think airlines are focused more on ongoing productivity than obsolescence. Many of these operators are anxious for us to move, quot McNerney said. Boeing and Airbus face intensifying competition in the narrowbody segment, which accounts for the bulk of their commercial aerospace profits. Canadas Bombardier is developing a larger new jet with more efficient engines, and an all-new Chinese airliner could also have an advantage over existing Boeing and Airbus models. Russian and Brazilian manufacturers are also eyeing the market. The new Bombardier C-Series expected to arrive in 2013 features a new engine from Pratt amp Whitney promising a 15 advantage in fuel efficiency over existing models. Boeing expects to deliver 460 to 465 commercial aircraft, down from 481 in 2009 after electing to trim output of its 777 widebody. Airbus reduced its production rate for A320 single-aisle family to 34 a month from 36 last October. It said there were no immediate plans to adjust it again, but will do so if necessary. Production of A330A340 widebodies is steady at around eight a month. After a slow year for new aircraft orders, discussions with customers are picking up a bit, McNerney said. A year ago, Boeing had expected to step in with 1 billion of aircraft financing in 2009 to help get planes out the door. It forecast a similar need for manufacturer financing this year. James Bell, Boeings chief financial officer, said Wednesday that Boeing Capital Corp. financed 800 million of aircraft in 2009, and now expects to provide less than 500 million of financing assistance in 2010. McNerney said commercial banks, lessors and other lenders all are in stronger-than-expected financial shape from last January. Boeing is sold out of new aircraft in 2010 and 2011, Bell said. While customers have canceled or deferred hundreds of new aircraft, he said the rate of deferrals slowed in the final quarter of 2009. 14 Nov 2009 - Boeing to install CMC EFBs in 737NGs, BBJs late next year Operators are expected to begin installing Esterline CMC Electronicsrsquo new 10.4-inch Class 2 PilotView electronic flight bag (EFB)ndashselected by Boeing for its Next-Generation 737s and BBJsndashon 737NGs starting in the third quarter of 2010, according to Esterline. Plans call for the Class 2 EFB system to come installed on production airplanes and be available for retrofit. Boeing has begun developing a common application suite and ground infrastructure for use across Class 1, 2 and 3 EFBs. The EFB contains all documentation and forms that pilots carryndashfrom aeronautical maps and charts, manuals, fault reporting and operations to minimum equipment lists and logbooksndashin digital format. ldquoThe news that Boeing will start to install the latest addition to our EFB product portfolio on Next-Generation 737s and BBJs in production next year strengthens our growing OEM supplier position, rdquo said Greg Yeldon, Esterline CMC Electronics president. CMCrsquos PilotView EFB stays powered during all flight phases, thereby improving productivity and reducing workload. It features an LED-backlit display delivering enhanced readability in all ambient lighting conditions. Authorities have issued more than 23 STCs for the PilotView 8.4-inch EFB on aircraft ranging from the Gulfstream V and IV and Bombardier Global ExpressXRS to the Boeing 737. PilotView stands as the sole OEM Class 2 EFB option at Dassault, Pilatus and Emivest Swearingen. Rockwell Collins has selected PilotView for the Bombardier Global platform, as has Embraer for the E 170190 program, and ATR for the ATR 42 and ATR 72 aircraft. 21 Jul 2009 - 737 production rate expected to remain steady Since the turn of the year, speculation about when (or if) the 737 production rate would be cut has thus far proven to be unfounded. Its value proposition has forced operators to realise that ldquoout with the old, in with the newrdquo mantra is an endearing philosophy. Letrsquos look at some of the figures this year. At the half-way mark, there have been around 500 Airbus and Boeing deliveries. Of that, 81 of those deliveries for Airbus comprised the A320 family and for Boeing, the 737 accounted for 77 of deliveries thus far. No question, narrowbody airplanes are leading the delivery charge as airlines phase out older jets and replace them with new-build ones that offer a raft of new technology, are more greener and efficient along with a much lower cost of operation. Boeing has the benefit of its single-aisle production being housed in one location, and not three. Despite a 737 production rate of just over 30-a-month, more deliveries are being brought forward than being pushed out, such as this deal with Copa Airlines demonstrates. Where Qantas once stepped in to take American Airlines 737-800 slots a few years ago, a role reversal today means that where the Australian airline has deferred a plethora of airplanes, American is speeding up retirement of its MD80 fleet by snaring freed up slots. Funding of course is a question, but in parallel to placing orders, much of the backstop financing and money for pre-delivery payments and progress payments continued to be readily available ldquoon taprdquo for those pre-2008 orders. The constant call for rate adjustments is not consistent with the marketplace. This cycle could be the first in history where jets less than 10 years old cut from the world fleet due to excessive capacity may never return to active service. There certainly isnrsquot chronic oversupply, nor has there been any significant downward pricing pressure on new or second-hand 737s. The key indicators will be deliveries from the second half of 2010 and beyond. Any slow down in replacement could be the trigger for delivery rate adjustments ndash and even that is by no means a certainty with many speculating that the ldquogreen shootsrdquo of recovery are not that far away. Critically, any 737 rate revision will not exceed the 15-20 window. Boeing still derives plentiful economies of scale on its most productive and efficient assembly line. One of the fundamental reasons why the 737 will continue to both capture orders and maintain rates is because of consumer spending. With this downturn, businesses are just not prepared to pay vast sums of money to fly execs around anymore (witness the collapse in premium traffic just about anywhere). In Europe, Ryanair has long been poised to churn its existing 737-800 with up to a couple hundred more of the same ndash low cost carriers are driving the growth and could in turn spur the revival of fractional ownership too. In the absence of orders, if Ryanair does, as expected, go for more 737s, just why would Boeing need to cut rates when one of their biggest customers simply wants more 737s as quickly as they can be built With Copa Airlines taking delivery of its new 737s from 2012 through 2015 and exercising its options between 2015-17, it takes less customers than some think to keep the Renton line ticking over as nicely as it has done since the woes it had in the late 1990rsquos. If Boeing has learned lessons with its product portfolio, then the 737 is streets ahead of the sceptics and certainly doesnrsquot have to pay attention to rate cuts that are incompatible with whatrsquos going on in the market. 03 Jun 2009 - Northern Air Cargo 737-200s First with WAAS Northern Air Cargo said it has implemented the new Wide Area Augmentation System technology, which will let its Boeing 737-200 jets follow more direct flight paths and increase their ability to land safely in low-visibility conditions. The Federal Aviation Administration developed the technology, Northern Air said. Its 737-200s are the first Boeing aircraft in the United States equipped with the technology, the Anchorage cargo airline said. The technology will save Northern Air money, improve its service and lessen its environmental impact, the airline said. 12 May 2009 - 737 AEWampC Wedgetail gets STC Boeingrsquos 737-based airborne early warning and control (AEWampC) aircraft has received its supplemental-type certification (STC) from FAA, marking the first time one of the companyrsquos larger battle management platforms has received this commercial approval rating. ldquoItrsquos a big milestone for us, rdquo Boeing AEWampC business development senior manager Egan Greenstein says. The STC, received May 11, is an amendment to the 737-700IGW (increased gross weight) certification and means the substantially modified aircraft meets all FAA standard airworthiness requirements. Approval also means pursuing international sales and deliveries will be considerably easier, and comes as Boeing awaits the outcome of an independent study into the aircraftrsquos Northrop Grumman-developed multirole electronically-scanned array (MESA) radar. Commissioned by the Australian government, the MIT Lincoln Laboratory study is evaluating the baseline architecture of the MESA surveillance system and its abilities. The report was prompted by a series of long-running delays to the program, which was launched with a development contract in 2000 by the Royal Australian Air Force (RAAF) for its Wedgetail AEW requirement. The first pair of six Wedgetail 737s are now slated for delivery in November, roughly three years later than originally planned. If the study returns a negative verdict, Australian reports suggest this could give the RAAF a legitimate reason to cancel the program. But Greenstein expresses confidence and notes significant re-engineering two years ago. ldquoWe feel confident about our foundation, and that wersquore on the right path, and that there are no weaknesses in the system, rdquo he says. ldquoWe have been implementing fixes to improve performance. rdquo Boeing is currently working through acceptance tests on the radar and continues to introduce periodic software drops as the program moves toward first deliveries. ldquoAny changes wersquore doing now are minor fixes, rdquo Greenstein says, adding that the early development phase faced issues with radar tracking and integration. ldquoIn 2000, when we started, the maturity of the radar system was not as far along as wersquod have hoped, rdquo he concedes. Boeing and the RAAF also are working through initial data collected from the aircraftrsquos first realistic operating exercise. Wedgetails took part in a military operational utility demonstration called Arnhem Thunder from late April to last week, based out of Darwin in the Northern Territories. Working with air, ground and sea forces, the aircraftrsquos crew controlled multiple engagements over six sorties. Developmental test and evaluation work also is under way on the first of four Turkish Peace Eagle AEWampC aircraft at Boeing Field. Deliveries of the Turkish aircraft are expected to begin in 2010, while the first of four South Korean Peace Eyes are due to enter service in 2011. The remaining three Korean aircraft are scheduled for delivery by the end of 2012. Negotiations, meanwhile, continue with the United Arab Emirates over the potential sale of from two to four AEWampC aircraft, while Boeing has also responded to a request for information from India. 28 Apr 2009 - Boeing Unveils Performance amp Comfort Changes to 737NGs SEATTLE, April 28, 2009 -- Boeing unveiled Tuesday enhancements to its 737 single-aisle jet that should modestly boost fuel performance and significantly improve the passenger experience. The good news for travelers on this workhorse of domestic flights is the new passenger cabin will have lots more room overhead: No more hunching under the luggage stow bins as you exit your seat or wait for other passengers to disembark. The package of enhancements is designed to refresh the 737 brand now that Boeing has pushed out a replacement jet at least until late in the next decade. The changes include improvements to the engine made by CFM, a joint venture between General Electric and Snecma of France. But with this announcement, it appears Boeing has ruled out a major redesign of the airplane to enable it to fly with Pratt amp Whitneys all-new quotgeared turbofanquot engine. quotWe have a dynamite partnership with CFM, quot said John Hamilton, chief engineer on the 737. quotWere going to stick with them. quot The new 737 cabin design, dubbed the quot737 sky interior, quot is modeled on the innovative 787 Dreamliner passenger cabin. It includes blue mood lighting and brighter colors. And it replaces the shelflike stow bins with sharply curved pivoting bins of the type introduced on the 777 jet 15 years ago. When opened for loading, they pivot down to about the same height as bins used today. But when closed, they tuck high into the corner of the cabin and remove that low overhang that makes it impossible to stand fully upright even in the aisle seat. The new 737 interior will roll out late next year. It will be standard on jets going to new customers, but optional on airlines already having 737s. Some may choose to keep all their cabins looking alike, rather than switch. Airlines already signed up to get the new cabin are Continental Airlines in the U. S. FlyDubai of the United Arab Emirates, GOL of Brazil, Lion Air of Indonesia, Malaysia Airlines, Norwegian Air Shuttle and TUI Travel of London. Fuel burn may matter more to airlines like European budget carrier Ryanair, a top 737 customer known for its commitment to low prices with minimal service and comfort. Boeing is targeting a 2 percent reduction in fuel consumption by 2011, through a combination of airframe and engine improvements. Structural improvements mdash refining the aerodynamic shape of the wheel well, the wing control surfaces, an exhaust outlet and even the red warning light on top of the fuselage mdash will reduce drag on the airplane. On the engine, Boeing has designed a shorter exhaust nozzle and an elongated plug at the back to reduce drag. The overall reduction in drag will reduce fuel consumption by about 1 percent. CFM claims its improvements to the engine innards mdash taking out some of the blades and reshaping others to improve air flow mdash will provide the remaining 1 percent fuel-burn improvement and also reduce maintenance costs about 4 percent compared with the current engine. The enhanced engine is expected to enter service in mid-2011. 16 Apr 2009 - RAAFs Wedgetail future on the line Max Blenkin April 16, 2009 - 3:45PM The future of the RAAFs 3.45 billion Wedgetail airborne early warning and control (AEW and C) aircraft project is on the line. Defence is soon to receive a series of reports which could lead to cancellation of the troubled project, now running three years behind schedule. Should that occur, the loss to the Commonwealth would dwarf the disastrous Seasprite project, cancelled last year at a cost of 1 billion. It would also leave Australia without long-awaited AEW and C aircraft, a vital element of future air combat capability. Warren King, general manager of programs for the Defence Materiel Organisation, said the Wedgetail program remained very challenged and under intense pressure from Australia and prime contractor Boeing. Mr King said the two key problems related to performance of the aircrafts advanced MESA radar and the electronic surveillance systems. He said defence had commissioned the Massachusetts Institute of Technology Lincoln Laboratory to assess radar performance and judge whether it could achieve the desired capability. As well, the RAAF will conduct tests of a Wedgetail aircraft under Australian conditions next month. The Lincoln report is imminent. Mr King said the intention was to assess this report, the RAAF trials and other tests conducted in the US to determine whether the radar technology could mature over time. quotIf it has no future there is no point going forward with it, quot he told a parliamentary committee. quotBluntly speaking, it would be - is there a future or not for this technology The extreme of that is to recommend to cancel the program. quot Mr King said much of Wedgetail was at or near doing exactly what it should. But it was clear some elements of Wedgetail radar performance would not meet RAAF technical specifications, but it wasnt clear by how much. quotWe still have to get air forces view about what does that shortfall mean operationally, quot he said. Mr King said defence and Boeing were aiming for an end of June deadline, although there might not be enough information to make a decision until July, August or even September. He said Australia was only paying the contract fee and the real issue was not having the military capability. The Boeing 737 Wedgetail was chosen in 1999 at the conclusion of a protracted project definition and procurement process launched in the 1980s. Australia opted for six Boeing 737 aircraft, each equipped with the advanced Northrop Grumman MESA radar which appeared to offer very considerable advantages over elderly rotating antenna radar systems on US E-2 and E-3 aircraft. But that required substantial development to produce a mature capability. Wedgetail was initially promised for delivery in 2006, but under a revised schedule the first aircraft should arrive this November with a limited capability suitable for training, but not operations. 31 Mar 2009 - Boeing 737 Certification For Kid-Systemes GSM On Board Technology HamburgBuxtehude - KID-Systeme, the leader in aircraft cabin electronics, recently announced at the Aircraft Interiors Expo that its GSM on Board inflight passenger communications system, used by OnAir, has received European Aviation Safety Agency (EASA) supplement type certification for Boeing 737 aircraft. The Boeing 737, is operated by more than 500 airlines including Ryanair, the first airline to commit to a full fleet deployment of Mobile OnAir. EASA supplement type certification for the B737, in service for Ryanair, follows certification for the OnAir mobile telephony system on the whole Airbus A320 family of single-aisle aircraft. Ryanair currently has over twenty aircraft flying with the KID-Systemelsquos GSM on Board equipment and OnAirs inflight passenger GSM voice and data services. Ryanair is in the process of retrofitting the equipment to the rest of its B737 fleet. The Boeing retrofit installation design and Supplemental Type Certification (STC) process was managed by KID-Systeme with its partner ECS. A key feature of the STC retrofit design is the use of an innovative distributed Line Replacement Unit installation concept, allowing the GSM on Board equipment to be installed during an aircrafts regular maintenance check. The design of this system enables activation during an over-night stop, meaning the aircraft does not have to be taken out of passenger service. The GSM on Board equipment has been designed to minimise weight and space usage, particularly in areas designated for passenger use. The GSM server is located in the electronics bay under the cockpit the leaky-line cable runs along the inside ceiling of the cabin and the satellite communications equipment, picocell and onboard control equipment are located above the ceiling panels in the aft fuselage. Patrick Schrot, Managing Director of KID-Systeme, said, This EASA certification demonstrates the excellence of the programme run by KID-Systeme and ECS. It has also paved the way for Ryanairs inflight passenger connectivity services and we have no doubt it will prove to be the tipping-point for the technologys wide-spread adoption. KID Systemes GSM on Board airborne equipment has already been in commercial use on Air France, bmi, Royal Jordanian, TAP Portugal and Wataniya Airways, with further airlines signed up to start the service in 2009 and 2010. It is unique in that it uses Inmarsats SwiftBroadband technology, providing passengers with the widest range of inflight communications services currently available. 24 Mar 2009 - IAIs Bedek Aviation Group Delivers First Boeing 737-400 Converted Freighter BEN GURION INTERNATIONAL AIRPORT, ISRAEL -- Israel Aerospace Industries (IAI) Bedek Aviation Group delivered its first B737-400 Bedek Special Freighter Configuration (BDSF) on March 15, 2009, to General Electric Commercial Aviation Service (GECAS). The aircraft has been leased to Bluebird Cargo based in Iceland. Bluebird already operates three B737-300BDSF aircraft. This is the 39th B737 conversion from Passenger to Freighter (P2F) aircraft performed by IAI to date. The conversion was performed at IAIs Ben Gurion Airport facility. IAI holds Supplemental Type Certificates (STC) from the Civil Aviation Authority of Israel (CAAI), the Federal Aviation Administration (FAA), and European Aviation Safety Agency (EASA). Dany Kleiman, IAI Corporate Vice President and General Manager of the Bedek Aviation Group, emphasizes that the Passenger to Cargo Conversion Program (B747-400, B767-200, B737-300 and now B737-400) is a core business of the Aircraft Division, and that in spite of the quotslowdownquot in the industry, IAI looks forward to many additional B737-400 conversion projects, including some this year. 15 Jan 09 - Boeing marks aerial refuelling first for 737 family Boeing has completed the first aerial refueling of the 737-700 Wedgetail airborne early warning and control (AEWampC) aircraft for Australia. The event marks the first aerial refueling of a member of the Boeing 737 family, a company spokesman says. The 737-700 Wedgetail received fuel from a Boeing KC-135 and Boeing KC-10. Boeing is scheduled to deliver the first Wedgetail aircraft to Australia more than two years late in July, but is likely to be further delayed to November. Boeing confirms that the programme is quotdriving toward the second half of 2009quot for first delivery, the spokesman says. The aircraft will be restricted to training missions until the electronic warfare system is delivered in 2010. 06 Jan 2009 - First biofuel from algae airliner flight tomorrow by a B737 US airline Continental says it will carry out the first biofuel flight by a commercial carrier using algae as a fuel source tomorrow. Previous airliner biofuel trials have used controversial first-generation feedstocks, seen as contributing to world hunger and deforestation, apart from a recent New Zealand test involving jatropha nuts. Continental says the flight will occur at Bush Intercontinental Airport in Houston, Texas, at 1115 AM local time tomorrow (7 Jan 2009). The aircraft in question will be a Boeing 737-800 equipped with CFM International CFM56-7B engines, and the biofuel mix used will be sourced from feedstocks including jatropha and algae. Continental say that this means the test will draw only on sustainable, second-generation fuel sources that do not impact food crops or water resources, and do not contribute to deforestation. In addition to airline execs, the event will be attended by Billy Glover, Boeings managing director in charge of environmental strategy. First-generation biofuels made from feedstocks such as corn or palm oil have come in for sustained criticism lately. It has been suggested that these fuels displace food production from farmland, driving up food prices and so causing hardship among the poor. The resulting desire for more farmland is also seen as contributing to deforestation. Convincing analysis has also suggested that developed nations - or those wishing to become developed one day - will simply never have enough arable land to fuel any significant proportion of their transport using crop fuels. This has led to the push for second-generation biofuels, ones not requiring the use of good farmland for production. Thus far the main candidate here has been oil from the jatropha nut, which might perhaps be cultivated in unused arid deserts not suitable for food production. A recent test by Air New Zealand has shown that jumbo jets will run on a 50-50 jatropha and normal jetfuel mix, but as yet there are not well-established large scale sources of the oily nuts and many are sceptical regarding the viability of the idea. The other headliner gen-2.0 biofuel feedstock is algae, which might be grown in large amounts on water surfaces - perhaps even on saltwater, avoiding the need to exploit possibly overstressed freshwater resources. To many in the avaiation industry of recent times, algae has been something of a holy grail - offering a way to avoid the high fuel prices seen last year and a possible get-out from tough carbon pricing regimes planned by such bodies as the European Union. Biofuel is one of the few technically feasible low-carbon avenues open to aviation: such options as hydrogen fuel and electric power would be hugely harder to use on aircraft than they are to implement in road vehicles. All of which means that tomorrows test by Continental should generate a good deal of interest - although the firm hasnt yet offered details of its algae feedstock, nor of how much of the fuel it provides. It is understood that the biofuel is provided by Honeywell subsidiary UOP, which is working on second-generation biojetfuel as part of the Airbus Initiative, and which has a US military contract aimed at renewable, securely sourced JP-8. 05 Jan 2009 - BBJ3 nearing completion Boeing recently completed work on the first BBJ 3, a larger business jet based on the Boeing Next-Generation 737-900ER. The airplane is now at DeCrane Aircraft in Georgetown, DE where it will receive its long-range auxiliary fuel system and a Head-up Display. The fuel system, new for the model, will undergo a two-month certification process at DeCrane. The airplanes final stop is at a completion center of the owners choosing, where it will receive a custom interior. The un-named customer will receive the completed airplane in 2009. The BBJ 3 has 1,120 square feet of floor space, and provides 35 percent more interior space and 89 percent more luggage space than the BBJ 2. The BBJ 3s range is between 5,435 nmi and 4,725 nmi, depending on the number of passengers flown. All BBJs are equipped with Blended Winglets (wing tip extensions), which reduce community noise, lower emissions and increase the airplanes range. The BBJ program focuses on features that help owners fly safely, efficiently, reliably and comfortably. Boeing currently is delivering BBJs with lower cabin altitude and Future Air Navigation System technology. Lower cabin altitude allows the cabin pressurization control system to regulate the cabin environment to equal a maximum cabin altitude of 6,500 feet so that passengers travel in greater comfort. Future Air Navigation System (FANS) streamlines communication between flight crews and air traffic controllers. FANS adds another layer of safety and efficiency to the global air transportation system, and allows BBJ owners to take more direct routes, shortening flight times and saving fuel. 01 Jan 2009 - Boeing considers 737 enhancements Boeing whose 737 is the worlds most widely flown plane, said its studying new product enhancements as replacement plans for the aircraft have been delayed toward the end of the next decade. The Chicago-based company is considering rolling out more changes to the current version of the jet as it has done since 2000, with improvements to performance, comfort and navigation, Russell Young, a spokesman in Seattle, said Wednesday. We will share the details of future enhancements when we have decided to implement them, Young said. Both Boeing and Airbus SAS have struggled to meet customers demands for a 20 percent reduction in operating costs for the 737 and the Airbus A320, short-haul planes that are the backbone of fleets for many airlines domestic routes. Enginemakers havent come up with technology yet that would ensure enough of a decrease in fuel burn and emissions, forcing planemakers to push back replacement plans until late in the next decade. With environmentalists and the slumping economy putting pressure on the industry, Boeing is considering a bridge model that would provide a 10 percent improvement until a replacement is ready, according to the current edition of Aviation and the Environment magazine. Aviation analyst Scott Hamilton reports that Boeing is considering a major upgrade of its popular 737 before it develops a new single-aisle aircraft to replace the workhorse plane. The upgraded 737, a fourth generation of an aircraft originally designed in the 1960s, would feature more fuel efficient engines, perhaps Pratt amp Whitneys new geared turbo-fans or CFMs new generation engine. If Boeing picks the geared engine, which is larger in diameter than the 737s present CFM engines, it could require substantial revisions to the design: new, taller landing gear to increase the clearance between the engine and the runway and perhaps a new wing and wing box. Any such update, of course, would include an updated cockpit and passenger amenities. Boeing and its rival, Airbus, have repeatedly delayed complete redesigns of their popular 737 and A320 aircraft saying the science of aircraft design hasnt advance enough yet to prompt the expenditure of billions of dollars to produce an aircraft only 10 percent or so more efficient than the planes being built now. A fourth-generation 737 would mean postponing the new single-aisle design until at least 2020 and give Boeings Renton plant at least that much more longevity. The Renton plant produces that 737. Boeing has said it likely will consider the Renton plant and other sites around the country for assembly of a totally new single-aisle plane. 22 Dec 08 - Boeing to Lead Southwest Airlines 737 Flight Deck Modernization Boeing NYSE: BA has been selected by Southwest Airlines as the lead integrator for the airlines 737-300-700 flight deck upgrade to incorporate advanced performance-based navigation capabilities. Boeings role will include design, installation and integration of new hardware and software from multiple suppliers, as well as flight testing and certification. Under this large-scale integration program, the 737-300 airplanes will be modified with new and enhanced avionics supplied by GE Aviation, Honeywell and Rockwell Collins. The Classic 737s will be equipped with GEs large area displays which use the latest in LCD technology and more closely align the 737-300 and 737-700 flight decks, creating commonality, and allowing the 737-300 to operate in the same preferred airspace as the newer 737-700s. The 737-300 enhancements will also position Southwest for additional features - currently under development - that will support future airspace requirements. Southwest Airlines, an industry leader in airline efficiency, also is making a fleet-wide commitment to Required Navigation Performance (RNP) operations, a navigation technology that enables an aircraft to operate within a tight corridor of airspace with Global Positioning System guidance. These RNP enhancements will help the airline reduce fuel consumption, enhance safety and situational awareness, and minimize aircraft emissions and noise resulting in improved efficiency and reduced costs. Southwest is a great airline and partner and were proud to support in their initiatives toward more efficient operations, said Kevin Schemm, vice president, North America Sales, Boeing Commercial Airplanes. Boeing is committed to working with our customers to introduce environmentally progressive lifecycle solutions. This upgrade program will enhance safety, situational awareness, and fuel efficiency, and it will allow greater training flexibility due to flight deck commonality, said Chuck Magill, vice president of Flight Operations at Southwest Airlines. But the bottom line is that our customers will benefit from better performance and continued low fares. As the original equipment manufacturer, Boeing is uniquely qualified to provide the lowest risk solution through its intellectual property, engineering and technical resources, world-class testing and certification capabilities and long term supplier relationships. 08 Dec 2008 - Algae to fuel Boeing 737 flight Continental Airlines has scheduled the first biofuel demonstration flight to include algae-derived fuel in the mix of fuel sources, for a Jan. 7 flight from Houston. The non-revenue flight by a Boeing 737-800 will be the first by a U. S. airline, and the first to involve a twin-engined airliner. Air New Zealand is expected to conduct its delayed biofuel flight, with a Boeing 747-400, by year-end. For the Continental flight, one of the 737s CFM International CFM56-7B engines will burn a blend of 50 traditional jet fuel and 50 biofuel produced from algae and jatropha oil. Air NZ will use a 50:50 blend of Jet-A1 and jatropha-derived biofuel. Both algae and jatropha, an inedible plant that grows on arid and non-arable land, are regarded as sustainable, second-generation biofuel sources that do not impact food crops or water resources and do not contribute to deforestation. The fuel for both trials has been produced using processing technology developed by Honeywell company UOP. The jatropha oil for both flights was sourced by Terrasol from plantations in southeastern Africa and India. The algal oil was provided by Sapphire Energy and was produced from microalgae grown on open ponds in Hawaii by Cyanotech, says UOP. The algal and jatropha oils were mixed then processed into biofuel, the company says. Continental test pilots will crew the passenger-less 737 for the demonstration flight with the No. 2 (right) engine burning biofuel. Tests will include accelerationsdecelerations, in-flight shutdown and restart and other procedures. Data recorded during flight and post-flight inspection of the engine is expected to contribute toward the eventual approval of biofuels as drop-in replacements for jet fuel. Standards body ASTM International anticipates approval of 50 biofuel blends by 2010. 14 Nov 2008 - Uncoated nutplates in production cause further delays Boeing which is ramping up airplane production after a costly strike, said Thursday that it was delaying delivery of 737 jetliners and planning to inspect some in service to replace parts that lacked a required anti-corrosion coating. The uncoated nut plates, small fastening devices used to attach bundles of wires and other items to the inside of fuselages, had been used since August 2007, said Vicki Ray, a company spokeswoman. Boeing delivered 394 of the planes between then and October, according to Chicago-based Boeings Web site. The parts do not pose an immediate safety risk, she said. Boeing was notfied about the problem by Spirit AeroSystems Inc. a Wichita, Kan. firm that builds wing and fuselage components. quotWere replacing them as we find them, quot Ray said. quotAlso to be addressed is the in-service fleet, and were still working on a plan for that. quot 14 Aug 2008 - First BBJ3 completed Boeing NYSE: BA recently completed work on the first BBJ 3. The BBJ 3 is a new, larger business jet based on the Boeing Next-Generation 737-900ER (Extended Range). The BBJ 3 has 1,120 square feet (104 square meters) of floor space, and provides 35 percent more interior space and 89 percent more luggage space than the BBJ 2. The BBJ 3s range is between 5,435 nmi (10,066 km) and 4,725 nmi (8,751 km) depending on the number of passengers flown. The airplane is now at DeCrane Aircraft in Georgetown, Del. where it will receive its long-range auxiliary fuel system and a Head-up Display. The fuel system, new for the model, will undergo a two-month certification process at DeCrane. The airplanes final stop is at a completion center of the owners choosing, where it will receive a custom interior. The un-named customer will receive the completed airplane in 2009. All BBJs are equipped with Blended Winglets (wing tip extensions), which reduce community noise, lower emissions and increase the airplanes range. The BBJ program focuses on features that help owners fly safely, efficiently, reliably and comfortably. Boeing currently is delivering BBJs with lower cabin altitude and Future Air Navigation System technology. Lower cabin altitude allows the cabin pressurization control system to regulate the cabin environment to equal a maximum cabin altitude of 6,500 feet so that passengers travel in greater comfort. Future Air Navigation System (FANS) streamlines communication between flight crews and air traffic controllers. FANS adds another layer of safety and efficiency to the global air transportation system, and allows BBJ owners to take more direct routes, shortening flight times and saving fuel. Boeing has been selling its entire line of commercial airplanes to private aviation since the beginning of the jet age. In addition to the narrow-body BBJs, Boeing also sells VIP versions of its 787, 777, 767 and 747-8 models. All of Boeings business jets include top-notch product-support and dedicated field service representatives located around the world 04 Aug 2008 - 737NG Carbon Brakes Earn FAA Certification SEATTLE, Aug 04, 2008 PRNewswire-FirstCall via COMTEX -- Boeing (BA:Boeing Co. News, chart, profile, more Last: 61.36-0.65-1.05 4:01pm 08042008 Delayed quote dataAdd to portfolio Analyst Create alertInsider Discuss Financials Sponsored by: BA 61.36, -0.65, -1.0) announced that it earned certification last week from the U. S. Federal Aviation Administration for its new carbon brakes designed for the Next-Generation 737. The brakes, supplied by Messier-Bugatti, also entered service last week when Boeing delivered a Next-Generation 737-700 to Delta Air Lines -- the first of 10 737-700s the airline will receive over the next several years. Carbon brakes weigh 700 pounds (320 kg) less than high-capacity steel brakes for Next-Generation 737-700, -800 and -900ER (Extended Range) airplanes and 550 pounds (250 kg) less than standard-capacity steel brakes for Next-Generation 737-600s and -700s. Reduced weight contributes to reductions in associated fuel burn and CO2 emissions depending on airline operations. Delta Air Lines is coupling lighter-weight carbon brakes with drag - and emissions-reducing Blended Winglets (wing tip extensions) to improve operating and fuel efficiency simultaneously on its Next-Generation 737s. Deltas stated goal is to have greater flexibility to serve more markets with existing aircraft, further enhancing the largest international expansion in Deltas history. Carbon brakes are the most recent enhancement that Boeing is offering on its Next-Generation 737. Since its entry into service, Boeing has introduced product enhancements that improve performance, navigation precision and passenger comfort on the Next-Generation 737. 29 Jul 2008 - Honeywell delivers NGS to Boeing Jul 29, 2008 (AIRLINE INDUSTRY INFORMATION via COMTEX) -- HON Quote Chart News PowerRating -- Honeywell (NYSE:HON), a diversified technology and manufacturing company, has announced that it has delivered the Nitrogen Generation System (NGS) for the Boeing Next-Generation 737 aircraft. The NGS is intended to reduce flammability and thus increase aircraft safety through delivering nitrogen enriched air to the aircraft centre fuel tank. The US Federal Aviation Administration, Department of Transport and National Transportation Safety Board recently announced that within two years all new aircraft must have technology to reduce the risk of centre fuel tank fires installed. 21 Jul 2008 - First flight of Turkish modified Peace Eagle The Boeing Company NYSE: BA has successfully conducted the first flight test of the first 737 Airborne Early Warning and Control (AEWampC) aircraft modified by Turkish Aerospace Industries (TAI) in Ankara for Turkeys Peace Eagle program. During the 2.5-hour flight from Ankara on July 16, pilot Ron Johnston and first officer Mark Mitchell performed a series of functional tests that verified the airworthiness of the aircrafts systems and structures. The aircraft included newly installed aerial refueling capability, an advanced Multi-role Electronically Scanned Array (MESA) antenna, ventral fins and mission system equipment. This flight is a tribute to the skill and hard work of TAI while successfully executing a very complex modification effort in transforming a 737-700 into an AEWampC platform, said Mark Ellis, Boeing Peace Eagle program manager. Boeing will validate the aircrafts mission system over the next several weeks, before painting the plane with Turkish Air Force markings. The Peace Eagle program includes four 737 AEWampC aircraft plus ground support segments for mission crew training, mission support and system maintenance. Boeing modified the first aircraft at its facilities in Seattle. TAI is modifying the remaining three aircraft in Ankara. The 737-700 features 21st century avionics, navigation equipment and flight deck features. Because of its advanced technology, the aircraft requires minimal downtime for maintenance. The 737 series has a worldwide base of suppliers, parts and support equipment. In addition to Northrop Grummans MESA antenna with integrated identification friend-or-foe capabilities, the aircraft features a flexible, open architecture for cost-effective future upgrades, an extensive communications suite and aerial refueling capability. A unit of The Boeing Company, Boeing Integrated Defense Systems is one of the worlds largest space and defense businesses specializing in innovative and capabilities-driven customer solutions. Headquartered in St. Louis, Boeing Integrated Defense Systems is a 32.1 billion business with 71,000 employees worldwide. 14 Jul 2008 - FMC U10.8 completed by GE Jul 14, 2008 (M2 EQUITYBITES via COMTEX) -- GE Quote Chart News PowerRating -- The new flight management system (FMS) software Update 10.8 for the Boeing 737 Next Generation aircraft has been completed by GE Aviation an operating unit of General Electric Company (NYSE:GE), the company announced on Sunday (13 July). Production incorporation of the U10.8 FMC software is scheduled for Airplane Line Position 2753 and on. Airplane Line Position 2753 is scheduled to be delivered in October of this year. Boeing Service Bulletin 737-34-2104 is expected to be released within thirty days after delivery of Airplane Line Position 2753. 23 may 2008 - Boeing pushes back design development of 737 replacement jet By Dominic Gates Seattle Times aerospace reporter Boeings schedule for developing a replacement for its Renton-built 737 narrow-body jet has officially been pushed out some years into the future. The company in 2006 created a team led by top executives to do preliminary studies on the replacements design configuration. But Boeing has decided that effort is premature. Spokeswoman Sandy Angers said Thursday the study team has been absorbed into the broader product-development unit and has shifted from specific airplane designs. Instead, Boeing is focused on finding technologies that might provide performance improvements of 15 to 20 percent that are demanded by airlines to justify launching a new jet. quotWeve reduced our airplane-design effort and are focusing more on the technology breakthroughs, quot said Angers. quotWe need technology breakthroughs in engines, aerodynamics, materials and other systems. quotYou cant simply shrink the 787 and expect the same benefits for the narrow-body market, quot Angers said. quotWeve got difficult challenges. quot The use of a 787-style composite plastic material, for example, wont offer as big a weight improvement on a much smaller jet. Angers wouldnt pin down a new target date for the 737s replacement beyond quotthe latter half of the next decade, quot but delivery to airlines could now be closer to 2020 than the previously anticipated 2015. In an interview Tuesday with aviation analyst Scott Hamilton, Airbus chief operating officer and top salesman, John Leahy, cited 2020 as the likely delivery date for a replacement of the rival A320 jet family. The A320 and the 737 divide the narrow-body market. A program to replace one of those with a new model is expected to trigger replacement of the other. The 737 is Boeings best-selling jet with just over 5,700 delivered to date. With almost 2,200 more on firm order, the production schedule is full well into 2014. Hamilton, of Leeham. net, said pushing out the 737 replacement could mean Boeing would first upgrade its wide-body 777 to counter the threat from the Airbus A350 mdash either with significant enhancements to the 777 or with an all-new large airplane. In late 2005, Alan Mulally, then-chief executive of Boeing Commercial Airplanes, said the company would develop a post-737 single-aisle jet to enter service between 2012 and 2015. The next spring, he named top executive Mike Cave to head a 737-replacement study team. Carolyn Brandsema, director of 737 engineering, was put in charge of developing the airplane and production concepts. Last fall, Cave was promoted to a corporate position in Chicago. Angers said Brandsema is back working on the current 737. The shift in the study teams role was first reported this week in the trade magazine Aviation Week. Addressing an audience of Wall Street analysts in Seattle on Wednesday, Boeing Commercial Airplanes CEO Scott Carson insisted the effort to develop a 737 replacement has not been abandoned, only pushed out to ensure that what results has a long market life. quotWere continuing our research effort until we find the right solution, quot Carson said. quotIt has to be a 25-year product. quot 18 May 2008 - Boeing Goes Back to Drawing Board for 737 Follow-on By Guy Norris and Robert Wall - Aviation Week Boeing is abandoning its long-running effort to devise a successor to the 737, driven back to the drawing board by the lack of existing technology that can deliver the huge leap in performance airlines want for a next-generation single-aisle aircraft. The decision to disband the 737RS (replacement study) design project, because it fell short of critical performance targets, has implications beyond Boeing. It will likely influence how Airbus moves forward on its A320 replacement effort, the A30X. For airlines, it means an even longer wait until a 737 or A320 follow-on hits the market. For Boeing, the focus now switches to more fundamental research into aerodynamics, composites and other advanced alloys and hybrid materials, systems and propulsion in the hope that concepts will emerge to meet the challenge. The manufacturer openly admits the change of strategy, saying, quotWe know customers are demanding really high targets for this aircraft, and we know that with the state of technology, were not going to get there anytime soon. quot As a result, Boeing adds, quotWere focusing on technology efforts and reducing the aircraft design effort while the technology matures. quot The transformation of the 737RS project into a more sweeping technology study effort is sparking industry speculation that this will inevitably push any prospective development of a 737 successor toward 2017-19. Boeing declines to be more specific on the impact of the decision or the potential for further slippage. It simply says, quotWe expect the rate of this technology development to be available in the latter part of next decade, and weve said this will be no earlier than 2015.quot Boeings 737RS study emerged from the product development groups P-1 project of the late 1990s, and was later absorbed as a subset of the Yellowstone project. Further details came out in early 2006, when Boeing named key executives to the project, including Mike Cave, vice president for airplane programs, and Carolyn Brandsema, head of aircraft and production system studies. At the time, Boeing was still targeting a 2012-15 entry-into-service window, and was starting to explore splitting the project, renamed 737RS, into two portions covering a 90-120-seater and a larger family bridging the gap between 125 seats and the lower range of the 787. Studies to date combining the best technology advances in materials, propulsion, aerodynamics, structures and systems have produced results that, according to industry sources, fail to get even halfway toward Boeings original operating cost, fuel burn and emissions goals. The most realistic design scenarios have produced overall operating cost improvements of only around 10 versus current 737-700800 performance. Boeing has not publicly stated the 737RS targets, but they are believed to be cost reductions in the 20-25 range. A company official clarifies, however, that quotyou cant just do a shrink of the 787 its not as easy as that because of the different missions, higher cycles and shorter range. You cant shrink the 787 because of the systems. You need volume to handle the systems on the 787. With this study, we really need breakthroughs. quot 3 May 2008 - Boeing Completes 737 Carbon Brakes Certification Testing Next-Generation 737 Operators Benefit from Reduced Weight, Emissions SEATTLE, May 02, 2008 -- Boeing NYSE:BA recently completed certification testing of new carbon brakes designed for the Next-Generation 737 airplane family by French supplier Messier-Bugatti. A Next-Generation 737-900ER (Extended Range) airplane is shown performing a high-speed rejected takeoff test, designed to verify that an airplane at maximum weight with greatly worn brakes can stop safely after a refused takeoff decision. Boeing will submit the test results to the U. S. Federal Aviation Administration for certification the second quarter this year. Entry into production is expected by third quarter. Boeing will offer a retrofit program for airplanes already in service. Through a month-long test program, Boeing reached its goal to show equivalent performance between steel and carbon brakes, and verified a weight savings of 700 pounds (320 kg) compared to high-capacity steel brakes for Next-Generation 737-700800900ERs, and 550 pounds (250 kg) on standard-capacity steel brakes for Next-Generation 737-600700s. Reduced weight contributes to reductions in associated fuel burn and CO2 emissions depending on airline operations. The Messier-Bugatti carbon brakes are available as a new feature. 27 Apr 2008 - Arlanda and Brisbane Airports Pursue RNP and 4D Trajectories By David Hughes Aviation Week amp Space Technology The key building blocks of global air traffic system modernization should be deployed at airports on two continents by year-end. The pioneering projects show why theres no need to wait a decade or more to lower fuel burn, emissions and noise while boosting runway capacity. The 4D trajectories (4DTs) and Required Navigation Performance (RNP) approaches are being implemented at Arlanda Airport here and Brisbane Airport in Australia. These medium-size facilities are good testbeds because of their mixed traffic and complex airspace. Scandinavian Airlines Boeing 737NGs are using 4D flight paths at Arlanda along with continuous-descent, or quotgreen, quot approaches. (quot4Dquot denotes the three spatial dimensions plus a required time of arrival over the threshold.) SAS has logged about 2,000 green approaches with area navigation (RNAV). Qantas, meanwhile, has exploited more precise satellite guidance during more than 8,000 RNP RNAV approaches at Brisbane, with the resulting savings in fuel and emissions (see p. 56). The LFV Group, Swedens air navigation service provider, is leading the Arlanda effort with SAS, while Airservices Australia is overseeing the Brisbane project with Qantas. Now SAS and LFV plan to add RNP to the 4DT demonstrations in the second half of this year, and Qantas will include 4DT in its RNP demos, according to Capt. Alex Passerini, the technical pilot in charge of Qantass 737 fleet. Airservices has not yet made a firm commitment to the 4DT effort but is talking to Qantas about assisting. Both Arlanda and Brisbane will then probably showcase the best of both techniques. The two airports fielding of RNP and 4DT later this year contrasts markedly with the timelines of Europes Sesar (Single European Sky Air Traffic Management Research) program and the U. S.s NextGen modernization effort. Their program-completion targets are 2020 and 2025, respectively. But as many ATC experts assert, technology is not a hurdle for Sesar and NextGen: Much of it is already available, and at Arlanda and Brisbane, the idea is to use it now. Its noteworthy that the air navigation expertise needed to make 4DT happen at both airports comes from a small, advanced technology consulting company - Avtech - in the suburbs of Stockholm (see p. 55). And the RNP know-how is from another small company - Naverus in Kent, Wash. Not surprisingly, Avtech and Naverus are strategic partners on a wide range of advanced air navigation projects around the world. 