Keeping The (Freight) Faith - 777-200F & 747-8F

Just after news emerged of the 787 Dreamliner being rescheduled, focus quickly turned to the other two key airplane programs that Boeing would be undertaking at various points in 2008.

The 777-200F, based on the 777-200LR and the first ever stretched variant of the 747 in the 747-8F.

Speculation whirred amongst skeptics and analysts alike that there would be issues that could derail these two projects.

Image courtesy of Boeing

As mentioned previously, one of the launch customers for the 747-8F had this to say.

“There is nothing from Boeing …. (stating) that the timetable will not be met. Obviously things can change…. our (dash) 8’s will be delivered on time“.

Having been very badly burned during the late 1990’s over the production ramp which saw the manufacturing grind to a screeching halt, BCA President & CEO Scott Carson says that Boeing is looking to avoid the mistakes it made before.

“We didn’t look at the 787 in isolation. We carefully assessed the condition on all of our programs before we announced the slide in the 787. “

With the two large freighters, having firm orders between them totalling 158 jets (based on sales through to December 31 2007 and not including options/purchase rights), Boeing has made no secret that it will not allow the setbacks on the 787 to filter through elsewhere.

Carson goes on to say that “it’s going to require us to maintain the schedules on the 787 so people come off when they need to…because we need them to go work on the 747-8,” .

Part of the optimism stems from the fact that the 777-200F and 747-8F are being built at different times in 2008 - the gap in between will mean resources and pilots will not be stretched.

Image courtesy of Boeing

Furthermore, the 777-200F is already being manufactured and will have largely completed its flight tests prior to the 747-8F production getting underway.

Another encouraging aspect for both freighters is the certification programs that both will undertake.

Unlike the 787, freighters will not require evacuation tests nor will they contain cumbersome wiring for inflight entertainment and passenger environmental/ventilation systems thus cutting down on both time, expense and weight on the 777-200F and 747-8F.

With the other variants of the 777 and 747 currently in production, the supplier base is already in place to facilitate any sudden changes that may crop up. Logistically, the network too is a proven one and should not suffer from the relative fluidity found on the 787, which is employing a completely new strategy with pre-stuffed/fabricated major subassemblies.

777-200F launch customer Air France could not be reached for comment, however the program is bearing the fruits from its sisterships, the 777-200LR and 777-300ER. The GE90 engines exclusively powering the longer range variants of the 777 have proven their worth as being highly fuel efficient - the 777-200F is expected to gain from a nominal range increase of at least 150 nautical miles, based on improvements implemented on the -200LR and -300ER models.

For the 777-200F, this translates into more range or more freight carrying capability. The highly acclaimed wing has benefited from vortex generators for cruise/drag fuel consumption improvement and has added to the airplane’s wide ranging global appeal.

Prior to ordering upto 115 Boeing 787’s, Qantas and Boeing jointly studied wideranging weight improvements for the 777-200LR - these included lighter cabin fittings and where possible, newer and lighter materials to boost the airplanes range/payload capabilities. One sizeable Boeing 777-200F customer who declined to be identified is “more than satisfied” with the performance on the new jet.

“We’ve been shown the A350 freighter. It’s a good airplane on paper, no doubt - but from what we’ve seen of the triple-seven freighter, it’s going to be a tough ask. For example, passenger operations at airports worry about ramp rash - it occurs on freighters and usually with much more force due to the weight/size of cargo being transported and much higher up on the fuselage during loading.

On the A350, you have a side composite panel sandwiched in between the upper and lower panels - damage on that isn’t going to be “patched up” as easily as on a monolithic structure such as that employed by the 787. Essentially you have three weaker points in the fuselage and Airbus hasn’t yet, in our view, done enough to address these concerns. They have time on their side and there’s no reason why the A350 couldn’t be a part of our fleet in the future. Right now, we’re just eager to get our 777’s.“

In the midst on the uncertainty of the 787 program, the evolution of Boeing’s big airplane workhorses will help to maintain a good degree of customer confidence.

For its part, engine maker GE is progressing well on the GEnx engine for the 747-8 family. While Rolls Royce battles to address the fuel burn on its Trent 1000, GE is widely reported to have slightly exceeded its initial performance targets for both the 787 and 747-8 engines.

Production is currently underway on the first Boeing 777-200F and starts on the 747-8F toward the end of 2008.

Deliveries of the 777-200F are scheduled to start at the end of 2008 with the 747-8F to commence in late 2009.

11 comments January 14th, 2008