To hear Mike Bair tell it, the biggest problem with the new 787 Dreamliner manufacturing schedule has been the olive trees.
The trees, that is, that Italian partner Alenia had to move before it could build its factory in Grottaglie, a city in southeast Italy.
"They sited it on a 300-year-old olive grove," the head of the Dreamliner program told journalists Monday in his quarterly conference call to update progress on the jet.
Late last year, Bair had publicly tagged Alenia as a laggard among the 787 partners. Monday, he reinstated the Italians in his good graces.
"They had to transplant all the olive trees," Bair said. "They were kind of in catch-up mode from the get-go on that. [Now] I'm feeling pretty good about where they are at."
With those trees out of the way, it's all systems go for the Dreamliner, according to Bair's update.
All the big composite plastic pieces of airplane No. 1 are out of the high-pressure curing ovens (or autoclaves) in Japan, Italy and Charleston, S.C., and are looking good.
And with orders for the 787 set to pass the 500 mark, Boeing is planning beyond the climactic rollout of the first airplane in July.
? The jet maker has ordered a fourth superfreighter the so-called Dreamlifter to transport 787 sections around the globe.
? By the second quarter of next year, when the jet is due to be certified to carry passengers by the Federal Aviation Administration (FAA) and other regulatory agencies around the world, some 30 to 40 all-but-completed 787s should be sitting on the tarmac at Paine Field, Bair said.
? And after a steady start in 2008 and 2009, he said, production will likely ramp up beyond the current plan.
In an apparent bid to convince skeptics Boeing will not falter as Airbus has done in the final stages of its new jet program, Boeing Commercial Airplanes CEO Scott Carson joined Bair on the call.
"We are doing what we do best at Boeing, and that is use all of our intelligence, skills and resources to make sure that we deliver," said Carson.
Bair said the process of preparing for FAA passenger-certification tests is more advanced than at the same stage on previous new-airplane programs.
Because of the new material the jet is made from, Boeing anticipates having to prove, through ground tests and analysis, the airframe's survivability in certain crash conditions.
But despite "a lot of additional attention" on certifying the composite structure, the certification process should be "not a lot different" from previous jet-development programs, Bair said.
On the manufacturing side, about 100 engineers from here are deployed around the world helping Boeing's partners complete their work.
Bair reported that 75 percent of the systems hardware has shipped to the major partners, ready for installation in the airframe sections.
All those partners have produced the big airframe pieces for the first jet. At the former Boeing parts plant in Wichita, Kan., Spirit AeroSystems has already built five of the forward fuselage and nose sections.
The big sections produced so far measure up well, Bair reported, with the quality "actually better than we had anticipated."
Although the partners had built time into their schedules to repair expected defects in the big airframe parts, such as bubbles of air trapped in the plastic or delamination of the layers of tape from which the material is made, "we've had almost none," Bair said.
With orders for the 787 set to pass the 500 mark, Boeing is planning beyond the climactic rollout of the first airplane in July.
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