4DT involves the transmission of the aircrafts quotreference business trajectoryquot (see drawing on p. 54) to controllers, who approve it whenever possible but often with adjustments to the time when the aircraft is required to touch down. RNP involves the use of GPS to position the aircraft on a precise flight track that can take the aircraft to 250 ft. AGL on a customized path that reduces track miles flown. Avtech leaders Lars Lindberg and Christer Staaf are confident that 4DT is much closer to being implemented permanently in day-to-day operations than many people realize. And the RNP procedures Naverus has designed for Qantas, Air New Zealand, Air China, WestJet and others are already proving that the technique is mature and ready for applications that are not fully understood in much of the civil aviation community. At Arlanda, the RNP4DT combination is expected to be much more than some laboratory experiment writ large. quotWe have passed the laboratory stage, quot says Lindberg, even though his companys 737 simulator is being used to refine the algorithms and procedures. And now, two other European airnav service providers are involved in the combined RNP4DT flights that will start soon. NATS of the U. K. and the Netherlands LVNL will help to design the flight trials, so the results will show how the same operational concepts would work at London Heathrow and Amsterdam Schiphol. Lindberg says RNP and 4DT could facilitate mixed-mode operations at Heathrow so that takeoffs and landings could be performed on the same runway - a move that British Airways and BAA Ltd. which operates Heathrow, have said could boost capacity there by 15. Arlandas 4DT project started in 2006 with funding from the European Commission. Partners were LFV, SAS, Avtech, Boeing Research and Technology Center of Madrid, Rockwell Collins France and GE Aviation. During 2006-07, 2,000 green approaches were flown into Arlanda. These continuous-descent procedures keep aircraft at cruise altitude longer compared with conventional approaches, and then bring them down at or near idle power until they are configured for landing. The flights used a sequencing tool called Collaborative Information Exchange System to allow controllers to interact with the aircraft over an Acars (aircraft communications addressing and reporting system) data link, starting about an hour before touchdown. Lindberg says Acars is suitable for the current demonstrations even though its not designed for time-critical applications. The next generation of data link, coming with Sesar, will clearly improve this aspect of operations. Once the trajectory is downlinked to the ground, the controller can see the path that the aircraft intends to follow. If the estimated time of arrival is in conflict with the needs of other arriving traffic, the controller can make adjustments and send a revision (known as a required time of arrival, or RTA) back to the cockpit. From 1 hr. before landing, controllers have what Staaf calls quotsix minutes of control authority. quot This means the controller can command the airplane to speed up or slow down to hit an RTA within a 6-min. window. quotThis enables the air transportation system to work like a real logistics system, quot says Lindberg. Controllers can direct aircraft (similar to packages in a supply chain) to arrive at a certain runway quotjust in timequot much more efficiently than they can now. Currently, controllers sort out the lineup of aircraft when theyre at low altitude (burning lots of fuel) by giving the pilots radar vectors, notes Staaf. Now, as time-based operations are being added to the mix at Arlanda, the focus is shifting to Eurocontrols CTA (controlled time of arrival) ATM System Integration Studies, or Cassis. This 15-month project involving flight trials at Arlanda will start next month using an RNP procedure to Runway 26 with 4DT techniques and wind uplinks. The 4D trajectory thats sent to the ground comes from the flight management system (FMS) made by General Electric. GE modified the software in the FMS (formerly a Smiths product) and introduced the quotintent busquot that makes it possible to send the trajectory calculation to the ground. It includes not just a series of waypoints, but a much more complete set of data defining the aircrafts intended trajectory from cruise altitude to touchdown. This is called the quotreference business trajectoryquot because it reflects what the airline is seeking in a flight path for the greatest efficiency in the way it wants to run its operation. For example, the flight management computer has a cost index set by the airlines to balance the time-variable cost versus the fuel cost. The data set includes everything from the Vref approach speed to when the aircraft will be configured for landing, and even the exact radius of each turn the airplane will make. The computers on various flight decks form a distributed network linked to the ground where a computer can mesh all the data into an overall arrival sequence for review and approval by a controller. Avtech believes distributed computing produces a better arrival sequence than having a computer on the ground devise all the flight paths by itself with no input from the aircraft, and then transmitting instructions to the flight decks. The other method is the quottailored arrivalquot concept now being tested at San Francisco and Miami international airports. Lindberg points out that when ATC calculates all the flight paths on the ground and uplinks them to the cockpit, this creates a much quotheavierquot data-transfer load. The Sesar modernization effort sees the quotbusiness trajectoryquot as the quotcoin of the realmquot that will be the keystone of how flight operations will be run in the future. Controllers will allow the airplane to fly the requested path whenever possible. The holy grail is to increase the number of aircraft an airport can handle. By relying on automation, quotwe can deliver that required time of arrival at the runway day in and day out, and increase airport capacity, quot says Lindberg. Using 4DT techniques and interleaving takeoffs and landings, many runways could achieve up to 30 landings and 30 takeoffs per hour, he asserts. By interleaving operations, the quothighly efficientquot Gatwick is already at 50 movements per hour on the airports only runway, he says. In the next phase of flight demonstrations, GE will add an avionics box to an SAS 737 to record all of the calculations going on inside the flight management computer. Until now, the partners relied on data from a quick-access recorder, but information from this new box quotwill give us all of the answers to whats going on in the FMS and help us understand wind effects on the approach, quot says Lindberg. The green trials started in 2006 in low traffic with SAS 737s but the next phase will target higher traffic periods at Arlanda and will include other legacy aircraft that arent equipped with the GE FMS. SAS MD-80s, for example, will send the estimated time of arrival data from a Honeywell FMS via Acars. MD-80 pilots will make speed adjustments to arrive at an initial approach fix within 30 sec. of the required time. Avtech is now talking to other airlines about joining the 4DT project, and Lindberg expects some Airbus aircraft to join using Thales-GE FMS equipment. Many of the upcoming tests with time-based operations and RNP will be devoted to refining techniques to make runway-arrival times even more consistent. One area of analysis will be to study how pilots might deploy flaps and slats to achieve a required arrival time. Another area of interest is to improve the wind data used by the flight management computer to calculate the aircrafts arrival time based on a particular trajectory. For the wind calculations, a new Avtech-developed software tool, called Aventus NowCast, uplinks selected weather forecast data along the route of flight to the cockpit. The FMS uses the wind information to adjust the top-of-descent point. Avtech is building on NASA Amess 1980s work with a 737 testbed and has improved this wind-reporting technique with computer modeling. The GE FMS can accept wind reports at three points along the flight path, and Avtech has learned that having the software select the right points is critical. If they are wrong, the wind data may actually make the approach timing worse than it would have been without the data. (Some of the information comes from other aircraft reporting what they encounter. During one day at Arlanda, 5,000 weather data reports may be received by Aventus from aircraft.) The tool was demonstrated in the trials completed last year, and will be used and validated by both SAS and Qantas. With better wind data and other refinements, Avtech and GE believe they can improve on the arrival time over the threshold thats now off by just yacuteyacute7 sec. on average. Capt. Peter Larsson, project leader for SASs Green Flight Program, says that with todays conventional procedures - radar vectors to an ILS - its normal that 95 of the aircraft cross the threshold at yacuteyacute12 min. of whats expected. The uncertainty factor has cost consequences in terms of gate allocation and scheduling everyone from caterers to luggage handlers. If the threshold-crossing time improves to yacuteyacute2 min. the airport would no longer have to reserve a gate for up to 50 min. to match a 30-min. aircraft turnaround. quotThe time-dimension part is even more valuable in terms of the money saved by the airline than the fuel savings, quot says Larsson. However, for the Avtech 4DT technique to quotgrow legs and walkquot to a large number of airports, it will have to be a very robust procedure. quotWe are taking some important steps, but we have to move into peak traffic periods, quot says Lindberg. SAVINGS OVER TRADITIONAL APPROACH Each Continuous Descent Approach (CDA) saves Each Required Navigation Performance approach saves 4-D trajectories make arrival time more predictable, allowing gate reservation times to be reduced. Each minute reduced saves 1,000 kronor (170). SourceS: Avtech and SAS 13 March 2008 - Boeing, partners will test 737 powered by biofuel The Boeing Co. announced 13 March 2008 that it has teamed with Continental Airlines and GE Aviation to test a 737 powered by a biofuel. quotExploring sustainable biofuels is a logical and exciting new step in our environmental commitment, quot Continental executive Mark Moran in a statement. The flight is scheduled for the first half of 2009. 7 Mar 08 - Luxell Technologies becomes risk-sharing partner to provide WheelTug electric wheel drive for 737NG and takes equity stake Canadian manufacturer Luxell Technologies has become a risk-sharing partner for WheelTugs electric wheel drive for Boeing 737NG ground manoeuvring, after agreeing to supply the cockpit controls interface kit and take an equity stake in the company after quottimelyquot certification of the system. Ontario-headquartered Luxell manufactures and licences flat-panel display technologies and equipment for the defence and avionics industries. WheelTugs contract with Luxell is expected to last the lifetime of the WheelTug 737NG system. quotThe deal represents a part of our business strategy to expand into commercial avionics and demonstrate our display expertise to major players in that sector, quot says Luxell chief executive Jean-Louis Larmor. If the arrangement proves successful, says WheelTug chief executive Isaiah Cox, Luxell will be WheelTugs quotlikely partnerquot to develop electric wheel drive systems for other aircraft types. The partnership comes as WheelTug reveals it is in talks with other risk-sharing partners, covering the wire harness and inverters for the WheelTug system. Patented motors developed by WheelTugs parent, European manufacturer Chorus Motors, will comprise the core of the system, which will be built into the hubs of aircraft nose-wheels and take power from the auxiliary power unit (APU). This will give aircraft full ground mobility - forward and reverse with steering - without using engines or external tugs. The first motor designed specifically for 737NG aircraft will be ready for testing in May. WheelTug aims to secure supplemental type certification covering Boeing 737-600, -700, -800 and -900 aircraft. An FAA-approved project-specific certification plan (PSCP) has been tagged to be completed after deals with partners are in place. Although this plan delays the original strategy to have a PSCP in place this spring, it will not push back the entire certification programme, says Cox. WheelTug has been testing the equipment with US launch customer Delta Air Lines, which since early 2007 has assisted with time, resources and aircraft. This type of assistance is quotinvaluablequot, says Cox. Delta may yet make a financial investment, but the carrier has quotno financial incentive to exercise warrants until they come duequot, he says. Deltas TechOps maintenance, repair and overhaul division has first refusal on all installation and maintenance services within the USA once the system is certificated and deployed. Last year, WheelTug also formed an alliance with a French group, Association pour le Deacuteveloppement Durable dans lAviation Civile (ADDAC), to develop and certify the WheelTug system for the Airbus A320 family. quotWe are in discussions over a number of different aircraft, including the A320, regional jets and military aircraft, quot says Cox. quotBy the beginning of 2009, well be able to launch the second aircraft type, but it is equally likely to be a regional jet as it would be to be an A320.quot He notes that the system would be ideal for 757 manoeuvring. Because engine taxiing is reduced, environmental benefits could include savings, through fuel cuts, in emissions such as CO2 and NOx. For the system to be certified on any other aircraft type, says Cox, quotwe will at least have to have that level of assistance from an airlinequot as it has enjoyed with Delta. He declines to say whether WheelTug is in talks with Delta to provide the system for its regional jet fleet. Later this summer, WheelTug intends to begin offering delivery slots to other customers. At that point, specifications will be clear quotso an airline will know exactly what theyre gettingquot, says Cox. 16 Feb 2008 - Indias quotAir Force Onequot Herersquos some news for Prime Minister Manmohan Singh. In three months, he is getting a new office. What is more, he will be going places in it. And he will be better protected in it, have more elbow room, even play host to foreign visitorsmdashall without even being on Indian soil. The fact is, the Indian Air Force, in whose craft the top dignitaries of the country fly, is getting a spanking new home in the sky for the Indian Prime Minister. The first of three ultra luxury transport aircraft, the Boeing Business Jets (BBJ), ordered for a whopping Rs 734 crore, will arrive in May to join the VVIP squadron of the IAF that ferries the President, Prime Minister and top Cabinet ministers. While the Indian version of Air Force One is being kept under wraps by IAF due to ldquosecurity concernsrdquo, the aircraft is known to be fitted with a secure satellite communication centre, an advanced missile warning system and deflecting shield, electronic counter measures and radar warning systems. This means that when the PM travels on official work, he will be able to conduct meetings, hold press conferences, catch a wink of sleep and remain in constant audio and visual touch with New Delhi without leaving his aircraft. ldquoThe Boeing Business Jet is a specially configured aircraft for VVIP comfort. Its interiors create a working environment befitting the VVIPrsquos official stature. More importantly. it is equipped with the latest self-protection suite, thus providing our VIPs the highest level of protection from any ground-based or airborne threat, rdquo the Indian Air Force, tasked with maintaining and operating the VVIP fleet, says. While the older 737s do not have any self protection systems, the Embraer executive jets are reported to have limited protection against land-launched weapons and heat seeking missiles. The BBJs, on the other hand, have an ldquoextremely efficientrdquo missile protection suite and powerful electronic systems designed to confuse the incoming missile. The IAF refuses to share details, but the minimum systems on board will be an IR (Infra Red) sensor and jammer to track incoming missiles from a good distance to warn the pilot. This would also activate the counter measures unit that will dispense flares and decoys. Like the American Air Force One, the BBJ is also being fitted with electronic counter measures to jam enemy radars. The three BBJs have been specifically ordered to replace the Boeing 737-200s that were acquired in the 1980s for the use of the top dignitaries. Unlike the earlier craft with their limited resources, the BBJs have a range of close to 11,000 km and a maximum speed of 890 kmph. So they will be able to fly to most parts of the world without a refuelling stopover. This will be a massive change from the current lot of aircraft that fly VVIPs in the country. Both the Embraer executive jets and the Boeing 737s in the IAFrsquos inventory have a limited flying range and need to make numerous fuel stopovers during long flights. In fact, the Boeing 737s cannot even fly abroad due to outdated avionic systems and the lack of modern navigational aids. The arrival of the jets will also be a welcome relief for Air India as currently a regular commercial airliner has to be pulled out of service and ldquoretrofittedrdquo for VVIP duty whenever the President and Prime Minister fly abroad on tours. While the Embraersmdashfive of them were purchased for over Rs 650 crore in 2003mdashcan accommodate close to 20 passengers in a regular seating arrangement, the BBJ will carry more than twice that number in much more luxury. Once inside, the PM and his entourage will find a full-fledged flying office-cum-residence that can host up to 48 guests besides having a private bedroom for the VVIP, an executive office with Internet availability and secure communication connections. The 807 sq ft cabin has been customised with a stateroom and a separate meeting room, something that is inconceivable on the much smaller Embraer 135 Legacy jets that are used to transport VVIPs within the country and for short overseas hauls and the older generation Boeing 737-200s that fly dignitaries on the domestic circuit. While the three jets have already been delivered by Boeing to IAF in an unfurnished condition, the interiors of the aircraft are being customised at the PATS Aircraft completion center in Delaware, USA. ldquoPATS will install an interior that includes a stateroom, meeting room, communications centre and seating for 48 passengers, rdquo a Boeing statement said. The first of the BBJs, fitted with the highly classified missile avoidance systems and security suite, is currently being flight tested by the IAF in the US. After complete integration of the security package, the BBJ is expected to land at the Palam Airportmdashhome to the IAFrsquos elite Communications Squadron responsible for air travel by VVIPsmdashby the the first week of May. The other two jets are expected to arrive later in the year. It is not only a luxury craft for Indian VVIPs. The BBJ is being used by close to a dozen countries, including Australia, South Africa, Argentina and Malaysia to fly their heads of state. However, it pales in comparison to the home in the sky of the American President. The Air Force One, a highly modified Boeing 747, is not only much larger but also had a virtually unlimited range as it can carry out air to air refuelling. Besides conference rooms, resting areas and the Presidentrsquos residential quarters, the jumbo jet even has a gymnasium specially designed for long flights. The Indian Prime Ministerrsquos needs perhaps do not warrant a gymnasium. But when he climbs aboard his new carrier, there will surely be a new kick in his steps. 2 Nov 2007 - C-40B Missile Countermeasures System Installation The Boeing Company NYSE: BA has begun modifying the first of three U. S Air Force C-40B transport aircraft with a laser-based countermeasures system that defeats incoming infrared-seeking missiles. The Large Aircraft Infrared Countermeasures system, supplied by Northrop Grumman NYSE: NOC, protects large fixed-wing transports and small rotary-wing aircraft from infrared missile attacks by automatically detecting a missile launch, determining if it is a threat and activating a high-intensity countermeasures system to track and defeat the threat. The first installation is scheduled for completion in late February 2008, with the second and third modified aircraft slated for delivery in August and December of next year. The C-40B, a derivative of the Next-Generation 737-700 Boeing Business Jet, is designed to be an quotoffice in the skyquot for senior military leaders, providing broadband datavideo transmit-and-receive capability as well as clear and secure voice and data communication. It enables combatant commanders to conduct business anywhere in the world using onboard Internet and local area network connections, improved telephones, satellites, television monitors and fax machines. 18 Oct 2007 - Flight Deck Windscreen Inspections WASHINGTON (Reuters) - U. S. aviation authorities advised airlines on Wednesday to inspect cockpit windows on Boeing Co. 737s after two were damaged in flight, causing one plane to lose cabin pressure. The proposed airworthiness directive follows similar action in July on all Boeing 747 jetliners after a cockpit window fell out, causing a rapid loss of cabin pressure and an emergency landing. The FAA recommended repeated inspections of nearly 800 737-series models in the U. S. fleet to detect any cracks in vinyl supports or damage to glass panes. There are another 1,800 planes flown by airlines overseas that would qualify for inspections. Boeing alerted airlines to the problem in May and recommended action. The FAA said it received reports of partial window separations on two 737s. One experienced a loss of cabin pressure at 12,500 feet when edges of a window came loose. The other was flying at 29,000 feet when a similar failure occurred. There are several windows in a 737 cockpit. In addition, the FAA is concerned that cracked vinyl supports would make the window more vulnerable to failing if struck by birds. 06 Sep 2007 - Boeing Successfully Completes First Test Flight of AEWampC Peace Eagle Aircraft Boeing has conducted a successful first test flight of a 737 Airborne Early Warning and Control (AEWampC) aircraft for Turkeys Peace Eagle program. During the 2.5-hour flight from Boeing Field in Seattle, pilot Regis Hancock and first officer Randon Stewart performed a series of functional tests that verified the airworthiness of the aircrafts systems and structures. The flight follows major aircraft modifications, including the installation of an advanced antenna, ventral fins and mission system equipment. quotThis is a major milestone for the program and a big step forward in our development and testing of this critical capability for our Turkish customer. We planned the flight almost a year ago and achieved it on schedule, quot said Mark Ellis, Boeing Peace Eagle program manager. Additional functional test flights are planned in the coming weeks, leading to mission system flight testing in the fall. The Peace Eagle program includes four 737 AEWampC aircraft plus ground support segments for mission crew training, mission support and system maintenance. Modification of the first aircraft is under way at Boeing facilities in Seattle. TUSAS Aerospace Industries in Ankara, Turkey, will modify the remaining three aircraft The 737-700 features 21st century avionics, navigation equipment and flight deck features. Because of its advanced technology, the aircraft requires minimal downtime for maintenance. The 737 series has a worldwide base of suppliers, parts and support equipment. The aircraft also is equipped with Northrop Grummans Multi-role Electronically Scanned Array antenna with integrated identification friend-or-foe capabilities. The system also includes a flexible, open architecture for cost-effective future upgrades, an extensive communications suite and aerial refueling capability 6 Jul 2007 - GE Aviations Flight Management System Enables Green Operations Landing Approach System Reduces CO2, NOx Emissions By 20 Percent Airlines operating Boeing 737s in Europe have been given the quotgreen lightquot to use an optimized landing approach that is designed to significantly reduce the amount of fuel used during arrival and approach operations, thereby reducing CO2 and NOx emissions by roughly 20 percent compared to standard arrival procedures. The quotAdvanced Continuous Descent Approachquot (A-CDA), also known as the quotGreen Approach, quot is the result of GE Aviations Systems divisions (formerly Smiths Aerospace) participation in Europes NUP2 project, where select 737 aircraft in Sweden are allowed to employ GEs Flight Management System (FMS) to fly the aircraft at idle thrust from cruise through landing, according to the company. quotOur FMS on Boeing 737s is another example of how committed we are to developing technology solutions that not only benefit customers, but are also kind to the environment, quot said Dr. John Ferrie, GE Aviation systems president. quotGiven the issues we face with growing air traffic congestion and increasing green house gases worldwide, the appropriate use of FMS to help remedy the situation is a clear and valuable option. quot GEs FMS on the Boeing 737 features a 4-dimensional trajectory downlink for use by air traffic controllers to manage traffic flow using precision positioning and time guidance, known as Required Time of Arrival (RTA), to the runway threshold. Combined, these features enable the creation of flight profiles that are optimal for operators as well as the environment -- increasing efficiency, providing fuel savings, and dramatically reducing greenhouse gas and noise emissions. Scandinavian Airlines already uses the FMS for operations into Stockholm. The carrier said its estimates annual benefits for flights arriving at Stockholm Arlanda airport, could reach 6 million in fuel savings with an additional 6 million in cost avoidance due to the increased efficiency and punctuality of aircraft using the FMS. Flights over the North Atlantic will commence during the latter part of 2007, and will also involve aircraft manufacturer Airbus. quotOur concept and technology facilitate the efficient implementation of green flights and we believe that in the future additional airlines will adopt our ideas and work methods to include more airports primarily in Sweden and the Nordic region, and also have a greater impact in Europe, quot said the carrier. The carrier said it expects the Green Approach to achieve annual emission reductions of more than 25,000 tons of CO2 and 87 tons of NOx comparable to the yearly emissions of 5,100 automobiles. 13 June 2007 - Boeing Begins Mission System Flight Testing of First Australian Wedgetail Aircraft The Boeing Company has begun flight testing the mission system aboard the first 737 airborne early warning and control (AEWampC) aircraft for Australiarsquos Project Wedgetail. During an initial four-hour flight from Boeing Field in Seattle on June 6, the crew conducted a series of functional tests as part of a program to measure the mission systemrsquos impact on the aircraftrsquos power generation capability and environmental controls, such as the liquid and air cooling systems. The mission system includes the radar, navigation, communications and computing subsystems. Boeing will flight test the aircraft several days a week for the next month over land and water, while the mission system is used in a manner similar to an AEWampC operational mission. The next phase of the flight test program aboard aircraft No. 1 is scheduled for later this year when it joins aircraft No. 2 as a test bed for system-level developmental testing. Australia has purchased six 737 airborne early warning and control aircraft. Delivery of the first two aircraft is scheduled for March 2009. The remaining four aircraft will be delivered later that year. The 737 AEWampC, designed to provide airborne battle management capability with 10 state-of-the-art mission system consoles, is based on the Boeing Next Generation 737-700 and features 21st century avionics, navigation equipment and flight deck enhancements. Northrop Grummanrsquos Multi-role Electronically Scanned Array (MESA) radar is the critical sensor aboard the 737 AEWampC. The MESA array is designed to provide optimal performance in range, tracking and accuracy. The radar is able to track airborne and maritime targets simultaneously. 10 June 2007 - Boeing says 737 replacement not expected before 2015 Boeing expects airframe technology will play as crucial a role as new clean-burning engines in developing a replacement for its best-selling 737, providing a potential advantage over Airbus in the race to design the next generation of single-aisle aircraft. The two rivals are developing replacements for their 737 and A320 families, which are the workhorses of global airline fleets and account for half of the 3,200bn in aircraft deliveries forecast between now and 2025. Engine manufacturers are struggling to develop new power plants to meet ever more exacting efficiency standards, as well as tighter emission and environmental demands. Over the past two decades, in contrast, improvements in engine technology have led the way in developing quieter, more fuel-efficient aircraft. Boeing now believes the new airframe technology, using composite carbon-fibre pioneered on its 787 widebody jet, will be just as important as the engines. The 787 is due to enter service next year but the 737 and A320 replacements are not expected before the middle of the next decade at the earliest. quotI think the introduction of composites has raised the ability of the airframe to make a difference. and really puts it on a par with the engine development, quot said Jim McNerney, chairman and chief executive of Boeing. Boeing and its partners in the 787 programme already have an advantage over Airbus in building airframes using composites, which replace most of the traditional aluminium structures. The materials are lighter and more durable, and can be assembled faster. Mr McNerney admitted in an interview with the Financial Times that the American company had yet to finalise the transfer of the 787 technology to developing a replacement for the 737, the worlds best-selling commercial aircraft. The FT revealed last year that Boeing was working with key 737 customers including Southwest, Ryanair and Gol on the replacement, dubbed the 797. quotI think the market knows what it wants, quot said Mr McNerney, pointing to a 20-25 per cent improvement in the operating costs and environmental footprint compared with the existing 737 family. quotThe technology component will be slightly different than for the 787. We havent totally figured that out, quot he said. 26 Apr 2007 - Boeing Next-Generation 737-900ER Receives FAA Certification The newest member of the Boeing Next-Generation 737 family, the 737-900ER (Extended Range), earned type certification from the U. S. Federal Aviation Administration on April 20. The 737 derivative incorporates an extra pair of exit doors to increase the maximum passenger capacity, a flat aft-pressure bulkhead to increase interior volume, a two-position tailskid for improved takeoff and landing capability, wing strengthening changes to accommodate the 13,500 pound maximum takeoff weight increase, enhancements to the leading and trailing edge flap systems for improved takeoff and landing capability, and optional Blended Winglets and auxiliary fuel tanks that increase the range of the 737-900ER to 3,200 nautical miles (5,925 km). The airplane is certified to carry up to 220 passengers in a single-class configuration. On July 18, 2005, Indonesias Lion Air launched the higher capacity, longer range Next-Generation 737-900ER with an order for 30 airplanes. Airlines have ordered more than 100 Next-Generation 737-900ERs to date. 20 Mar 2007 - Boeing Completes Subsystem Integration on Australian Wedgetail Aircraft ST. LOUIS, March 20, 2007 -- The Boeing Company NYSE: BA has completed the integration of major subsystems aboard a 737 airborne early warning and control ( AEWampC ) aircraft for Australias Project Wedgetail. The subsystems include communications, navigation, mission computing, radar and electronic warfare self protection. Boeing conducted tests aboard the aircraft and at its System Integration Lab in Kent, Wash. using a variety of simulations. quotThe tests demonstrated that the systems worked separately and together, and that they were compatible with the aircraft, quot said Ross Dessert, Boeing Wedgetail program manager. Integration is a major step toward functional checkout of the AEWampC system with the aircraft at the end of April. FAA certification and qualification testing are scheduled for this summer. Ongoing integration of the Electronic Support Measures ( ESM ) subsystem will continue through functional checkout. ESM is a passive sensor that detects electronic signals. Boeing will deliver the first two of six Wedgetail aircraft to Australia in March 2009, and the remaining four aircraft by mid-2009. Turkey and the Republic of Korea also have purchased four 737 AEWampC aircraft each. The 737-700 features 21st century avionics, navigation equipment and flight deck features. Because of its advanced technology, the aircraft requires minimal downtime for maintenance. The 737 series is one of the most popular and reliable jet aircraft in the world, resulting in a worldwide base of suppliers, parts and support equipment. The aircraft also is equipped with Northrop Grummans Multi-role Electronically Scanned Array antenna with integrated identification friend or foe capabilities. The system also includes a flexible, open architecture for cost-effective future upgrades, an extensive communications suite and aerial refueling capability. 13 Mar 2007 - 737-800SFP Flight Spoiler Jams AD Sticky Spoilers On SFP-Equipped Aircraft To Blame The FAA has issued Emergency airworthiness directive (AD) 2007-06-51 to all owners and operators of Boeing Model 737-800 series airplanes. The agency states it has received a report of seven flight spoiler actuator jams on Model 737-800 Short Field Performance (SFP) airplanes. quotTwo reports involved in-service airplanes that were discovered during a routine maintenance walk-around and were believed to have occurred on the previous landing during auto speedbrake extension, quot the AD states. quotFive other reports occurred during spoiler system testing at Boeing prior to delivery. An additional two reports of spoiler actuator input lever binding were identified during bench testing after Boeing began to investigate this issue. quot The agency adds two in-service failures of flight spoilers resulted in the spoilers not retracting after the speedbrake handle was moved to the DOWN position after landing, on a Boeing Model 737-800 airplane equipped with an SFP package. In both of those cases, the spoiler was discovered in the full-extended position during a routine maintenance walk-around. The spoiler remained in the full-extended position after cycling of the speedbrake handle. quotFurther investigation revealed that the spoiler actuator failure is most likely to occur when the speedbrakes are deployed on the ground (automatically or manually) for either a rejected takeoff or normal landing. The takeoff configuration warning will not sound if any flight spoiler remains extended with the speedbrake handle in the DOWN position. quot The FAA states the cause of the failure has been identified as interference within the actuator main control valve. This condition, if not corrected, could result in a spoiler actuator hardover, which could cause the spoiler surface to jam in the fully extended position. Two or more hardover failures of the spoiler surfaces in the up direction on the same wing, if undetected prior to takeoff, can cause significant roll and consequent loss of control of the airplane 13 Feb 2007 - satLINK Iridiumtrade Communications Certified for Installation on Boeing 737 Fleet Avionica is pleased to announce Boeing 737 STC availability for satLINK, the Iridiumtrade satellite-based voice and data communications alternative. FAA STC ST03386AT has been granted to Avionics Support Group (ASG), who now offer our mutual customers both kit fabrication and installation for this product. Launch customer Miami Air recently commenced installations, as will our newest satLINK customer, Continental Airlines. Reliable, global, real-time voice and data communications are finally possible. Iridium is expected to gain its FAA safety certification in May, 2007, making it acceptable as an ATC communications alternative. quotThis is an excellent, affordable communications solution for airlines flying outside the range of HF stations, and even for Inmarsat-equipped aircraft flying polar routesquot, notes Avionicarsquos president, Raul Segredo. quotIt also fills the gap left by Verizonrsquos exit from the in-flight telephone business - satLINK is an excellent solution for emergency air-ground communications, like in-flight medical emergency managementquot. satLINK may be installed with either a dedicated audio handset, or integrated into the aircraftrsquos audio system using the audio panel. headset, and mic push-to-talk keys for control. The cabin handset option is a uniquely functional feature - it uses VoIP technology over the Cabin Wireless LAN (CWLU) option. And each aircraft can be addressed with a unique telephone number, ensuring it can not only place calls, but also be selectively called. satLINK not only provides an Iridium connection, it also manages communications traffic, routing it based on network availability and criticality, ensuring the most economical transmission of data. Since over 60 of ACARS transmissions often occur on the ground, significant savings can be achieved by routing them over 802.11 wireless. Unlike ACARS, Iridium data channels are dedicated. ACARS is shared, and as more and more customers are signed under flat-fee contracts, availability can only decline. quotThe Iridium constellation is the ATC messaging backbone of the futurequot, notes Raul. satLINK provides gateway connectivity between a variety of aircraft communications network types, including ARINC 429, ARINC 618, ARINC 619, Ethernet, and 802.11 wireless. satLINK bridges all these networks to Iridium and to each other. A shared or (optionally) dedicated audio channel is also included. satLINK can provide GPS position data to the Ethernet bus. as well as an 802.11 cabin wireless access point. Avionica, Inc. specializes in complete flight data management solutions. Products include secureLINK, the airborne wireless Ethernet router, the miniQAR, the worldrsquos first miniature quick access flight data recorder, the RSU II, a handheld flight-data recorder monitoring and download tool, AVSCAN. flight, a commercial and military flight data analysis tool, USB429win, a USB ARINC 429 databus analyzer, and LOAD615win, the USB-based ARINC 615 portable dataloader. 24 Jan 2007 - F-35 LIGHTNING II AVIONICS TEST BED TAKES WING MOJAVE, California mdash The Joint Strike Fighter Cooperative Avionics Test Bed (CATB), a 737-300 aircraft extensively modified by BAE Systems, successfully completed its maiden flight Jan. 23 at Mojave, California. The flight capped a nearly three-year effort to transform a commercial airliner into a flying laboratory for Lockheed Martinrsquos F-35 Lightning II stealth fighter. The 737 aircraft, also known as the ldquoCAT-Bird, rdquo is a flying test bed that replicates the F-35 avionics suite. The CATB will develop and verify the F-35rsquos capability to collect data from multiple sensors and fuse it into a coherent situational awareness display in a dynamic airborne environment. ldquoTodayrsquos flight caps what has been a significant technical challenge, rdquo said John Wall, BAE Systems CATB program director in Mojave, where the work was performed. ldquoThe CAT-Bird is helping the Lightning II take its place as the premier fighter aircraft serving the U. S. and multi-nation partners for decades to come. rdquo The CAT-Bird now begins a one-month test flight phase to prove the aerodynamics of the converted airliner mdash an important validation because of modifications to the craft made to accommodate the avionics test requirements. These include the addition of a nose extension to simulate that of the F-35, a 42-foot-long spine on the top, a 10-foot ldquocanoerdquo on the bottom to accommodate electronic equipment, and twin 12-foot sensor wings that replicate the leading edge of the F-35rsquos wings. The inside of the plane also was transformed. An F-35 cockpit will allow the sensor inputs to be displayed as they would be in the fighter itself. The rest of the interior houses equipment racks for the avionics equipment, and 20 workstations for technicians to assess the performance of the avionics. ldquoThe CAT-Bird is a vitally important and powerful tool in Lockheed Martinrsquos arsenal for early risk mitigation and maturation of the F-35,rdquo said Doug Pearson, Lockheed Martinrsquos vice president of the F-35 Integrated Test Force. ldquoIt allows us to concurrently develop and integrate mission systems hardware and software well before it is installed on F-35s. We congratulate BAE Systems on todayrsquos successful first flight and look forward to many years of productive flight test operation. rdquo Todayrsquos flight was the first of about 20 sorties that will comprise CAT-Birdrsquos initial test phase. After conclusion of some additional modification work, and the initial flight test phase, the B-737 CATB will transition to its home base and begin test operations at Lockheed Martin Aeronautics in Fort Worth, Texas. The CAT-Bird will be used to develop and evaluate the F-35s extensive sensor architecture. 9 Jan 2007 - Rockwell Collins announce EVS offering for BBJ SEATTLE (January 09, 2007) - Boeing NYSE: BA Business Jets and Rockwell Collins today introduced an Enhanced Vision System (EVS) offering for Boeing Business Jet (BBJ) operators. The offering will be available to BBJ customers through Boeing and Rockwell Collins service bulletins, and certification for the system is expected by early 2008. Rockwell Collins EVSThe Rockwell Collins EVS presents an image (shown at right) of the external environment on the Head-up Guidance System (HGSreg) and head-down displays to enhance pilot situational awareness of terrain and the airport environment in low-visibility situations. When displayed on the HGS, EVS allows the pilot to descend below minimums, if the visual references to the intended runway are visible using the EVS. quotThe EVS upgrade will increase safety and operational capability of the aircraft by enhancing situational awareness at night or in poor weather conditions, quot said John Desmond, vice president, Rockwell Collins HGS. quotWe look forward to working closely with Boeing to deliver this offering to their BBJ customers. quot quotBoeing is pleased to collaborate with Rockwell Collins to provide EVS capability on BBJs, quot said Boeing Business Jets President Steven Hill. quotBoeing constantly evaluates and adds cutting-edge technology that brings value to our customers and enhances the performance and efficiency of a great product like the BBJ. quot Rockwell Collins has teamed with Max-Viz to complete the certification of EVS on the BBJ. Rockwell Collins will incorporate a Max-Viz multi-wavelength infrared sensor into the Rockwell Collins HGS. BBJ operators that upgrade to the new EVS system will require an upgrade to their HGS 4000, as well as the infrared camera. Rockwell Collins (NYSE: COL) is a pioneer in the development and deployment of innovative communication and aviation electronics solutions for both commercial and government applications. Rockwell Collinsrsquo expertise in flight deck avionics, cabin electronics, mission communications and information management and simulation and training is strengthened by 18,000 employees, and a global service and support network that crosses 27 countries. To find out more, visit rockwellcollins. The BBJ is a product of a joint venture formed in July 1996 by The Boeing Company and General Electric Co. The BBJ is a high-performance derivative of the commercially successful Next-Generation 737-700. There are currently 88 BBJs in service around the world. The fleet has generated more than 215,000 cumulative flight hours and 84,000 flights while maintaining an industry-leading 99.9 percent dispatch reliability rate. 4 Jan 2007 - First Boeing Next-Generation 737-700ER Rolls Out of Factory The first Boeing Next-Generation 737-700ER (Extended Range) completed final assembly and rolled out of the Renton, Wash. manufacturing facility Jan. 2. The airplane receives a painted livery and goes through preflight testing before delivery to launch customer ANA (All Nippon Airways) in early 2007. The Next-Generation 737-700ER is inspired by the Boeing Business Jet and is designed for long-range commercial applications. Cabin configuration is flexible, and may range from a 48-person, all-business-class cabin, as an example, to a more traditional 126-seat count to suit the airlines needs. The high-performance derivative can fly up to 2,145 nautical miles farther than the current 737-700. With up to nine auxiliary fuel tanks and optional Blended Winglets, the Next-Generation 737-700ER is capable of flying 5,510 nautical miles. 25 Dec 2006 - ANA to Launch BusinessJet Service Worlds First Boeing 737-700ER on Nagoya-Guangzhou in March 2007 To better serve the needs of the international business traveller, ANA will launch a new service called ANA BusinessJet when it takes delivery of the worlds first Boeing 737-700ER. The 48 seat aircraft will be fitted with 24 business class and 24 economy class seats, both in a 2-2 configuration. Club ANA BJ will feature seats with a pitch of 61 inches - similar to that on ANA intercontinental services, and Economy BJ seats will have a pitch of 38 inches. The seats will be 20.6 inches and 20.5 inches wide respectively. This 737-700ER, of which ANA is the launch customer, will be used to open ANAs fifth international route from Nagoyas Centrair Airport to Guangzhou from March 25,2007, serving on a daily basis. This will bring the number of China routes plied by ANA to a total of 20, with 147 flights per week. We are introducing the 737-700 as part of our commitment to flying the most efficient, customer pleasing and environmentally friendly fleet of next generation aircraft, said ANA President and CEO, Mineo Yamamoto. With the new 737-700ER we can offer a product tailored for the business community, and at the same time secure the cost benefits derived from streamlining our narrow body fleet into one family of aircraft, he continued. 17 Nov 2006 - 737-300 Advanced cockpit from Universal Avionics receives FAA certification Boeing 737-300F Flight Deck shown with newly installed Universal Avionics EFI-890R Displays, Dual UNS-1F FMS and Class A Terrain Awareness amp Warning System. Universals Synthetic Vision System can be seen displayed on the Pilotrsquos PFD and the Copilots Navigation Display. Tucson, AZ ndash November 11, 2006 ndash Universal Avionics along with Commercial Jet, Inc. (CJI) and ARC Avionics (ARC) announced today that the first Boeing 737-300F EFI-890R flat panel display flight deck retrofit received FAA STC approval on October 19, 2006. The installation of 4-Universal Avionics EFI-890 flat panel displays, the Vision-1trade Synthetic Vision System, dual UNS-1F Flight Management Systems, Class A Terrain Awareness amp Warning System was seamlessly integrated with the existing autopilot. A follow-on certification will add Universal Avionics TSOrsquod amp STCrsquod Application Server Unit. This server unit provides weather graphics, charts, checklists and E-Docs to be displayed on the EFI-890R Navigation Display. The core of this system is the Universal EFI-890 high-definition LCD display. This 8.9rdquo diagonal display is the only large display system capable of both Synthetic Vision and Electronic Charts on the market today. In addition, flexible interface capability and ease of installation means a lower ldquoout the doorrdquo price than competitive products. ldquoThe B737-300F Advanced Cockpit offers our customers a new standard for operational capability, flight safety, reliability and for fleet operators, standardization, rdquo said Iso Nesaj General Manager Commercial Jet, Inc. The ARC Avionics and Commercial Jet, Inc. teams are co-located at the Miami International Airport. They were responsible for all aspects of the Advanced Cockpit installation including design, fabrication and certification. ARC is comprised of DAR, DER, DMIR, FAA licensed AampP mechanics and FCC licensed avionics technicians. During the past 20 years, ARC has established a reputation for quality and expertise. Today ARC Avionics is recognized as a leading provider of avionics engineering services. CJI specializes in complete airframe inspections, passenger to cargo conversions, heavy maintenance repairmodifications, interior modifications and avionics upgrade programs for a wide variety of commercial aircraft. CJI takes pride in maintaining a high standard of quality, workmanship, reliability and satisfaction for its worldwide customer base. 16 Oct 2006 BBJ3 Officially Launched Boeing Business Jets today celebrates its 10-year anniversary by launching the newest member of its business jet family -- the BBJ 3. The airplane, which is based on the new Next-Generation 737-900ER (Extended Range), won two orders from undisclosed customers. Boeing does not reveal the identity of BBJ owners at the request of its customers. The new BBJ 3 is the largest BBJ family member and offers 1,120 square feet (104 square meters) of cabin space, 35 percent more than the BBJ and 11 percent more than the BBJ 2. With up to eight auxiliary fuel tanks, the BBJ 3 has a maximum range of 5,475 nautical miles (10,140 km). In addition to the two BBJ 3 orders, Boeing Business Jets has secured 10 new orders for BBJs in the last 11 months, bringing total program sales to 114 airplanes. This has been a remarkable year for the BBJ, Boeing Business Jets President Steven Hill said during a media briefing at the National Business Aviation Association (NBAA) Convention and Exhibition in Orlando. Since last years NBAA, we have won 12 new orders. The continued success of the BBJ is validation of the airplanes value to its owners. And I cant think of a better way to celebrate 10 years of success in the VIP market than with a new family member. A decade ago, Boeing and General Electric launched Boeing Business Jets, providing private owners, heads of state, corporate leaders and charter companies with a long-range airplane that offers three times the interior space of traditional business jets with similar range capability. Since then, Boeing Business Jets has become the eighth-largest Next-Generation 737 customer. Boeing Commercial Airplanes provides airplanes to Boeing Business Jets, which then delivers them green to a customer-selected completion center for interior configuration and paint. Private individuals comprise 43 percent of the BBJ customer base. About 35 percent are government heads of state, 12 percent are corporate operators and the remaining 10 percent are charter operators. The BBJ 3 joins an airplane family that includes the BBJ, which is a high-performance derivative of the 737-700, and the BBJ 2, which is based on the 737-800. The BBJ was launched July 2, 1996, and was followed by the BBJ 2 on Oct. 11, 1999. 27 Sep 2006 - Launch order for BBJ3 The first BBJ3, based on the 737-900ER, has received its first order. This is ahead of the formal launch expected at the NBAA meeting in Orlando, Fl. in October. 13 Sep 2006 - Boeing Considering Two 737 Replacements Boeing is weighing options for replacing its best-selling 737 and one scenario might include separate aircraft for two markets, the companys senior marketing official said on Wednesday. The 737 family covers the 110- to 200-seat range and is the most popular commercial plane ever with more than 5,000 produced in nearly four decades. There have been several 737 upgrades, including a major overhaul in the early 1990s. With airlines seeking variety in seating capacity and more fuel and operating efficiency, Boeing is studying how to meet expectations and continue to offer a workhorse for the short - and medium-haul market. A decision is nearly two years off and production several years away but one option under study, said Boeing marketing vice president Randy Baseler, is dipping into the under 100-seat market dominated by regional jets and satisfying customers who want more than 200 seats at the same time. Boeing currently does not manufacture a regional jet, a market dominated by Canadas Bombardier Inc and Brazils Embraer SA. Boeing would also compete with any changes by Europes Airbus, which now makes the A320 to compete with the 737. A Boeing foray into the 100-seat market with the 717 aircraft ended in May. The plane was initially a product of McDonnell Douglas and was renamed after Boeing absorbed that company in 1997. Baseler said Boeing first must determine whether it should replace the 737 -- one for one -- with another one-class single-aisle aircraft. He said the company is studying the 80 and 90-seat market and what regional jet manufacturers are planning for 100-seat aircraft. It could end up being it doesnt make any sense for us being in the 90 or 100-seat market, Baseler said. But if Boeing goes that way, Baseler said it will have to have two models to also satisfy airlines that want more than 200 seats. SEATTLE, Sept. 05, 2006 -- The newest member of the Boeing Next-Generation 737 airplane family took to the skies over Washington state Friday on its maiden flight. Painted in the Boeing blue-and-white livery, the 737-900ER (Extended Range) took off at 9:21 a. m. PDT from the Renton Municipal Airport in Renton, Wash. The first flight marks the beginning of a five-month flight test program to obtain certification of the airplane from the U. S. Federal Aviation Administration and the European Aviation Safety Agency by early 2007. Boeing flight test pilots, Capts. Ray Craig and Van Chaney, flew the airplane west toward the Pacific Ocean, then south to Astoria, Ore. and over Washington states Olympic Peninsula before landing at Boeing Field in Seattle. The first flight tested the airplanes airworthiness, aerodynamic performance, stability and cruise performance. Flight controls, the autopilot, pressurization, avionics, air condition systems and the flight management computer also were checked during the flight. It was a near flawless flight, said Craig, following the one-hour, 45-minute flight. Weve been working on this airplane since 2001 and to see it come to fruition under budget and ahead of schedule is a great tribute to the Boeing engineering and manufacturing team. The 737-900ER flight test program will include a second test airplane, and the two jets are scheduled to accrue a total of 235 hours of flight testing and 210 hours of static ground testing. Both flight-test airplanes are scheduled to be delivered next year to Lion Air, the 737-900ER launch customer. To date, Boeing has won orders for 80 737-900ERs from Lion Air, GE Commercial Aviation Services (GECAS), Sky Airlines, Continental Airlines and SpiceJet. Additionally, Futura International Airways and Excel Airways will begin operating 737-900ERs on lease from GECAS in 2008. The 737-900ER incorporates a new pair of exit doors, a flat rear-pressure bulkhead and other structural and aerodynamic design changes that allow it to carry up to 215 passengers and fly up to 3,200 nautical miles (5,900 km). The 737-900ER will begin commercial service with Lion Air in the spring of 20. 29 Aug 2006 - RAAF AEWampC almost 2 years behind schedule - The Australian. The first of the RAAFs new Wedgetail airborne early warning aircraft is now slated for delivery in August 2008, almost two years behind schedule. The latest setback to the 3.5billion project was confirmed yesterday by the Defence Department in response to a series of questions put by The Australian. Software integration problems are cited as the reason for the latest delay in delivery by US manufacturer Boeing. In a meeting with Boeing chief executive Jim Albaugh in June, Defence Minister Brendan Nelson expressed the federal Governments disappointment that the project had fallen behind schedule. After the meeting, Dr Nelson was assured of a new delivery date in early 2008 following testing problems with radar and sensor computer systems. The first two Wedgetail aircraft are now expected to be delivered in the August 2008 timeframe, Defence said. When Boeing announced the schedule delay in June, the company cited problems associated with sub-system integration, hardware reliability, radar and ESM maturity, and aircraft modification as the cause of the delay. This remains the case. Australia has ordered six of the state-of-the-art airborne early warning aircraft. Boeing is building the airframe based on its popular 737-700 commercial aircraft. The first two aircraft will be built in the US, while the other four will be assembled in Australia. Dr Nelson earlier warned that the Wedgetail contract included a provision for damages. But federal Opposition defence spokesman Robert McClelland said cost was not the issue, rather the lack of capability, and that the new delay posed a very, very big problem for the RAAF. The air force was already looking at a gap in its air defence capability with the retirement of the F-111, Mr McClelland said. That gap was supposed to be bridged by the Wedgetail, whose role was to enhance the capability of the FA-18 fighter bomber. 31 Jul 2006 - First 737 with Short Field Design Enhancements Delivered SEATTLE, July 31, 2006 ndash Boeing on Friday delivered to GOL, Brazilrsquos low-fare, low-cost airline, the first Next-Generation 737 with enhanced short runway landing and takeoff capabilities. The 737-800 is the first of that model type delivered to GOL as the carrier augments capacity on domestic and regional international routes. It also is the first delivery of 67 737-800s the all-Boeing carrier has on order for delivery out to 2012. The airline currently operates 50 737s. We have worked with GOL to enhance the 737 and add value to its operations. Our partnership drove development of these enhancements that now will benefit the product line and many airlines around the world, said John Wojick, vice president Sales, Latin America and the Caribbean, Boeing Commercial Airplanes. The 737 design enhancements allow operators to fly increased payload in and out of airports with runways less than 5,000 feet long. The design enhancements include a two-position tail skid that enables reduced approach speeds, sealed leading-edge slats that provide increased lift during takeoff, and increased flight spoiler deflection on the ground that improves takeoff and landing performance. Boeing helped us to expand our capacity on the most profitable route in Brazil, (Sao Paulo-Rio De Janeiro) while offering comfort and safety to our clients, rdquo said David Barioni, GOLrsquos vice president, technical. The short-field performance changes were developed starting in 2004 in response to GOLrsquos needs at Santos Dumont airstrip in Rio de Janeiro. That 4,300-foot runway is short compared to other runways and could not accommodate larger airplanes at higher approach speeds with full payloads. The short-field design package is an option on the 737-600, -700 and -800 and is standard equipment for the new 737-900ER. The enhancements increase payload capability for landing up to 8,000 pounds on the 737-800 and 737-900ER and up to 4,000 pounds on the 737-600 and 737-700. They also increase payload capability for takeoff up to 2,000 pounds on the 737-800 and 737-900ER and up to 400 pounds on the 737-600 and 737-700. To date, 11 customers have ordered the short-field performance package for more than 250 airplanes. In addition to GOL, Alaska Airlines, Air Europe, Air India, Egyptair, GE Commercial Aviation Services (GECAS), Hapagfly, Japan Airlines, Pegasus Airlines, Sky Airlines and Turkish Airlines are among some of the operators that have ordered the design package. 27 Jul 2006 - Boeing 737 Short Field Design Enhancements Earn FAA Certification Boeing design enhancements that increase the short-field performance of the Next-Generation 737 earned certification this week from the U. S. Federal Aviation Administration following a successful four-month flight-test program. European Aviation Safety Agency certification is expected to follow soon. Our ultimate goal is to help our customers succeed by offering them products that add value to their operations, said Mark Jenkins, vice president and general manager of 737 Airplane Production. The 737s short-field performance enhancements will allow airlines to generate more revenue. The 737 design enhancements allow operators to fly increased payload in and out of airports with runways less than 5,000 feet long. The design enhancements include a two-position tail skid that enables reduced approach speeds, sealed leading-edge slats that provide increased lift during takeoff, and increased flight spoiler deflection on the ground that improves takeoff and landing performance. The short-field design package is an option on the 737-600, -700 and -800 and is standard equipment for the new 737-900ER. The enhancements increase payload capability for landing up to 8,000 pounds on the 737-800 and 737-900ER and up to 4,000 pounds on the 737-600 and 737-700. They also increase payload capability for takeoff up to 2,000 pounds on the 737-800 and 737-900ER and up to 400 pounds on the 737-600 and 737-700. The short-field performance changes were developed starting in 2004. The flight-test program was conducted on a new 737-800 and began when the airplane made its first flight on Jan. 24, 2006. Boeing will deliver the refurbished test airplane later this week to the launch customer, Brazilian low-cost carrier GOL Linhas Aereas S. A. The jet is the first of 67 737-800s ordered by the carrier. To date 11 customers have ordered the short-field performance package for more than 250 airplanes. In addition to GOL, Alaska Airlines, Air Europe, Air India, Egyptair, GE Commercial Aviation Services (GECAS), Hapagfly, Japan Airlines, Pegasus Airlines, Sky Airlines and Turkish Airlines are among some of the operators that have ordered the design package. The Next-Generation 737s are 10 years newer and fly higher, faster and farther than competing models. Through June 2006, 97 customers have placed orders for more than 3,300 Next-Generation 737s the program has 1,365 unfilled orders with a value of 91 billion at current list prices. 20 Jul 2006 - Mulally Talks About 737 Replacement In an interview before leaving Farnborough for Seattle, Boeing Commercial Airplanes CEO Alan Mulally spoke about the next jet-development program just over the horizon mdash the 737 narrow-body replacement. He talked in more detail about what will be the companys next new jet after the 787 -- a composite plane that will replace the popular 737. Although some airlines are eager for Boeing to develop this jet as soon as possible, Mulally said Boeing will take its time. He repeated that a 737 replacement wont be ready for airline service until at least 2012 and perhaps not before 2015. Like the 787, the 737 replacement will have a composite airframe, now the material of choice for airplane design, Mulally said. Composites dont corrode, dont fatigue and are more reliable and easier to maintain. This has been our goal and dream. Composites also allow a greatly simplified manufacturing process, and that can significantly drive down costs. With the 787, the first commercial jetliner with a composite fuselage and wing, Boeing is introducing a new way of making jets. Large one-piece composite sections of the plane will be manufactured elsewhere and then taken to Everett for final assembly in only a few days. That manufacturing method will become even more efficient by the time Boeing is ready to build the 737 replacement. The goal is to get the fewest number of parts that fit together accurately, and then final assembly takes the least amount of time and has the highest quality. To replace the most efficient plane in the world, the 737, we need to improve its fuel burn, maintenance costs, weight and manufacturing costs, which will translate into savings for airlines. It takes time to do that. We will end up with a very competitive airplane Udvar-Hazy, Chairman and chief executive of International Lease Finance Corp. said Boeing and Airbus shouldnt rush their upcoming development programs, expected around 2012 to 2015, to replace their narrow-body 737 and A320 families. He said he and Mulally had had some off-site secret meetings. to focus on what the airlines will need five, 10, 15 years from now. Its really looking at a crystal ball, he said. It gets a little hazy. 19 Jul 2006 - Innovative Solutions and Support, Inc. Announce Flat Panel Display System Upgrade for 737-34500 Exton, PA. and Hampshire, U. K. ndash July 19, 2006- Innovative Solutions amp Support, Inc. and Jet Partners, LLC announced today at a joint press conference their program to install their CockpitIP Flat Panel Display System in the Jet Partners fleet of Classic B-737 aircraft. Deliveries will occur in ISampSrsquos fiscal year that begins October 1, 2006 for 30 firm and 30 options. The ISampS Flat Panel Display System can be utilized on the B737-300400500 models. The state-of-the-art CockpitIP is an all-glass cockpit offering AMLCD displays for Primary Flight (PFD), Navigation (ND), and Engine Instrument Displays (EIDS) systems. The cockpit suite eliminates 65 traditional components and replaces them with 5 display units, 2 control panels, and 3 data concentrator units. ldquoInstalling the ISampS CockpitIP Flat Panel Display System is the most cost effective way to retrofit aircraft with modern navigation technology, rdquo says Innovative Solutions and Supportrsquos President, Roman Ptakowski. ldquoThrough our agreement with Jet Partners, lessors of Classic B-737s will have the unique ability to configure their aircraft to their individual needs and preferences, while gaining significant safety, situational awareness and performance enhancements. rdquo With the addition of the ISampS CockpitIP to their B-737 aircraft, customers of Jet Partners will benefit from highly desirable options like a built-in Class 3 electronic flight bag with functionality that includes the Jeppesen certified database, XM or WSI satellite weather radar services, and advanced synthetic vision systems. Weight savings of 150 pounds, convection cooling, and a reduction in power consumption provide fuel and heat savings to the operator. ldquoISampS flat panels replace 20-plus year old, virtually unsupportable technology with liquid crystal displays that offer a ten-to-one improvement in reliability as well as a platform for growth, rdquo adds Ptakowski. ldquoExisting instrumentation is increasingly difficult to support as the products are no longer in production, and parts acquisition and repair becomes increasingly more expensive. But with the ISampS CockpitIP, modern design technology and processes offer significant reliability improvements with MTBFs in excess of 24,000 hours. rdquo For additional benefits, improved dispatch reliability is provided by the CockpitIPrsquos triply - redundant engine instrument data concentrator unit and the dual redundant PFDND data concentrator units in each of the Pilot and Co-Pilotrsquos positions. On the B767, the CockpitIP solution received FAA MEL dispatch relief of three days. Customers can achieve further functionality and configuration growth from the CockpitIPrsquos capability to support data related to upcoming requirements such as ADS-B and RNP. With thriving retrofit programs already in place for the B-747, 757, and 767, the ISampS agreement with Jet Partners offers easily installed cockpit upgrades at a low cost to an ever expanding variety of aircraft. The program has the ability to standardize pilot training, utilize industry recognized Primary Flight Display (PFD) and Navigation Display (ND) formats, provide health monitoring and exceedance recording for engines, and eliminate the complexity and support of analog andor EFIS displays. Furthermore, changing requirements are accommodated by flexible graphic display formats certifiable by the FAA. 19 Jul 2006 - Southwest to Retrofit Winglets on 737-300 Fleet Southwest Airlines committed to install Aviation Partners Boeing Blended Winglets on up to 90 of their 737-300 aircraft. The order of 59 firm systems and 31 options follows Southwests commitment in June of 2003 to install Blended Winglets on all of their 737-700 aircraft. Installations are planned to begin in early 2007. This is a monumental order for our 737-300 winglet program and a real testament to the value of our Visible Technology, says Aviation Partners Boeing 31 May 2006 - Assembly Begins on the 737-900ER Boeing today began final assembly of the first 737-900ER (Extended Range), the newest member of the worlds most successful single-aisle airplane family. The wings and landing gear shown here are being joined to the 737-900ER fuselage in the Boeing manufacturing facility in Renton, Wash. Last-stage assembly and interiors installation will begin once the airplane joins the moving assembly line. The 737 derivative incorporates an extra pair of exit doors, a flat aft-pressure bulkhead and other structural and aerodynamic changes that allow it to carry more passengers and fly farther than the 737-900. The twin-engine jet can carry up to 215 passengers and fly up to 3,200 nautical miles (5,900 km). The 737-900ER, destined for Indonesian-based launch customer Lion Air, will embark on a five-month flight test program later this year. 02 May 2006 -- Boeing Business Jets today announced it has won six new orders, increasing total program sales to 108 airplanes. The continued sales momentum of the BBJ reflects the value customers place on the airplanes range capability, its industry-leading reliability and its spacious cabin, BBJ President Steven Hill said during a media briefing at the European Business Aviation Convention amp Exhibition in Geneva, Switzerland. The BBJ offers more than transportation it offers the ability to travel with family, friends or business associates while working, eating, sleeping or entertaining in the air as you would at home or in the office. Boeing Business Jets secured the new orders within the last six months from regions all around the globe including Southeast Asia and Europe. Most BBJ customers choose to remain anonymous, which often is typical in these types of private business transactions. Seventy-three customers have ordered 95 BBJs and 13 BBJ 2s. About 40 percent of BBJ customers are private individuals, 37 percent are government heads of state, and the remaining customer segment is divided between corporate and charter operators. Hill also announced that the program is considering the development of a convertible cargo airplane based on the commercial Next-Generation 737-700C (Convertible). The airplane allows operators to alternate between passenger and cargo layouts. The 737-700C already includes the BBJ-inspired configuration of the 737-700 fuselage and the strengthened landing gear and wings of the 737-800. The airplane would provide the ultimate in flexibility and multi-purpose mission capability. It would be an ideal airplane for government heads of state or entrepreneurs, Hill said. The decision to explore a possible new BBJ family member is based on a firm order from a BBJ customer for a 737-700C. Hill said a decision to offer the business jet version could be made before the end of the year, and if launched, it would be called the BBJ C. 18 Apr 2006 - Allegations of 737 Production Quality Faults Claims that Boeing is using faulty aircraft parts have raised questions about jet safety, write Florence Graves and Sara Kehaulani Goo Wednesday, April 19, 2006 Claims that Boeing is using faulty aircraft parts have raised questions about jet safety, write Florence Graves and Sara Kehaulani Goo Jeannine Prewitt knew there was a problem when the holes wouldnt line up. On a Boeing assembly line in Kansas in 2000, Prewitt saw workers drilling extra holes in the long aluminum ribs that make up the skeleton of a jetliners fuselage. That was the only way the workers could attach the pieces, because some of its pre-drilled holes didnt match those on the airframe. Prewitt was a parts buyer, the third generation of her family to work at the sprawling Boeing factory on the outskirts of Wichita. She believed pieces going into one of the worlds most advanced and popular airliners, the Boeing 737, should fit like a glove. The assembly workers Prewitt observed were not the only ones who noted problems with parts from a key Boeing supplier, AHF Ducommun of Los Angeles. Other workers told her many pieces had to be shoved or hammered into place. And documents reviewed by The Washington Post show that quality managers reported numerous problems at Ducommun in memos recorded in Boeings system for monitoring its suppliers. Whether questionable parts ended up in hundreds of Boeing 737s is the subject of a bitter dispute between the aerospace company and Prewitt and two other whistle-blowers. The two sides also have enormously different views on what that could mean for the safety of the jets. The whistle-blower lawsuit is in US District Court in Wichita. No matter how it is resolved, it has exposed gaps in the way government regulators investigated the alleged problems in aircraft manufacturing. Boeing said the lawsuit is without merit and there is no safety issue. Even if faulty parts landed on the assembly line, the company said, none could have slipped through Boeings controls and gotten into the jetliners. The whistle - blowers are not intimately familiar with Boeings quality management system, said Cindy Wall, a company spokeswoman. Our planes are safe. The three whistle-blowers contend that Boeing officials knew from their own audits about thousands of parts that did not meet specifications, allowed them to be installed and retaliated against people who raised questions. They say the parts, manufactured from 1994 to 2002, fit the Federal Aviation Administrations definition of unapproved because they lack documentation proving they are airworthy. Moreover, they say, forcing a part into place could shorten its lifespan. After the whistle-blowers notified federal authorities in 2002, the FAA and the Pentagon looked into their charges. Each said its investigation cleared the airplane parts and found no reports of problems from military or civilian operators of Boeing jets. The Department of Transportations inspector general also dismissed the charges. The Posts review, however, found that the FAA did not assess many of the whistle-blowers key allegations. FAA inspectors examined only a small number of parts in the plants and did not visit any airplanes to inspect the roughly 200 types of parts questioned by the whistle - blowers. The Pentagon and Transportation Department, in turn, relied on the FAAs work, documents show. One reason the FAA chose not to pursue the whistle-blowers claims, officials said, was that its engineers believed the parts in question would not present a safety risk even if they failed in flight. There has not been a crash caused by such a failure, the agency said. But on several occasions, the agency has expressed concern about similar parts, albeit on the previous generation of 737s. Last year, prompted by reports from some carriers of cracks, the FAA formally alerted US air carriers that fly 737s made before 1998 to inspect for possible fatigue cracks around such parts. Cracks in these areas, the FAA said, could result in reduced structural integrity of the frames, possible loss of a cargo door, possible rapid decompression of the fuselage. Prewitts job at Wichita was to purchase parts for 737s and other jets from Ducommun and other suppliers. She said she saw that some pieces were coming in with inaccurate measurements beyond the margin of error. In the summer of 2000, she visited one assembly line where the aluminum ribs, known as chords, were being attached to the 737 fuselage. As Prewitt watched, she said, one worker pulled a chord from the stack and saw its holes were in the wrong place. I said: So what do you do She grabbed a drill and drills a hole and connects it together, said Prewitt, now 45. Were all appalled. I sat there watching her drill, drill, drill. She said the chord problem reinforced worries that others had raised for a year about other Ducommun parts. She had examined reports of problems with bear straps, large pieces of reinforcing sheet metal bonded to the skin around an airliners doorways. Prewitt said the pieces, which have four jutting corners something like a bearskin rug, were coming in short in one corner. That forced workers to drill holes for rivets closer to the edge of the piece than specified. The whistle-blowers said they learned that some managers knew of the problem but encouraged workers to make the parts fit. For example, when Prewitt recommended tossing out 24 bear straps she considered unacceptable, a Boeing procurement manager objected. Scrapping any bearstraps is stupid, since weve used over 300 with the same condition, the manager wrote to one of the whistle-blowers in a May 13, 1999, e-mail. Boeings corporate audit office convened a team to look into the parts problems in 2000. The 14 members included Prewitt and two others who later joined the whistle-blower lawsuit - Taylor Smith, 44, contract administrator for the new generation of 737 and other jets and James Ailes, 53, a technical troubleshooter. Others were experts on quality assurance, tooling and manufacturing processes. The team visited Ducommuns plant in California. In its report to Boeing, the team said it found that many of the more than 500 heavy-duty manufacturing tools used by Ducommun were incorrectly calibrated, misused or not built to Boeings specifications. Contrary to Ducommuns factory records, the report said, the supplier still was making parts with hand tools such as routers, as it had done for the older 737 models, instead of the sophisticated computer-programmed tools Boeing engineers had specified. Ducommun, also named in the lawsuit, declined to comment on the allegations beyond stating that the FAA and other agencies had already dismissed them. The Boeing audit team issued its report in August 2000. It noted that Boeing was seeking financial compensation for irregularities at Ducommuns plant and was reconsidering its relationship with the supplier. Ducommun said it never made a payment to Boeing as settlement, but according to documents reviewed by The Post, the firm agreed in January 2001 to a US1.6 million (HK12.48 million) settlement with Boeing for overbilling and manufacturing problems. Boeing declined to comment. Prewitt received a cash-and-stock bonus worth nearly US3,000 after what Boeing called her outstanding contribution to the audit. Soon, however, members of the team grew discouraged with what they saw as Boeings reluctance to follow up on their findings. They said Boeing officials cleaned the report of details about possible airliner safety problems and violations of FAA procedures. When they raised the possibility of reporting their concerns to the FAA, they said, they were told to keep quiet or face possible legal action from Boeing. Boeing said it did not sanitize the report and its policies prohibit threats or retaliation against employees who raise safety questions. Company spokeswoman Wall said the fact that the audit team was assembled shows Boeings oversight of suppliers is effective. She said the teams mission was to look at cost issues regarding Ducommuns accounting and tools and she does not know how the whistle - blowers on the team drew the conclusion that the parts were flawed. She said assessing quality was outside their area of expertise. In early 2002, Prewitt, Smith and Ailes sent thousands of documents supporting their case to the Justice Department. They alleged questionable parts had been installed not only on hundreds of 737s but also on some 747s, 757s, 767s and 777s and their military equivalents without the knowledge of the Air Force and Navy, the commercial airlines, or the FAA. Shortly after that, in March 2002, the three workers - and one other whistle-blower who later dropped out - filed their lawsuit. In 2003, the whistle-blowers withdrew their suit after the Justice Department declined to join. They refiled it in March 2005. By then, Ailes was still employed but Prewitt and Smith had been laid off. All three allege they received demotions and lower job evaluations because of their actions. The lawsuit cites only those jets sold to the military, because the False Claims Act applies to only federal contracts. However, the whistle-blowers said most of the parts in question also had been installed on commercial airliners. So at the request of the Justice Department, the FAA launched a probe in the spring of 2002. It was handled by the division that investigates parts suspected to be unapproved - ones that lack the paper trail showing they meet specifications. FAA officials said that rather than restrict themselves to the more than 200 types of parts questioned by the whistle - blowers, their engineers reviewed a list of all Ducommun parts made for Boeing. They said they found most of the parts were unique to military planes. None of the commercial parts on their own, the engineers decided, were principal structural elements, or parts whose individual failure could lead to a catastrophe. FAA officials, however, now say that some parts are in areas considered principal structural elements. In the end, the engineers narrowed their list to 11 of the most critical Ducommun commercial parts and the FAA focused its investigation on how they were being made at the time of its probe. The agency said it has no official documents explaining the decision to eliminate hundreds of parts from investigation. That did not follow procedures adopted when the agency created an office devoted to investigation of suspect parts in 1995. Those rules require that FAA inspectors review the manufacturing history, quantity and importance of each part that is reported as suspect and then document their findings. In the summer of 2004, the FAA closed its two-year probe, saying Ducommuns current manufacturing processes were sound. The most important thing is corrective action, said Peggy Gilligan, deputy associate administrator for aviation safety at FAA. Last year, the FAA reopened the case. The agency had received new reports about the parts from two FAA - certified experts hired by the whistle - blowers lawyers. The lawyers had provided four experts with the court documents and Boeing quality control reports from 1999 and 2000. All four experts, who are certified by the FAA to make decisions about aircraft engineering or airworthiness on behalf of the agency, and one additional expert hired by The Post to review the same documents said they believed that practices at Ducommun and Boeing were seriously flawed. The evidence that Boeing and Ducommun ignored quality controls is beyond the scope of anything Ive ever heard of - where an entire inspection system would be bypassed, said Sammy Hanson, the consultant hired by The Post. Hanson, who has worked in aircraft certification for 12 years, said that because the FAA acknowledges it did not look at parts installed on planes, every one of these parts (in the lawsuit) is unapproved. Other aviation consultants said that even if FAA procedures were violated, metal parts used for reinforcement are not as critical as, say, the main landing gear. Sheet metal parts are necessarily pretty flexible so if they dont fit perfect as delivered, its not a big deal to shove them into place, bend them a little bit, push on them and rivet them together, said Charles Eastlake, a professor of aerospace engineering and a former aircraft structural designer for the Air Force. Quality control people turn purple when they see that, but its the way its always been. Another argument holds that because planes are stripped down for major maintenance every five to seven years, any early cracks or corrosion would probably be spotted before the part could create a problem. In fact, FAA officials said their inspectors combed through records from airlines that performed such maintenance and found no reports of problems with bear straps, chords or frames. Spokesmen for Southwest, American and Continental airlines told The Post they had found no problems with the parts. But some analysts suggest that when factory workers force together parts that are not built according to their design, it could eventually cause premature cracking. When you bend and twist with undue force, you can introduce more stress on the parts and the structure they are attached to, said John Goglia, a former National Transportation Safety Board member and former airline mechanic. Goglia said that can be especially true of parts used to reinforce the cabin around doors, which may be more vulnerable to fatigue. But, Goglia added, the safety impact of any suspect part is difficult to determine without an engineers analysis of how it was made. The FAA has yet to complete its second investigation. The agency said the same lead inspector has been assigned to the matter. Were confident we came to the right conclusions in the first case, said Brown, the FAA spokeswoman. THE WASHINGTON POST 2 Mar 2006 - Boeing team to develop post-737 jet By Dominic Gates, Seattle Times aerospace reporter Only a couple weeks after rolling out the 5,000th 737, Boeing formally named an initial planning team to lead development of a replacement for the Renton-built jet. On Boeings internal Web site Tuesday, the company announced that Mike Cave, vice president for airplane programs, will direct the work. The Next-Generation 737 is a wonderful airplane with a strong future in the marketplace the challenge of dramatically improving on its proven economy, performance and reliability is a daunting task and one that will take considerable innovation, Cave said in the Boeing news item. The leaders weve named today understand the challenge and are the right team to assess both the market requirements and necessary technology developments. The decisions made by the new team, from timing to location of assembly, could have a huge impact here. In December, commercial airplanes Chief Executive Alan Mulally, said a replacement for the single-aisle 737 would enter service between 2012 and 2015 and hinted it will be assembled in the Puget Sound area. Its unclear if that would be in Renton or in Everett. The project team includes: bull Carolyn Brandsema, director of engineering for the 737MMA program, who will head the study of the airplane and the production system used to build it. Its expected that the replacement jet will have a carbon fiber-based plastic fuselage like the 787, and will use the innovative, flexible manufacturing methods that will be introduced for the larger jet next year. Also like the 787, the new program will likely require orchestration of a global supply chain, with major overseas partners contributing large sections of the aircraft. bull Kent Fisher, a marketing vice president in the commercial-airplane division, will head business development. His job will be to ensure that whatever Boeing comes up with is what the airlines want. bull Don Moon, now on the 787 program-management team, will consider how best to manage the project. bull Rod Wheeler, director of finance estimating and planning in the commercial-airplanes division, will work out what it will all cost. Major partners on the program are likely to have to contribute their own investment to reduce Boeings development costs. Initiating a new airplane program has the potential to hurt sales of the current jet mdash airlines might become reluctant to buy if they think that a new, improved jet could be available soon. So even as it made the announcement internally, Boeing sought to play down the move. Someday both the Next-Generation 737 and the (Airbus) A320 will need to be replaced, but so far we have not found a more compelling airplane for the single-aisle market, Cave said in his statement. Until we do, we will continue to invest in the Next-Generation 737. Despite the description of the team as being formed for initial studies of a 737 replacement, early exploratory work has been going on within Boeing for several years. At the Farnborough Air Show in July 2004 a top executive with a major systems supplier confided that his company was already discussing concepts with Boeing on what was then code-named the Y1 project. Boeing spokesman Craig Martin said the internal announcement doesnt mean the 737 replacement program will launch any earlier than publicly stated by Mulally last year. To deliver in 2012, Boeing would have to launch the program soon after airlines take their first 787s in 2008. 31 Jan 2006 - 737-700ER (Extended Range) Launched SEATTLE, Jan. 31 PRNewswire-FirstCall -- The Boeing Company today launched the 737-700ER (Extended Range), following an order conversion from ANA (All Nippon Airways) for two airplanes. The 737-700ER has the longest range capability of any 737 commercial family member, and is able to serve new nonstop, point-to-point routes profitably. ANA exercised rights to substitute 737-700s with 737-700ERs. The two 737-700ERs are part of a larger order announced June 23, 2003, for 45 737-700s. The value of the Next-Generation 737 family continues to grow with the 737-700ER, and we are delighted to have ANA as the launch customer, said Alan Mulally, chief executive officer and president of Boeing Commercial Airplanes. This new 737 derivative is a great example of how Boeing helps our customers succeed by responding to new emerging airline business requirements. Boeing is scheduled to deliver the first airplane to ANA in early 2007. This special airplane will bring new possibilities for ANA in terms of the routes we fly, said ANA President and CEO Mineo Yamamoto. It will allow us to explore destinations that could hitherto only be reached with larger aircraft, and further provide greater choice and convenience to our customers. The 737-700ER is a Boeing Business Jet-inspired airplane, designed for long-range commercial applications. The airplane features the fuselage of the commercial 737-700 and the wings and landing gear of the larger 737-800. The high-performance derivative can fly up to 2,145 nautical miles farther than the current 737-700. With up to nine optional auxiliary fuel tanks and optional Blended Winglets, the 737-700ER is capable of flying up to 5,510 nautical miles. Sharing the same industry-leading reliability and low operating and maintenance costs of other models in the 737 family, the 737-700ER allows carriers to compete in relatively new markets such as the long-range all-premium class market, or is particularly well suited for low-cost carriers seeking to operate on longer routes. The Next-Generation 737s are 10 years newer and fly higher, faster, farther, and more quietly than competing models. To date, 95 airlines have placed orders for more than 2,960 Next-Generation 737s. More than 1,130 737s are on order, worth about 69 billion at current list prices. 30 Jan 2006 - Boeing Offers Efficiency Enhancing Feature for Next-Generation 737 SEATTLE, Jan. 30, 2006 -- Boeing today announced a new carbon brake option that will reduce airframe weight and lower operating costs for Next-Generation 737 operators around the world. The no-charge option will save up to 700 pounds in airplane weight and increase the wear life up to twice the number of landings. The reduction in weight and increased durability will lower maintenance and operating costs overall. Carbon brakes offer the same stopping performance as steel brakes but with the added benefit of a significant weight savings, which ultimately increases fuel efficiency, said Mike Delaney, 737 chief project engineer. Next-Generation 737s are already lighter than competing Airbus models. This structural efficiency is a fundamental reason why Next-Generation 737s fly farther, higher and with better fuel efficiency than the competition. This new feature demonstrates our continued commitment to offer technology that brings value to our customers and continues to make the 737 the most capable airplane in the worlds single-aisle market, added Delaney. The carbon brakes, which will be supplied by Goodrich and Messier-Bugatti, will be available for deliveries starting in early 2008, following a two-month flight test program. The option also will be available for retrofit on all Next-Generation 737s. Known for their industry-leading reliability and low operating costs, the Next-Generation 737s are part of the best-selling 737 family. Overall, operators around the world have ordered more than 6,000 models. To date, 95 operators have placed orders for more than 2,960 Next-Generation 737s the program has a backlog of 1,133 units with a value of about 69 billion at current list prices. 26 Jan 2006 - Boeing Introduces New 737 Signals Intelligence Aircraft Variant of Navys 737-MMA Boeing announced Wednesday plans for a new 737 signals intelligence (SIGINT) aircraft to be used for airborne intelligence, surveillance and reconnaissance, and also advanced network centric communications. The new SIGINT aircraft concept is a variant of Boeings 737-based P-8A Multi-mission Maritime Aircraft, which is currently being developed for the US Navy. We think this affordable variant not only provides the US Defense Department with options for current and future airborne ISR requirements, but also is adaptable to any International SIGINT mission sets, said Tony Parasida, Boeing vice president for Maritime Systems. The Boeing 737 SIGINT variant will have increased mission capability, operational readiness and combat radius relative to legacy aircraft. The design also has built-in growth capacity so payload capacity can easily be increased or upgraded to accommodate future customer requirements. A key advantage of this new program is that the 737 SIGINT aircraft will leverage the P-8As advanced mission system architecture, mature design, and contractor logistics support and training systems approach. For customers that means reduced operating and maintenance costs over the entire life cycle of the system. Boeings Maritime Systems Industry team, currently working on the P-8A program, will be involved with the 737 SIGINT variant as well. Additional partners likely will be added to the team to help address future customer requirements. P-8A team members include Northrop Grumman, Raytheon, Smiths Aerospace and CFM International. The P-8A -- a military derivative of the 737-800 aircraft -- is the Navys replacement platform for the P-3C. Its primary mission is to provide what the company terms persistent anti-submarine warfare. A unit of The Boeing Company, Boeing Integrated Defense Systems is one of the worlds largest space and defense businesses. 13 Nov 2005 - Bellview CVR amp FDR still not found. LAGOS, Nov 13 (Reuters) - Investigators have been unable to find the flight data and voice recorders from the site of a plane crash in Nigeria that killed 117 people in October, the head of the investigating team said on Sunday. Angus Ozoka said the failure to locate the black boxes meant it would take longer to determine what caused the Boeing 737, operated by Nigerian airline Bellview, to crash shortly after take-off from Lagos on Oct. 22, killing everyone on board. We were not able to recover the black boxes -- flight data recorder or cockpit voice recorder -- although we found some strips of the casing, Ozoka told a news conference at Lagos airport. The wreckage recovered from the 4-metre (13-feet) deep crater near the village of Lissa, about 30 km (20 miles) from Lagos in Ogun state, has been taken to an air force base for further examination. Ozoka said the investigation would continue in Nigeria and in the United States. A U. S. team has been helping the inquiry. The aircraft took off from Lagos for the capital Abuja during an intense electrical storm and experts have said evidence so far points to a lightning strike as the possible cause for the crash, though there has been no official confirmation. Bellview, popular with government officials and expatriates, had previously had a clean safety record. The 24-year-old Boeing had received a clean bill of health from inspectors in February, the airline has said. 17 Oct 2005 - Boeing 737 Trials In-Flight Phone Systems Connexion by Boeing says that it has recently concluded a week of demonstration flights in Europe that showed travellers how mobile telephony in flight can be provided safely and conveniently for passengers in flight. During flights aboard a Boeing 737-400 test and demonstration airplane, Connexion One, guests sampled not only the Connexion by Boeing high-speed, real-time Internet service, which now includes four channels of live TV, but also used roaming-enabled mobile phones to make and receive phone calls. Enabling people to make and receive phone calls during flight demonstrated the flexibility of a high-speed connectivity system like ours, said Chris Petersen, program manager for voice and cellular service at Connexion by Boeing. We allowed our guests to make calls to the ground while we flew over international waters, and almost everyones first call was to their boss. Both callers and call recipients were equally excited and impressed by the voice quality and the reliability of the connection. The system supports both GSM and CDMA - so presumably, you could end up in the future, being able to make CDMA phone calls while travelling over Europe. 01 Sep 2005 - Boeing Completes First Airborne Test of Wedgetail Aircraftrsquos Radar Boeing successfully conducted the first in-flight test of the Northrop Grumman Multi-mode Electronically Scanned Array radar aboard a 737 airborne early warning and control aircraft for Australiarsquos Project Wedgetail. ldquoThe mission was flawless, rdquo said Jack DeLange, 737 AEWampC integration and test manager. ldquoAll of the first radar flight test objectives were achieved. rdquo The six-hour flight test over Washington state followed completion of three weeks of ground testing of the radar in Victorville, Calif. The ground testing verified the compatibility of the radar with other aircraft systems while operating and scanning through 360 degrees. The initial flight test aboard Wedgetail aircraft No. 1 collected data used to calibrate the radar for the effects of both the aircraft and the ground environment. Flight testing of the radar, integrated with the airborne mission system aboard Wedgetail aircraft No. 2, is scheduled to begin later this year. This follows several years of extensive stand-alone ground testing by Northrop Grummanrsquos Electronic Systems Division in Baltimore, Md. The Multi-mode Electronically Scanned Array radar is designed to provide optimal performance in range, tracking, and accuracy. It is able to track airborne and maritime targets simultaneously and can help the mission crew direct the control of high-performance fighter aircraft while continuously scanning the operational area. 18 Jul 2005 - 737-900ER Launched The Boeing Company today officially launched the 737-900ER (Extended Range) -- the newest member of the worlds best-selling Next-Generation 737 family -- following the completion of a sales agreement for up to 60 of the airplanes from Lion Air. The 737-900ER, formerly known as the 737-900X, will carry more passengers and fly farther, increasing the capability of the Next-Generation 737 airplane family. Lion Air, Indonesias first low-cost carrier, originally announced its intent to order up to 60 737s earlier this year. Todays firm order is for 30 of the new derivative airplane, with purchase rights for 30 additional models. The order is worth 3.9 billion at list prices. The first 737-900ER is scheduled for delivery in the first half of 2007. The Next-Generation 737 is the most efficient single-aisle airplane family today, and we are thrilled to have Lion Air as the launch customer to increase the 737 familys capability with the additional range and seating of the 737-900ER, said Alan Mulally, president and chief executive officer of Boeing Commercial Airplanes. In addition to the unprecedented economic advantages, the 737-900ER shares the same industry-leading reliability of the worlds most successful airplane family. The 737-900ER is the same size as todays 737-900, but, with the addition of a pair of exit doors and a flat rear pressure bulkhead, will carry 26 additional passengers, raising the maximum capacity from 189 to 215 in a single-class layout. Aerodynamic and structural design changes, including strengthened wings, a two-position tailskid, enhancements to the leading and trailing edge flap systems, and optional Blended Winglets and auxiliary fuel tanks, will allow the 737-900ER to accommodate higher takeoff weights and increase its range to 3,200 nautical miles (5,900 km), making it comparable to the 737-800s range. We are delighted to be the launch customer for the 737-900ER, said President Director Rusdi Kirana of Lion Air. We are confident that the outstanding economics and reliability of the aircraft will contribute to the expansion and modernization of our fleet. Powered by the CFM International CFM56-7B turbofan engines, the new derivative will have substantial economic advantages over competing models including 9 percent lower operating costs per trip and 7 percent lower operating costs per seat than the A321, which is more than 10,000 pounds (4,536 kg) heavier than the 737-900ER. The Next-Generation 737s are 10 years newer and fly higher, faster, farther and more quietly than competing models. To date, 86 airlines have placed orders for more than 2,700 Next-Generation 737s. 12 May 2005 - 737NG Certified for Cat I GLS approaches The Boeing Company today delivered a 737 equipped with an advanced landing system that will guide the airplane to runways with unprecedented accuracy. Unlike current technology, which relies solely on information from ground stations, the Global Positioning Landing System (GLS) integrates data from the global navigation satellite system, ground stations and a multi-mode receiver on the airplane to provide pinpoint accuracy of the airplanes position relative to the runway and surrounding terrain. Boeing is committed to a safe and effective global air transportation system. This precision approach and landing information will enhance safety by significantly improving takeoff and landing capability at airports around the world, said Captain Ray Craig, 737 Chief Pilot. GLS increases the Next-Generation 737s lead as the most technologically advanced airplane in its class, and enhances the revenue-generating capability for airlines. The FAA certified the GLS system following an extensive three-year testing program, during which the system proved to be a reliable and flawless navigation system suitable for automatic landings and low visibility takeoffs. JAA certification is expected soon. Initially, GLS is certified to support Category I operations, which allow airplanes to operate in low visibility conditions. In the future, as GLS ground stations become available worldwide, the system will be able to support Category III operations, which allow airplanes to operate in very low or near zero visibility conditions. The 737-800 is the first and only large commercial airplane certified and equipped with this sophisticated technology. GLS was one of nine new leading-edge technologies successfully tested and demonstrated on the 737 Technology Demonstrator airplane during 2002. Of the nine emerging technology features, six have now been certified and delivered on the 737. 19 Apr 2005 - Global ePoint Aviation Division Receives FAA STC for its 737 Cockpit Door Surveillance System. CITY OF INDUSTRY, Calif.--(BUSINESS WIRE)--April 19, 2005--Global ePoint, Inc. (Nasdaq: GEPT), an innovative developer and manufacturer of homeland security solutions for aviation and law enforcement as well as financial, retail and industrial applications, today announced the AirWorks Division has received a new FAA Supplemental Type Certificate for its Cockpit Door Surveillance System (CDSS), which now spans the entire family of Boeing 737 aircraft (737-200 through 737-900) with two configurations. Aviation Speed News states there are some 4,597 Boeing family 737s flying in the world - spanning the 737-200 through 737-900 - which represents 48 percent of total Boeing aircraft flying today. It also noted 1,571 of these 737s are operating within U. S. airlines The original AirWorks Cockpit Door Surveillance System previously offered on 737-300 and 737-500s consisted of two 6.4-inch touch-sensitive monitors, a system controller and one camera mounted directly outside the cockpit door - with two more cameras located in the forward galley (and up to 16 cameras throughout the aircraft overall). Cockpit monitors were located to the side and just forward of the pilots seated positions. This standard system configuration is currently installed and flying on over 100 Boeing 737 aircraft. AirWorks has designed and introduced a new optional single-monitor 5-inch touch-sensitive system that installs in the overhead panel directly between the two pilots. The new condensed configuration allows either pilot to utilize the same monitor or to control the camera from either pilot position - and utilizes the same System Controller and cameras as in previously delivered 737 systems. Our continual investment in the CDSS Cockpit Door Surveillance System and its flexibility, and now, in these multiple applications as well, provides AirWorks the ability to meet any requirement for any model aircraft built by the Boeing or Airbus companies, said Ricky Frick, President of Global ePoints Aviation Division. It allows us to immediately move forward with a customer without the barrier of new designs for installation or certification requirements. We have made this commitment to ensure that any mandate or requirement - by any regulatory agency anywhere in the world - can immediately be satisfied with our product and certification. About Global ePoints Aviation Division The Companys Aviation division contains Global AirWorks, whose primary communications and security products include the Cockpit Door Surveillance System (CDSS), a digital electronic flight bag of all flight and on-board manuals and records for pilots and a Laptop Computer Power System for passengers and flight crews. AirWorks customers include airline major OEMs, such as ATampT Aviation, BAE Systems, In-flight Phone, L3 Communications, and Rockwell Collins all major U. S. airlines and all major international carriers, including ATA, Air China, Bombardier, Finnair, Varig, KLM, Lufthansa, and Cathay Pacific. AirWorks holds more than 40 supplemental type certificates (STC) certifying AirWorks as a Federal Aviation Administration (FAA)-approved manufacturer and installer for a range of interior equipment and systems for a variety of commercial aircraft flying worldwide. 19 Apr 2005 - Boeing Talks of 737 Replacement Buoyed by the early success of its 787, and with Airbus finally on the defensive, The Boeing Co. is talking with some of its key suppliers about whats likely to be its next new jet - a 737 replacement based on the technology of its coming super-efficient twin-aisle jetliner. The aim of the preliminary talks, according to industry sources, is to better gauge how soon a new single-aisle jet could, or should, be brought to market. If possible, Boeing would like to move forward the development of a 737 replacement, the sources said. Although such a plane would not be available until at least early in the next decade, industry analysts say Boeing has an opportunity to keep Airbus off balance and on the run by leveraging the technology on the 787 Dreamliner -- the industrys first commercial jetliner with a composite wing and fuselage. Boeing needs to strike while the iron is hot, said Richard Aboulafia, aerospace analyst with the Teal Group, an industry consulting firm. The development of an all-new jet rather than a derivative gives Boeing the upper hand over Airbus in using that 787 technology later for a 737 replacement. Boeing has not said when it envisions a new single-aisle jet, but knowledgeable industry observers have put an entry-into-service date around 2013. Speculation that Boeing might move forward development of a 737 replacement has been fuelled partly by recent public comments from engine makers looking to develop a next-generation engine that would be needed for a 737 replacement. That Boeing is talking with suppliers, principally those likely to provide the technology for a 737 replacement, suggests Boeings product development people are further along this road than previously believed. Byron Callan, a Merrill Lynch analyst who closely follows Boeing, said he was recently told by one Boeing supplier that the company has completed an internal new study of a 737 replacement. Boeing wont comment, other than to say it is focused on winning many more orders for its hot-selling 737, and that the only new plane that has its attention is the 787, which will enter service in 2008. The 737 is doing very well in the marketplace, Scott Carson, head of Boeing jetliner sales business, said when asked if there is pressure to move up development of a replacement plane. There are a lot of legs left with the 737 family of aircraft and the market response this year certainly demonstrates that. Boeing has won several key 737 orders so far this year, with more likely. Formerly known as the 7E7, the 787 represents a significant and unprecedented leap for Boeing. Smaller business and military jets have made extensive use of composites, but what Boeing is doing with the 787 has not been attempted before with a plane this big. The twin-engine 787, which is a little bigger than the 767 that it replaces, will carry about 225 passengers in a three-class configuration. In addition to the widespread use of composites, the 787 will be much more of an electric airplane than current jets, which use air bled from the engines to power some onboard systems. And the 787 will have new engines that are more fuel efficient and quiet than anything today. A 737 replacement would take these advances, and advantages, even further. As important as the technology is to the 787s success, so too is a new Boeing production system. Large composite fuselage sections, already stuffed by suppliers with the wiring and systems, will arrive at Boeings Everett plant on modified 747 freighters for final assembly with the composite wings. These sections will be snapped together in as little as three days. A 737 replacement would use this same production method, but likely refine it even further. The eventual end of the 737 program also means the likely close of Boeings operations in Renton, with airplane production consolidated at the companys Everett plant, where the 787 will be assembled. Boeings current 737 backlog of nearly 800 planes, with more orders to come, is enough to keep production going in Renton until well after 2010. But before Boeing can move on with the development of its next jet, it must get the 787 into service with airlines and find out if the plane performs as advertised. What we want to do is get some experience with the new airplane both in terms of its performance and manufacturing technologies and learn from that, said Carson, Boeings sales chief. After we have learned the right lessons, then we can worry about a replacement airplane (for the 737). And the engine makers will have to come up with a new engine for a single-aisle jet that would offer the kind of performance improvements that the 787 will enjoy over todays planes. To build a 737 replacement without a next-generation engine would be a dreadful mistake for us to make, Carson said. Boeing has said the 787 will be about 20 percent more fuel efficient than current jets that size. While Boeing is focused now on the development of the 787, Airbus has its own all-new plane, the 555-passenger A380 superjumbo that will enter service in mid-2006 and supplant Boeings 747 as the worlds biggest commercial jetliner. With the development effort for the A380 program winding down as production begins, Airbus has only recently turned its attention to the A350 and the challenge from the 787. But in offering customers an A330 derivative rather than an all-new jet, Airbus is taking the less-expensive approach, much as Boeing has done in the past in response to Airbus threats. It was not that long ago that some in the industry were calling Boeing Derivatives R Us. If Airbus were to change strategy and develop an all-new jet to match the 787, it would give Boeing a huge advantage. If Airbus has to start again with a clean sheet of paper and an all-new A350 rather than a derivative, that gives Boeing at least a couple extra years to have the 787 alone in that market and it gives Boeing a strong advantage in leveraging that technology for its next plane to replace the 737, Aboulafia said. What you are seeing, he added, is possibly the biggest reversal of fortunes in aviation history, with Boeing taking back lost market share from Airbus. This represents one of the biggest opportunities that any U. S. manufacturing company has ever enjoyed. 04 Apr 2005 - First Kitty Hawk Boeing 737-300SF Aircraft Arrives at DFW Kitty Hawk is the North American Launch Customer for 737-300SF Freighter Aircraft DALLAS--(BUSINESS WIRE)--April 4, 2005--Kitty Hawk, Inc. (AMEX:KHK) subsidiary, Kitty Hawk Aircargo, Inc. has taken delivery of its first new Boeing 737-300SF aircraft. The new freighter arrived Saturday, April 2, 2005 at Dallas-Fort Worth International Airport (DFW), where Kitty Hawk is headquartered. Kitty Hawk is the North American launch customer for the 737-300SF conversion by Israel Aircraft Industries (IAI), Bedek Aviation Group. IAI is one of the premier passenger-to-cargo aircraft conversion and aircraft maintenance companies in the world. Kitty Hawk has also entered into a long-term strategic partnership with IAI for maintenance and support of the aircraft engines, components and landing gear. Kitty Hawk has a contract to lease seven Boeing 737-300SF aircraft from GE Capital Aviation Services (GECAS). The aircraft will be delivered throughout 2005. The 737-300SF is the freighter version of one of the best-selling and most popular commercial passenger aircraft of all time. The two pilot, twin-engine aircraft are powered by CFM-56 jet engines. Bedek Aviation Group is delighted to have worked with Kitty Hawk for the first B737-300SF conversion in North America. The technologies designed into this conversion are state-of-the-art and offer major competitive advantages, said David Arzi, Bedeks general manager and corporate vice president. We are also honored that Kitty Hawk recognized the quality of our work by entering into a 10-year contract with us for maintenance and support of the aircraft. These services will be provided by our wholly-owned subsidiary, Aviation Services International LLC (ASI), which specializes in totally integrated maintenance packages, said Arzi. In the future, it is envisioned that the program will also cover airframe maintenance at Empire Air Center located in Rome, New York, another subsidiary of IAIs Bedek Aviation Group. For the present time, Kitty Hawk will continue to operate approximately 20 Boeing 727-200F aircraft, though some of those aircraft are planned for retirement in the future. The arrival of this first 737-300SF is a significant step that will enhance Kitty Hawks fleet and further prepare our company for the future, said Robert W. Zoller, Kitty Hawks president and CEO. The Boeing 737-300SF is a tremendous addition - it is a very fuel efficient, reliable and environmentally friendly aircraft, capable of achieving proposed federal Stage 4 noise regulations. The 737-300SF possesses a modern digital technology flightdeck and expected lower operating and maintenance costs. The new aircraft will allow Kitty Hawk Aircargo to conserve fuel, possibly open additional new markets, and begin to transition the company toward a more up-to-date, scalable aircraft platform. In addition, Kitty Hawk will install FAA-approved FuelMizer modification kits from AvAero on each of its new 737-300SF aircraft. Kitty Hawk will be the all-cargo launch customer for the FuelMizer modification. Kitty Hawk expects to realize as much as an additional four percent fuel savings from the FuelMizer system. 12 Mar 2005 - Wedgetail Update Daniel Cotterill, AUSTRALIAS new fleet of six Airborne early warning and control aircraft will be a fantastic capability so far as regional air superiority is concerned, but there is a significant technology transfer bonus as well. Four of the six aircraft, known as Wedgetails, are to be converted from airliners to military radar aircraft in Australia via a process that will break new ground for local industry. The aircraft used for conversion is a Boeing Business Jet - a 737-700 with increased gross weight fitted with wings and undercarriage from the 800 series. The new aircraft will be flown to Brisbane, where they will be stripped down to begin the modification program. Stripping includes removing the tail and engines while the entire inside of the aircraft is gutted, including the cockpit and all its flight instruments. Then, to facilitate fitting of the radar antennae, Section 46 is removed. Section 46 sounds fairly innocuous, perhaps the sort of minor part one might rip off the aircraft before morning tea on a good day, but its removal and the refitting of the new radar antennae support section is a serious task requiring extremely precise engineering. Section 46 extends from the over-wing exits to the rear doors from the floor up, and to remove it all the rivets are drilled out and the various seals cracked prior to it being lifted out of place. Great care must be taken not to stress components when the pressurisation seals are breached and the aircraft must be held securely in place on a jig. It must not move or twist, even slightly - not even by a millimetre. Any movement will mean that the new section will not fit into place. Over 500 man-years of work will be expended in converting the four Wedgetail aircraft in Australia. Few parts of the aircraft escape modification in some shape or form. New wingtips and nose and tail cones house a range of antennae and sensors for electronic surveillance measures. The new tail cone and ventral fins are built locally by Hawker de Haviland, and the tail cone in particular is a very complex composite construction. Conversion of an ordinary 737 into a Wedgetail is not easy, but undertaking that task locally will provide Australia with much more than just a challenging work package. The transfer of skills and advanced aerospace technology necessary for the task will see local industry well positioned for other opportunities. The 737 is a paperless aircraft, and to allow the Wedgetail conversion to take place in Australia terabytes of digital plans will be transferred here along with the necessary modelling and simulation software for complex aircraft modification. The size and complexity of the Wedgetail program has more in common with an initial manufacturing activity than a modification and upgrade program. It is four to five times larger on a time spent per airframe basis than anything previously undertaken in Australia. Boeing Australia will end up with a tremendous working knowledge of 737 aircraft and how to modify them. This capability will be very important for through-life support, and if any further modifications to the Wedgetails are required to cater for future communications or other systems. The first Wedgetail to be modified locally will be handed over in November this year and the conversion program will run in Australia for three and a half years 10 Mar 2005 - Retirements lead Boeing to shuffle executives Carolyn Corvi, who has been running Boeings 737 and 757 programs in Renton, was named vice president and general manager of airplane production. Mark Jenkins will replace Corvi in Renton as vice president and general manager of the 737 program. He most recently led supply management and procurement. He has worked in finance and commercial aviation services for Boeing and has more than 30 years with the company. 02 Mar 2005 - 737 to be replaced in the next decade. Boeing plans to overhaul its 737 family of single-aisle aircraft in the next 10 years, applying the advanced technologies of its 787 aircraft, a senior Boeing executive said Tuesday. One of our options we look at is to take all the learning and all the technologies involved in the 787. and apply all those to the single-aisle categories, Randy Baseler, vice president of Boeing Commercial Airplanes Group, said at a news conference. The new 787 Dreamliner long-haul aircraft, aimed at achieving high fuel effeciency, is Boeings latest project. It is expected to enter service in 2008. Baseler said the technology developed for the 787 would more than likely be applied next in the single-aisle area, for an overhauled version of the 737 short-haul aircraft. Asked about a possible launch date for the new-look 737, he replied: The market dictates timing. Probably its somewhere in the next decade, he said, adding that the aircraft would probably have a different name. Referring to the planned update of the 737, a short-to-medium-range aircraft, Baseler said: We have not defined what that airplane will actually look like, adding that studies were under way. Right now, all that we are saying is we dont have a firm date yet, because part of that is the market dynamic - when will the customer really want it, when will Airbus do something, he said, referring to Boeings arch-rival Airbus of Europe. I suspect that what it will be is not a continuation of the 737 family, he added. The latest version of the 737, a model popular with low-cost airlines and in direct competition with the Airbus 320, dates from 1993. Boeing estimates it will sell 14,715 units of the 737 aircraft in the next 20 years. 26 Jan 2005 - First 737 rolled out without eyebrow windows Boeing this week rolled out its first 737 without eyebrow windows, the four small windows above the front windshield. In the past the eyebrow windows helped provide better crew visibility, but todays advanced navigation systems have made those windows obsolete. The design change reduces airplane weight by 20 pounds and eliminates approximately 300 hours of periodic inspections per airplane. Retrofit kits to cover eyebrow windows will be available mid-2006 for the in-service 737 fleet. The first eyebrowless aircraft was 737-700, N201LV, LN 1650, first flown on 3 Feb 2005 and was delivered to Southwest 16 Feb 2005. 04 Jan 2005 - 737-200F collapses on runway at Banda Aceh after hitting Cows. A 737-200F operated by TRI-MG has blocked the runway at Banda Aceh airport this morning after hitting cows on the runway. The military says the engine and landing gear are badly damaged and without heavy lifting equipment, the airport remains closed to fixed-wing aircraft. The Republic of Singapore Air Force has been called in to use their Chinooks to float the aircraft off the runway using airbags. 28 Dec 2004 - Future of 737 Looks Strong In June, Boeing won a stunning victory over Lockheed Martin and gave Renton a new lease on life. The U. S. Navy awarded Boeing a contract to develop an anti-submarine ocean prowler based on the 737 airframe. On other military programs, commercial jets are typically modified at defense-oriented plants outside Washington state. But the Navys 737s will be modified on a new, dedicated assembly line in Renton. Boeing will produce seven test aircraft under the initial development contract, worth 3.9 billion. If thats successful, the program is potentially worth more than 40 billion in sales to U. S. and overseas military. The upshot: The Boeing plant at the southern edge of Lake Washington, previously scheduled to wind down perhaps as early as 2012, will be pumping out 737s for perhaps another 25 years. In addition to securing the 737 production jobs, already the Navy program has added almost 450 high-tech engineering jobs in Renton. On the commercial side, even though U. S. jet sales remain badly depressed mdash with several carriers including Delta, United and US Airways in serious financial trouble mdash the worldwide market has finally recovered. For the first time in four years, Boeings orders are up over the previous year. Internal documents show Boeing plans to increase the monthly 737 production rate from 17 to 21, the 777 rate from three to four and the 747 rate from one to 1-frac12. By 2006, as many as 28 of the 737s could be rolling out per month. Boeing declined to comment on the internal numbers. 12 Nov 2004 - RAAF Wedgetail AEWampC project sets records. By Steve Creedy, the Australian. ONE of Australias most complex aircraft modification programs is on track to move to Queenslands Amberley RAAF base late next year after a promising run with the first two planes. The RAAFs Wedgetail airborne early warning and control (AEWampC) system is making a name for itself as one of the rare military projects to run on time, or ahead, of schedule. The worlds first Boeing 737-based AEWampC aircraft has broken records at the US aerospace giant for flight testing since it took to the air in May with about double the per day sortie rate of similar programs. A second plane is undergoing an extensive refit at a hangar at Boeing Field in Seattle with installation of mission equipment due to start this week and testing to get under way next month. The plane has performed extremely well during all that time, says Boeing 737 AEWampC programs vice-president Patrick Gill. And even better than that, we havent had any nasty surprises with the aerodynamic characteristics that we predicted out of both the wind tunnel and the computational fluid dynamics. The good news from Seattle means modification of the final four aircraft at Amberley in Queensland, expected to create 150 to 170 jobs, is expected to begin on time in December next year. The federal Government in June this year made what is generally regarded by defence experts as the sensible decision to buy two more options for about 180 million. That decision paved the way for the extensive 20-month modification program being undertaken on the first two planes in the US to be done in Australia. The modifications essentially gut a 737-700 commercial airframe, replacing and reinforcing an entire section so it can support the aircrafts distinctive multi-role electronically scanned array (MESA) radar, designed to track airborne and maritime targets simultaneously to help the crew direct fighter aircraft. The modifications involve rewiring the entire plane, adding defensive measures, shoring it up against electromagnetic radiation, installing more than 60 new antennae and adding extra fuel tanks that give the aircraft a range of 3500 nautical miles. As the launch customer for 737-based AEWampC aircraft, Australians are already playing a key role in shaping the projects future. Defence Materiel Organisation deputy chief executive Norm Gray has a team of more than 40 Australians in Seattle working closely with Boeing. Australia has already asked for modifications which include a fuel jettison system which have been taken up by the programs other buyer, Turkey. The system allows fuel to be dumped in the case of an aborted take-off, avoiding the problems of a heavy landing, and has been deemed an enhancement that would also benefit potential future customers such as South Korea, Italy, Japan, Malaysia, Singapore and Spain. Its actually a change that will benefit the Commonwealth in terms of some increased Australian industry involvement over the life of the program, says Boeings Mr Gill, referring to contract terms that allow Australia to benefit from changes it specifies and are subsequently marketed to other customers. Air Vice Marshal Gray sees Wedgetail as bringing a huge amount of capability, not just to air defence but to support ground forces and the maritime fleet. Of course it was a risky program when we went into it and that drove a number of the decisions we made early, he says. Among those criteria was the need for a prime contractor with experience with airborne warning and control aircraft with whom Australian defence experts could partner. According to Air Vice Marshall Gray, the decision to work closely with Boeing as a partner has seen differences between the parties resolved more quickly and meant Australian personnel gain valuable experience before the aircraft go into service. 12 Oct 2004 - Boeing Electronic Flight Bag Available for Retrofit on BBJ Boeing is making its industry-leading Class 3 Electronic Flight Bag available for retrofit on Boeing Business Jets, giving BBJ operators the chance to make unsurpassed gains in safety, security and efficiency. The Boeing EFB contains the documentation and forms that pilots carry ndash Jeppesen charts, manuals for fault reporting and operations, minimum equipment lists and logbooks ndash in digital format, and puts them at the crews fingertips. It is the only fully integrated, FAA-certified EFB available on the market today. EFB includes an on-board performance tool that allows the pilot to instantly calculate the ideal speed and engine setting for an aircraft, in any weather, on any runway ndash or any runway section ndash with any payload. In addition, the EFB includes the award-winning Jeppesen Airport Moving Map application, which combines high-fidelity, geo-referenced airport taxi charts and precise navigational signals to show flight crews exactly where they are on the surface of an airport. It also gives flight crews a viewer for cabin surveillance systems, helping meet new and anticipated regulatory requirements. Boeing is offering an avionics-installed Class 3 version of the EFB comprising Jeppesen software and data, and electronics and display hardware from Astronautics Corp. of America. Boeing Commercial Aviation Services will design the installation on BBJ and handle all certification issues. Boeing received U. S. Federal Aviation Administration certification for its Class 3 EFB in October 2003, when the first commercial unit was delivered to KLM Royal Dutch Airlines on the carriers first 777. Installation of an EFB will give BBJ operators a first step into the future of the e-enabled air transport system. Boeing is offering content, applications, and services that connect all the data generated by an entire flight operation ndash in the air, on the ground and in the hangar ndash meaningful to all users: pilots, mechanics, flight attendants, operations departments and airport users ndash and other potential customers. 14 Sep 2004 - Algeria air crash due to human, technical error ALGIERS, Sept 14 (Reuters) - Human and technical error caused an Air Algerie Boeing 737 to crash in the Sahara desert last year killing 102 people, an official inquiry into Algerias worst air disaster showed on Tuesday. The state-owned plane had been heading for Algiers on the Mediterranean coast when it crashed near Tamanrasset, 1,920 km (1,200 miles) from the capital in the far south of the country last March. Some French nationals were among the dead. There are three key reasons behind the crash - losing the engine during takeoff, failure of the wheels to fold in, and the pilot being unaware of engine problems (before takeoff), Hasane Afane, head of the government commission, told a news conference. He gave no explanation as to why the left engine fell off, nor why the wheels did not fold back into the Boeing body, but Afane said the pilot failed to check the engines prior to departure. The commission called for more training for Algerian pilots, particularly on emergency situations. It said French and U. S. experts were also involved in the investigation. Initially, the commission believed the crash was due to an engine glitch. 13 Sep 2004 - Boeing Hikes 737 Prices Boeing Co. has raised catalogue prices on its aircraft by 7 to reflect inflation. The list prices, last updated in 2002, are a guide for industry analysts, the media, and the public to use as estimates for order values. Airlines usually dont pay list prices. The new price for Chicago-based Boeings 737, its most popular plane, is 44-74 million depending on maximum range and number of seats, up from 41-68.5 million in 2002. The increase was just producer price inflation, and its consistent with what others in the industry have done, says spokesman Todd Blecher. The new prices have been posted on the companys Web site. 18 Jul 2004 - SilkAir 737 PCU Servo Valve Found THERES nothing left of the SilkAir Boeing 737 that went down in Indonesia in 1997, except for one little piece. All 600kg of the salvaged parts, save the servo valve, were destroyed by Indonesian Customs last August. They had been sitting in a warehouse since 1998. And it was by a stroke of luck that aeronautical engineering expert Frederic Wilken found the valve, a component in the Boeing 737s power control unit that controls the rudders movements. Defects found in the cylindrical shaft - 2cm in diameter and about 30cm long - helped the Los Angeles law firm Lipscomb, Engstrom and Lack convince a Californian jury that the valve maker Parker Hannifin was responsible for the crash. The law firm engaged Mr Wilken to find the valve because no one would tell us where it went after it was inspected in May 1998, said lawyer Walter Lack. The four-month search that began last November was the most frustrating hes taken on, said Mr Wilken, 57, who has investigated more than 700 aircraft accidents in the last 30 years. Before he touched down in Jakarta, he was confident he knew where it was. From calls he had made, he learnt that the wreckage was in a warehouse for goods that did not get through Customs. The warehouse was searched, but the crates werent there. Mr Wilken was six weeks into the search when he learnt that they had all been destroyed months earlier. That was one of my low points, he told The Sunday Times from Jakarta, where he is investigating two more plane crashes. His only hope rested in the Indonesias National Transportation Safety Committee (NTSC) investigators who handled the probe back in 1998. Two weeks went by before he received a phone call that saved the day. An NTSC investigator who was helping me was yelling and laughing. He said another investigator who was involved in the probe seven years back had actually locked the servo valve in a safe in the NTSC office. He felt it was too important to leave it with the rest of the planes remains Mr Wilken then met twice with the NTSC to persuade its officials to let him take the valve to the US where experts could run tests on it. They agreed only a day before he was due to leave for home. He scrambled to get air tickets for the two Indonesian officials appointed to carry the valve to the US. But hours before the plane was to leave for Singapore en route to Boston, one of the two said he couldnt go, because a meeting had come up suddenly. By this time, Id given up. I left the next day and told the investigator that if he gets there, call me, he recalled. Three days and many cancelled and delayed flights later, the Indonesian investigator finally arrived in the US, carrying the valve in a sealed cardboard box. The next day, experts concluded that it did indeed have chip-outs and numerous burrs that could have interfered with the smooth operation of the valve. Mr Wilkens job was done. He then took a two-week vacation in the Caribbean. Till today, he hasnt laid eyes on the servo valve. Not once I just hoped it was there and that it was the right piece. Thank goodness it was 13 Jul 2004 - Anti AG missile system tested on IAI ELTA 737-200 Flight Guard, the airborne system designed to protect civilian aircraft from surface-to-air missiles, was successfully tested Monday and Tuesday over Palmachim Air Force base, Israel Aircraft Industries said Tuesday. Its developers at IAI, Elta, and TAAS-Israel Industries are now hoping US officials will license the platform, allowing not only Israels airliners to carry the system, but enabling Elta and its partners to market it worldwide. Using an IAI Boeing 737-200 as the test aircraft, air force personnel launched a virtual SA-7 Strela (shoulder-fired) missile at the plane, which was immediately tracked and destroyed by the Flight Guard system. The test was a huge success and we were more than pleased with the results, Elta Systems president Israel Livnat told The Jerusalem Post. We now await Civil Aviation Administration (CAA) licensing, and from there the FAA is expected to approve and license the system, added Livnat. Designed originally as a protective system for combat planes, helicopters, transports, and VIP aircraft, Elta adapted the successful military version that has been installed in over 150 aircraft and been on the market for 10 years ndash even before a near-disaster took place over African skies. On November 28, 2002, al-Qaida-related terrorists fired two SA-7 Strela anti-aircraft missiles at an Arkia Israeli Airlines jet as it took off from Mombasa, Kenya, narrowly missing the Boeing 757, which carried 261 Israeli passengers. Immediately following the attack, Prime Minister Ariel Sharon ordered the Defense Ministry to assist the state-owned aeronautics concern in completing all phases of the systems testing, and its successful installation in all Israeli airliners. Under Flight Guards current platform, the systems radar detects approaching heat-seeking missiles, automatically deploying tiny, powerful flares in all directions from the planes rear or sides that divert the missiles away from the plane. However in order to garner the precious FAA license, Flight Guards developers had to abandon the use of lit flares, opting for invisible ones designed by TAAS. We understood the psychological affect on passengers seeing brightly lit flares from their windows fired in all direction from the fuselage, so using TAASs technology the flares will be invisible, Livnat noted. Officials in Washington had presented concerns over the possibility of lit flares landing in populated areas or airport surroundings, endangering the lives of people on the ground. We do not expect to encounter any problems in the FAA certification process, he said. The certification will allow Israeli carriers to fly in and out of US airports using the Flight Guard system. Industry analysts expect the first El Al plane to be fitted with the system by years end. 8 Jul 2004 - Hydraulic firm loses 44 million in verdict Parker Hannifin, the worlds largest maker of hydraulic equipment, was told by a Los Angeles jury to pay 43.6 million to the families of three people killed in a 1997 crash of a SilkAir plane in Indonesia. The Los Angeles Superior Court jury determined that defects in a rudder-control system caused the Boeing 737 to plunge from 35,000 feet, killing all 104 people aboard. The National Transportation Safety Board concluded that there were no mechanical defects and the pilot intentionally caused the crash. We are incredulous, said Lorrie Paul Crum, a spokeswoman for Cleveland-based Parker Hannifin, who said the company will appeal. The jury assigned the entire responsibility for the crash to Parker Hannifin, rejecting the option of apportioning any fault to Silk Air or Boeing, which manufactured the 10-month-old 737. 15 Jun 2004 - 737 MMA Wins 109 aircraft US Navy Order The Boeing Co. beat Lockheed Martin Corp. for a multi-billion dollar contract to replace the Navys aging fleet of P-3C Orion submarine-hunters. Boeing will build up to 109 multi-mission maritime aircraft for the Navy, a contract potentially worth 15 billion over the 10-year production run, the company said. The company won an initial 3.9 billion Monday to design the planes. The Navy chose Boeings 737s to replace the existing four-engine turboprop planes made by Lockheed. For its bid, Lockheed had proposed a next-generation P-3. The new aircraft will have enhanced surveillance and attack capabilities, expanding its role beyond anti-submarine warfare, said John Young, assistant secretary of the Navy for research, development and acquisition, in a statement. The Navys existing fleet of 223 P-3s is more than 30 years old and is operating in Iraq and Afghanistan. Boeings new field office in Norfolk served as a liaison between the military and corporate headquarters during the bidding process. Now, the local office will serve as Boeings link to the commander of Patrol and Reconnaissance Force Atlantic, based in Norfolk, which will oversee the fleet of aircraft. The company will produce seven test planes before the Navy places its order. Led by Boeings Integrated Defense Systems unit, the winning team also includes CFM International, Northrop Grumman, Raytheon and Smiths Aerospace. 08 Jun 2004 - NASA Tests Aviation Turbulence Detection System A NASA developed technology that can automatically alert pilots of potentially dangerous turbulence will make its first evaluation flights on a commercial airliner. The idea behind NASAs Turbulence Prediction and Warning System (TPAWS) airborne radar is to give flight crews enough advance warning, so they can avoid turbulence or advise flight attendants and passengers to sit down and buckle up to avoid injury. Researchers at NASAs Langley Research Center (LaRC), Hampton, Va. developed TPAWS to detect turbulence associated with thunderstorms as part of the NASA Aviation Safety and Security Program. NASA teamed with Delta Air Lines, Atlanta AeroTech Research, Hampton, Va. and Rockwell Collins, Cedar Rapids, Iowa, for the in-service evaluation of a production-prototype airborne radar unit with turbulence hazard prediction capabilities. Delta will install the TPAWSRockwell Collins radar unit on a Boeing 737-800 this summer. Delta flight crews will use and evaluate the technology during regularly scheduled flights in the U. S. and South America. The prototype is expected to fly for six to nine months. Researchers from NASA, the companies involved and the Federal Aviation Administration (FAA) will evaluate interim and final results of the turbulence prediction radar system. If the evaluation is successful, the technology may be adopted for new and existing aircraft. The TPAWS technology is an enhanced turbulence detection radar system that detects atmospheric turbulence by measuring the motions of the moisture in the air, said NASAs TPAWS project manager Jim Watson. It is a software signal processing upgrade to existing predictive Doppler wind shear systems that are already on airplanes, he added. Delta Air Lines is always interested in evaluating new technologies that offer the potential for improved ride quality and safety for our customers and flight crews, said Ira Pearl, Delta flight operations technical support director. Researchers have already tested TPAWS on a NASA Boeing 757 research aircraft. The TPAWS equipped plane searched for turbulence activity around thunderstorms for eight weeks. The aircraft flew within a safe distance of storms, so researchers could experience the turbulence and compare the radar prediction to how the plane responded to the encounters. After one severe patch of turbulence, a NASA research pilot said his confidence in the enhanced radar had gone up dramatically, since the planes weather radar did not show anything, while the same time the TPAWS display showed rough skies ahead. Atmospheric turbulence encounters are the leading cause of injuries to passengers and flight crews in non-fatal airline accidents. FAA statistics show an average of 58 airline passengers are annually injured in U. S. turbulence incidents. Ninety eight percent of those injuries happen, because people dont have their seat belts fastened. Turbulence encounters are hazardous they cost airlines money and time, in the form of re-routing flights, late arrivals, additional inspections and maintenance for aircraft. The NASA Aviation Safety and Security Program is a partnership with the FAA, aircraft manufacturers, airlines and the Department of Homeland Security to reduce the fatal aircraft accident rate, protect air travelers and the public from security threats. Researchers at four NASA centers are working to develop advanced, affordable technologies to make flying safer and more secure. NASAs LaRC Ames Research Center, Moffett Field, Calif. Dryden Flight Research Center, Edwards, Calif. and Glenn Research Center, Cleveland are working on the program. 21 May 2004 - Wedgetail Airborne Early Warning and Control Aircraft makes its first flight A new era in Australian airborne surveillance was launched today with the first flight of the Royal Australian Air Forces new Wedgetail Airborne Early Warning and Control aircraft. Defence Minister Robert Hill said the first flight conducted at Boeing Field in Seattle in the United States was a significant milestone in the 3.4 billion AEWampC project. During the flight, tests were made on the Wedgetails systems and structures. The pilots were in constant contact with test engineers monitoring the flight. After touchdown, the aircraft was greeted by Air Vice Marshal Norm Gray, head of the AEWampC program. The Wedgetail program is a hugely complicated undertaking, incorporating leading edge software technologies, Senator Hill said. To have it progressing ahead of time and on budget and with all of our capability requirements met so far is a dream come true. My congratulations to the Defence Materiel Organisation project team led by Air Vice Marshal Norm Gray, and to Boeing, BAE Systems and all the subcontractors who have achieved a great deal in such a short time. Senator Hill said that the Governments high confidence in the Wedgetail project was demonstrated last week with the announcement that we would purchase an additional two aircraft, equipping Australia with a fleet of six. Senator Hill said the aircraft would enhance Australias combat capability through leading-edge air and maritime surveillance. The Wedgetail is based on Boeings next generation 737 aircraft, which is being modified to accommodate an advanced phased-array radar and various other sophisticated mission systems , Senator Hill said. The aircraft will have far more flexibility and capability than other similar platforms in service today. The RAAFs re-formed No 2 Squadron based at Williamtown near Newcastle will fly the AEWampC Wedgetail when it becomes operational. Delivery of the first two aircraft is scheduled for 2006. 14 May 2004 - Boeing Makes History with 1,500th Next-Generation 737 Delivery Boeing made history today with its Next-Generation 737 family reaching 1,500 airplanes delivered sooner than any other commercial airplane model. The milestone delivery -- a 737-800 to Indianapolis-based ATA Airlines, Inc. -- occurred six years after Southwest Airlines received the first Next-Generation 737. The Next-Generation 737 family bested by four years the previous record holder, Boeings family of Classic 737-300s, -400s and -500s. This is a testament to the Next-Generation 737s efficiency and reliability the confidence and trust the worlds airlines have in it and the efforts of our employees who design, build and support the 737 every day, said Carolyn Corvi, Boeing 737757 programs vice president and general manager. Vice President, Marketing, Randy Baseler, added, We know better than any other airplane company what airlines and passengers want. Thats why the 737 is historys best-selling passenger airplane and why the 7E7 will set a whole new standard for passenger comfort and airplane efficiency. The Boeing 727 and Airbus A320 models are the only others to have delivered at least 1,500 airplanes. The A320 family, the 737 competitor, reached that mark in 13 years while the 727 did so in 16 years. Reliability, low operating and maintenance costs, and advanced technologies such as Head-Up and Vertical Situation displays not available on competing models, are hallmarks of the Next-Generation 737 family. Overall, Boeing has received orders for more than 5,390 737s. Thats more than Airbus has for all its models. At any given time, more than 1,200 737s are flying, and a 737 takes off or lands somewhere in the world every 5.3 seconds. The Next-Generation 737 family includes the 737-600, -700, -800 and -900 airplanes. The 737-100 through 737-500 airplanes are no longer produced. 5 May 2004 - Defects In Aging Passenger Jets Exposed SEATTLE -- KIRO Team 7 Investigators discover cracks, corrosion and weakened metal hidden inside a growing number of Boeing passenger jets. The problems lie along structural seams called lap joints. A fuselage is designed with overlapping sheets of metal riveted together. We uncovered at least 28 different warnings regarding flaws or defects. In 2002, a China Airlines jet plummeted into the water, killing 225 passengers. Fourteen years earlier, an Aloha Airlines 737 opened up like a sardine can, killing one person and injuring eight more. KIRO 7 Eyewitness News Investigative Reporter Chris Halsne discovers a big new problem for Boeing, centered on lap-joint metal fatigue. The problem is called scoring. During assembly, workers lay a bead of sealant along this lap joint. It makes the jet more aerodynamic. A year or two flying you around and many jets have to get repainted. Powerful chemical strippers melt the sealant, so some maintenance crews have been putting on caulk then, according to the Federal Aviation Administration, have been cutting away the excess with a box cutter. That can ruin the integrity of the metal along the entire aircraft lap joint. The FAA recently grounded three passenger jets due to scribe marks and has identified 32 more Boeing planes with damaging box cutter-type cuts along the lap joint. When we found this, we jumped on it right away, said FAA spokesperson Mike Fergus. Fergus says they have no idea yet how many more jets are affected by scoring. With the contraction and expansion of thousands of flight hours, the scratch has the potential, not a guarantee, the potential of turning into a crack. That in turn may have safety factor. Thats our issue. If its safety, were interested, Fergus said. Scoring of some lap joints is just the latest chapter in Boeings long battle with the design and maintenance of its riveted seams. With that type of structure, whatever is occurring between the two sheets is not readily visible, said Earl Brown, a certified jet engine and airframe mechanic. Brown says the FAA has been warning airlines to inspect -- and re-inspect often -- the lap joints of thousands of still-operating older model Boeing jets. If we can catch a problem when its still just a crack and fix it, then we dont have to worry about something coming apart, breaking. The potential for breaking is there if a crack develops. Its pretty much inherent in the design of the airplane and the materials used, Brown said. The scoring issue has been kept quiet until now, but other huge maintenance nightmares include hundreds of previously patched or repaired planes. An Airworthiness Directive says new inspections are necessary to find premature cracking of certain lap joints, which could result in rapid decompression. Spotting fatigue in the lap joints on the outside of an aircraft, through the paint, is nearly impossible. So heres what the airlines have to do: They have to bring the jet into a hanger and gut the interior. That can cost more than 1 million. The super-high cost of that D-check inspection is hardly an incentive for airlines to look really hard for trouble spots. For example, KIRO Team 7 Investigators uncovered an Aviation Safety Report filed by a mechanic last year. He reported his company ignored a potentially deadly safety problem saying, A B737-200 had water leaking on passengers and inspectors found all fuselage lap joints leaking excessively. Despite that, the mechanic says the supervisor told me to get off the ACFT and not to check any laps. This ACFT had to go. Independent aviation robotics engineer Henry Seemann doesnt look at a Boeing 737 like the rest of us. We view them as a whole. He sees them in tiny parts, up close, one rivet at a time. And what he sees should make all of us a little nervous: cascading metal cracks, loose shear clips, corroded lap joints and tiny cuts in the metal. Halsne: Are there times when you walk up to a plane and think, I dont know about this one Seemann: Yes, Ive had my moments of certain airplanes when Ive looked at them and actually booked a different flight. Seemann invented a machine, currently used by Boeing itself, that automatically inspects lap joints. The robot could save the industry billions in early maintenance because it takes just a few days to computer map and analyze lap joint flaws. Current methods take a month. Despite the potential cost savings some airlines are telling Henry dont get that thing near our passenger jets. Theres a requirement that if you know something is wrong with your airplane, youre supposed to fix it. Its a moral thing, Seemann said. Some are afraid of that -- that their fleet is kind of old and were going to inspect their planes and were going to put a big red x on them. The Federal Aviation Administration confirms this robot design is in the final stages of approval. It could revolutionize the way we spot catastrophic metal failures - before a serious accident. Boeing refused our repeated requests for an on-camera interview about scoring and other lap joint issues, but did provide us with some background on how its working hard to fix the problems. We called Boeing again this week for a statement. While they still wont comment on past metal fatigue issues, they did say design improvements on their new line of 7E7s should take care of future problems. 5 May 2004 - Boeing denies report of 737 replacement due in nine years By Dominic Gates Seattle Times aerospace reporter A respected trade publication says Boeing has targeted 2013 for launch of a new commercial jet that would replace the narrowbody 737 and likely end production at the companys Renton plant. Aviation-industry magazine Flight International reports in its latest issue that a Boeing preliminary study to replace the 737 mdash dubbed the Y-1 program mdash is gaining momentum and that the new candidate airplane could enter service nine years from now. If so, that would be the likely schedule for the end of aircraft production in Renton, where the 737 is assembled. A 737 replacement jet would likely be close in design, structure and production to the all-composite 7E7 and would be assembled in Everett. While Boeing concedes long-term studies exist, it denies any firm plan to replace the 737. Were always studying a variety of product strategies, said Boeing spokeswoman Sandy Angers, There arent any plans. Were always doing studies. Boeing has in the past studied the eventual replacement of its entire jet family with a new product line that would have common cockpits, systems and manufacturing processes. Some insiders see the 7E7 as the first of what would eventually be three different size categories, with a 737 replacement next up. But Angers said the market is too dynamic to predict when the time will be right to end production of what is currentlyBoeings best-selling jet. Boeing will deliver its 1,500th next-generation 737 next week, a milestone achieved in a record time of just six years since the revamped 737 was launched. The schedule for launching a 737 replacement mentioned in the trade magazine does resonate with what is known of Boeings plans in Renton. City leaders have long been aware that once the 737 line closes, the great gray box on the south end of Lake Washington will be surplused, and Boeing will be gone. A 2003 internal strategic-planning document obtained by The Seattle Times revealed Boeings intention to sell its commercial operations in Wichita, Kan. and showed that the planned future state of Boeings Renton facility is to sell it all mdash though the document mentions no time frame. The city, in conjunction with Boeing, already has developed a detailed plan to replace the 280-acre Boeing plant with a lakeside project of mixed office, retail and residential space. In November, the City Council approved sweeping zoning changes, clearing the way for Boeing to eventually redevelop the property. In the meantime, Boeing has been rapidly shrinking the site toward the lake and has invested in relocating office space beside its 737 production line. Yesterday, Boeing announced it will begin marketing an additional 46 acres of vacated land at the site, a parcel named Lakeshore Landing. A Boeing directive obtained by The Times and dated January 2004 also authorizes vacating adjoining land on Renton Field by the end of this year. When might Boeing leave the site entirely Announcing the closure of the 757 line in October, Boeing Commercial Airplanes Chief Executive Alan Mulally said Boeing would be in Renton as long as the world wants 737s. Last year, Carolyn Corvi, the head of the Renton factory, offered assurances that Boeing would stay in the city for seven to 10 years, but insisted that she could not predict beyond that. Adam Pilarski, an industry analyst with Avitas, said airplane manufacturers are always conducting advance engineering studies of possible future products and that the obvious next step after the 7E7 would be a 737 replacement. Pilarski said it is not in Boeings interest to announce early a firm intention to introduce a new jet. Such an announcement could hit the stock as investors fear the expense of development costs and an adverse impact on sales of the current jet. As long as you are selling the 737 Next Generation, there is no reason for you to go there, said Pilarski. Will it eventually happen Obviously. 26 Apr 2004 - Pemco Inks 24M Deal with Chinese Airline Birmingham-based Pemco Aviation Group Inc. will modify up to 10 Boeing 737 passenger aircraft for cargo duty under a new 24 million contract with Chinas Hainan Airlines. Air cargo traffic, and the resulting demand for freighter aircraft, is showing strong growth in the Asia-Pacific region, says Pemco president and CEO Ron Aramini. Hainan is a successful company that is benefiting from this growth and an airline with which we are proud to conduct business. Pemco, the only company approved by the Chinese government to perform such conversions, began work April 15 on the first aircraft. 18 Apr 2004 - Boeing sees Altered 737 as Sub Spy BY ALAN BJERGA AND MOLLY MCMILLIN. The Wichita Eagle WASHINGTON - Its a modification of a commercial plane for military use. It has a fierce competitor. It could put hundreds of people to work at Boeing Wichita. But its not the 767 tanker. Its the 737 multimission Marine aircraft, a proposed Boeing modification of another of its popular commercial models. And it is competing for a Navy contract that would bring Boeing billions of dollars. The 737 MMA would primarily be a submarine-hunter, flying low over water to find and attack enemy subs. For Wichita, it would primarily be a job-preserver -- if the local plant lands the work. Boeing hasnt decided where to place the project, but with 75 percent of the 737 fuselage already built at Boeing Wichita, prototype and modification work could logically take place here. If Boeing Wichita did get the work, it would mean hundreds of jobs. With enough international business, the 737s impact could even surpass the 1,000 or so jobs promised by the tanker program, which is on hold under a cloud of scandal. The Navy is expected to award a contract by early June to either Boeing or Lockheed Martin, which made the Navys current sub-hunting fleet. The contract could mean about 150 planes for the U. S. military, and up to that many more for foreign militaries. Neither company would comment on the size of the contract or how much money the program would cost. Boeing MMA program director Tim Norgart said he thinks Boeing is in a good position to win the contract. I think weve offered the Navy a great offer that gives them the ability to grow and expand, he said. But some defense experts say Boeing is the dark horse they question whether the 737 is the right plane for the job. I dont think theyve convinced the Navy that the 737 design works as a sub-hunter, said Loren Thompson, a defense analyst with the Lexington Institute, an Arlington, Va. think tank that deals with national security issues. The MMA is the latest Boeing attempt to wed commercial plane technology to military needs. Das Konzept ist einfach. Take an existing plane and adapt it to military use, saving development costs and giving a proven product a new use. The lean manufacturing processes and established track record of the 737 at Boeing Wichita and in other places create tremendous value for the Navy, Norgart said. The 737 MMA takes a commercial 737 and gives it sensors, disposable listening devices and other special sound technology. It flies slow and low -- within 200 feet of water and at 200 mph. And it uses jet technology, a change from the fleet of turboprops used by the Navy. The 737 MMA is a pretty quantum leap technology wise in the primary mission of this platform, which is anti-submarine warfare, Norgart said. The winner of the contract would replace Lockheed Martins P3 Orion, which has served the Navy for more than 30 years. The newest P3s were built in the 1980s. Lockheed has its own plans to replace the plane: a new aircraft, the Orion 21, that would have the P3 Orions airframe and completely revamped inside parts. Norgart said that makes Lockheeds replacement candidate an untried new plane, in comparison with the tried-and-true 737. Lockheed spokesman Peter Simmons said thats not the case. The P3 design used in the Orion 21 is a well-proven platform for this particular mission, he said. Because the planes airframe doesnt change, the Navys infrastructure costs will be less than for a new plane, Simmons said. And while turboprops might not seem as advanced as jets, theyre the right approach for sub-hunting. Turboprops are preferred for these sorts of uses, he said. If turboprops are old technology, why are people trying to design new turboprop engines Should Boeing get the contract, the first delivery of the 737 MMA would be in 2009, with initial Navy deployment in 2012. The Navy, as is customary, is tight-lipped about the front-runner. Thompson said Boeing faces an uphill climb in getting the contract. Boeings basic concept of modifying commercial planes for military use is laudable, he said. But he doubts the 737 is the plane for this particular job. Originally, the 737 wasnt designed to fly slow and low, he said. I dont know how expensive it will be to meet (Navy) requirements for a plane that performs much differently than a commercial jetliner, he said. Norgart said the 737 meets all the Navys flight requirements, as proven by flight tests. Thompson said a better example of a commercial plane adapted to military needs is the 767 tanker. But that plane has its own problems, mainly federal probes related to negotiations between the Air Force and Boeing over the 23.5 billion deal. Thompson said a bright side for Boeing is that he doubts the well-publicized tanker woes will affect the Navy competition, which is being conducted through traditional procurement rules. The tanker program first ran into trouble because of a highly controversial leasing arrangement between the Air Force and Boeing that critics said unnecessarily added billions of dollars to the cost. I dont see any overlap between the tanker lease and MMA, Thompson said. Boeing, meanwhile, continues to make its case, working with the Navy until a final judgment comes. We have been following step-by-step with the Navy through this competitive process, Norgart said. 20 March 2004 - Boeing Unveils Project Wedgetail SEATTLE - More than a thousand Boeing workers and their families crowded into a hangar at Boeing Field Saturday to see their companys newest high flying defense system. The first two planes from Project Wedgetail go to Australia. The Aussie government has been working closely with Boeing for several years to develop the Airborne Early Warning and Control System (AEWampC). The next generation Boeing 737-700s carry state of the art electronically scanning radar. The Multi-role Electronically Scanned Array (MESA) is a steerable beam, L-band electronically scanned array able to track airborne and surface targets at the same time. Boeings other early warning radar planes, like the AWACS technology on the Boeing 767 platform, use a mechanically scanning radar disc. Boeing expects the 737 AEWampC to give a number of countries a low cost, high-tech solution to early warning radar needs for national defense. Australia is the size of continental United States, said Wedgetail Team Leader John Grubb from Australia. This is a capability we need to enhance our air defense network. It will improve our command and control, our air capability, our combat capability and our strike capability. Australia may buy as many as six of the planes. Boeing also has a contract with the government of Turkey and is in discussions with South Korea and Italy. The plane unveiled Saturday will now go through a 6-month air worthiness program before it and a second plane can be delivered to Australia. Trivia - On Sept 30, 1990, Mr R. Letchemanah used his hair to pull a 32.5-tonne Boeing 737 over 16.9m at the Sultan Aziz Shah Airport in Selangor, Malaysia. This is a world record. 19 Feb 2004 - Ryanair Gives New Meaning to no-frills Experience The no-frills experience will soon deepen even further for Ryanair passengers who already have to walk up to 15 minutes from air terminals to their aircraft because the budget airline does not provide buses. Window seats will no longer come with shades, and passengers will also not be able to recline their seats during flights as these will be non-adjustable. Those who want to put newspapers or passports in the back pockets of seats can no longer do so as there will be no pockets. White headrests on seats will be replaced by those that carry advertisements for things such as soft drinks, coffee, sweets and car rental companies. Ryanair, which has just become the biggest cut-price airline in Europe, will save millions of pounds with its new penny-pinching ideas. Most of the 150 new Boeing 737-800 aircraft that the airline is buying between now and 2010 will be delivered without non-essentials such as window shades, reclining seats and seat pockets. The absence of seat pockets will not only mean savings of about pound100,000 (US318,800) on the cost of each aircraft, Ryanair will also save on cleaning the pockets after each flight. Currently, up to 50 reclining seats have to be repaired by Ryanair on each of its aircraft every year. By using non-adjustable seats, it hopes to save pound1.5 million a year, as well as pay less for aircraft. As it is, the cost of each aircraft will be reduced by about pound200,000 for not having window shades. White cotton headrests also cost the company about pound100,000 a year. The company hopes that this amount and much more will be recouped by using seats with advertising. 16 Feb 2004 - Meggitt Safety Systems Receives FAA Certification for Its Silicon Dioxide Engine Cables for Boeing 737NG Fleet SIMI VALLEY, Calif. Feb. 16 PRNewswire -- Meggitt Safety Systems Inc. (MSSI) announced today that it has received Federal Aviation Administration certification of its engine fire warning system Silicon Dioxide (SiO2) engine cables for use on the Boeing 737 Next Generation (NG) family of commercial airplanes. The Meggitt cables will replace the originally installed organic wire harnesses. Initial shipments of the state-of-the-art product has begun by MSSI for installation into the hot sections of the CFM56-7 engines by the launch customer. This new cable eliminates the need for frequent maintenance required to replace the organic cabling and offers extensive life cycle cost savings. These SiO2 cables have replaced standard engine wire harnesses on MD-11 aircraft, as well as several 747-400 aircraft. Kevin Faughnan, General Manager of Meggitt Safety Systems, said: State-of-the-art designs, manufacturing technologies and the unique silicon dioxide dielectric make Meggitts cable systems the ultimate in hermetically sealed, inconel jacketed cable assemblies. And because we pioneered silicon dioxide cable systems in the early 1960s and hold the basic patent, our comprehensive experience is solving numerous unique application challenges. MSSI, a unit of Meggitt Aerospace Equipment Group, based in Simi Valley, CA. is a leading provider of Silicon Dioxide solutions for a wide variety of commercial and military aircraft. The aircraft utilization of the MSSI product represents a new application for a problem that has plagued ageing aircraft -- frequent engine wire harness failures in extreme environments. Meggitts cables offer numerous advantages over organic engine wire harnesses, including light weight, tight bend radius, smaller diameter, and superior mechanical durability and high-quality performance under high hazard conditions. The company has supplied more of this type of cable system than all other cable suppliers in the world combined. MSSI has further exploited the highly reliable SiO2 cable for applications that require truly fire-proof and robust performance. These applications include, but are not limited to, nuclear safety related coaxial and multi-wire instrumentation, control and power cable systems, Appendix R fire zone cables in nuclear installations, and high temperature engine vibration monitoring systems. The companys cables and connectors cover a wide frequency range of 0.1 to 40 GHz, and operate reliably when exposed to extremely low and high temperatures (cryogenic to 2400 degrees F), gamma radiation and high power RF conditions. The SiO2 cable will withstand vibration to 45gs on earth and 110gs in space. Meggitt Safety Systems has supplied aerospace OEMs, including Boeing, Airbus, Embraer and Bombardier, with a variety of products since 1963. Pneumatic fire and overheat detection systems are used on virtually all Boeing aircraft models. Smoke detectors and high performance engine cables are used on several Boeing commercial aircraft types. The company also produces fire and overheat and bleed air leak detection systems for many Boeing military aircraft including the FA-18, F-15E and the AH-64 helicopter. Meggitt Safety Systems is a unit of Meggitt PLC (MGGT. L). Meggitt PLC, headquartered in the United Kingdom, is the parent company for an international group of companies operating in North America, the United Kingdom, Continental Europe and the Far East. Recognized for its specialized engineering skills, Meggitt is a world leader in the aerospace, defense and electronics industries. 12 Feb 2004 - Australia Decides Whether to Convert their 2 AEWampC Options. Bargains are rare in the defence business. Over the next few months the Government has a chance to snap one up, thanks to an uncharacteristic gamble by the Prime Minister, John Howard, which is paying off. The decision rests with Howard to reap the benefits of that gamble. He must move fast. Somewhere in Seattle, a Boeing 737 is being taken apart and rebuilt to carry a 2-tonne radar antenna, and enough computing power to run a fair-sized trading bank. It is the first of Australias four new Airborne Early Warning and Control Aircraft, and its due to fly in May. Before the end of June Australia needs to decide whether to buy another two of the same. Until mid-year, these two extra aircraft are available under a contract option at one-seventh of the unit price we are paying for the first four. We are paying 3.6 billion for the four aircraft on order - 900 million each. We can get two more for 240 million - 120 million each. Or to put it another way, an extra 7 per cent investment will yield a 50 per cent increase in capability, from four to six aircraft. With numbers like that, it is hard to see how the Government could decide not to buy the extra two aircraft. But last weeks revision of the Defence Capability Plan makes no provision for the money needed. Ungerade. Of course, there must be a story behind a bargain like this. The story goes back to 2000, when Defence asked Howard and his colleagues to sign a contract with Boeing for six or seven AEWampC. This was not just the biggest defence contract this Government has considered, it was also the most risky. It is full of new, cutting-edge technologies. Ministers feared they were looking at another Collins submarine project - an overambitious embarrassment waiting to pounce. But they also recognised that, for once, there were good reasons why Australia should take the risk of developing a new high-technology capability, because the capability was critical to maintaining our fighting edge in the air. So the ever-cautious Howard hedged his bets. Yes, we would sign the contract, but he cut the order down to four, with an option to get two more once the project was far enough along to judge if it was working. Now Howard has every reason to be pleased. For once, in the problem-plagued world of defence acquisition, something is going right. Lessons from the Collins have been learnt and applied in the management of the project which is on track to deliver a first-rate capability. The two additional AEWampC are so cheap because all we need to pay for is the aircraft themselves, and the cost of fitting the systems to them. We are already buying and paying for six mission systems - the radars and other equipment that the aircraft carry to do their job. Of course, no matter how cheap they are, two extra aircraft are not a bargain unless we need them. But the arguments for buying six (or even more) are very strong. They will provide the eyes and ears for our fighters in air combat, support strike aircraft on bombing missions, provide coverage for naval ships at sea, and support land forces as well. Australias AEWampC will also be in high demand from the US and other coalition partners as a contribution to operations beyond our shores. Four aircraft will not be enough to do more than one of these roles at a time. An extra two aircraft would make all the difference. At 240 million we are still talking a lot of money. But Defence can find it within its budget. Compared with the cost increases in some other projects in the new Defence Capability Plan, this is small beer. Does it make sense, for example, to allow the cost of an extra 12 trooplift helicopters to blow out from 400 million to more than 750 million, and yet not find 240 million for two more AEWampC Howard should be asking Defence that question, soon. Hugh White is director of ASPI, the Australian Strategic Policy Institute. These are his personal views. 22 Jan 2004 - Boeing Selects Palomar Digital Intercommunications System For 737 AEWampC Peace Eagle RANCHO SANTA MARGARITA, Calif. Jan. 22 PRNewswire -- Palomar Products, Inc. announced today that they have been awarded a contract by The Boeing Company for the Mission Intercommunications Systems (ICS) for the 737 AEWampC Peace Eagle program. The new ICS is a derivative of the system being delivered to Boeing for the Australian Defense Force 737 AEWampC Project Wedgetail. The Peace Eagle Program is for the Republic of Turkey. The program includes the acquisition and development of a new AEWampC system, which includes four 737 AEWampC aircraft and ground equipment. Delivery of the first aircraft is expected in 2007. Palomar Products has been supplying secure Intercommunications systems to Boeing since the 1970s, when the Palomar organization was part of Hughes Aircraft Company. In anticipation of the increasing demand requiring sophisticated digital communications capabilities, Palomar Products has developed a state-of-the-art audio data distribution system -- using the latest digital signal processing and networking technology. Val Policky, Palomar Products President, stated: We are very pleased with this award. Palomars forecasted production orders for this platform are significant in future years and it is gratifying to know that after three decades of being an award winning supplier to Boeing, that we will be able to continue in the decades ahead. Palomars analog ICS, long recognized as an industry standard, complemented by our digital system allows me to offer customers throughout the world a fully compliant solution meeting their operational needs, states Bob Lawson, Marketing Director of Palomar Products, Inc. Palomar Products, Inc. is a leading developer and manufacturer of secure audio and data distribution systems for military airborne and ground-based applications. Located in Rancho Santa Margarita, California, Palomar has provided TEMPEST qualified systems to customers throughout the world for over 30 years. The Boeing Company is the worlds largest manufacturer of satellites, commercial jetliners and military aircraft. In terms of sales, Boeing is the largest exporter in the United States. Total company revenues for 2002 were 54 billion. 20 Jan 2004 - 737-200 to be Sunk off Vancouver Island, Canada Divers are planning to sink a 33m-long, stripped-down, ex Air Canada Boeing 737 at Vancouver Island to provide a new dive site. Comox Valley Dive Association and the Artificial Reef Society are hoping their application for permission to sink the commercial airliner in 26m of water off Vancouver Island will win the approval of Environment Canada. If given the go-ahead, the airliner will become the seventh artificial reef sunk in Canadian waters - the previous six were ships. The Boeing 737 currently belongs to Air Canada and is kept at Vancouver International Airport. It has already been stripped to a shell and cleaned of pollutants. A previous application to sink the airliner at Sechelt Inlet was turned down by the local authorities who were unconvinced that it would attract the levels of interest and increased business revenue that the organisers were claiming. 16 Jan 2004 - Fresh New Look Debuts in Boeing Next-Generation 737 Lavatories SEATTLE, Jan. 16, 2004 - Boeing is introducing a redesigned lavatory for its Next-Generation 737 commercial airplanes that is more comfortable and aesthetically pleasing for passengers and easier for airlines to maintain. A 737-700 delivered to China Southern Airlines today is the first to carry the new lavatory. Aspects of the redesigned lavatory reflect suggestions from passengers and airline operators around the world. Were committed to offering technical or aesthetic innovation that enhances the value of the 737 as well as the comfort and flying experience for the passenger, said Carolyn Corvi, Boeing 737 vice president and general manager. The redesigned lavatory accomplishes both. The new lavatory features: A seat and lid damper also used on the Boeing 777, which slows the closure of the seat and lid and prevents slamming. A gently-curved composite countertop that holds a larger stainless steel sink. An adjustable temperature-controlled faucet that can be operated with one hand and automatically shuts off. A larger soap dispenser conveniently located over the sink rather than on the countertop. Brighter lighting that incorporates lightweight and efficient LED lighting technology. A re-vamped venting system that produces a quieter lavatory interior. Airline maintenance technicians will find that the restyled lavatory panels provide easier and faster access to plumbing, while improved anti-corrosion materials will lower maintenance costs. There is also a larger waste container and bigger stowage compartments for supplies. The new lavatory complements an already passenger-pleasing cabin that provides more head room and larger overhead stowage bins. The Next-Generation 737s are the newest and most technologically advanced in their class, and continue to be Boeings best selling commercial airplane. 12 Jan 2004 - Boeing 737-NGs Remain the Companys Best Seller in 2003 The Boeing 737 in 2003 remained the companys best-selling commercial airplane, propelled by strong demand from the worlds low-cost airlines. The Next-Generation 737 models (737-600-700-800-900) accounted for 86 percent of the 239 Boeing commercial airplanes ordered last year. The Next-Generation 737s have annually been Boeings best seller since entering service in 1998. Demand from low-cost airlines such as Southwest Airlines, Ryanair, WestJet and Virgin Blue underpins the 737s popularity. The Next-Generation 737s have received 56 percent of orders from that market segment during the past five years, nineteen of the 24 low-cost airlines operate only 737s, and 92 percent of airplanes flown by low-cost carriers are Boeing 737s. The 737 aircraft produced the best results for Virgin Blue and more importantly our guests, said Brett Godfrey, chief executive officer of Brisbane-based Virgin Blue. The 737 is the proven leader for low-cost airlines around the world, and it has been a key factor to the success of Virgin Blue. The Next-Generation 737s are the newest and most technologically advanced in their class, offering new flight-deck technologies such as Head-Up and Vertical Situation displays that arent available on competing Airbus models. In addition, the modern 737s provide exceptional economics through lower fuel burn and maintenance costs. The 737s design, reliability, fuel economy, and quick turn-around times, all of which contribute to low operating costs, make it the low-cost airlines airplane of choice, said Carolyn Corvi, Boeing 737 vice president and general manager. It allows those carriers to provide cost-conscious travelers with the value they want. Since 1998 air carriers have ordered more than 2,240 Next-Generation 737s. Overall the 737 family is the best-selling in history. About 5,400 Boeing 737s have been ordered, more than the total for all Airbus models combined. 3 Oct 2003 - FAA Is Testing Cameras Inside Planes NEW ORLEANS (AP) - The federal government is looking into putting video cameras on commercial flights so people on the ground could monitor pilots and passengers and get an early warning of hijackings or other trouble on board. The Boeing Co. demonstrated a satellite system to Federal Aviation Administration officials in two test flights early this year, showing how images could be sent from a plane to the ground, said John Loynes, an FAA program manager in Washington. A Boeing 737, equipped with seven cameras, transmitted images of the cockpit and cabin. Pilots have fiercely opposed efforts to put cameras in cockpits as an infringement of their authority. Passenger advocates have supported cameras as a way to prevent terrorist acts. FAA officials stressed that the tests, conducted in January and February, were preliminary. There will be further tests and the agency is far from deciding whether or how to use the technology, said Marcia Adams, an agency spokeswoman. About 20 federal and Boeing workers, most of them engineers, were on board the round-trip flights from Seattle. Federal air marshals also tested Boeing technology that allows the use of hand-held devices to transmit video and to speak with and send data from the air to workers on the ground, Loynes said. One camera showed the pilots from behind, one was in first class and the others showed the rest of the passenger area. Workers on the ground, at Boeing offices in Seattle and in McLean, Va. could choose which camera view to look at by touching a computer screen, said Joseph J. Tedino, a Boeing spokesman. Loynes described the tests as successful, with a few glitches in which video images were briefly garbled. There were no insurmountable problems, he said. The tests were part of Boeings 2002 contract with the FAA to test various security technologies. Boeing officials discussed the technology at a recent security conference in New Orleans. The city of Denver uses a similar video system to monitor part of its public transit system. For more than a decade, the FAA has considered various plans to put video cameras in airplanes. In 2000, National Transportation Safety Board officials pushed a plan for cockpit cameras, saying they aid air crash investigators. The proposal was dropped after stiff opposition from pilots, who were concerned that cameras could lead to a dilution of pilots control over decisions made during flights. Pilots said workers on the ground could misinterpret video images and give orders based on incomplete information. But advocates for air passengers say cameras would make air travel safer by preventing terrorism and hijackings. David Stempler, president of the Air Travelers Association, said cameras would allow officials to assess the seriousness of a disturbance in the cabin. Officials on the ground could then talk about the problem with the flight crew members, who could learn about the situation without having to leave the cockpit. In the old days, one of the flight crew could come out and check things out, but they cant do that anymore, Stempler said. These days, we want to keep the cockpit impenetrable to terrorists or hijackers. 27 Aug 2003 - AEWampC Mission Simulator to be Used in Australian Exercise AIR Force officers will get an early look at their new eye in the sky next week, with a computer simulation allowing the yet-to-be-built Airborne Early Warning and Control (AEWampC) capability to be put through its paces at an exercise. Next weeks Armchair Warrior exercise in Adelaide will run Boeings 737 AEWampC aircraft through realistic Australian-scenario missions using locally-developed simulation technology. The technology will allow Defence to try out the 737 ahead of the expected delivery of four of the high-tech aircraft in 2007-2008 as part of its Wedgetail AEWampC capability. Developed jointly by Melbourne software firm Kesem International and the Defence Science and Technology Organisation, the BattleModel Wedgetail Capability Modelling Environment (WCME) allows crews to get a hands-on view of the new aircraft. They will know how to use the capability when its delivered, said Kesem technical director Gil Tidhar. The same simulation environment is designed to support all three stages of the project. The BattleModel software is already turning heads in the US, Europe and Asia following its use in the selection and implementation of the Wedgetail project. Used to select the successful technology and currently in use to trial the technology in real-life scenarios, the simulator will eventually be used to simulate maintenance and upgrade work on the aircraft. Mr Tidhar said the WCME had already attracted interest overseas. We have looked at it for export overseas, and there has been a lot of defence-related interest from the US, Europe and Asia, he said. The technology can also be applied to other areas, like the P3C Orion. The WCME runs on Windows and Linux. Kesem - which also provides simulation technology for doctors - is based in Melbourne and has offices in Adelaide and Israel. 11 Aug 2003 - Boeing to test fuel cell APU on 737. Dont hold your breath but Boeing expects to start flight tests of a Solid Oxide Fuel Cell (SOFC) APU in 2005. The SOFC uses jet fuel as the reformer in the proton exchange membrane to give a 440kW APU that is 75 efficient compared to the conventional 40-45 efficient APUs. This would give a typical fuel saving of 1,360t for a 737 over a year. It is actually a hybrid gas turbine fuel cell due to the sudden surges in demand eg engine starts and gear retraction etc. The SOFC will use air from a compressor passed through a heat exchanger for its gas turbine section. A potential drawback is that it has a 40min start-up time, so it would have to remain on for the whole day and depending upon its noise levels this could be a problem at airports which require the APU to be shutdown during the turnaround. The technology for the SOFC APU to replace the current APU is not likely to be available until at least 2010. 31 Jul 2003 - Jack Steiner, co-designer and patent holder of the 737 dies aged 85. John E. Jack Steiner, known as the father of the 727 for his role in designing what was once Boeings best-selling commercial jet, is dead at 85. Steiner, who also helped design the Boeing 737, which supplanted the three-engine 727 as the best-selling jetliner in aviation history Known for working such long hours that he had both a day secretary and a night secretary, Steiner helped design the PBB-1, a float bomber the B-29 Superfortress, 707, 727,737 and 747. A Seattle native, Steiner earned a bachelors degree in aeronautical engineering at the University of Washington and a masters degree from the Massachusetts Institute of Technology, but that field was not his first choice. His first love was boats. He wanted to design boats, Boeing Co. historian and archivist Michael Lombardi said. The airplane business was booming, and there was a lot more work for airplane engineers. Believing Boeing needed a smaller model than the 727, he and Joseph Sutter designed the two-engine 737 to which he held the patent. Steiner didnt care much for being called the father of the 727 because he viewed airplane building as a team effort, but Sutter said the term was apt. He was really the engineering spark plug behind the 727, said Sutter, who went on to become chief designer of the 747, not only to develop the airplane but to work with the management to get it offered out to the airlines and inspire them to buy it. He was really the main guy on developing the airplane and pretty much the same thing on the 737. Especially on the 727, he was the guy that gave it the push and made sure everything happened. Years later, though, when Boeing was considering a three-engine version of the 777 and airlines showed little interest, Steiner was quoted as saying, Three engines Thats the optimum worst He retired in the mid-1980s as corporate vice president and chairman of the aeronautical policy review committee. For a description of Jacks design work on the 737 see History amp Variants page. 13 Jun 2003 - Boeing Next-Generation 737 Fleet Reaches 10 Million Flight Hours in Record Time The worldwide fleet of Boeing NYSE: BA Next-Generation 737s this week surpassed 10 million flight hours, a feat equal to one airplane flying more than 1,141 years nonstop. The worldrsquos fastest-selling airplane family is the first and only commercial jetliner to reach this milestone in record time -- five short years. The newer 737 family, which includes the 737-600, 737-700, 737-800 and 737-900, entered service in 1998. Since then, it has logged almost half the hours accumulated by its aging competitor, the 16-year-old A320. This milestone is a tremendous achievement for the newest 737s, said Carolyn Corvi, 737757 vice president and general manager. It underscores the durable and efficient design of the 737, and the value the airplane brings to our airline customers. Although the current and earlier 737 models (737-100 through ndash500) share the same name, there are key distinctions between the two families. The 737-600-700-800-900 models incorporate an advanced wing design and blended winglet technologies that help increase fuel capacity, efficiency and range. The new 737s also offer leading-edge display and flight-management software that reduces flight delays and enhances safety and flight-crew efficiency. Examples of these technologies include Head-Up Display, which provides pilots with eye-level flight and safety information, and the recently certified Vertical Situation Display, which shows the current and predicted flight path of the airplane and indicates potential conflicts with terrain. Powered by new CFM56-7 engines produced by CFM International, a 5050 joint company between Snecma of France and General Electric Company, the newer 737s meet community noise restrictions well below current Stage 3 limits and below expected Stage 4 limits. The engines also provide lower fuel burn, lower maintenance costs and lower overall cost of ownership compared to the CFM56 engines powering the 737-300-400-500 series. The success of this program has been overwhelming, said Pierre Fabre, president and CEO of CFM International. We are honored that Boeing and the airlines made us such an integral part of this team, continuing to put their confidence in our people and our product. Through the Working Together Team, wersquove been able to develop and refine an airplaneengine combination that provides exceptional reliability and operating economics for our customers. More than 1,300 Next-Generation 737s are in service today. As of April 2003, the newer 737s have won orders for 2,080 airplanes. 6 May 2003 - Boeing Business Jets Names Lufthansa Technik An Authorized Service Center and Warranty Repair Facility Boeing Business Jets today signed an agreement with Lufthansa Technik that designates the company as an authorized warranty repair facility and service center, providing Boeing Business Jet (BBJ) operators another service option in Europe. The contract allows Lufthansa Technik to perform warranty work on the BBJ on behalf of Boeing. In addition, the Hamburg, Germany-based company will provide other maintenance, repair and overhaul services as required. The agreement was announced ahead of the third annual European Business Aviation Convention amp Exhibition (EBACE) in Geneva. A BBJ is on display at the show, which runs May 7-9 at the Palexpo convention center adjacent to the Geneva International Airport. With extensive experience both inside and outside the cabin, Lufthansa Technik can provide BBJ operators with nose-to-tail service, said Lee Monson, president of Boeing Business Jets. Wersquove worked with Lufthansa Technik for a number of years and are pleased to further that partnership. Lufthansa Technik, a skilled VIP interior completion center, has wide-ranging experience maintaining Boeing Next-Generation 737 airplanes ndash the model that the BBJ is based on ndash for operators around the world. The company has installed interiors on 10 BBJs, including a number of the NetJets BBJs, and two BBJ 2s. One BBJ and two BBJ 2s are currently in work at Lufthansa Techniklsquos 172,000-square-foot (16,000- square-meter) Hamburg facility. August Henningsen, chairman of the executive board at Lufthansa Technik AG, said the agreement with Boeing Business Jets is another example of the working relationship between the two companies. That relationship has led to establishing new milestones in BBJ interior completions, and we anticipate the same result in this latest agreement, Henningsen said. As an authorized service facility we further expand our portfolio of services for BBJ operators. With the addition of Lufthansa Technik, BBJ operators can chose from three locations in Europe and two locations in the United States for authorized service and warranty work. Those include: Associated Air in Dallas, Tex. DeCrane Aircraft Systems Integration Group (PATS) in Georgetown, Del. and Jet Aviation in Basel and Geneva, Switzerland. Boeing Business Jets is a joint venture with General Electric launched in July 1996 to respond to market demand for a larger, more capable business airplane that can fly more than 6,000 nautical miles. The versatility of the BBJ, a version of the Boeing 737-700, allows owners to create a unique environment tailored to their specific needs and seating requirements ndash whether itrsquos for eight or 100 passengers ndash for private, corporate, or charter use or for government transport. There are more than 60 BBJs in service worldwide. 25 Feb 2003 - Boeing talking with airlines about new 737-900X SEATTLE (AP) -- Boeing Co. is talking with several airlines in Europe and Asia, looking for a launch customer so it can bring out a new version of the 737-900 jet. The proposed plane, known as the 737-900X, could carry as many as 220 passengers and would target competitor Airbus A321 jet. Airbus jet can carry that many passengers and has been popular with European tour operators. This plane will bring us into direct competition with the Airbus A321, Kenneth Hiebert, regional director of product marketing for Boeing Commercial Airplanes, told the Seattle Post-Intelligencer. It will give us head-to-head competition. Design changes -- including adding two emergency exit doors just behind the wings -- are key to helping the plane carry more passengers. Safety regulations limit the current 737-900 jet to no more than 189 passengers. Boeing has long been talking with airlines about a 737-900 that could carry more passengers and travel as far as 2,770 nautical miles. We are talking to customers who are very interested in the plane, Hiebert said. I cant say if something is imminent or not, but our hope is sooner rather than later. 28 Jan 2003 - Boeing Delivers New Leading-Edge Technologies for the 737 Boeing today delivered leading-edge display and flight-management software for the 737, the worlds best-selling airplane, that promise to reduce flight delays and enhance flight-crew efficiency. The new flight-deck technologies are the Vertical Situation Display (VSD), Navigation Performance Scales (NPS) and Integrated Approach Navigation (IAN). The Vertical Situation Display shows the current and predicted flight path of the airplane and indicates potential conflicts with terrain. The Navigation Performance Scales minimizes flight delays and increases airspace capacity by allowing the airplane to navigate through a narrower flight path with higher accuracy. NPS uses vertical and horizontal indicators to provide precise position awareness on the primary flight displays. The Integrated Approach Navigation enhances current airplane landing approach capability by simplifying pilot procedures and potentially reducing the number of approach procedures pilots have learned in training. These new features enable Boeing to continue its leadership role in offering technology that brings value to our customers and makes the 737 the most capable airplane in the worlds single-aisle market, said Carolyn Brandsema, 737 chief engineer. The three features were part of a suite of new and emerging flight-deck technologies unveiled last year on the 737-900 Technology Demonstrator airplane. One of the features, NPS, was certified on a Malev Hungarian Airlines 737-700, which is due to begin operating tomorrow. Boeing is committed to providing the capabilities across its product line. Timing will be dependent on both market interest and airplane model development plans. In addition, Boeing Commercial Aviation Services offers after-market solutions for these features on the newer 737s only. The 737 family alone has won more orders than exists in the entire product line of its biggest competitor. As of December 2002, Boeing had orders for 5,177 737s and had delivered to 214 operators in more than 100 countries around the world. 18 Nov 2002 The Connexion by Boeing service for commercial airlines is now less than three months away following stringent review by government agencies in each country that has the responsibility for allocating radio frequencies. To support those efforts, Connexion by Boeing has used a dedicated Boeing 737 aircraft for research, testing, validation and demonstrations to ensure the service can operate within its allocated spectrum without causing radio interference with other spectrum users. In a parallel effort, the Connexion by Boeing regulatory team has worked extensively with countries that are members of the International Telecommunications Union (ITU) for the global spectrum allocation. 1 Nov 2002 - First 737 Wedgetail Rolls Out of Boeing The first Australian Wedgetail aircraft was rolled out Oct. 31 during a ceremony at the Boeing plant in Renton, Wash. The 737-700 will be transformed into a platform for an Airborne Early Warning amp Control System, or AEWampC. Modifications to the aircraft begin in 2003. Project Wedgetail is named after Australiarsquos native eagle. The Australian Minister for Defence, members of the Royal Australian Air Force, The Boeing Company and its industry partners celebrated today as the first Project Wedgetail aircraft, a Next Generation 737ndash700, rolled off the factory line during a ceremony in Renton, Wash. The plane is one of four that will be transformed into an Airborne Early Warning amp Control, or AEWampC, system for the Commonwealth of Australia under a program called Wedgetail in honor of Australiarsquos native eagle. Both Australia and Turkey have signed billion-dollar contracts with Boeing Integrated Defense Systems to develop AEWampC systems. AEWampC is part of Boeingrsquos vision for an integrated battlespace where real-time information is quickly and simultaneously accessible to aircraft and forces and commanders on the ground, at sea and in the air. Patrick Gill, Boeing vice president of 737 AEWampC programs, said, ldquoThe rollout is the latest in a series of major Wedgetail milestones achieved on schedule. They include design reviews of the state-of-the-art Multi-role Electronically Scanned Array radar, the airborne mission system, identification friend or foe, electronic support measures, electronic warfare self protection, navigation and communication systems. ldquoBoeing looks forward to continuing this progress as we move toward modifications of the aircraft and flight testing next year. Our thanks to Boeing Commercial Airplanes for building this state-of-the-art aircraft while keeping to its quality, cost and schedule commitments for Project Wedgetail. rdquo Air Vice Marshal Norm Gray, head of Australiarsquos Airborne Surveillance and Control Division, said, ldquoProduction of aircraft number one ahead of the contracted schedule reflects well upon the work of the combined Boeing and Commonwealth team. Australia looks forward to employing the versatile Wedgetail system as a key element of its upgraded surveillance system. rdquo Following the completion of delivery and flight test activities, the plane will fly to Delaware in January for installation of auxiliary fuel tanks, which should take approximately eight weeks. It will then fly back to the Northwest where crews will modify the plane at the Boeing Military Flight Center in Seattle. The modifications include installation of a reinforced fuselage section that will hold the Multi-role Electronically Scanned Array radar. Provisions for the mission system equipment also will be installed. All of this is part of preparations for FAA Airworthiness Certification. Flight testing is scheduled for the fourth quarter of 2003. Delivery of the first two 737 AEWampC aircraft is expected in 2006. 9 Sep 2002 - Boeing Business Jets Offers Customers New Cabin Altitude for Improved Passenger Comfort Boeing Business Jets today announced the availability of a lower cabin altitude modification for Boeing Business Jet (BBJ) operators. The new feature will offer 6,500-foot cabin altitude instead of the standard 8,000-foot cabin, providing passengers with an improved level of comfort. The lower cabin altitude feature, available in early 2003 from Boeing Commercial Aviation Airplanes Technical Servicesand Modifications in early 2003, will be sold as a kit that can be installed after delivery of a green airplane or as a retrofit on in-service BBJs. Its all about passenger comfort, said Lee Monson, president of Boeing Business Jets, at a media briefing during the 55th annual National Business Aviation Association (NBAA) Annual Meeting and Convention in Orlando, Fla. A 6,500-foot cabin means less cabin pressure change on climb and descent, as well as more oxygen in the cabin during cruise. The lower cabin altitude, combined with 807 square feet (75 square meters) of cabin area, results in the most comfortable business jet available. The retrofit kit will include new cabin pressure controller boxes with revised software, a new cabin altitude indicator and two pressure-relief valves. Revised operations and service manuals will show new parts and the structural maintenance program. The kit can be installed by certified maintenance personnel, completion centers or Boeing. No structural changes will be necessary and no increase in maintenance will be required until the airplane surpasses 30,000 flights. The average BBJ flies approximately 225 flights per year. A BBJ currently is on static display at Orlando Executive Airport for the NBAA show, which runs September Sept. 10-12. Boeing Business Jets also has an exhibit in the Orange County Convention Center. Fifty-two Boeing Business Jets now are fully completed and in service, including the first BBJ in Latin America. The fleet has generated more than 38,000 flight hours to date and 16,000 flights, with 99.9 percent dispatch reliability and no major technical issues reported. Boeing Business Jets was launched in 1996 as a joint venture between Boeing and General Electric. Designed for corporate and VIP applications, the Boeing Business Jet is a high-performance derivative of the Next-Generation 737-700. The BBJ 2, announced in October 1999, is based on the 737-800 and has 25 percent more cabin space and twice the cargo space of the BBJ. Both provide unsurpassed levels of space, comfort and utility and are backed by a global support program with dedicated field service representatives. 26 Jun 2002 - Boeing Business Jet Introduces New Era for Australian Leaders SYDNEY, Australia, June 27, 2002 - The first Boeing Business Jet (BBJ) for the Royal Australian Air Force (RAAF), shown publicly in Australia for the first time today, introduces a new era of capability for long-distance international travel. The Canberra-based Air Force 34 Squadron will operate two BBJs under a lease managed by Qantas Defence Services. Able to fly nearly anywhere in the world from Australia with only one stop, the two BBJs, in slightly varying configurations, will be used by Australian government leaders and senior executives traveling on official business. The Australian BBJs, outfitted with a VIP cabin and business class style seating for 36 passengers, were completed by Ozark Aircraft Systems in Bentonville, Arkansas. Approximately 200 government transport and head-of-state airplanes are in operation worldwide. More than half are large airframes - the size of a Boeing 737 or larger - and 80 percent are Boeing products. Many governments are finding the BBJ platform a valuable tool for international transport. In addition to the Australian government, the government of South Africa will begin operating a BBJ later this year. The U. S. Air Force will put its first C-40B, based on the BBJ, into service this fall. And the U. S. Navy operates a C-40A, which is based on the same platform as the BBJ, a Boeing 737-700. The BBJ is a version of the popular Boeing 737, similar to those already in service in the South Pacific region with Qantas Airways, Virgin Blue, Air Pacific and Polynesian Airlines. The Australian Air Forces Wedgetail Airborne Early Warning amp Control (AEWampC) airplanes, currently under development, also are sister platforms to the BBJ. Were honored that the Commonwealth of Australia has chosen the BBJ for its VIP transportation needs. It is also great to see the first Boeing Business Jet based in the South Pacific region, said Lee Monson, president of Boeing Business Jets. The capabilities of this airplane make it ideal to meet the long distances facing any traveler from Australia. And because it is based on the best - selling jetliner of all time, the BBJ brings unparalleled reliability and cost-effectiveness. The BBJ continues to meet market demand for an executive airplane that can fly passengers more than 6,000 nautical miles (11,100 kilometers) in a comfortable, spacious cabin. Fifty BBJs now are fully completed and in service. The BBJ platform is flexible enough that operators - such as private individuals, governments, corporations and fractional programs - can have a passenger seating area as well as an executive lounge, a private suite and a bedroom, if required. Boeing Business Jets was launched in 1996 as a joint venture between Boeing and General Electric. Designed for corporate and VIP applications, the BBJ is a high-performance derivative of the Next-Generation 737-700. The BBJ 2, announced in October 1999, is based on the 737-800 and has 25 percent more cabin space and twice the cargo space of the BBJ. Both provide unsurpassed levels of space, comfort and utility and are backed by a global support program with dedicated field service representatives. 10 Jun 2002 - Boeing checking why part was left off wing on 737 Seattle PI -- The Boeing Co. is investigating an embarrassing lapse in its quality-control procedures that allowed a new 737 to be delivered to a Chinese airline without a part that helps move the wing flaps. The plane was delivered to China-based Xinjiang Airlines in August and had been flown, but it was not until last month that the airline discovered the part, known as a push rod, was missing. 5 Jun 2002 - Boeing sells Turkey specialized 737s By JAMES WALLACE SEATTLE POST-INTELLIGENCER REPORTER Some strange-looking airplanes have taken flight from Boeing Field over the years, and by this time next year, a 737 with a Top Hat could be ready to take its place among them. The plane is a militarized version of the most popular commercial jetliner. It is designed for foreign countries that cant afford or dont need the capability of the much bigger 767 Airborne Warning and Control System planes that Boeing built for Japan a few years ago, or the 707 AWACS planes operated since the 1970s by the United States and later by NATO. After about 18 months of tough negotiations, Boeing signed a deal with Turkey on Tuesday for four of the 737 Airborne Early Warning and Control planes, plus options for two more. The deal is worth about 1 billion without the options. This is a strong vote of confidence in our platform, a tired but happy Patrick Gill, Boeings vice president of the 737 Airborne Early Warning and Control program, said in a telephone interview from his hotel room in Ankara, Turkey. In its business plans, Boeing has forecast an international market for as many as 50 of the 737 jets, which will be built on the same Renton assembly line as the commercial version of the plane. South Korea and Italy could be the next international customers. The Australian military was the programs launch customer. Like Turkey, it ordered four jets with options for two more. Gill noted that the engineering work will remain in Seattle, as will the modification work on the four Australian planes. The first of the four 737s for Turkey will be modified in Seattle, at Boeing Field. The remaining three will be modified in Turkey as part of offset agreements worth about half the value of the Turkey contract, Gill said. The Boeing agreement with Turkey must now be approved by the State Department and by Congress. The first of the four planes would be delivered to Turkey from 42 to 48 months after the contract is approved by the U. S. government, Gill said. The first of the Australian 737s will begin rolling down the Renton assembly line later this year, with modification work to begin in January. First flight is expected by mid-2003. The base plane is essentially a Boeing Business Jet, which has the 737-700 fuselage with the stronger 737-800 wing to support its extra weight. The design takes advantage of technological advances that allow an airborne early-warning and control system to be mounted on a jet the size of the twin-engine 737. The original airborne early-warning system developed by Boeing was a modified 707. In the late 1990s, Boeing built four 767 AWACS planes for Japan. Those bigger 707 and 767 jets were needed to support a heavy rotordome that turns mechanically on top of the fuselage. The 737 will use whats known as a phased-array radar Top Hat sensor developed by Northrop Grumman and mounted in a small, dorsal-like fin on top of the 737. The radar does not turn. Boeing started looking for a smaller and cheaper airborne early-warning system about 10 years ago and decided the 737 was the right plane for international markets to keep the cost down. A 737 airborne early warning plane costs from 150 million to 190 million, compared with about 400 million for the 767 AWACS. Turkey picked Boeing in November 2000 to enter negotiations to supply its military with six of the specially designed 737s. Boeing and Northrop beat a proposal by Raytheon, which was offering its airborne early-warning system on an Airbus A310. A contract like this typically runs many thousands of pages, Gill said, explaining why it took about 18 months to complete the deal. It takes a lot longer than people might expect. Its not like going in and buying a car from your local dealer. One complicating factor was a financial crisis in Turkey. A number of defense procurement programs in the country were suspended. Defense funds for the 737s will come primarily from a national lottery and gambling, as well as taxes on alcoholic beverages, tobacco and gasoline. 28 May 2002 - Milestone for Boeing Business Jets: 50 BBJs now in service GENEVA, May 28, 2002 -- The Boeing Business Jet (BBJ) continues to meet market demand for an airplane that can fly passengers more than 6,000 nautical miles (11,100 kilometers) in a comfortable, spacious cabin. Fifty Boeing Business Jets now are fully completed and in-service, including the first BBJ in Latin America. The fleet has generated more than 31,400 flight hours to date and 13,800 flights, with 99.9 percent reliability and no major technical issues reported. We continue to see a wide range of applications for the BBJ, said Lee Monson, president of Boeing Business Jets, at the second annual European Business Aviation Convention amp Exhibition (EBACE) in Geneva. The versatility of the airplane allows owners to create a unique environment tailored to their specific needs and seating requirements, whether its for eight or 100 passengers for private use, corporate, charter or even government transport. The BBJ platform is flexible enough that customers can have a passenger seating area as well as an executive lounge, a private suite and a bedroom, if required. The spacious interior makes it possible for passengers to be fully productive during travel. When people spend as many as 14 hours on one leg of a flight and are expected to be ready to work on arrival, it is important that onboard facilities allow them to be productive en route, and refreshed and ready to work when they arrive. The following are examples that highlight the many applications for the BBJ: - A BBJ designed for medical evacuations and charter operations recently flew the farthest distance yet for a BBJ: 6,854 nautical miles (12,694 kilometers). - An all-business class 48-seat PrivatAir BBJ will soon begin operating as a scheduled Lufthansa flight from Duesseldorf, Germany, to Newark, N. J. in the United States. - An intercontinental VIP transport BBJ will begin to be used by South African Air Force starting later this year. - A BBJ 2 soon will be available for charter operations through Multiflight Ltd. in the United Kingdom, the first BBJ 2 to be based in Europe. Boeing Business Jets was launched in 1996 as a joint venture between Boeing and General Electric. Designed for corporate and VIP applications, the Boeing Business Jet is a high-performance derivative of the Next-Generation 737-700. The BBJ 2, announced in October 1999, is based on the 737-800 and has 25 percent more cabin space and twice the cargo space of the BBJ. Both provide unsurpassed levels of space, comfort and utility and are backed by a global support program with dedicated field service representatives. 14 May 2002 - Pemco Aviation Group Starts New 737-300 Conversion Program Tuesday May 14, 10:02 am Eastern Time Press Release SOURCE: Pemco Aviation Group Inc. Pemco Aviation Group Starts New 737-300 Conversion Program BIRMINGHAM, Ala.--(BUSINESS WIRE)--May 14, 2002--Pemco Aviation Group announced today that it has inducted its first aircraft for the new 737-300 cargo conversion program at its Dothan, Alabama facility following the recent certification of its 737-300 Supplemental Type Certificate (STC) by the Federal Aviation Administration. Bluebird Cargo, based in Iceland and lead by Chairman Einar Olafsson, has signed a contract with Pemco to be the first customer under the new certification. Bluebird is a former customer of Pemcos conversion program, having the company modify an aircraft last year as part of the STC development process. Frank Tucci, President of Pemco World Air Services, Inc. Pemcos Dothan facility, states, Pemco has always been a leader in the cargo conversion industry and we are very pleased to be able to carry on the tradition as we hold the only FAA-approved STC for 737-300 conversions. We are working with several potential customers and look forward to expanding our capacity to meet the needs of todays market. Ron Aramini, President and Chief Executive Officer of Pemco Aviation Group said, Now that we have accomplished our first goal of upgrading the 737-300 conversion program, we will be focusing on new modification opportunities such as the BAe 146 and B-757. The market is wide open for those aircraft conversions and we intend to pursue them vigorously. 13 May 2002 - Boeing 737 may be Enlisted as a Warplane Seattle PI -- Flying off the Washington state coast recently, a Boeing 737 suddenly swooped low above the dark waters of the Pacific. When the jet was just a couple hundred feet above the waves and banking sharply, power was cut to one of the two jet engines - a maneuver that no commercial pilot would deliberately make with a planeload of passengers. But this was no commercial flight. It was a demonstration for the U. S. Navy. Boeing wants the Navy to select the worlds most frequently flown commercial jetliner as a replacement for the aging fleet of Lockheed Martin P-3C Orion maritime patrol aircraft and the EP-3C planes that gather intelligence. 29 Apr 2002 - 717 amp 737 to Lose Their Eyebrows Seattle PI -- The Boeing Co. s 717 jetliner is about to get a face lift. And the 737 could be next. Nobodys trying to improve the look of either jetliners, which in the case of the 717 is not all that old. Rather, the issue is reducing costs, for both Boeing and the airlines. And one way to do that, Boeing has determined, is to get rid of the so-called eyebrow windows just above the cockpit windshield -- a feature that has been on some models made by Boeing and McDonnell Douglas since the dawn of the jet age. 20 Apr 2002 - F. A.A. Investigating 737-800 Emergency Landing NYTimes -- WASHINGTON, April 20 - The Federal Aviation Administration is looking into an emergency landing on Thursday by an American Airlines plane. The plane developed vibrations in its tail, which had been repaired right before the flight. Botched repairs that require emergency landings are rare, but the tail was de-iced just before takeoff, which the agency recently discovered is linked to severe vibration. The agency said Friday that it ordered that planes of the type involved in the incident fly slower on takeoff if they have been de-iced. On Thursday, the flight bound from Reno to Chicago, was delayed two hours for repairs to the stabilizer, the horizontal part of the tail. The tail problem was discovered in an overnight inspection. Because snow was falling at the airport, the plane was also delayed for de-icing. Shortly after takeoff, at 12,000 feet, the pilot declared an emergency because of the vibration and landed at Sacramento, which has a long runway and no high terrain in the area. The plane, carrying 99 passengers and a crew of 6, is a Boeing 737-800. At the factory, a spokeswoman, said that some late-model 737 models had had tail vibrations because a part was not stiff enough. The company will begin installing a redesigned part this summer, she said. 24 March 2002 - Boeing Unveils Safer 737 Cyber Cockpit The company recently unveiled the new 737-900 jetliner with cutting-edge cockpit technology during a two-hour demonstration flight over Washington state. One of the new technologies on the aircraft, which is still considered experimental, allows pilots to see the terrain below them, even if surrounding clouds totally obstruct the view. Boeing test pilot Ray Craig demonstrated the vertical situation display (VSD) feature by steering the plane toward the side of Mount Rainier. I can put the airplane where I want to put it, said co-pilot Mike Carriker, showing how the high tech cabin maximizes his ability to safely navigate through the skies. Extra Eyes for Flight Crew Boeing packed the flying machine full of features designed to detect and predict almost any hazard found in the not-always-friendly-skies. We can see hills off to the left and right that are above our altitude right now, Craig said during the demo, pointing out areas otherwise invisible to the pilot and information usually not found on a standard instrument panel. The vertical situation display continued to work on the ground in zero visibility. Its not very new technology, Carriker said. Its been around for quite a while but nobodys been able to put it all together into one airplane, especially one that people are familiar with. Some of the navigational and safety features onboard include: Vertical situation display (VSD) indicates the presence of terrain in a flight path. Global positioning landing system (GLS), is a new satellite-based landing system. Head-up display (HUD) enhances safety by providing conformal flight path information to crews. Enhanced vision system (EVS) gives pilots an accurate and clear view of all obstacles, traffic, and potential incursions at night or with reduced visibility. Synthetic vision system (SVS) provides a computer-generated view of the outside world during takeoff, landing, and on the runway. We get the rap that we are low, youre not with the program. This dispels that myth completely, said Ken Hiebert, of Boeing product marketing. We are jumping out ahead, the tip of the arrow. Headed For Your Flight Soon Hiebert predicts the technology highlighted on the experimental 737 will be standard issue on future aircraft. In three to five years, these features are going to be embedded in Boeing technology. Its that short, Hiebert said. The Federal Aviation Administration still considers the 737 experimental because some of the onboard systems have yet to be certified. FAA representatives will soon board the plane to see the new equipment working both in flight and on the ground. But Boeing did not design every feature just for safetys sake. One advance that will have homeowners that live near airports smiling is a system that senses when the plane approaches noise-restricted zones. If it detects a noise-sensitive area, the plane automatically cuts back on engine power during landing and takeoff. Copyright 2002 TechTV, Inc. All rights reserved. 31 October 2001 - USAF Orders Aeromedical 737 Seattle Post -- The House Appropriations Committee yesterday earmarked 85 million for the purchase of a specialized Boeing 737, to be used by the Air Force for aeromedical evacuation. The provision was part of a 317.5 billion defense-spending bill that was approved unanimously by the committee. 17 October 2001 - Raisbeck Engineerings Hardened Cockpit Security System finds first home with Alaska Airlines 737 fleet Raisbeck Engineering and Alaska Airlines today announced the installation of the first of 70 Raisbeck-designed hardened cockpit security systems for Alaskarsquos fleet of Boeing 737s. The system called The RAISBECK ARMOURED COCKPIT SECURITY SYSTEM, developed over the last twelve months, meets all current FAA requirements, as well as those envisioned to be implemented by April 2003. Patents are pending. Alaskarsquos 737 fleet of 70 aircraft, are scheduled to be completely hardened by November 15th of this year. According to John Kelly, CEO and Chairman of Alaska Airlines, The security and safety of our crews and our customers is paramount. After reviewing all options, we chose Raisbeck Engineeringrsquos system because of its availability, cost, simplicity, and the fact that it meets all safety certification regulations including rapid decompression and pilot emergency egress. It is unique, elegant, and simple. Current FAA regulations with which this system complies are: ndashFAR 25.365 Pressurized Compartment Loads ndashFAR 25.807 Emergency Exit ndashFAR 25.809 Emergency Exit Arrangement ndashFAR 25.831 Ventilation ndashFAR 25.853 Compartment Interiors ndashFAR 25.772 Pilot Compartment Doors ndashFAR 121.587 Closing and Locking Flight Compartment Door Additional FAA requirements will be incorporated in the next 18 months. They are already a part of the Raisbeck System and include a bullet-proof cockpit environment which meets NIJ-III (National Institute of Justice) standards, as well as increased cabin awareness for the flight-deck crew. The latter is initially satisfied by the incorporation of two 1-14 thick bullet-proof glass windows in the hardened cockpit door, and can be augmented by an available video system. The bulletproof cockpit door lockingunlocking mechanism is remotely operated by the flight crew from their center pedestal. Raisbeck Engineeringrsquos CEO, James D. Raisbeck added: We had a head start on our system, since we realized over a year ago the day would come when an immediate need for such a cockpit hardening and crew protection would be necessary. We are gratified to be able to be making such an important contribution to airline safety. It is only sad that it had to come about as a result of the national WTC tragedy. With the first of its Raisbeck-Equipped 737s ready for full passenger service, Alaska Airlines becomes the first United States carrier to meet the long-range Phase II cockpit-hardening regulations, currently scheduled to be required by the FAA deadline in 18 months. Raisbeck Engineering is producing 737 kits at the rate of 100 per month. It expects to be able to meet the Phase II demands of the other major airlines for its system, after completion of the Alaska Airlines fleet. 7 Aug 2001 - Ryanair swoops on weak market with ad to buy 737s LONDON, Aug 6 (Reuters) - Irish no-frills airline Ryanair Holdings Plc swooped on the weak market for airliners on Monday with an advertisement to buy up to 50 used Boeing 737s. The airline, which has hoarded cash to exploit exactly the sort of aircraft glut that global aviation is now experiencing, said it needed no financing. With used 737s typically valued between 13 million and 40 million Ryanairs acquisition campaign is worth something like 1 billion. Following the formula of successful Southwest Airlines of the United States, Ryanair operates only 737s. 9 July 2001 - Singapore Airline Sues Boeing SINGAPORE (AP) - Singapores regional airline SilkAir is suing Boeing Co. and other aircraft parts manufacturers over the 1997 crash of a SilkAir passenger jet, a report said Sunday. A SilkAir Boeing 737 crashed into an Indonesian river on Dec. 19, 1997, killing all 104 people on board. The cause has not been determined. In the suit, SilkAirs insurer Singapore Aviation and General Insurance Company or SAGI claimed Boeing and other companies supplied a defective and dangerous commercial airplane. 7 June 2001 - Boeing Investigates Wire Sabotage at 737 Plant. RENTON, Wash. (CNN) - Boeing Co. inspectors have discovered intentional wire damage on at least seven Boeing 737s at a company assembly plant in Renton, Wash. the company confirmed to CNN Thursday. The damage was found during routine service testing over the past two weeks. Boeing says it notified the FAA of the sabotage Tuesday. The company also said an additional three aircraft also may have had sabotaged wiring, but evidence is not conclusive. A 737 jet is assembled at the Boeing plant in Renton, Wash. The company is investigating sabotage of wiring on 7 jets under construction there. There are no suspects at this time. No airplane is delivered until it has met rigorous testing starting with Boeing, the FAA, and the airlines, spokesman Sandy Angers told CNN. The fact that we found the damaged wires proves our quality system works. The Federal Aviation Administration said it is looking into the matter, but could not elaborate on details. Boeing employs about 12,000 people at the Renton plant, where the narrow-body 737 jet is assembled along with the 757, another narrow-body jet, and the Boeing business jet. The worlds largest aircraft manufacturer announced in March that some of the 757 assembly work now done in the Renton plant would be shifted to its plant in Wichita, Kan. although the fuselages of the planes will still be shipped by rail from Wichita back to Renton for final assembly. About 500 workers at the Renton plant are affected by the shift of work, which is to take place over the next two to three years, although the company said all the employees would be shifted to other jobs with the company and there would be no layoffs as a result of the shift. The company is cutting jobs in the area, though, as it shifts its corporate headquarters to Chicago this summer. About half of the 1,000-person corporate staff will be cut in the move, with the other half relocating. That move shook the Seattle area, which has been associated with the company since its founding. Last year the company saw a surprisingly bitter strike by the engineering and technical workers who inspect aircraft during and at the end of the assembly process. The strike, the first by the union to last more than a day, won support of many employees who performed the same jobs but did not belong to the union. 5 June 2001 - FAA wants old Boeing 737s inspected SEATTLE (AP) - More than 1,000 older Boeing 737s should be inspected for potential damage from excessive vibration reported by some carriers in a backup tail control mechanism, the Federal Aviation Administration says. In one case, the vibration caused a piece of the elevator tab mechanism to break off in flight and damaged the plane, FAA officials said. The tab assembly is a backup hydraulic system that is used to move the elevators, control flaps on the horizontal stabilizer that change the up-and-down angle of the aircraft. The stabilizer resembles a small wing at the rear of the plane. A pilot would resort to the tab assembly only if the primary and secondary hydraulic systems failed, Boeing officials said. The proposal covers older 737 models that are out of production and is not intended to become mandatory for several months. Airlines have until July 16 to comment before the FAA issues an air worthiness directive that makes inspections mandatory. An FAA inspection order would directly cover about 1,080 commercial jets in the United States. Civil aviation authorities in other countries typically follow the FAAs lead in such cases, potentially affecting another 1,690 older 737s. Boeing issued a service bulletin in January 2000 recommending such inspections and follow-up checks from time to time. The FAA estimated the cost at about 1,100 per plane for the first inspection and 540 to 840 for succeeding checks. A similar problem on newer 737-600s, -700s and -800s was the subject of an FAA emergency air worthiness directive earlier this year. The problem was more critical and thus needed quicker action on the newer models because of design differences, officials said. The problem apparently is the result of parts wearing out faster than expected. The wear takes longer for the older (737) models, but it is still sooner than what we expect, Boeing spokeswoman Lori Gunter said. An FAA statement said the agency had received several reports indicating high-frequency airframe vibrations of the elevator tab on older 737s in flight. In one incident, a portion of the elevator tab separated from the airplane, causing damage to the elevator tab, elevator, and horizontal stabilizer. In another incident there was severe damage to the airplanes elevator and elevator tab assembly. Several incidents resulted in severe structural damage to the elevator tab assembly, the statement added. No dates, airlines or other details of the incidents were given in the statements. No crashes or injuries linked to the problem were reported. 21 May 2001 - Boeing 737 Advanced-Technology Winglets Make World Debut Boeing Next-Generation 737-800 advanced-technology winglets made their world debut in revenue service last week with German carrier Hapag-Lloyd Flug. The new winglets on the Boeing 737-800 curve out and up from the wingtip, reducing aerodynamic drag and boosting performance. They add about 5 feet (1.5 meters) to the airplanes total wingspan and allow the airplane to fly up to 130 nautical miles (240 kilometers) further. 16 May 2001 - Alaska Airlines Receives First Boeing 737-900 During a festive celebration in Seattle, The Boeing Company delivered the first 737-900 to launch customer Alaska Airlines. The new airplane, posing at right with another 737-900 destined for Alaska, is the first of 11 such airplanes Alaska will receive between May and April 2003 and the first of three the airline will receive this month. At 138 feet 2 inches, the 737-900 is the longest of the four Next-Generation 737 models and seats the most passengers. As configured by Alaska, the airplane carries 172 passengers in a two-class configuration, 52 more passengers than their 737-700s and 34 more than their 737-400s and MD-80s. 10 Mar 2001 - BOEING 737-900 IN FLIGHT TESTS By Sebastian Steinke After 260 flying hours, Boeings 737-900 programme manager, Jon Robinson, and his director of flight testing, John Corrigan, are extremely pleased. Flight trials of the 737-900, whose fuselage has been stretched to an impressive 42.1m, are proceeding as hoped, and despite the significantly longer fuselage as of half-way through the test programme there had been no unpleasant surprises, as the two Boeing experts explained in an exclusive interview with FLUG REVUE. The aircraft rotates a little more slowly than an -800, pretty much like a -400, but it flies completely smoothly and also achieves all the expected performance data, enthuses flight test director Corrigan. Fears of tailstrikes, i. e. where the tail comes into contact with the runway on take-off or landing due to the unusually long fuselage, have proved unfounded in practice. As a precaution we have strengthened the tail skid somewhat, but up to now tailstrikes have not been a problem, explains Corrigan. The changes in flying behaviour tend to be more subtle, he explains. We did have a problem with vibration during trimming of the elevators, which meant we had to change the trim tab. But we have already successfully modified a component on the prototype aircraft, which will now need to be certificated for the series. As the fourth member of the family of Next Generation 737s, the 737-900 is already like an old friend to us, says programme manager Robinson. The overwhelming majority of the certification data it has been possible to calculate, and during flight testing we are just finding those calculations confirmed. For this reason Boeing is using only a single prototype, with the second test aircraft already earmarked for delivery to a customer later on. Following the maiden flight on 3 August 2000, the prototype and its production mate are required to spend a total of 438 hours in the air plus another 120 hours undergoing ground tests before joint FAAJAA certification can be achieved as planned by the middle of March. Since January the second test aircraft, with full cabin furnishings, has therefore been supporting the flight programme for a month. In particular, it has been used for smoke alarm tests, cargo tests and to check other cabin systems. The prototype on the other hand, crammed full of test equipment, spends most of its time attended by between 12 and 20 flight test engineers, often operating out of Edwards Air Force Base in the Mojave desert of California. For flight trials with higher levels of risk, as a precaution we often take only a basic team of eight engineers on board, explains Corrigan, adding, while on some other flights, for example to LAX the international airport of Los Angeles - Ed., even customer airline crew were allowed to control and land the -900. The extra length on the 737-900 is not the only record likely to be achieved on this programme, but, according to Boeing, the expected savings should also be of record proportions. The manufacturer is hoping that its latest offering will not only undercut the seat mile costs of the other Next Generation 737s the 737-600, -700 and -800 but also those of the A320 family of arch-rival Airbus. If it succeeds, then the -900 will be the most economical short - and medium-range jet around. Boeings latest baby jet is almost 11m (35.7ft) longer than the 31.2m (102.5ft) short 737-600, and can accommodate 177 passengers in a typical two-class configuration, rising to a maximum of 189 seats. With a maximum cruising altitude of 41,000ft or 12,500m, the 737-900 outdoes all its older predecessors, the 737-300, -400 and -500, as in fact all the Next Generation 737s do, in the present case by 4,000ft. And even the sophisticated A320 family cannot climb higher than Flight Level 390. With a maximum number of passengers of 189, Boeing has reached the final upper limit for the 737, whose basic design dates from the 1960s. In those days a 737-100 carried only 103 to 115 passengers. The 189 passengers permitted today is the maximum number able to pass quickly enough through the doors and evacuate the relatively narrow emergency exits over the wings. All Next Generation 737s are already routinely fitted with improved, automatically outwardly opening escape hatches over the wings to enable todays larger passenger complements to exit the aircraft rapidly in the event of an emergency. From the certification viewpoint, 189 seats are actually already permitted in the 737-800, which is only moderately stretched However, only in the larger -900 can they be transported in real comfort. The new aircraft offers 9 more cabin floor space, 18 more cargo space and 15 seats more than a normally configured -800. Even if from the structural viewpoint it were feasible to consider yet another stretch, a 737-1000, the evacuation requirements rule this out, explains Jon Robinson, adding, Instead, we are already thinking about a possible ERX version of the -900 with a particularly long range. The -900 can be supplied today with blended winglets, if a customer so wishes. And of course we are playing theoretically with all the possible variants, for example, variants with increased take-off weights or a -900 business jet, in fact with all the growth options that are possible. However, according to Robinson, there are currently no plans to use the alluringly large fuselage for a pure freighter, although it would appear naturally suited to that role. The main decks of the 48 aircraft which have been ordered to date will thus be carrying passengers. And their customers are certainly intent on filling 177 to 189 seats right away with fare-paying passengers. The first airline customers, Alaska Airlines, Continental, Korean Airlines and KLM, are all looking primarily to increase their short - and medium-range fleet capacity economically with their giant babies, for all members of the Next Generation 737 family have the same cockpit, the same engines, the same wings and the same systems. They can therefore be flown by pilots with a common type rating. This means savings in training and personnel and increases the flexibility of 737 operators in the event of fluctuations in demand. Maintenance is also simplified, and already in the Boeing factory all 737 family members, in their mixed colours, roll out off a single final assembly line in Seattle. Even the -900 prototype is a product of that line. Apart from its length, the -900 does actually have a few other differences: the cockpit is the first 737NG flightdeck to have state-of-the-art flat panel displays rather than CRTs. The screens are programmable, so that they can be made to look exactly like previous 737NG screens, which is important as far as the pilots common type rating is concerned, or, alternatively, as in the Boeing 777, they can be easily adjusted so as to display additional information and alter the presentation. The design of the passenger cabin has also undergone a major revamp and reminds one strongly of the design of Boeings giant twin, the 777. Meanwhile prototype N-737X is flying test runs between Washington State and California. This includes at present flying different speed ranges, calculating the minimum speed on take-off and landing and ground clearance, plus flight stability tests. The next item on the test programme agenda will then be fine tuning of the autopilot, especially for range optimisation, automatic thrust control and various cruise profiles. If certification is plain sailing as expected and all the indications are that this will be the case Jon Robinson and John Corrigan plan to then deliver their giant baby to its launch customer, Alaska Airlines, in April. From page 24 of FLUG REVUE 32001 18 Apr 2001 - 737-900 gets FAA approval BOEING CO. on Tuesday said its next-generation 737-900 received approval from the U. S. Federal Aviation Administration (FAA) and is expected to earn validation from Europes Joint Aviation Authorities (JAA) by April 20. The certification indicates the airplane has passed the FAAs and JAAs stringent design and testing requirements, clearing the way for passenger service. The certification clears the way for the first 737-900 to be delivered to launch customer Seattle-based Alaska Airlines in mid-May. Three other airlines, Continental, KLM Royal Dutch Airlines and Korean Airlines, also have placed orders for the airplane. (Reuters) 20 Feb 2001 - U. S. Air Force orders C-40B jet from Boeing The U. S. Air Force said late on Tuesday it had ordered one C-40B jet from BOEING CO. and taken options on six others in a deal that could be worth 800 million, including a 10-year support contract. In a release the Air Force said it had allocated 59 million for the single C-40B, a military version of Seattle-based Boeings 737-700, a commercial jetliner which seats up to 149 passengers. The C-40B will carry high-ranking military and government officials to deploy immediately on matters of national security, the Air Force said.(Reuters 06:51 PM ET 02202001) 3 Jan 2001 - Navy Orders 6th Boeing Airlifter Wednesday January 3 6:20 PM ET Navy Orders 6th Boeing Airlifter SEATTLE (AP) - The U. S. Navy has ordered a sixth Boeing 737-700C jetliner for use as a cargo and passenger plane, Boeing Co. said Wednesday. The Navy is buying the 121-passenger jets, which it designates as C-40A Clippers, to replace its fleet of C-9 airlifters. No value was given for the order, but Boeings list price for a 737-700 is 43.5 million to 51.5 million, depending upon configuration. The C-40A can be used as an all-passenger plane, all-cargo, or to carry a combination of cargo and people. The U. S. Naval Reserve is the first customer for the aircraft. Four of the planes will be based at Naval Air Station Carswell Joint Reserve Base, Fort Worth, Texas, with the first to be delivered in April. Two others will be based at Naval Air Station Jacksonville, Fla. 14 Dec 2000 - SilkAir crash probe yields no answers SINGAPORE, Dec 14 (Reuters) - The investigation into the mysterious crash of a SilkAir passenger plane in Indonesia in 1997, which killed 104 people, has been unable to determine the cause of the disaster an official report said on Thursday. Flight MI 185, cruising at an altitude of 35,000 feet, was en route from Jakarta to Singapore when it plunged into the Musi River near Palembang in southern Sumatra. The report by Indonesias National Transportation Safety Committee (NTSC) released by the Singapore government, said the probe was hampered by extensive damage to the Boeing 737-300 when it crashed on December 19, 1997. Due to the highly fragmented wreckage and the nearly total lack of useful data, information and evidence, the NTSC has to conclude that the technical investigation has yielded no evidence to explain the cause of the accident, the official report said. Nov 2000 - Stowaway In Wheel-Well Causes Gear Retraction Problem MUNICH, Germany (AP) - A stowaway was found hidden inside the wheel-well of a Boeing 737 that was forced to return to Munich after the pilot couldnt retract the landing gear, police said Thursday. The 27-year-old was unconscious and suffering from hypothermia when he was found Wednesday evening by a mechanic under the Berlin-bound aircraft operated by Deutsche BA. The Romanian is registered as a resident of Berlin and has been seeking asylum in Germany. It was unclear why he had stowed away in the plane. The man endured temperatures that dropped to below freezing for the 22 minutes before the plane landed again, but suffered no serious injuries. He was arrested after being examined. Prosecutors were considering charges of endangering air traffic, police spokesman Hans-Peter Kammerer said. He could also be charged with violating laws requiring asylum seekers to remain in the part of the country where they were granted asylum. 26 Sep 2000 First Boeing 737-800 Flies With Blended Winglets - Boeing SEATTLE, Oct. 23, 2000 - German carrier Hapag-Lloyd Flug has earned another page in the aviation history books by being the first airline to fly the Boeing 737-800 with blended winglets. The test flight took place Sept. 26 in Seattle. The flight is the latest of several significant events involving Hapag-Lloyd and the Boeing 737-800. The airline was the airplanes launch customer in 1998, with 16 orders, and it operates the largest 737-800 fleet in Europe, with 17 airplanes in service and nine more on order. Hapag-Lloyd provided one of its 737-800s as a certification-test airplane for the blended winglet technology. This airplane is expected to go into service early next year, which will make Hapag-Lloyd the first airline to commercially fly a 737-800 with blended winglets. Additional winglets are being retrofitted on Hapag-Lloyds current fleet of 737-800s through a contract with Aviation Partners Boeing, a joint venture that offers blended winglet technology for in-service Boeing commercial airplanes. Unlike traditional winglets typically fitted at abrupt angles to the wing, this new advanced blended design gently curves out and up from the wing tip, reducing aerodynamic drag and boosting performance. Some of the performance improvements resulting from blended winglets on a 737-800 include: An extended flying range of more than 150 miles. Improved cruise fuel mileage of up to six-percent, resulting in nearly a five - percent reduction in gate-to-gate fuel consumption. A payload increase of up to 6,000 pounds. More efficient climbing while at the same time using less thrust - creating less noise and emissions, and providing lower engine maintenance costs through greater engine utilization. Improved take-off performance at high-altitude airports, in hot climate conditions and at obstacle-limited airports. (The 737-800 already is well below the current environmental standards for emissions and the winglets will even further enhance the airplanes environmental performance.) Blended winglets are offered by Boeing on new 737-800s as an option and are installed during production. For Hapag-Lloyd and other customers electing to retrofit winglets, the procedure involves removing the 737-800s wingtip and performing minor structural modifications to the wing before attaching the winglet. The modifications take about two weeks. Hapag-Lloyd Flug is one of the leading German charter airlines serving mainly destinations around the Mediterranean, in the Canary Islands and the Caribbean. The Hanover-based airline is part of Preussag AG, one of the worlds leading travel groups. 5 Oct 2000 - FAA considers order to check fuel tank wiring - Seattle Post Thursday, October 5, 2000 FAA considers order to check 737 wiring The Federal Aviation Administration has proposed asking operators of some Boeing 737 jets to inspect a portion of the fuel-quantity measuring system for a potentially dangerous electrical fault. The FAA said in a notice placed in the Federal Register on Tuesday that it had received two reports of wires chafed down to the conductor in the fuel-measuring system in the right main fuel tanks of the 737s. The FAA said its proposed airworthiness directive, giving six months for the work to be done, would apply to about 800 U. S.-registered 737-300, -400, and -500 jets. Boeing played down the safety hazard, saying there was not enough voltage in the line to pose an immediate risk. In response to 747 ignition concerns in 1997, Boeing maintained that aircraft was designed to eliminate all ignition sources from the fuel system and that even if a spark were created, the energy would not be enough to ignite a center wing tank. 4 Oct 2000 Boeing partners with BFGoodrich to convert 737 - Reuters SEATTLE, Oct 4 (Reuters) - Boeing Co. (NYSE:BA - news) said on Wednesday it has agreed to form a partnership with BFGoodrich Co. (NYSE:GR - news) and InterContinental Aircraft Services to develop a passenger-to-freighter conversion programme for the 737 aircraft. The 737 is the best-selling jetliner of all time and is an ideal airplane to meet the needs of the feeder and niche freighter markets, said Joe Gullion, president of Boeing Airplane Services. The worldwide fleet of freighter airplanes is expected to double during the next 20 years with more than 2,600 airplanes added, Boeing said. Nearly 70 percent of the additions will come from modified passenger and combination airplanes. Boeing expects this will include about 250 737s. Both BFGoodrich Aerospace and InterContinental, an alliance of major Taiwanese companies -- including Air Asia, China Airlines. Evergreen Aviation Technologies, and Aerospace Industrial Development Corp. -- are members of Boeing Airplane Services international network of modification and engineering facilities. Representatives from the three companies are jointly developing the configuration and engineering statement of work for modifying both the 737-300 and -400 model airplanes. In addition, a quick change option is being evaluated, which allows airlines to convert from freighter to passenger operations in a short period of time. 3 Aug 2000 Boeing facing fine over failing to act quickly over cracks - Seattle Post Boeing faces huge fine 1.24 million urged for poor supplier oversight, failure to report bad parts Thursday, August 3, 2000 By JAMES WALLACE SEATTLE POST-INTELLIGENCER REPORTER The Federal Aviation Administration yesterday proposed a record 1.24 million in fines against The Boeing Co. for inadequate supplier oversight and for failing to quickly report cracked parts on two older jetliners. In one case, Boeing waited 415 days -- instead of the required 24 hours -- to report that an operator had found a crack in the aft pressure bulkhead of an older 737, the FAA said. Cracks in that area, if they grow, can cause rapid decompression of the flight deck and cabin. The FAA requires immediate reporting of such damage, in order to alert airlines of potential problems that might require inspection and repair. All the incidents occurred two to three years ago, and the proposed fines are unrelated to a recently completed special FAA audit of Boeings quality control and manufacturing processes. A Boeing spokeswoman said the company has taken steps to fix the problems noted by the FAA and is in informal talks with the agency that could lead to a settlement. We are talking to them about closing this out, said Boeings Liz Verdier. Whether they reduce their fine is up to them. Should the 1.24 million in fines stand -- and that is unlikely, based on past practices in such matters -- it would be the largest in Boeings history. Larger penalties have been levied against airlines, however. The FAAs biggest previous proposed fine against Boeing was 392,000 in July 1999. The FAA said then that Boeing had failed to report a manufacturing defect on its 757s within 24 hours, as required. Boeing waited more than a year to notify the agency, the FAA said. Verdier said Boeing and the FAA have not yet settled the 1999 case, and the proposed fine has not been paid. In the latest case, the FAA proposed separate penalties of 500,000 and 741,000. The smaller of the proposed fines is for failing to report cracks in critical airframe structures within 24 hours, as required by law. In August 1997, the FAA said, Boeing was notified by the operator of a 737-100 that three cracks had been found in the horizontal stabilizer (the winglike structure on the tail). The cracks were 1.1 inches, 2.3 inches and 12 inches long, the FAA said. The stabilizer is a critical flight control surface, and the cracks, in a worst-case scenario, could have posed a safety risk, the FAA said. The 737-100 is the oldest of Boeings 737 models and was built in the late 1960s. There are only a few still flying. Boeing did not notify the FAA of the cracks until July 1998, nearly 300 days after first learning about them, the FAA said. The FAA also said that in September 1997, Boeing was notified by the operator of a 737-200 (a 1970s model) that a 3.5-inch fatigue crack was found in the aft pressure bulkhead. Boeing waited until late November 1998 to notify the FAA. There are more 737-200s flying than 737-100s, but few are still in operation in the United States. In both cases, Verdier said, Boeing delayed making reports to the FAA because it had to wait to obtain the parts in question from the 737 operators so they could be tested. Our procedure is to make a report within 24 hours of determination of a potential problem, she said. We could not make such a determination until we got the parts. It took months. She said Boeing has improved its reporting methods in response to the FAAs findings. We average about 100,000 messages a year from our operators, she said. We try and make a determination so that the safety-related ones get passed to the FAA. That process has been tightened and improved. The FAA noted Boeings efforts. Since the time of the alleged events, Boeing has cooperated with the FAA in developing an improved reporting process that exceeds the requirements of the regulation, the agency said in a statement. The FAAs proposed 741,000 penalty is related to Boeings oversight of its suppliers and subcontractors. Boeing failed to assure that they adopted and adhered to the companys quality control policies and procedures, the FAA said. The supplier actions occurred more than two years ago, the FAA said, and did not directly affect aircraft safety. In four separate cases, the FAA said, suppliers did not follow Boeings quality control practices. Failing to do so might have resulted in Boeings use of non-conforming materials to build airplanes, the FAA said. The violations came to light during FAA inspections of Boeings suppliers in late 1997 and early 1998. The contractors and suppliers are: Parker Control Systems of Ogden, Utah Aerospace Technologies of Port Melbourne, Australia Northrup Grummans Grand Prairie, Texas, plant and Kayaba Industries of Tokyo. They were cited for a total of 17 different violations, including improperly heat-treating products, failing to periodically check tooling machines, failure to keep up with certification for quality control workers and failing to make corrections identified in past audits. Boeing said no substandard parts ever made it onto aircraft from the contractors in question. Most of the violations were training and procedural issues, Verdier said. She said Boeing continues to work with its suppliers to improve practices and to make sure the companys quality control procedures are followed. Boeing has more than 3,500 suppliers worldwide. The FAA and Boeing also continue to talk about the findings of the special audit that was started in December. The audit also found lax supplier oversight by Boeing. It was sparked by a series of embarrassing production and quality control problems that resulted in defective parts being installed on Boeing airplanes. Boeing and the FAA are currently developing an action plan to address problems discovered during the audit. The findings wont be made public until the action plan has been approved by the FAA. An FAA spokeswoman said yesterday the proposed plan is under review at the agencys headquarters in Washington, D. C. Since the audit, Boeing has increased scrutiny of its suppliers and added more people to a unit that works with suppliers and monitors the quality of parts. 21 Mar 2000 United 737 experiences aileron control system malfunction - NTSB NTSB: United 737 experiences aileron control system malfunction NTSB Identification: LAX00SA132 Scheduled 14 CFR 121 operation of UNITED AIRLINES, INC. Incident occurred MAR-21-00 at LAS VEGAS, NV Aircraft: Boeing 737-300, registration: N328UA Injuries: 100 Uninjured. On March 21, 2000, at 0836 hours Pacific standard time, United Airlines flight 2701, a Boeing 737-300, N328UA, experienced an aileron control system malfunction during the landing roll on runway 25L at the Las Vegas Nevada, airport. The airplane was operated by United Airlines, Inc. as a regularly scheduled domestic passenger flight under 14 CFR Part 121. The airplane was not damaged. None of the 5 crewmembers or 95 passengers were injured. Visual meteorological conditions prevailed and an IFR flight plan was filed. The flight originated from Denver, Colorado, at 0816 mountain standard time as a nonstop flight to Las Vegas. The flight crew reported that all aspects of the flight were normal until the landing roll. The crew disconnected the autopilot about 3,000 feet agl and hand flew the approach through touchdown due to turbulence. After touchdown, the captain was holding about 30 degrees of right control wheel input for the existing crosswind condition and as the airplane slowed below 100 knots, the wheel smoothly moved to a full right aileron deflection. A detailed examination of the lateral control system is in process. 19 Feb 2000 Winglets boost to Boeing 737--800 performance SEATTLE, Feb. 18, 2000 - The Boeing Company announced today that it is offering Next-Generation 737-800 customers a new, advanced-technology winglet as a standard option. The winglet will allow a new airplane that already flies farther, higher and more economically than competing products to extend its range, carry more payload, save on fuel and benefit the environment. The first Boeing 737-800 with winglets is expected to be delivered in the spring of 2001. All subsequent 737-800s will be equipped with structurally enhanced wings that will make it easier for owners of standard 737-800s to retrofit those jetliners with winglets. The key to product leadership is to create a superior product, then continually improve it in ways that add value to customers, said John Hayhurst, vice president and general manager, 737 programs. With this new winglet, the Next-Generation 737 will remain the most advanced airplane family in its class for the 21st century, just as it was for the 20th. A Next-Generation 737-800 equipped with the new winglet will be able to fly farther, burn 3 percent to 5 percent less fuel, or carry up to 6,000 pounds more payload. Other benefits include a reduction in noise near airports, lower engine-maintenance costs, and improved takeoff performance at high-altitude airports and in hot climate conditions. The winglets weigh about 120 pounds each. They are made of high-tech carbon graphite, an advanced aluminum alloy and titanium. The winglet is eight feet long and tapers from its four-foot wide base to a width of two feet at the tip. Unlike traditional winglets typically fitted at abrupt angles to the wing, this new advanced blended design gently curves out and up from the wing tip, reducing aerodynamic drag and boosting performance. The 737-800 winglet was developed initially for the Boeing Business Jet (BBJ), which also features the state-of-the-art 737-800 wing. This winglet will be available initially as an option on the 162-passenger 737-800. Formal availability of the winglet will follow quickly on other models that feature the 737-800 wing, including the 737-700C and the 737-900. The applicability of the winglet to Next-Generation 737-600 and 737-700 models is being assessed. The blended-winglet technology was developed by Aviation Partners Inc. of Seattle. In 1999, during the design of the BBJ winglet, Aviation Partners and The Boeing Company formed Aviation Partners Boeing (APB), a joint venture that completed and owns the design. APB is developing the capability to make the winglet available as a retrofit for airplanes already in service. 27 Jan 2000 Popular Boeing 737 Surpasses New Aviation Milestone - Boeing SEATTLE, Jan. 27, 2000 -- The Boeing 737, the worlds most widely used jetliner, has become the first jetliner in history to soar beyond 100 million flight hours - a testament to the jetliners popularity and to The Boeing Companys continuing commitment to enhance the airplanes design, performance, comfort and value. The Next-Generation family, which entered service in 1998 inaugurated the third generation of Boeing 737s. The Next Generation 737 family consists of the 110-passenger 737-600 the 128-passenger 737-700, the 162-passenger 737-800, and the 177-passenger 737-900. The Next-Generation airplanes feature a new wing - the most aerodynamically efficient in its class new, more powerful yet quieter engines a new, more spacious and comfortable interior and a state-of-the-art flight deck. The overwhelming market success of the Boeing 737 is one of the ironies of aerospace history. When the program was launched in 1965, the 737s prospects looked questionable. Competitors were two years ahead of the 737, with 300 orders between them. The 737 had to compete for product-development budget and engineering talent with several other major programs in development - the 747, a stretched 727, the C5 transporter and the supersonic transport. But compete it did, leading to the most successful jetliner program of all time. 9 Dec 1999 - Classic 737 line to close, ends era of Boeing lows, highs. - Seattle Times Wednesday December 08 07:57 PM EST Classic 737 line to close, ends era of Boeing lows, highs. By Polly Lane Seattle Times aerospace reporter Boeings final 737-400 will be rolled out of the Renton factory tomorrow, ending a 32-year era that produced the best-selling airplane model in aviation history. The jet is to be delivered to CSA Czech Airlines in February. With the rollout, Boeing will close out production of the last of five classic versions of the twin-engine airplane, the dominant jet of the hub-and-spoke system at U. S. airports. Boeing will concentrate in the future on new 737 models - the -700, -800, -900 and a business jet that incorporates features of the -700 and -800. The 737-700 was launched by Southwest Airlines in 1994. Production of the classic 737s surpassed that of the former top seller, the Boeing 727, in February 1990. Boeing delivered 1,831 727s in all. The 737 has continued to be the front-runner in sales ever since. Boeing has booked orders for 4,349 737s, including the new-generation models. The last 737-300 will be delivered Monday to Air New Zealand, while the last 737-500 went to Air Nippon in July. Like many airplane models, the 737 had a shaky start and faced oblivion a couple of times when orders dwindled. In 1972, during the famous Boeing Bust, only 14 were sold. But the company said 1,970 classic models remain in service today. Boeings 737 was two years behind the Douglas DC-9 in the marketplace in the mid-1960s. And after fierce debate by the companys board of directors, Boeing moved into production of the first 103-seat 737 with only one order, from Lufthansa German Airlines. Boeing was confident United Airlines also would order the jet and it did, a few months later. But it wanted more seats so the 737-100 was stretched more than six feet and dubbed the -200. A more advanced -300 made its debut in 1981 when start-up Southwest Airlines decided to make the 126-seater its airplane of choice. The earlier two models were phased out. The larger 147-passenger -400 followed in 1988, first ordered by Piedmont Airlines. Then Southwest launched a smaller 110-passenger -500 model in 1990. The earliest 737 was alternately dubbed FLUF (Fat Little Ugly Fella) and Fat Albert because it was short and fat, almost square. Later, the 737 was renamed Little Giant because of its ability to land and take off on short runways, even unpaved strips, features that attracted customers from Africa, Australia, South America and Asia. The earliest 737 had some problems, including thrust reversers that didnt work properly, and a shimmy in the landing gear, but it was a good airplane from the start, recalls Brien Wygle, its chief test pilot. The 2 12-hour maiden flight was uneventful, he said. Wygle had worked with pilots and engineers on the plane for months before he and co-pilot Lew Wallick took it up the first time from Boeing Field on April 9, 1967. It was the first Boeing airplane was designed for a two-man crew, rather than three. While that concept took a while to prove to pilots and safety experts, Wygle said he had no problems with only one assistant in the cockpit. The 737 had two engines under the wings instead of near the tail, as on the DC-9s. The 737s new Pratt amp Whitney engines were designed to be quieter than the competitors. The 737 classic series has been a key player for growing airlines and for leasing companies, including Boullioun Aviation of Bellevue, which owns 35. Boullioun truly grew up with this aircraft, said John Willingham, chief operating officer. Its been a very successful airplane for us. He cited reliability, efficiency and ease of maintenance. Willingham said his company will be keeping the classic models in its fleet for some time because officials believe their value will hold up. Peter Jacobs, aerospace analyst with Ragen MacKenzie in Seattle, agreed. Jacobs said the 737 classics still are among the most widely flown aircraft and join the DC-3, the 707 and 727 as real workhorses. At tomorrows noon rollout, Boeing Chairman Phil Condit will recall his role in producing the first 737 while he headed the Renton division. Alan Mulally, the Boeing Commercial Airplanes president, and John Hayhurst, the 737 vice president and general manager, will discuss how the past shaped the 737s future. Its a future in which the 737 must compete with a strong Airbus Industrie family of similar A320 airplanes that have attracted hundreds of orders this year. But competition is nothing new for the 737, considering it began in the shadow of a successful DC-9 and prevailed. 11 May 1998 Mandatory inspections reveal widespread damage in fuel tank wires on the Boeing 737 - Las Vegas Review Journal By Glen Johnson Associated Press The government on Sunday grounded older models of the Boeing 737, the worlds most popular jet, after mandatory inspections of some aircraft found extensive wear in power lines running through their wing fuel tanks. The order affected 15 percent of the 737s operating domestically, causing scattered flight cancellations as the business week began. United Airlines alone canceled 54 flights. But with a typical inspection taking about six hours, the effect on the flying public Sunday apparently was minimal. A number of flights also were canceled at Philadelphia International Airport, but ticket clerks attributed most of them to the weather. The few passengers affected by inspection delays seem to take the developments in stride. At Reagan National, just outside Washington, Doug Clowers said his United flight to Chicago was canceled, but they made sure they didnt mess up my plans too much. They made sure I was on the next available flight. The emergency inspections, the broadest FAA order for commercial aircraft since McDonnell-Douglas DC-10s were grounded in 1979, came three days after the Federal Aviation Administration gave airlines up to a week to inspect their oldest 737s for signs of wear in the wiring or the pipes that carry the wires through the fuel tanks. A recent inspection of a Continental Airlines 737 found both exposed wires and holes in the piping believed to have been caused by electrical sparks. Officials feared the mixture of fuel, air and electricity could spark an explosion such as the one that downed TWA Flight 800. By Saturday afternoon, 14 more aircraft had been inspected and mechanics found chafing in half of the bundles examined. One wiring bundle in a United Airlines 737 showed signs of sparking in one spot and a second area where the wires had been worn bare, most likely from vibration over the planes 50,000 hours in flight. That prompted the FAA to revise its original order, ordering all Boeing 737-100 and -200 series aircraft immediately out of passenger service until they could be inspected and repaired. The planes have cigar-shaped engines mounted directly under their wings. There are 179 such aircraft operated by U. S. carriers. The FAA also ordered inspections over the next two weeks for 737s with between 40,000 and 50,000 flight hours, generally the newer generation Boeing 737-300, -400 and -500 aircraft. Those models have oval-shaped engines mounted on pylons that extend in front of the wings. There are 118 such planes in the United States and 282 worldwide. Based on the early inspections, the FAA also allowed airlines to discontinue inspections of another set of pipes and wires leading to the aircrafts center fuel tank. In all, 14 aircraft inspected, there were no signs of chafing found in that wiring. While we are concerned about (the inspections) and the disruption it may have on the system, the No. 1 concern of the FAA is safety, said Thomas McSweeny, the FAAs director of aircraft certification. Boeing supported the action, which followed its own service bulletin to aircraft owners on April 24. Were doing everything we can to minimize any schedule disruptions to affected 737 operators and we will continue working with the FAA to monitor the inspection results and take any other action that may be advisable, said Boeing spokesman Russ Young. The manufacturer said it was rushing repair kits to the airlines. Southwest Airlines, United and US Airways were most affected. Southwest has an all-737 fleet, though only about 35 of its aircraft were the type covered by the grounding. The inspections took three-person teams about six hours for each plane, a spokeswoman said. United had to cancel 54 flights on Sunday as its 18 older-model planes were inspected, but the airline said it would have all the planes back in the air by today. This is not impeding our operation anywhere near the level a severe weather condition would at Denver or OHare, said United spokeswoman Mary Jo Holland, referring to the airlines two major hub airports. A US Airways spokesman said his airline had to pull four planes out of service. Investigators still do not know what caused TWA Flight 800, a Boeing 747, to explode off Long Island in July 1996. They suspect fumes in the center fuel tank were ignited by electricity. Since then, they have been examining the wiring configurations on similar planes and ordering inspections. Last week, the FAA ordered inspections for Boeing 747 and 767 aircraft to make sure they had the necessary protection around their fuel tank wiring. The airlines have 60 days to complete that work. The agency is also considering inspections for McDonnell-Douglas and Lockheed aircraft. Planes made by Airbus Industries are not affected because they have a different wiring configuration. There are 1,088 Boeing 737s in the United States and 2,716 registered worldwide, making it the most common passenger aircraft in use. While the FAA action does not apply to foreign aircraft, most countries follow its lead on safety matters. The FAA grounded the DC-10 fleet in May 1979 after an American Airlines plane lost a wing-mounted engine at takeoff and crashed. All 273 aboard were killed. The planes were not allowed to fly until their engine mounts were inspected and repaired as needed. 11 Mar 1998 Germania Breaks Distance Record In Boeing 737-700 - Boeing SEATTLE, March 11, 1998 -- German tour operator Germania Fluggesellschaft mbH today helped The Boeing Companyrsquos newest jetliner -- the 737-700 -- set a new distance record, flying the single-aisle plane nonstop from Seattle to Berlin. The 737-700, the first of the Next-Generation 737 family to enter service, weighed in at 62,248 kilograms before takeoff. The plane departed Seattlersquos Boeing Field at 4:26 p. m. PST (0026 Universal Takeoff Time), Tuesday, March 10 and arrived in Berlin at 10:53 a. m. local time (1053 UTC) Wednesday, March 11. The 9 hour 27 minute flight spanned 4,511 nautical miles, breaking the international record in the 60,000-80,000-kg weight class. The previous record -- 3,385 nautical miles -- was set in 1993 by another Boeing jetliner, the MD-83. The airplane, painted in TUIGermania livery, was fully configured for passenger service, with 144 seats. Among those participating in the record-breaking flight were Germania Managing Director Peter Kiessling, team leader Germania Director-Flight OperationsChief Pilot Thomas Scheel along with accompanying crew and staff representatives from Boeing and engine maker CFMI. The official observer aboard the flight was Jack Sweeney, a board member of the National Aeronautical Association, USA. Aviation authorities from the United States, Germany and France are expected to accept the flight as a new international record for its weight class. This record-breaking flight is a testament to the design and quality of the Next-Generation 737-700 -- and to the Boeing workers who make it, said Germaniarsquos Kiessling. In terms of range, new passenger-interior appearance, efficiency and reduced emissions, the -700 is perfect for us. Germaniarsquos delivery marks the first of 12 737-700s the airline has ordered. Its all-Boeing fleet also includes 13 737-300s. We have had a good relationship with Germania and are pleased they continue to choose Boeing airplanes, said Jack Gucker, vice president ndash 737757 Derivative Programs. We have a lot of confidence in the -700 and wersquore happy to see it accomplish what we expect of it. Based on their needs, the 737-700 will serve them well. The Next-Generation 737 family -- the 737-600-700-800-900 models are designed to fly higher, faster, farther and quieter than previous models and continues to be the fastest-selling jetliner model in history. The Next-Generation 737 models are particularly popular among environmentally conscious carriers because of lower noise and emissions than competing aircraft. The 737-700 is powered by new CFM56-7 engines produced by CFMI, a joint venture of General Electric of the U. S. and Snecma of France. 27 Jan 1998 Boeing rolls Out 3,000th 737 - Aerotech News Journal of Aerospace and Defense Industry News SEATTLE - Boeing Commercial Airplane Group Monday night achieved a significant manufacturing milestone when employees rolled the 3,000th Boeing 737 out of the manufacturing facility in Renton, Wash. where the popular twinjets have been manufactured since 1970. The historic rollout occurs 31 years after Boeing rolled out the first 737-100 Jan. 17, 1967. That rollout took place at the companys Plant 2 facility in Seattle, the initial site of 737 production. Through three decades of hard work and commitment, Boeing employees have built an unmatched legacy of success with the 737, said Gary Scott, vice president and general manager of 737757 Programs. With roughly 900 more 737s currently on order, we can look forward to extending this legacy for future generations of employees. The 3,000th 737 is a 146-passenger 737-400 model, scheduled for delivery to Alaska Airlines. Last November, the Seattle-based carrier became the launch customer for the 737-900 - the fourth model in the Next-Generation 737 family - when it announced an order for 10 737-900s, with 10 options. At the same time, the airline also announced orders for two 737-400s and three 737-700s. 15 Jun 1997 CFM56-3 Engine sets new World Record for time on-wing - CFMI June 15, 1997 CFM97-11 LE BOURGET - A CFM56-3 engine powering a Boeing 737-500 with Braathens S. A.F. E. reached 19,855 cycles without a single shop visit, setting a new worlds record for time on wing. The previous record of 19,841 cycles was held by a CFM56-3 engine in service with Southwest Airlines. The CFM56-3 is produced by CFM International, a 5050 joint company between Snecma of France and General Electric of the United States and the worlds largest supplier of commercial aircraft engines. The CFM56-3C1 engine, which entered Braathens fleet in October 1991, was removed after nearly six years of service due to life-limited parts in the core. The airline may soon break its own record as there are six additional -3 engines in its fleet that have logged more than 18,000 cycles without a shop visit. The Norwegian flag-carrier currently operates 27 CFM56-3-powered Boeing 737-400s and -500s and will begin taking delivery of the first of 16 firm and option Next-Generation 737-700 aircraft, powered by the CFM56-7, in 1998. A CFM56-3 engine in service with Germania Flug is poised to set yet another time-on-wing record by years end. The engine has been in service with the German charter and regional carrier since 1988 and has logged more than 28,000 engine flight hours without a shop visit. If the engine stays on wing for 30,000 hours, Germania will have set a new worlds record. Germania operates a fleet of 13 CFM56-3-powered Boeing 737-300 aircraft, and three additional engines in this fleet have logged more than 16,000, 18,000, and 22,000 hours, respectively, without a shop visit. When it takes delivery of the first of 12 Next-Generation 737-700 aircraft later this year, Germania, along with Maersk Air, will be the first European carriers to place the CFM56-7 into revenue service. Since entering service in 1984, the CFM56-3 has established itself as the standard against which all other engines are judged in terms of reliability, durability, and cost of ownership. The fleet of nearly 1,800 CFM56-3-powered 737s in service worldwide have logged more than 61 million hours and 44 million cycles while maintaining a 99.98 percent dispatch reliability rate (one flight delayed or canceled for engine-caused reasons per 5,000 departures), a .070 shop visit rate (one unscheduled shop visit per 14,286 flight hours), and an in-flight shutdown rate of .003 (one incident per 333,333 hours). 17 Nov 1995 Next Boeing 737 Program Sets Two-Year Order Record - Boeing The next Boeing 737 program has set a new aviation record: More 737-600, -700 and -800 airplanes have been sold in the first two years that they have been offered than any other commercial jetliner. Since the airplane program was launched two years ago today, 214 airplanes have been ordered by 11 different customers. We knew when we launched this program that this airplane would be popular, but sales have exceeded our expectations, said Ron Woodard, president of Boeing Commercial Airplane Group. We expect these airplanes to extend the 737s record as the best-selling jet in history, he added. As the program marks its second anniversary, the first of the three airplanes -- the 737-700 -- continues to meet its design and build milestones. About 70 percent of the engineering drawings for the -700 have been released to the factory and thats right on schedule, said Jack Gucker, director of the 737-600-700-800 program. With the release of the drawings, more than 100,000 parts are being scheduled for fabrication. All three models of the next 737 twinjet will be powered by the new CFM56-7 engine, which is being developed by CFM International, a joint venture of Snecma of France and General Electric of the United States. Design, assembly and testing of the engine also remain on schedule. Weve released 93 percent of the drawings for the engine, the auxiliary power unit and their major related parts, said Gucker. Boeing has designed and built engine struts and thrust reversers to support extensive engine ground and flight tests in France and the United States. The testing is aimed at validating the new engines integrity as well as greater thrust capability and improved performance over the CFM56-3, which powers todays 737-300, -400 and -500 fleet. In January, the CFM56-7 engine is scheduled for first flight on a GE-owned Boeing 747 flying test bed. Plans for supporting airline customers who will be flying the -700 also are on schedule. The first portion of a computer-based flight and maintenance training course that will be available on CD-ROM has just been completed and a general familiarization course on the 737-600, -700 and -800 program already is being taught to employees of airline customers who have purchased the airplanes. Development of maintenance manuals for the -700 and the engine also are well under way. The first -700 is due to be delivered to Southwest Airlines of the United States in October 1997, the first - 800 is slated for initial delivery to Hapag Lloyd of Germany in early 1998 and the first -600 will go to SAS in late 1998. This site has had visitors to date. List of all exhibitors Request an Exhibitor pack Click Here Finol Oils Ltd has been marketing and distributing lubricants for the past three decades. Finol has been the forerunner in lubricating oils and greases throughout the Republic of Ireland. We focus on the customer needs and develop a strategy to suit their particular requirements. We continue to strive for excellence through selling and delivering the most technically proven products for the Automotive, Commercial, Agricultural, Marine and Industrial markets. Our professional sales team are constantly being kept up to date on all aspects of new product development. Our experienced office per Aquilant Microscopy operates in the Republic of Ireland and Northern Ireland as the focal point of a highly specialized team in Microscopy, Digital Inspection and Modular Microscopy Automation catering to the needs of our Industrial customers. Aquilant Microscopy distributing NIKON, INSPECTIS, GDO, AGAR Scientific and Jeol Benchtop SEM started in August 2015 with an experienced team of 4 Microscopy Specialists. Established in 1991 the company has now become a leading supplier of products and services to the Industry, University, Scientific and Me IPS Groupage Services Ltd. established in 1983, is a privately owned progressive Irish company specialising in a global sea and air freight service. Built on integrity and taking pride in what we do, we offer a professional and personal service that is fully dedicated to the individual needs of our clients. With worldwide representation and a global agency network that transcends all borders, we provide a system to move your cargo by air or sea from any place in the world to any other, no matter how remote. ips-group ProMinent is the reliable solutions partner for water treatment and a manufacturer of components and systems for chemical fluid handling. Based on our innovative products, services and industry-specific solutions we provide more efficiency and safety for our customers worldwide. Our Goal More efficiency and safety for our customers Our Market Water Treatment and Chemical Fluid Handling, worldwide Our Offer Components, Systems, Services and industry-specific Solutions Our Values Reliability Only one business matters. Yours. Thats why Scania trucks can be custom-built to fit your unique operational needs. So whether you carry heavy loads across continents or load timber on a gravel road, theres a Scania that keeps your profitability rolling. scania Abbey Seals was established in 1983, an Irish owned, family run company with offices in Dublin amp Cork. With over 30 years experience we have grown into one of the most successful companies in this sector. Our manufacturing hub in Cork is home to Abbey Seals Xpress an express in-house manufacturing service for both seals amp gaskets. In fact, we are the only company in Ireland with the facility to manufacture such a comprehensive range of products promptly amp ship the same day worldwid Located in Shannon, and with manufacturing facilities in Germany, Beta LAYOUT is a leading European manufacture of PCBs (from prototype to production). Use our PCB-POOL online platform to easily calculate the cost for PCB manufacture and assembly lead-times from just 8 hours are possible. 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Using GS1 standards enables organisations to order, track, trace and pay for goods, making business process efficiency and cost effectiveness possible. gs1ie. orgretail Tel: 01 208 0660 Compliance Engineering Ireland (CEI) offers Electromagnetic Compatibility (EMC) and Product safety testing to prove conformity with essential requirements for commercial and automotive markets. CEI is Irelands major EMC approvals provider, operating screened, anechoic and environmental test chambers. Operating to commercial CE marking test standards. Services include Low Voltage Directive (200695EC), General Product Safety Directive (200195EC), Machinery Safety Directive MATRIX VISION GmbH is one of the market leaders in the large German domestic market for machine vision and have recently expanded into many other European countries including Ireland and the UK. 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Our objective is to provide innovative solutions to our customers, from initial consultation all the way through to expert delivery and commissioning of high precision engineering solutions. We help our customers to b The team offers a comprehensive portfolio of services tailored for every stage of a power systems life cycle-whether its design, build, or support. Our services integrate and optimize the elements of a power system to make sure its aligned with business goals. We can help keep your power system safe, efficient, reliable, and up-to-date. eaton. euEuropeindex. htm At Broughton Software we develop Laboratory Information Management System (LIMS) software enabling our clients to meet quality control regulatory (data integrity) compliance requirements and increase business efficiency. LabHQ LIMS helps you manage your Quality Control data easily and efficiently. Store, process, report and analyse your quality control data in a secure electronic environment. 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SL Controls have developed a unique analytical tool DiVOM that was designed As the global provider of web-based Computerised Maintenance Management Software (CMMS) and Enterprise Asset Management (EAM) solutions, eMaint, a Fluke Company, has provided organisations with the industrial maintenance software they need to increase equipment reliability, lower maintenance costs, and ensure regulatory compliance since 1986. emaint European Groupage Operators and Worldwide Freight Forwarders (Air amp Sea). Our operating processes meet ISO9001:2008 standard accredited by QAS International. Summary of Services European Road Freight Deep Sea and Short Sea Freight Worldwide Air Freight Customs Brokers Warehousing Storage, Cross Dock, PickPack, Repack. National Distribution wellscargo. ie OEEsystems International provide Manufacturing Performance Management software solutions to the worlds most progressive manufacturing companies to improve competitiveness, increase output, reduce costs and deliver business performance excellence. Our global Customers are all faced with the same challenges to deliver cost reductions, capacity increases and quality improvements for their business. Across multiple industry sectors including Pharmaceuticals, Medical Devices, Food Beverage, Chemicals, Construction and many different manufacturing processes (Discrete Manufacturing, Bulk and Continuous Processing), our Customers use our OEE Software - PerformOEE to overcome these challenges. Xetec staff will be available to discuss both FlexMaint and FlexDayta. Uniquely flexible in menus, screens and dialogs, FlexMaint Maintenance Management Software, can be configured to suit your way of managing maintenance. This is the key to successful and faster implementation, as it can be step by step. FlexMaint covers all the basic Asset Register, Work Requests and Orders, PM Tasks and Inventory requirements. Extra functions include calendars with workloads, checklists with online feedback, condition monitoring with alarms, and more. It is cloud and network enabled, and o Reliance is a fast growing, leading Automation Technology Solutions provider representing a comprehensive range of mechanical and electrical components dedicated to the demands of Irish automation sector. Our experienced automation engineers are on hand to advise on a wide range of global leading technologies. We can assist to specify the latest innovative technologies from such leading edg With 90 years of experience in providing reliable, high-quality products to both corporate clients and general consumers all over the world, Mitsubishi Electric Corporation is a recognized world leader in the manufacture, marketing and sales of electrical and electronic equipment used in the Energy, Water and Waste water, Life Science, Material Handling, Packaging and Food Beverage industries. we established the Factory Automation European Business Group to further consolidate our position in this dynamic sector. The FA-EBG is an umbrella organisation that bundles the activities of the companys three factory automation divisions: Industrial Automation, Mechatronics EDM (electrical discharge machining) and Mechatronics CNC (CNC controller and drive technologies). In addition to this, the FA-EBG also coordinates functions like marketing, warehousing and technical service throughout Europe. Ash Technologies is an Irish company established in 1994 specialising in digital magnification and imaging solutions designed for industry. Our award winning, internationally recognised product design has affirmed Ash Technologies as an innovation leader in product design, development and image quality. Our Inspection solutions can improve production process quality and fault detection, provide better cost efficiencies, increase operator performance and productivity, aid training and offer a cost effective alternative to traditional methods. Poor communications and impractical systems often dampen motivation and increase resistance in the manufacturing environment, leading to waste and stagnation. SeaChange are the how providing communications expertise and practical solutions that are proven to drive sustainable change in a number of areas: Health Safety, Selection Assessment, Quality, Standard Operating Procedures (SOPs), and Leadership. As our customers look for opportunity in a world of rapid change and technology disruption, they trust us to deliver the most advanced design, engineering and manufacturing expertise for their highly sophisticated and complex products. From advanced medical devices, to highly engineered aviation systems, to next-generation hardware solutions for the Cloud, at Celestica we manage the complexity for our customers and set the bar for quality and reliability in their markets. Through our technology, automation and engineering expertise across our global operations we bring speed, flexibility an Since 1995 our Software Solutions have made a measurable difference in each of our clients operations and created pioneering IT solutions built on leading edge technology. We have delivered Business Process Automation, Business Intelligence and Real-time performance Monitoring solutions which have transformed our clients business by aligning technology to their LEAN and Continuous Improvement strategy. The solutions would include MES, CRM, Business Visualisation, OEE, SPC, and Workflow Automation. Quantum 3 are leaders in Aluminium Profiles and Framing Systems. Our individual components can be used to design and build solutions or we can do this for you. Our system and solutions support your manufacturing processes and improve workflow, from Machine Frames to Workbenches, Racking, Trolleys and Work Zone Partitioning. quantum-3 Alfred K. OHare amp Co. Ltd are proud to announce our new look as OHare Components, Your Vital Partner. Our new identity has been inspired by over 55 years in the industry, supplying vital components to some of Irelands leading manufacturers. We pride ourselves on Quality and Service. oharecomponents AIS (Automatic Identification Systems) Ltd supply, install and maintain Automatic Labelling, Machine Vision, Barcode scanningverification and RFID systems to a number of industries throughout Ireland, primarily in the manufacturing and logistics sector. Established in 1998, we are a 100 Irish owned company with divisions in the UK, Spain and the Netherlands. Our Partners Davair has been in operation since 1999 and in that time we have become a major supplier of pneumatic and electro-pneumatic components and technology to the Irish industry. Realising the need for high Tech support to the many high Tech companies based in Ireland, we have aligned ourselves with market leaders such as Schmidt Press Technology, Proportion-Air Inc Clippard miniature pneumatics, Mac Valves, Peter Paul electronics SMAC electric moving coil actuators, and AirWork A French company with its production plant based in Picardie, Spaciotempo has been designing, manufacturing and building removable buildings intended for use within the fields of industry, distribution, sport, events and defence for more than 30 years. Spaciotempo is Irelands number one provider of temporary buildings, and retractable tunnels to the industrial, retail, education, and sports amp leisure market Established in 1988, ADC Barcode Ltd is an Irish owned technology company that specialises on bringing technical applications knowledge and world class products to the marketplace. We provide industry leading products and solutions from our consumables to our Managed Print Services. ADC is a value added reseller (VAR) specialising in the development, deployment and management of supply chain and mobility systems based on automatic data capture and wireless technology. More than 3,000 organisations depend on ADC as their trusted advisor for barcoding and radio frequency identification (RFID) Our High Speed cameras and Video Monitoring System (Autowatch) have proved themselves as valuable maintenance and process improvement tools in Automated Manufacturing Environments. Our Mobile Video Collaboration System (Onsight) provides a technology to connect internal issues with offsite experts anywhere in the world. We offer rental systems to assist clients with resolution of specific short term issues. Envisage can also provide an engineering support service utilising our camera equipment to help identify areas wh Solder Connection is one of Irelands foremost suppliers of soldering materials for the Electronic and Industrial sectors. Providing brands including Alpha Metals, Metcal, Electrolube amp BOFA, Solder Connection also manufacture a range of industrial wires, Solder Paints amp Fluxes. Visit Stand 116 to view the range amp get specialist advice. solderconnection Founded in 1945 and headquartered in Blue Springs, Missouri, USA, Fike has grown to become a globally recognized supplier doing business with Fortune 500 companies. Our highly skilled workforces design and build precision-engineered solutions and provides a personalized customer service experience for businesses around the world that want peace of mind from experiencing consequences of serious financial loss or a devastating disaster. Fike is the experienced, trusted expert in rupture disc technologies, explosion protection, fire alarm systems and fire suppression solutions. In addition to The Interroll Group is a worldwide leading producer of high-quality key products and services for internal logistics. The company offers a broad product range in the four product groups rollers, drives, conveyors amp sorters and pallet amp carton flow to around 23,000 customers (system integrators and OEMs) around the world. Core industries are courier, parcel and postal services, airports, food processing industry as well as distribution centers and other industries. Interroll products are in daily use at amongst others well-known globa Herbst Software is a leading Irish business management software provider, offering a specialised fully integrated solution and one designed from a sales and management perspective. Our product makes it easier for management to get access to real-time and accurate information while making important business decisions. With over 30 years of experience, Herbst Software has developed specific solutions for the food and drink industry across Ireland and the UK. All functionality that your business requires is available to you such as finance, stock control, CRM, credit control, busines Solid Solutions Ireland is Irelands Premier SOLID WORKS Reseller. With a wealth of experience in the CAD and Engineering industries Solid Solutions Ireland prides itself on the high level of service it offers to all its customers. We have a broad range of customers, ranging from the Educational market to small entrepreneurs with one or two CAD systems to multinationals with complex installations. With these customers we have helped them in their implementation of mechanical and electromechanical design, finite element analysis, computer aided manufacturing, complex modelling, SCHUNK is a competence leader for gripping systems and clamping technology. More than 2,700 employees in 8 plants and 30 directly owned subsidiaries ensure an intensive market presence. With more than 11,000 standard components SCHUNK offers the worlds largest assortment of gripping systems and clamping technology from one source. Since 2012, Goalkeeper legend Jens Lehmann is brand ambassador for safe, precise gripping and holding. de. schunkdedestartseite IEP Technologies formed from four leading explosion protection companies in the United States, United Kingdom, Germany and Switzerland. We use our shared technologies, system design methodologies and application experience to produce active and passive explosion protection solutions for combustible dust and vapor threats anywhere in the world. ieptechnologies The worlds population is growing, and with it a global middle class will soon surpass four billion people. This profound shift in demographics puts tremendous stress on our water, food, and energy supplies. And theyre interdependentwe need water to grow food and generate energy, and we need energy to move and treat water and process food. At Pentair, we envision a future with safe water, abundant energy, and affordable food that protects the health and vitality of our planet and its people. It will take great companies to meet this challenge, those with inspiring culture, industry-leadin European Springs amp Pressings Ltd part of the Lesjofors Group is a leading spring design company and manufacturer of bespoke precision springs, stampings and wire forms. Standard Stock Catalogue with 12,000 items including Gas Struts amp End Fittings, Die, Extension, Torsion, Compression, Conical, Wave, Vibrator Springs, Locking Rings, Pins and Clips. We have 2 manufacturing sites in UK supported by 27 manufacturing and Sales offices Worldwide. LBSPartners, formally known as Lean Business Systems, is a coaching-based business improvement consultancy with unrivalled experience achieving business excellence. Our approach is hands-on, data-based and results driven we customise our offerings to meet each of our clients individual needs. Established in 2002, LBSPartners have created a unique, practical and proven Framework that enables us to develop solutions which produce the ultimate competitive advantage for our clients. Our Framework methodology recognises four specific cornerstones for success: Jungheinrich is one of the worlds three leading companies in the material handling equipment, warehousing and material flow engineering sectors, as well as the European leader in warehousing technology. Established in Hamburg, Germany, in 1953, our company offers the full range of products and services all around the stacker. Rather than taking the one size fits all approach, we focus on providing the best solution for the long-term profitability of your enterprise. Our approach to intralogistics is cross-industry and, as an active player in developing its future, we are Using 70 years of experience, Selo provide unique and innovation packaging designs, produced on our state of the art packaging equipment. selo Founded over 40 years ago in 1973, Impact Ireland (Metals) Ltd. has become one of Ireland and Europes leading multi-metal stockholder and distributor. We source, stock and distribute a vast range of European-sourced materials including stainless steel, nickel alloys, aluminium, tool steel, bright steel, black steel, cast iron, chrome plated rods, steel tubes, aluminium bronze, bronze, brass, copper, NI Resist, UNS-S20910 and high-performance engineering plastics to companies in Ireland. Our unique combination of trading experience and product range enable us to offer a customer led serv We are one of Irelands leading providers of Welding Supplies. Our head office and warehouse are located on East Wall Road, Dublin 3. We supply a complete and comprehensive range of Welding Consumables, Welding Machines and Engineering Equipment. Whether you are looking for good cheap welders, mig wire, mig welding machines, ESAB electrodes or Velocity Courier Services is a vibrant new company in Dublin, our directors have 17 years experience in the courier industry, In fact we were involved in setting up one of the first Medical Courier Companies in Ireland. Our on-site DGSA was a founding member of the Dangerous Goods Safety Advisers Association of Ireland. We have worked in the past with public and private companies and health care providers. Velocity Couriers will provide a temperature controlled, GPS tracked, secure A to B delivery system, with real-time EPOC and EPOD available to all clients. The software system opera C. H. Robinson Europe and its affiliates form one of the leading freight forwarders in Europe with a dynamic network of offices across Europe. Since 1993, we have provided our customers with flexible, quality and reliable service that sets us apart from other competitors. Our motivated, multilingual and customer-focused employees apply their local knowledge and expertise to every transport challenge and build strong, personalised relationships with the customers they serve. We are a financially stable Boston Scientific is a worldwide developer, manufacturer and marketer of medical devices whose products are used in a broad range of interventional medical specialties. Founded in 1979 and headquartered in Massachusetts, USA, Boston Scientific is a public company listed on the NYSE (BSX). It employs 25,000 people and is a global leader in the development of less-invasive medical devices. Boston Scientific is committed to continued investment in Research, Development and Innovation, investing 1bn annually in new products and technologies. First established in Ireland in 1994, with the support Our Story. In the UK and Ireland we are a dedicated Office for the design sales and support of the Prihoda Fabric Ducting product. Prihoda was founded in the Czech Republic in 1994 by Mr Zdenek Prihoda, who remains the very active owner of the business today. Prihoda has grown enormously since those early days and now employs over 110 people over 3 sites in the Czech town of Hlinsko in the Moravian part of the Czech Republic. We have over 15 laser cutting machines and manufacture across the 3 company owned sites. Laser Machines and Sonic Welding equipment has bee Schivo Group specialise in precision machining, sheet metal fabrication, full product sub-contract assembly and additive manufacturing. We serve a wide range of industries, including Medical Technologies, Aerospace, ProcessIndustrial and Oil amp Gas. We are certified to ISO13485, ISO9001, AS9100 and have certified our customer products to CE mark, UL and FDA standards. schivogroup Combilift was established in Monaghan in 1998 and the initial product the C4000 multi directional forklift established the company as an unrivaled innovator in the materials handling sector. The companys portfolio now encompasses a wide range of solutions for the safe, space saving, cost effective and productive handling of long loads, pallets, containers and oversized loads, with lift capacities ranging from 1t to 100t. combilift Cornelius Electronics Ltd has become a well-known and leading Sub-Contract manufacturer of Box Build, bespoke Cable Assemblies and Wiring Harnesses, serving a variety of industries including Amusement, Medical, Military, Security, Broadcast, Automotive and many more. Engineering amp Manufacturing Solutions is our ethos and we are happy to work with customers on prototypes to production. Due to increased demand and to support our continued growth we have added the latest 36S CST machine from the Schleuniger range. This is a great addition to an already impressive list of automat Synecco Ltd provides design and contract manufacturing solutions for the medical device market with a diverse commercial client portfolio, from large multinational companies to high growth start-ups. Fully compliant to industry standard ISO 13485, Synecco has earned a reputation as an innovative, cost-effective and market driven supplier of medtech solutions worldwide. Synecco Store-All Logistics offer a complete logistics solution for all of your supply chain requirements. Our services include warehousing, order picking packing and distribution throughout Ireland, the UK and Europe, as well as shipping and freight forwarding. We have a Health Products Regulatory Authority (HPRA) licence, we are AEO approved, ISO accredited and members of the Irish Road Haulage Association. We have achieved alot in our 20 years of trading, during which our philosophy has always been - toListen, to Solve, and above all we Deliver on our promise. You may need consulting engineers experienced in Energy Monitoring, Energy efficient design, to carry out site-wide studies of your services installations and optimise your plant efficiency and your energy use. We are to amalgamate with a Southern practice to broaden our reach and expand our available experience. Check how you can benefit. SNC Engineering Limited. 087-2429 422. sncengineering Eurotherm provides leading precision control, secure data management, EMS and other scalable automation solutions for regulated industries. With installations worldwide, we offer experience and understanding of latest regulations including PAT, GAMP and 21CFR11. Our re-usable engineering and standard validation templates help reduce cost, time and pain of testing and validation. eurotherm. ie F amp P Fogarty Limited has been serving the conveyor belting needs of Irish Industry for over 35 years and is the only wholly Irish-owned conveyor belting company. We offer a nationwide service with customers in all 32 counties of Ireland, and pride ourselves on: Offering high standards of customer service a wide range of belting solutions Providing technical advice to meet your business requirements Competitive prices fogartybelting Peli Ireland will display the Peli range of protective cases and industrial lighting products. Peli cases offer watertight, dustproof and crushproof security. For a full protective packaging solution, MSA Foams offer custom foam inserts and bespoke packaging, ideal for components or delicate equipment that requires safe transportation and protection. msa. co. uk Tel: 0044 1202 850070 peliproducts. co. uk Shop for a wide range of products including talking clocks, talking multi function radios, talking combination ovens, talking watches, microwave cookware, a range of glasses, mouse magnifier and cordless mouse magnifier and more. We add new products to our range regularly check the latest news page to find out about product additions and any special offers we may have at the time. cobolt. co. ukcontents. aspid1 Designwise Automation Ltd. OwnerDirector, Declan Bracken B. Eng (Mech. Eng) Automation Systems, Special Purpose Machines, Precision Tooling, JigsFixtures, Quality Critical Consumables, amp Spare Parts for 25 years. Global Network of Partners, In-house manufacturing facilities. Working closely with Customers to increase yields, improve OEE amp lower operating costs. Excellence by Design, Built by Experience. Stand 120 designwise. ie Houghton is the Worlds largest metal working fluids company and the most experienced enjoying the longest history of service success. Our unique combination of advanced lubricant technology and 150 years of expertise in manufacturing and engineering enables us to solve your toughest fluid challenges and reduce your operations costs. Our products and services will meet and exceed your requirements. houghtonintl BSampB Safety Systems are global leaders in the manufacture and supply of explosion protection solutions for process industries. Products include: chemical isolation and suppression systems, flameless vents, explosion vents and spark detection. BSampB products undergo rigorous audits and quality control systems to ensure consistency of performance. For more information: bsbsystems Masterlift is a leader in the forklift and material-handling solutions industry in Ireland. Masterlift has been in business 30 years and employs 30 staff across four centers in Dublin, Galway, Sligo and Waterford offering Sales, Service, Parts and Hire. Masterlift provides the highest standard for quality of service and safety, providing maximum value and tailor solutions to our clients. masterlift. ie Since its foundation in 1961, Rittal has continuously evolved into the worlds leading systems provider for enclosures, power distribution, climate control, IT infrastructure and software amp services. Today, Rittal The System. offers you a perfectly coordinated system platform. It unites innovative productions, pioneering engineering solutions and global service to accommodate the most diverse requirements. It caters to a whole host of industries, from machinery and plant engineering, to the automotive industry, through to information technology. Whether for indoor or outdoor use, Ri For more than 20 years Bay Industrial Repair has been providing solutions to reduce manufacturing operating costs with our manufacturing cost reduction model. Our service amp repair program is key to this and we now process thousands of different types of parts as part of a repair and recovery program in our 8000 sq ft repair facility in Limerick. Repair Capabilities: LCD amp Touch Panels, Kiosks and Tablet PCs, POS Systems, Hand Held Computers, HMI and SCADA, IT Equipment, Power Supplies, Vacuum Pumps, Fluid Pumps, Motors, Valves, Actuators, Gear Boxes, Pneumatic a OCS Checkweighers is a leading innovator in the Checkweighing and Product Inspection sector. With over 25 years experience in the industry, OCS provide high-quality solutions, produced in-house, from basic research, to planning, design and manufacturing. OCS ensures a depth of manufacturing, independent of suppliers, to allow for perfect customization. ocs-cwenstart Founded in 1967, Appian Fasteners has grown into a leading distributor of industrial fasteners, mechanical components and access hardware. With locations in Belfast, Dublin and now Scotland we are perfectly positioned to service customer requirements on the island of Ireland, the UK as well as mainland Europe. Appian is a Technical Fastener Distributor who understands the day to day issues of manufacturing and can offer friendly expert advice as and when required by our customers. Working with our Global partners we believe we have an extensive product portfolio for the manufacturing sec Are you looking to print your labels in-house in full colour Look no further. digitalprint. ie is an Irish owned company offering a range of easy to use printing solutions from Epson and OKI, ideal for full colour label printing and more. Epsons C7500G colour label printer is ideal for printing high quality, full colour labels on rolls. The C7500G produces long lasting and durable colour prints on a wide range of materials. The Pro9431 digital colour printer from OKI is designed for printing full colour labels on sheets, short run packaging, full colour marketing materials and much more. Colo 3D Technology Limited is an Irish owned and managed business. 3D Technology is the Irish authorised partner to 3D Systems in Ireland. In partnership with 3D Systems, the world renowned 3D printer manufacturer, 3D Technology offers a broad range of 3D printers that address a wide variety of 3D printing needs, such as concept modelling, functional prototyping, rapid tooling and end-use parts. You can now benefit from best-in-class 3D printing technology from 3D Systems combined with Irish based service from 3D Technology.3D Technology provides 3D printers, maintenance, consumables and support to Anecto is an independent ISO 17025 accredited test laboratory and leader in the provision of test support and design services to sectors including electronics, power electronics, medical device, automotive, and renewable energy. We are also a power electronics test house offering validation, custom built test equipment, consultancy, and repair amp warranty services since 1994. anecto CipherLab designs and delivers industry-leading AIDC (Automatic Identification and Data Collection) solutions. We have been a technology innovator for more than twenty years, providing with a range of market-changing and industry-pioneering products mobile computers, wireless and tethered barcode scanners, and more. Please visit our website for more information: cipherlab Dolmen is Irelands leading product design and innovation consultancy. For the past 25 years we have been designing award winning and IP rich products for our clients across the life sciences, FMCG, ICTcommunications and industrial design sectors. Our clients include Diageo, Hollister, Stryker, ABB, Klas Telecom, Moocall, ESB, Teleflex, GE, Merlyn. We make ideas work. dolmen. ie Labquip is a specialised company supplying the Irish scientific market and engineering inspection industry with a range of equipment in the following areas Materials Inspection amp Analysis Non Destructive Testing Chromatography Laboratory Supplies Labquip is the channel partner for a range of leading international manufacturers into the market on the island of Ireland. Each specialist department within Labquip is focused on delivering quality products with suppo Viatel is the largest Irish-owned telecom provider of advanced business broadband connectivity, voice, data centre and managed WAN solutions. We provide cost-effective, innovative and bespoke telecoms solutions for small to medium enterprises (SME), corporate, public sector and wholesale customers. Our competitive advantage, lies in our first-class service and quick solution deployment coupled with our broad range of access technologies and global partnerships. This allows us to deliver enterprise-grade data connectivity solutions which place our customers at the heart of every so Industrial Packaging was founded in 1947 by, Fred Lee. We have 4 divisions: Bulk Packaging, Cardboard Cores Tubes, Construction Formwork, and Cable Reels. The Bulk Packaging division is made up of Fibre Drums which we manufacture and Steel drums, Plastic Drums, IBCs, FIBCs and other UN Certified bulk packaging which we distribute. industrialpackaging. ie Roomex helps companies in all industries to save time and money on their work-related hotel bookings. Roomex for Business is an innovative hotel booking system designed especially for corporate travel. It does everything that a standard hotel booking portal does such as booking hotels from our selection of 350,000 worldwide but because it is tailored for corporate use it does much more. Polar IceTech Ltd specialise in providing Eco Friendly Cryogenic Cleaning Solutions both onsite and in-house to a wide range of industries. For over a decade, Polar IceTech have built an unrivalled reputation for delivering our unique cryogenic cleaning solution to global multi-national companies as well as local SMEs saving them both time and money by increasing productivity and safety as well as significantly improving the lifespan of equipment and reducing their carbon footprint through our tai Transland Group is one of Irelands most reputable and innovative transport and logistics companies. We provide a daily pallet distribution service within Ireland through our membership of PalletXpress, and a consistently reliable UK and European import export service through Palletways, Europes largest pallet network. Our palletised distribution network offers unbeatable coverage in over 20 countries. Transland Group is committed to creating innovative, technology-driven supply-chain solutions. Our pioneering low-cost online booking facility enables customers to avail of special discoun Buttimer is a diversified mechanical engineering company which specialises in materials handling equipment and processes, steel high-quality fabrication and project management. Established in 1978 with an initial focus on agricultural industries, today the company has more than 35 years engineering experience and over 120 full-time employees. The company has grown into one of Irelands leading engineering firms. Over 80 of Buttimers new business comes from repeat customers attesting to our consistent high-quality project delivery, and good working relationships with our clients. Buttimer ha Contax Production Automation Limited is an Irish company supplying semi-automatic and automatic production machines and equipment. At our facility in Clonmel, we supply building kits, aluminium enclosures, conveyors, and robotic handling systems. We also have particular expertise in automatic liquid dispensing, robotic soldering, industrial ovens, and other bespoke machine solutions. contaxireland. ie ANSYS SpaceClaim, develops the best direct modelling solution for engineering and manufacturing. It enables engineers and other manufacturing professionals to rapidly create new designs or manipulate and edit existing 2D and 3D geometry, without the complexity of traditional CAD and at a speed many times faster. spaceclaim We design, manufacture and install a variety of unique and innovative storage and dispensing solutions Home of the Queens Award winning products, the TwinBin, FlagBin and TripFlag kanban dispensers, the BinFlag stock indicator and various kitting solutions. All systems help save Time, Money and Effort associated with stock and inventory management. Save waste, reduce costs, increase efficiency and gain complete control of your stock and inventory Our products are used in all industries from Aerospace amp Rail, through to Medical and Hospital Ward storage. The mission of Institute of Technology Tallaght is to be the centre of higher education and knowledge creation within South Dublin County and its environs, to broaden participation in higher education in the region, to be recognised as a leader in supporting research and commercial innovation, and to assist in the advancement of the economic, social and cultural life of the region. The Institute will: Offer a range of relevant and flexible learning opportunities within a professional and supportive learning environment, which are career focused. Provide incre Part of one of Irelands largest media groups Landmark Media Investments, RecruitIreland was established in 1999 to provide a digital solution for the Irish recruitment market. It is now recognised as one of the most innovative client and candidate driven job sites in Ireland. The website provides a cutting-edge service that brings together the best companies with candidates of the highest calibre. Our Aim Our aim is to provide jobseekers with a comprehensive database of quality jobs. Moreover, we strive to provide jobseekers with relevant and up to date information to help m Futura Electronics Ltd is an electronic Component solutions provider to the Electronics Manufacturing industry. Our business brings us to the heart of our clients operations. We work closely with engineering amp materials departments assisting with design and guiding engineers in relation to component selection. We offer solutions to to get product to market from prototype to production. We work with a large number of high profile manufacturers recognised worldwide amp have gradually grown our portfolio over the years. For over 30 years we have been servicing the following markets - El LVP Conveyor Systems Ltd. Ltd are an engineering systems driven organisation intent on automating processes and streamlining efficiencies in modern day production flows. We seek to create value in your production process by utilising proven modular technologies but also customising those elements necessary to make your unique materials handling project a success. Autoscribe Informatics offers industry leading configurable future-proof database management applications. Solutions include Laboratory Information Management Systems (LIMS) and Quality Management Systems that are configured to match user requirements. Autoscribe has offices in the UK and USA, with distributors around the world. Our worldwide team of LIMS, scientific and business software professionals are passionate about delivering solutions that meet the evolving needs of our customers. We leverage our highly configurable solutions and our 30 years of experience to help our customers au GEODIS Ireland was established in 2002 in Mulhuddart, Dublin 15 with the construction of a 30,000 sqm state-of-the-art facility. At GEODIS, we understand that different markets present unique challenges which requires specific intelligence, knowledge, tools, capacity and services to create optimal solutions. GEODIS concentrate on 5 specific markets (Healthcare FMCG amp Retail High Tech Automotive Industry) where we have these expertise to provide a complete end-to-end logistics service or the specific individual services that are required. Our award winning services (Iri Cashflow is the lifeblood of any business, and one of the main challenges facing many Irish businesses is effectively managing their cashflow, regardless of size or industry. For over 24 years AIB Commercial Finance have been providing customers within the manufacturing industry with a solution to this challenge through their confidential Invoice Discounting offering. Typically releasing more funds than other sources of finance, Invoice Discounting is a working capital facility designed to smooth cashflow and provide flexible finance which grows in line with busi Thormac Engineering has been manufacturing in Shannon since 1979. It is an injection moulding business which is part of the One51 Environmental Services Division, where it is one of several speciality plastics companies based both in Ireland and the UK. We provide quality injection moulding manufacturing to medium and high technology industries. We specialise in large parts and cater for low volumes. We have the only 2700 tonnes injection moulding machine in Ireland. thormac. ie Bemis Healthcare Packaging specializes in the manufacture of coextruded, laminated and flexible forming films, foil barrier laminations, pouches, bags, thermoformed trays, lids, heat seal coated DuPont Tyvek and medical grades of paper providing packaging material as well as packaging solutions tailored to protect your medical device, pharmaceutical and diagnostic products. bemis DRIVES AND CONTROLS are a leading supplier of Industrial Automation Products. Based in Dublin, we stock and support products from global manufacturers like MITSUBISHI ELECTRIC Variable Speed Drives, PLCs and HMIs FINDER Relays, Timers and Control Technology WAGO Terminals, Connectors and Distributed IO Systems WESTERMO Data Communications equipment. drivesandcontrols. ie Modern businesses need efficient logistics and here at Linde Material Handling (Ireland) Ltd. we pride ourselves on offering the full range of Linde products and services to meet those needs, for virtually every industrial and commercial sector. As the accredited Linde dealer in your region, we aim to provide a long-term local business partnership based on a thorough understanding and genuine interest in your individual business requirements as well as delivering responsive and effective after-sales support. We hope you will find the ITS are a mechanical, robotics and automation company. First in Ireland to put Universal Robots into action, and now their Accredited Training Partner in Ireland, with a Cork-Based trainingdemo lab. Irish distributors for Robotiq amp OnRobot Grippers and MiR Mobile-Industrial-Robot, with mutually beneficial relationships with Festo and Keyence, ITS ensures customers get exactly the solution they require. itsl. ie Were not here to add more to life, were just joining up some of the dots. CurrencyFair began as the answer to a common problem expats looking for a cheap, simple way to move money to and from their new home countries. The easiest way to achieve this was swapping with friends who had the corresponding need. This simple idea worked well, so the natural evolution was a service that would make this option available to Ward Automation are the leading Irish developer and manufacturer of world class assembly machines, filling machines and special purpose equipment which we supply to the global medical device, pharmaceutical and high end manufacturing industries. Both Sligo and Galway facilities are ISO9001 accredited and we have over 50 highly skilled, multi-disciplined staff. wardautomation. ie We capture, analyse and visualise key performance indicators from the manufacturing, logistics and utility sectors, using smart Industrie 4.0 technology. Our smart solutions reduce the amount of time and resources required to capture and communicate critical information across your organisation and dynamically translate this data into actionable intelligence. They empower employees to take the appropriate corrective action to help eliminate losses and promotes a sense of ownership and collaboration. Our secure OPC architecture can communicate to virtually every type or br ALS LABELLING SOLUTIONS: ALS Labelling Solutions is Irelands leading integrators of Avery Dennison labelling systems. As well as the Avery range of Labelling machines, we also when the application demands integrate Zebra Label Aire Wolke Sato Open Date amp Markem as required. We are Independently Irish owned Company. The hardware that we choose to meet our customers requirements, is determined by our ability to judge the best solution, and provide a working solution that is both reliable and efficient. As well as supplying fully standalone Labelling systems, we als Synovos provides comprehensive supply chain, asset and technology services that drive increased productivity, profitability and competitiveness across your global enterprise. Managing an annual MRO spend of more than 500 million with a purchasing portfolio of three million SKUs, Synovos has experienced 20 annual growth for the last ten years, with 230 current locations. Our global solutions enable companies manufacturers, large institutions and others to streamline MROindirect materials management while improving overall maintenance effectiveness and asset reliability. Synovos, COMBIND. Make Ordinary Extraordinary COMBIND offers an Extraordinary blend of value, expertise and a customer led service with an unparalleled range of packaging products, adhesive tapes, strapping amp fastening materials, tools and equipment. Our team of experts will be on hand to demonstrate a range of End of Line Packaging and Strapping Systems. We can help you to identify the most appropriate equipment and materials solutions for your individual processes. Please visit our stand E24:E25 and add that little bit Extra to the everyda LPE is the longest established Rapid Prototyping Additive Manufacturing bureau in the UK and Ireland. ISO 9001 and 13485 (for medical appliances) registered, we offer a comprehensive range of Rapid Prototyping and Low Volume Manufacturing services as well as painting and finishing options to meet any customer requirement LPE can supply one off concept models to exhibition display units, working prototypes and final production components. An experienced team of engineers and model makers is on hand to offer project advice and supply parts to exact customer specifications. We offer Ster UPS is a global leader in logistics, offering a range of solutions including the transportation of packages and freight, the facilitation of international trade, and advanced technology to efficiently manage the world of business. Headquartered in Atlanta, UPS serves more than 220 countries worldwide. We can be found at UPS. ups Delivering MES, Automation and Process Control Excellence Zenith Technologies operate 100 in Life Sciences we are world leaders in delivering manufacturing software systems that make businesses compliant and competitive. We specialise in providing Enterprise Performance Solutions comprised of MES, Automation and Process Control to Life Science companies globally. Working with 9 out of the Top 10 Pharmaceutical and BioTech companies, we partner with customers as an independent trusted advisor, providing performance improvements, reduced costs, total compliance and improved operator Laboratory and Industrial Equipment Specialists in Ireland serving science since 1780, with over 230 years of specialised industry and consulting experience, Mason Technology is one of Irelands leading and largest suppliers of scientific solutions in both the Laboratory and the Industrial arena. At Mason Technology we are also committed to meeting your service requirements, wherever you are in Ireland. masontechnology. ie Stericycle GxP Solutions provide validation along with quality, serialization and remediation activities focusing on improving operations at customers facilities and enabling them to stay compliant in a challenging regulatory environment. We stand apart from other consultancy firms because we ensure that our customers teams understand and appreciate the significance of their daily approach to quality. We make sure that their teams have the knowledge they need to keep systems and processes fully compliant. We also provide valuable metrics to our customers to meas ATC provides a turnkey engineering service to SMEs and multinationals. Whether its spare parts inventory, reverse engineering, putting expertise on site, creating short term fixes or implementing long term solutions, ATC safeguards return on investment for customers that, in turn, have to meet very stringent productions targets and Service Level Agreements for their customers. ATC specialises in: - Sealing components such as spiral-wound and kammprofile gaskets, seals, o-rings, extrus For over 50 years Capmatic has provided its customers the means to adapt to the changing markets. We are known in the industry for our unique European design and capabilities to minimize production costs through integrating multiple packaging applications on Monoblock systems. Our organization engages in manufacturing full turnkey packaging solutions specializing in Monoblocks, Unscramblers, Fillers, Counters, Pluggers, Cappers, Labellers, and Sleevers for the Pharmaceutical, Diagnostic, Bio-Medical, Nutraceutical, Cosmetic Health, Beauty Care, Food amp Beverage and Chemical Industries. Cunningham manufacture clever protective covers for a wide range of industries Transport, FoodDrink, Agriculture, Pharmaceutical to name just a few. Their engineered bespoke solutions are used right across Ireland for a variety of purposes Protective covers for machines during wash down, Factory partitions for heat retention or branded curtains for a logistics fleet. cunninghamcovers. c Established in 1982 and based in Northern Ireland. We have been providing electrical engineering and control system solutions for over thirty years. Over our thirty year history we have successfully installed systems throughout Ireland, the UK, Europe, America and the Middle East. Our projects are delivered on-time, within budget and to the highest standard ipce. co. uk At Empire Recruitment we understand the nature of your business and the needs of our clients. Our clients trust in our ability to have skilled and semi-skilled personnel ready to start work at short notice. With a large national database of flexible, reliable and hardworking candidates at our disposal, we are confident in meeting your resourcing requirements. empirerecruitment. ie E. Fox Engineers Ltd has been a supplier of Bearings, Lubricants amp Transmission Products to the Irish Market for over 70 years. This history has given us the knowledge to help customers where others have failed when locating the more unusual products. With a wide range of associated products helps us to become a comprehensive supplier to any industrial workshop to keep production lines running. efox. ie Blueacre Technology offers precision Laser Micromachining of a wide range of materials including metals, plastics and ceramics. Supporting you through the complete lifetime of your product, we provide an in-house contract manufacturing service while your product grows from low to high volumes. We can also transfer the manufacturing process into your facility, keeping you in control. Quality is key to our service and we are ISO9001 and ISO13485 accredited. Using proprietary tools for process monitoring our laser cutting machines can offer unrivalled accuracy and ensure a high yield when a Spiroflow conveying and weighing systems are in operation worldwide and are acclaimed for their outstanding versatility and prolonged working life in the most demanding environments. In food and pharmaceuticals, cosmetics and chemicals, minerals and plastics, Spiroflows experience and proven capability is providing the answer to every conceivable handling need. The leading design principles behind all Spiroflow equipment are dust-free handling and hygienic operation. We manufacture a comprehensive range of Bulk Bag Dischargers. Eleven models of discharger are available ranging Confidence in your Skills for Work (SFW) In every workforce there are employees who dont possess the confidence to put themselves forward for general training opportunities. Participation in Skills for Work gives employers the chance to provide appropriate and quality training to employees and in turn gives employees the opportunity to build on the talents they already possess. For more information on the wide range of SFW courses visit skillsforwork. ie, email Milestone Solutions is a dynamic, highly experienced Automation and Manufacturing Information systems consultancy. Formed in 2008, we are focused on providing an experienced and professional service to the Life Sciences, FMCG, Discrete Manufacturing and chemical processing industries. Having worked as end users, engineering consultants and system integrators, we bring a unique perspective to project implementation with extensive experience covering lean analysis, process optimisation, system integration, equipment automation, MES s Exertis Supply Chain Services (SCS) is a leader in professional materials supply chain design and operation delivering cost, capital and complexity optimisation for global clients. Exertis SCS works with companies of all size and industry including the technology, consumer electronics, industrial, med tech and pharmaceuticals sectors. The company was established in 1978 and has operations across Europe, the US and Asia. It partners with thousands of suppliers globally and has an international logistics partnership network spanning six continents. Exertis SCS is the The Graphics Factory was started back in 2009. The aim was to bridge a gap between high end expensive design agencies, and printers that do all-in design and print, but can sometimes neglect the design. I believe graphic design is a craft and each job should be treated as unique, from the humble business card to a brochure, in order to design it properly, giving it a look and feel of its own. I will work within your budget to deliver the best results possible. thegraphicsfactory. i Festo is a leading world-wide supplier of automation technology and the performance leader in industrial training and education programs. Our aim is to maximise productivity and competitiveness for our customers. As an innovation leader, for many years Festo has been providing impetus for factory and process automation and offers a wide product portfolio for drive and control technology. Maybe youre already one of more than 300,000 industry customers who rely on us who know that we can deliver security, efficiency, simplicity and competence. Or Established in 1995, Diesel Card Ireland has led the way in the field of Fuel Management systems in Ireland. With Irelands largest multi branded network DCI offers customers access to over 1,000 fueling points in the Republic of Ireland and over 300 in Northern Ireland. DCI offer a full range of fuel card products in conjunction with a fully integrated telematics system, Kinesis. All of this, together with free online transaction information via Velocityfleet, offers customers the most comprehensive Fuel Management package in the market. In addition to this DCI also supplies white label servi Exemplar Energy is Irelands leading energy procurement consultancy. Managing a portfolio in excess of 300 million, we ensure that all of our clients benefit from our extensive industry experience. Our multi-disciplined team work with large enterprises to secure the lowest energy cost for their business. exemplarenergy. ie Fayco was founded by Jack Fay nearly three decades ago. INITIALLY we SPECIALIZED in metal fabrication but since then our range has grown to include some of Irelands most successful Pallet racking, racks, shelving, storage and racking solutions. Fayco has successfully partnered with one of Europes most advanced suppliers of storage solutions and storage solutions Mecalux for a number of years. The combination of Mecaluxs advanced rack and shelving technology with Faycos experienced installation operatives has a proven track record which is unequale TransferMate Global Payments is the market-leading, international choice for businesses worldwide that send and receive foreign currency payments. The company has created one of the worlds most extensive networks of bank accounts in over 50 countries, allowing us to secure better exchange rates, eradicate bank fees and provide clients with faster payment transfermate Beta Utensili is a leading company in the production and sales of professional hand tools. Three production plants in Italy: since 1938 in Sovico since 1973 in Castiglione dAdda since 1980 in Sulmona Beta Utensili employs more than 550 staff worldwide. Beta Utensili products are available at an international level, thanks to a solid distribution network: seven subsidiaries: Brazil France Great Britain Poland P. R China Spain Holden Installations Limited has been in business since 1986 servicing the cleanroom and production requirements for the food and pharmaceutical industries. We pride ourselves on being the specialist composite panel installer of choice in Ireland, offering solutions to our customers in the design and construction of Cleanrooms, Food Production facilities amp Fire-Rated Data Centres. ln addition, Holden also offers a unique range of crash rail systems, lnternal PVC cladding and a variety of hygienic doors such as GRP doors, Fire Rated doors, ChillFreezer d Hydraseals Hose amp Bearings Ltd. We are a leading supplier of Seals, Bearings, Transmission, and Hydraulic equipment to the Irish Manufacturing trade. From our large stockholding facility based in Ballycoolin, Dublin we supply to the local and national Manufacturing and Engineering. With a comprehensive range of high quality products in stock and our sales staff ready to help you, we like to work in partnership with you to ensure that we deliver what you want, when you need it. hydraseal TQS is a Global consulting, engineering and technology company. We are a valued OSIsoft Partner, with an accredited pool of Engineers who work on designing, delivering and supporting advanced Batch, AFEF, PI System solutions for over 2 decades. TQS also offers 24x7x365 follow-the-sun support to our customers. tqsintegration VisionID provides Barcode and Data Capture solutions in todays real time society. We optimise businesses operational efficiency and productivity by connecting clients physical and digital operations. We give our clients complete visibility of their critical assets and information at all times. visionid. ie Operating from a manufacturing facility in Mullingar, Co. Westmeath, Pem Automation has been designing and manufacturing capital equipment for over 30 years. Founded in 1978, the company has grown steadily from being an engineering workshop to its current status as a leading source of automation in Ireland. The company employs 30 people and manufactures special-purpose machinery and engineering products for a broad customer base that includes WKW Automotive, When it comes to pioneering automation technology, the ifm group is the ideal partner. Since the foundation in 1969 ifm has developed, produced and sold sensors, controllers and systems for industrial automation worldwide. ifm ALPHA SIGNS IS ONE OF THE BEST KNOWN NAMEPLATE, DECAL AND SIGN COMPANIES IN IRELAND. The company was founded in 1993 with more than 50 years experience in the manufacture of product. Click here to get our contact details. We are pleased to secure orders worldwide, we currently export to France, Holland, Czech Republic U. K and Mexcio. We give a commitment to quality of product delivered on time, at a resonable price. Please browse Alphas Web site to get an idea of our products or call in and see us. Biocore Environmental Ltd was founded in 2010 with the aim to provide biosolids services and generate renewable power. Since the Company started we have grown into one of the largest biosolids management companies in the Irish market now catering for over 40,000 tonnes of both municipal and private biosolids. The company has replaced many thousand tonnes of chemical fertilizers and reduced the cost to our customers. The renewable energy division has recently completed the development and sale of the 2nd largest As Irelands leading provider of fully integrated enterprise software solutions to the manufacturing and field service sectors throughout the island of Ireland, we at Profitsflow recognise that people are the driving force behind everything we do. Over the years we have built a team of individuals who pro-actively liaise with our customers throughout the rollout of the system and ongoing into the future through support and customer service. profitsflow ATS deliver innovative automation solutions for leading manufacturing companies globally. We have a proven track record of providing customer orientated solutions based on standard platforms amp proven techniques in the areas of - part assembly (medical device, electronic amp automotive), packout, joining techniques (Ultrasonic amp spin welding, solvent bonding etc), leak detection, tip forming, EOLTs automationtechnology. ie Texam Limited design, supply and install conveyor systems and other industrial equipment including workbenches, workstations and storage solutions, used in lean manufacturing and assembly line production. Our conveyors can also be used for general warehouse and end of line product packaging. texam. co. uk Engineering Plastics LTD-Northern Ireland Specializing in CampC Machining of High Performance Plastic Components for Processing, Manufacturing Industries utilizing a wide range of materials creating Engineering Solutions for Ireland and UK. With 27 years both local and International experience we can help your Company to reduce maintenance costs, production and down time therefore increasing profits. Any inquiries please contact louiseengineeringplasticsltd Tel: 0044 28867 60058 RTR Electronics Ltd is a knowledge based Company which provides PCB assembly, Test. Prototyping and Box-build assembly We also provide BGA Rework and X-ray inspection. RTR is ISO 9001 2015 certified, our Operators are IPC certified. RTRs provides a Best-in-Class Manufacturing, quality Rework and Repairs Service which is cost-effective. rtrelec Lasertec Ireland has since 1994 focused on delivering engineering solutions for Contract Electronics Manufacturers and OEMs in the Automotive, Medical Device and Telecommunications industries with Expert Design engineers, technicians and toolmakers. Development and Implementation of Integrated Process test and Automation solutions Design and Manufacture of Laser cut stencils, wave soldering pallets, Precision Fixtures amp Tooling. Provision of Consumables and services. In support of our drive to continually improve the quality of our service we have established a quality ma The HR Company specialises in customised HR support and advice to companies who wish to offload the burdens, the risks and the time involved in Human Resources to a professional provider. We employ a team of 38 HR professionals. When you sign-up with us, you get your own dedicated Account Manager who will become intimately aware of your business and its issues. Thats why we have hundreds of satisfied customers all over Ireland thehrcompany. ie Brammer is your first choice for quality industrial maintenance, repair and overhaul products. As Europes leading MRO specialist distributor, we offer guaranteed delivery and a local service, 247 to our Irish customer base. Working in partnership with you and your team we can help you increase your production efficiency, reduce the total cost of component acquisition, whilst reducing your working capital. brammer. ie MODULA is a worldwide leading manufacturer of automated vertical storage systems. Our products are designed to save space, time, and improve efficiency in many storage and distribution applications. MODULA technology is already successfully used in a variety of Industries including, Pharmaceutical, Automotive, Aerospace, Electronics, Food and Beverage, 3PL, and Distribution. modula. eu Providing repair services for Industrial Electronic Equipment that is out of warranty, obsolete or no longer supported. Services: RepairRefurbishment to Component Level Spare parts procurementcertificationtest Products supported: VSDInverters PSUs amp Soft Starts PLCs, Scanners LCDs Touch ScreensHMIs Servo DrivesMotors BespokeCustomised electronics e Kneat Software is a fully electronic Validation platform which enables the Life Sciences industry to streamline and automate their many Validation and testing processes e. g. Process, Equipment, Facilities, Equipment Changeover, CampQ, Cleaning, Laboratory, Computer. Our customers are realising very significant Productivity, Cycle time and Compliance benefits kneat Based in Arklow, Co. Wicklow, Profitsflow provides a complete sales, project management, implementation, training, development and on-going support service for EFACS E8 ERP and Eagle Field Service software. Authored by UK based Exel Computer Systems, these solutions lead the way in advanced, flexible, customisable and user friendly ERP software designed specifically for the Irish and UK Manufacturing and Field Service sectors. profitsflow We are Kilcoyne amp Co Kilcoyne amp Co is a full-service accountancy and business advisory firm with a difference. Unlike more traditional firms, we focus on the interests of the business owner rather than simply on the business itself. We aim to ensure that your business is working for you and not the other way round. kilcoyneaccountants. ie LOETB is the statutory education authority in Laois and Offaly - managing and operating second-level schools and a range of adult and further education and training centres and programmes Partnering industry and employers we provide education and training that Respond to specific businessemployer training and recruitment needs in Laois and Offaly Develop skills that are relevant to employers and employees, local communities and society, the local and national econ Established in 1982 and operating from our purpose-built 30,000 square foot premises in Naas, Co. Kildare (20 minutes from Dublin and adjacent to the primary motor route network), Com-Plas Packaging Limited is recognised as a leading supplier of packaging materials in Ireland amp the UK Food, Pharma, Industrial and Chemical industries. Com-Plas Packaging Limited has an extensive inventory of products designed to match specific packaging requirements whether you need to transport powder or liquid products in bulk, dangerous goods or items for retail sales we have the pack to suit you. Established in 1978 Shannon Coiled Springs Ltd has gained a World-Wide reputation for up to the minute expertise, utilising the latest technology in the production of quality springs. Proven, Consistent Quality NQA ISO 9001 Wide Range of Spring Coiling amp Wire Forming Equipment Engineering Expertise that is Second-to-None Comprehensive Service, from Design to Delivery Fast Turnaround Times, Flexible Production Scheduling An Absolute Focus on Customer Requirements PerformanSC Supply Chain is a specialist, practitioner-led supply chain consulting firm based in Dublin with consultants in Ireland, UK and the US with partners across Europe and Asia. Supporting strategic supply chain design, operational transformation projects, outsource process management and more. Their consultants bring practical, results oriented approach to engagements. performansc Flowcrete is a world leader in specialist flooring for commercial and industrial buildings. With an in-depth understanding of the flooring industry, Flowcretes aim is to transform environments with innovative specialist flooring products - antimicrobial flooring, corrosion protection, decorative seamless resins, car park decking, screeds, underfloor heating and acoustic systems. flowcrete. co. uk Nilfisk are one of the worlds leading manufacturers of professional cleaning equipment. Based on a century of cleaning expertise, we develop and manufacture high quality products that represent the latest technology and innovation and offer the broadest product portfolio in the industry. nilfiskenPagesdefault. aspx We supply and install: Air conditioning for offices and other occupied spaces Refrigeration for food and other perishable commodities Chillers for production and storage Heating for occupied and storage spaces Heat recovery for air and other media Ventilation Systems ATEX, dust and exhaust air We service and maintain everything we sell. Our skilled manufacturer trained staff, service and repair most makes of equipment. We have access to spare parts for all leading brands including Mitsubishi, Sanyo, Daikin, MCR Engineering are part of MCR Group, one of the largest providers of outsourced staff and services in Ireland. MCR Group provide a broad range of service solutions including Personnel, Cleaning, Security, Flooring as well as Industrial Engineering services employing a workforce of over 2,000 employees. MCR Engineering provide innovative engineering solutions with divisions responsible for Door, Dock amp Lifts, Automation, Cleanroom, Industrial and Air Conditioning. mcrengineering. ie FORCAM develops an Industry 4.0 software to improve productivity on shop floors. FORCAM FORCE collects shop floor data and integrates these with the business planning system to highlight process improvements and optimise manufacturing. The solution ensures substantial savings in production facilities, best return on capital investments for new assets and higher resource efficiency. forcamen Travan Precision Engineering Ltd is focused on the production of Precision Machined Components and Assemblies primarily for OEMs in the Automotive, Power Generation and Transport Sectors. From our ISO9001 accredited facility we offer capabilities including 5 axis CNC milled components, CNC turning in Hard Metals, Aluminium and Plastics Plasma Cutting and Oxy Fuel Cutting up to 150mm thick plate. travanprecision Avonmore Electrical is a family owned and operated electric motor repair facility that prides itself on our business ethics, technical knowledge and customer satisfaction. We have been practicing the craft of motor rewinding since 1958, much of this with long serving loyal staff whose expertise and ingenuity is our strength. avonmore-electrical At BCM our focus is on Cost Management and Cost Reduction. We examine small, medium and large organizations for savings potential. Note that does not sell any products or represent any suppliers. we simply look at items or services you currently purchase and identify savings for you. BCM Business Cost Management has been in business since 1993 with offices in 16 countries. BCM focuses heavily on cost reduction implementation providing you with a report that simply makes recommendations to save money is of little or no value. We work with companies to generate revenue opportunities using digital marketing, in particular, using Inbound Marketing Services and Marketing Automation Services. Our unique process, a combination of content development, marketing automation, email marketing and social media marketing, has resulted in our customers succeeding in new markets and emarkable becoming a leading Digital Marketing Agency in Ireland. h Gardner Denver, founded in 1859, is a global manufacturer of industrial compressors, blowers, pumps, loading arms and fuel systems. The Company has 40 manufacturing facilities located in the Americas, EMEA and Asia Pacific with offices in 33 different countries. The Company believes its major products and brands are leaders within the industries it serve gardnerdenver Post Logistics from An Post is a high-quality, reliable, standardised freight forwarding and groupage service for SMEs exporting to the UK and Europe. We have designed a dedicated pallet delivery service for Irish SMEs looking to export up to 7 pallets at highly competitive rates. We provide an efficient and reliable door-to-door collection service from any location in Ireland with delivery to UK and Europe. postlogistics. ie Reliance is an Irish owned ISO accredited company with 3 branch locations in Ireland. It is our aim to continually introduce new technologies to all sectors of industry. Our rapidly expanding Automation portfolio offers from slide units to pick amp place systems, with 6 amp 7 Axis Robots and moving coil actuators recently added. reliancebearing. ie The mission of the Irish Research Council is to enable and sustain a vibrant research community in Ireland by supporting excellent researchers in all disciplines from Arts to Zoology. Established in mid-2012 under the Governments Public Sector Reform Plan, the Irish Research Council (the Council), a merger of two former councils (the Irish Research Council for Humanities and Social Sciences, IRCHSS, and the Irish Research Council for Science, Engineering and Technology, IRCSET), is an associated agency of the Department of Education and Skills (DES) and operates under the aegis of the Hi Founded in 1983 Rotech Systems Manufacture and supply worldwide, high quality, high reliability equipment for monitoring and measuring the speed, position and direction of rotating shafts Rotech Systems are the worlds leading manufacturer of high quality monitoring solution products with an unparalleledreputation for reliability, durability and quality. Major features are tough, strong, heavy duty construction, designed to operate and give years of maintenance free operation in even the harshest industrial environments, quarries, mines, etc. and simple, quick, installation. 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We are committed to continuing to provide an excellent and efficient service to all our cust Brought to you by SCANNELL Solutions Ltd SCANNELL is a web-based software application that addresses all the key areas of Safety-Sustainability-Quality Management using a modular yet fully integrated approach. Another global differentiator is SCANNELLs ability to provide the base line of legal content as a key component of the workflows across the various modules. Come and experience the software in action at Stand 195. scannellsolutions Established in 1985, ERS Computer Solutions have provided IT support and services to a broad range of organisations (large and small) both in Ireland and abroad. We have built upon our years of experience to evolve into one of the most experienced providers of business and IT solutions in the country. A focus on continual research into new products and solutions enables us to adapt within the ever-changing technology market and keep ahead of developments. ERS core strengths are our ability to identify our customers requirements and deliver IT solutions that match with their expectations, The DePuy Synthes Companies are part of the Johnson amp Johnson Family of Companies. We offer the worlds most comprehensive portfolio of orthopaedic and neuro products and services for joint reconstruction, trauma, spine, sports medicine, neuro, cranio-maxillofacial, power tools and biomaterials. emea. depuysyntheslocationsen-ie Takumi Precision was established in 1998. The company employs 60 full time staff, while occupying a 22,000 sq. ft. custom built facility, complete with white assembly area as well as a Class 7 clean room, in Raheen Limerick. Takumi has detailed expertise in the manufacture of low to medium volume precision components. This competence has particular relevance to the Aerospace sector. Takumi have entered into significant contracts with Prime and Tier one Aerospace companies in recent months. The business is concentrated in wing, engine and fuselage components. The form of these part Kilkenny and Carlow ETB is a local education authority, established on the 1st July 2013. The 33 Vocational Education Committees (VECs) were dissolved and replaced by 16 Education and Training Boards (ETBs). The Kilkenny and Carlow ETB is governed under Education and Training Boards Act 2013. It is the mission of Kilkenny and Carlow ETB to be a key provider of quality, inclusive education opportunities and support services that enable young people and adults to reach their full potential and contribute in a positive and meaningful way to society. We provide a comprehensive rang The Laser Company is a precision engineering organisation that provides excellent services to its clients. We serve the following industries. electronics, pharmaceutical, medical device, life science, foodbeverage and many others. Based in Dublin, The Laser Company provides services such as CNC milling, CNC routing, fibre laser marking, CO2 laser cuttingmarking and custom fabricationassembly. For more information, please visit thelasercompany. ie or call 353 1 AWP ENGINEERING LTD. Component Manufacturing Company, Manufacturing And Supplying Components And Assemblies To The Indigenous And Multinational OEM and CEM Sector. These components are both customer and AWP LTD Designed Products And Assemblies Quality All ComponentsAssemblies And Services Leaving AWP Are Subject To Strict Quality Inspection In Compliance With ISO 9001: 2000 ISO 9001 Quality Assured Services Certificate No. 0147 awpeng Triska Energy is the Irish Distributor for Shell Lubricants the worlds largest producer of lubricating oils. We are responsible for the Sales, Marketing, Warehousing and Distribution of Shell Lubricants including the world renowned Tellus, Omala, Corena and Gadus grease range. Based out of Carrickmines, South Dublin, we deliver nationwide triska. ie Tel: 353 (0)1 295 8972 Busch Vacuum Pumps and Systems is one of the largest manufacturers of vacuum pumps, blowers and compressors in the world. Our product range comprises the largest selection of solutions for vacuum and overpressure technology in all industry sectors worldwide. We can draw on more than 50 years of experience in vacuum pump and low pressure pump manufacture. Our company was founded in 1963. With 60 companies in more than 40 countries and agencies worldwide, we can provide sound advice and practical support to our customers wherever they are. All our products are available with a variety o The Chartered Institute of Management Accountants (CIMA) is the worlds largest and leading professional body of management accountants. Through our partnership with the American Institute of Certified Public Accountants (AICPA) we support and give voice to 150,000 Chartered Global Management Accountants (CGMAs) across the globe. CIMA helps individuals and businesses to succeed by harnessing the full power of management accounting not just accounting for the balance sheet, but accounting for business. Aaron Value Adding Services Ltd. has been in business since September, 2003. We are located in the Shannon Region in the west of Ireland. Our area of expertise are in Electronic PCBA Manufacturing, Prototype Manufacturing, Electronic amp Mechanical Assembly, Rework, Debug amp Repair, Kitting, Screening, Training and ForwardReverse Logistics. Aaron Value Adding Services Ltd. is a wholly Irish own DePuy Synthes, Companies of Johnson amp Johnson, is the largest, most comprehensive orthopaedic and neurological business in the world. DePuy Synthes offer an unparalleled breadth and depth of technology, devices, services and programs in the areas of joint reconstruction, trauma, spine, sports medicine, neurological, cranio-maxillofacial, power tools and biomaterials. Our broad array of inspired, innovative and high-quality offerings help advance the health and wellbeing of people around the world. DePuy Synthes, who employ over 1,000 people in Cork, established its manufacturing facilit Schoeller Allibert has been inventing, developing, designing and manufacturing Returnable Transit Packaging (RTP) for more than 50 years. We have a rich heritage, having been formed from the key players: Schoeller, Wavin, Perstorp, Arca, Linpac, Allibert, Paxton, Stucki amongst others. Heute sind wir europaweit Marktführer bei weltweiten Operationen. schoellerallibert We are Europes largest imaging technology provider with head office in Germany (Puchheim near Munich) and subsidiaries in many European countries like Ireland. Our mission is to provide users and developers of imaging applications with competitive advantage by enabling easy access to quality machine vision technology, expertise and support, delivered with passion. Christof Zollitsch, Managing Director at STEMMER IMAGING. w Here at Medatech Ireland we implement, support and develop Priority ERP. Priority is a fully integrated software solution to serve all your business needs. Priority delivers dedicated, focused solutions for commercial and manufacturing customers across a wide range of industries. A flexible, scalable, multi-language, multi-currency management solution. Website: medatech Edenhouse is a leading SAP partner providing fully integrated end-to-end ERP solutions from Licence, Implementation and Managed Services, through to Support and Maintenance. With wide experience in Food amp Drink, Distribution and Pharma, come and meet us on stand 181 to see how we can help your business grow. edenhousesolutions. co. uk Aaron Value Adding Services Ltd exists to provide European Manufacturing Location Fast Turnaround Low to Medium Volume Production Excellent Service Levels Security of supply Confidentiality Competitive pricing Ethical business practice As Irelands leading cloud and IT managed services provider, Ergo excels in matching technology to business needs and has been helping organisations achieve their strategic goals for 23 years. ergogroup. ie If you have big plans for your small business, the SBCI can help you fund them. A new, strategic SME funding company, the SBCIs goal is to ensure access to flexible funding for Irish SMEs by facilitating the provision of: Flexible products with longer maturity and capital repayment flexibility, subject to credit approval Lower cost funding to financial institutions, the benefit of which is passed on to SMEs Market access for new entrants to the SME lending market, creating real competition. All of these elements create a more compe VERDE LED is a market leader in commercial LED lighting solutions with operations in Ireland, the UK, Europe and a Global Distribution network. Our head office is in Little Island, Cork and VERDE LED remains a wholly Irish owned company continuing to lead the way in the LED market. For more details please visit verdeled QMS Insight Ltd - distributors of 123insight production management mrp software. QMS Insight Ltd are authorised resellers and trainers on the 123insight MRP software system covering Northern Ireland, Ireland and Scotland. An end-to-end manufacturing enterprise management solution. It covers everything from quoting, CRM, sales, purchasing through to stock control, subcontracting, goods inout and invoicing. 123insight has won over a dozen awards since its foundation in 2000, and is used by both small and large companies around the world. Based in Dublin, Interpac has over ten years experience in the supply and nationwide distribution of pharmaceutical, food and chemical packaging. The company was formed with the goal of changing the way that packaging is sourced, designed and delivered to the customer with the primary focus being on service and quality. Printscan was founded in 2004 by Bernard Cuffe, whose background was providing Technical support, firstly as an Engineer and then as Service Manager in various Auto ID companies. His unique knowledge of a wide range of products enabled Printscan to become a leading provider of Technical Support and as customers valued that knowledge base, Printscan became a leading supplier of Label Printing and Barcode Solutions. Over the last 12 years we have developed a team of highly trained people with the same knowledge and passion for the industry. Printscans ethos is to provide their customers wi The best creative advertising and marketing systems come from Easydisplay With fresh ideas and quality products, we are mixing up the stagnant marketing display market. In order to better serve our clients with better prices and better customer service we have streamlined the online buying process with customer oriented and innovative web solutions. You will find our web site comfortable, secure and most of all easy to use. You will get full support from our associates and partners when it comes to you and your online purchases. With a modern 6 color digital print system, and with an innov Here at The Solar Panel Company NI Ltd we place our customer satisfaction first: Our Vision is. To supply and install a quality product at a competitive price To advise, plan and quote the best system for your property To assure all our customers that their system carries the best warranty available to the solar PV industry To monitor at regular intervals your savings and to maximise your income To prove our reliability, transparency and build a relationship with all our custo The only company that produces Automotive, Motive power and Stationary batteries in the same manufacturing plant, in less than twentyfive years it has become one of the leading companies in Europe and its products are sold worldwide. The results obtained are the fruit of the effort that each department, each office has put into improving the products and the quality of service and to seek out new solutions, but it is also thanks to the trust that our customers and partners have placed in the company that we have reached certain technologic Stansomatic AS are the experts in stamping advanced items in thin metal and steel. We are your experienced and innovative partners from concept to high-tech mass production, to modifying for further production. With more than 45 years experience and a strong culture of innovation, we can optimise your project so you will get the most functional solution as inexpensively as possible. stansomatic. dk Quitmann ONeill Packaging Ltd is a family business based in Portumna, Co Galway. With over 30 years experience in the Industry, our packaging partners are the market leaders in both the industrial and food sectors. We currently supply Multinationals amp SMEs in the pharmaceutical, food, beverage, chemical, lubricant, paint, coatings and hazardous waste industries. Quitmann ONeill Packaging Ltd is your ideal packaging partner. Our core values are Service, Quality and Reliability. qonpackagingqon Kildare and Wicklow ETB was established in July 2013 by the Education and Training Boards Act 2013 and commenced as an Education and Training provider in both counties under the leadership of Sen At Real we provide an accomplished recruitment service for jobs that matter. We have an international footprint including more than 250 consultants specialising in pharma, biotechnology and medical devices. This means we have the resources to support you within this highly dynamic industry. Last year 4,600 pharma specialists found jobs with Real. Talk to us today to take the next step in your career. realstaffing Welcome to the International Society of Automation (ISA) Ireland Section website. If your career is in Automation or Measurement and Control, the Ireland Section of ISA, which caters for the technical, scientific and educational needs of its members, can help you. As automation professionals you can further your career goals by availing of training and networking opportunities, and benefit from improved technical and leadership skills. We have created a new LinkedIn group, International Society of Automation (ISA) Ireland. Simply select Ireland Section LinkedIn under Useful Links a Galway and Roscommon ETB is a local education authority, established on the 1st July 2013. The 33 Vocational Education Committees (VECs) were dissolved and replaced by 16 Education and Training Boards (ETBs). The Galway and Roscommon ETB is governed under Education and Training Boards Act 2013. Our Mission It is the mission of Galway and Roscommon ETB to be a key provider of quality, inclusive education opportunities and support services that enable young people and adults to reach their full pot The PPMA is the UKs trade association for suppliers of processing and packaging machinery to the UK market and represents over 500 member and associate companies. Its principle objective is to promote sales of machinery, both at home and abroad, through various projects and services of mutual benefit to both members and their customers by providing free technical and machinery information and advice. The choice of packaging machinery for primary amp secondary packaging can depend on various situations. These can include available budget, payback period, i Seabridge has its core competencies in Overnight Express Groupage and Full Load Freight to and from the island of Ireland. We are an Irish Company with offices in Belfast, Cork, Dublin, Haydock Manchester and Menawat amp Co. provides ProFIT-MAP People Centric Industry 4.0 software and services to improve operational and financial performance. ProFIT-MAP software makes people more productive by creating an intuitive workspace for business functions by eliminating unnecessary distractions and non-value-adding work. Surplus Solutions is committed to providing the highest quality used equipment, outstanding service, and industry expertise to meet the needs of the pharmaceutical, nutraceutical, and biotech industries. By focusing on these specific industries we have built close relationships with many of the top companies in the industry and have established an extensive network of direct sales contacts. Headquartered in Fall River, MA the company is located in close proximity to many major facilities in the industry. Our company believes in fully understanding our clients needs and expectatio Weber Packaging Solutions provides high-quality labelling and coding solutions for all industry sectors of the Irish market, for any surface and shape imaginable. Our extensive range of services from label printers and applicators to special bespoke labelling systems and RFID systems to inkjet coders. Barcode software and operating supplies such as labels, colour ribbons or ink enhance the product range, along with our exceptional customer support services with suitable financing and customer training. At our first-rate 8,000-square-metre manufacturing and customer service facilit UTi IMS is an ISO9001:2008 certified industry leader in inventory management solutions for semiconductor fabs, microelectronics manufacturers and advanced production facilities. We help companies reduce costs, increase cash flow, and break free from the burdens of the conventional supply chain. Stand-alone or complementing existing VMI programs, our solution allows the entire MRO supply base to be consigned, consolidated and professionally managed, ensuring the right inventory is available at the right time at the right price. At Ord we transform companies with information systems built around your Lean business needs. With Ord Lean your Company will perform better, more profitably and your customers will appreciate the difference. Our systems track how your business is performing while operating the day to day systems the run your Lean company. Our Enterprise Resource Planning (ERP) Systems include: Versatile ERP system Process Streamlined, Saving Costs Bar-code tracking of Production amp Stores Lean Dashboard SCADA Tec We have more than 15 years successful experience in Chemical Risk Prevention, Management and Chemical De-contamination procedures. Through our close co-operation with Laboratoire Prevor. Innovection offers access to: Over 50 years in the study of Chemical Risk and Toxicology, Extensive Academic research in Chemical Burns. Sign With over 444 stations across the country, Topaz is Irelands largest fuel and convenience brand, and were growing every year. We at Topaz are committed to change for the better, where standards in service, convenience and quality, alongside our responsibility to the environment, are paramount. Topaz. Thats better. Flowlens is a flexible, customer lifecycle management software platform. It unites the CRM and ERP functions needed by SMEs, avoiding the costs and risks of larger alternatives. At WIS Group we recognise that our customers needs change and evolve. Most companies are looking for ways to develop skills and processes for better strategic planning and long-term profitability often in an increasingly competitive environment. Through a wide range of multi-disciplinary skills and tailored environmental and industrial services, we help companies to develop their capability while keeping them at the forefront of technical and industrial innovation.