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#Pull the pin challenge level 41 verification#
#Pull the pin challenge level 41 series#

821 to the latest aircraft on the line, while checks on all 787-9s and -10s were made from Line No. Although there was no immediate safety worry because of the young age of the fleet, there were concerns that the unplanned strain would reduce the aircraft’s static and fatigue safety margins.Ĭhecks were made on all 787-8s from Line No. per foot had been used to preload the joint, putting a pull-up strain on the stabilizer assembly. The assemblies had already been an issue early in the program, having led to a temporary grounding of the flight-test fleet in 2010 after the discovery of issues with improperly installed shims and the torque of associated fasteners.Īs with the vertical fin, inspectors found that in some aircraft, incorrect clamping forces in excess of the 5 lb.

898-triggered alarm bells, and an investigation was also launched to review shimming for the horizontal stabilizer assemblies.

per foot had been used during fitting of shims-small elements that are added to eliminate gaps, maintain the structural performance and minimize pull-down forces required to bring the aircraft into nominal configuration.Ĭhecks were made, and only three fins required rework, but the issue-contained by Line No. Quality inspectors from the Boeing Salt Lake City site, where the fin is made, suspected that forces greater than the stipulated 5 lb. Initial issues were spotted in the vertical fin, but as Boeing increased its scrutiny of the fuselage, nonconformances and noncompliances were found from the aft Section 48 all the way to the Section 41 nose subassembly (see graphic).

#Pull the pin challenge level 41 series#

These reports show that, starting in August and September 2019, the company began uncovering the first of a series of structural “quality escapes” that in the ensuing months would eventually include 15 structural noncompliances with airworthiness regulations and 57 nonconformances-or failures to meet specific requirements, standards or procedures.

#Pull the pin challenge level 41 verification#

Boeing notes that as 787s come off the production line, they now do not require post-production join verification and rework.īut why is it taking Boeing so long to accelerate deliveries? Aviation Week has obtained documents outlining the huge scope of the issues facing the 787 program since 2019 and some of the complexities involved in inspecting and correcting them. The plan, which addresses inspection and repair procedures, drives airframe-specific compliance processes that Boeing will use to show that each aircraft conforms with specifications.

How Boeing Is Leaning On Its Quality System To End the 787 Crisisĭeliveries resumed after the FAA’s long-awaited July 29 approval of Boeing’s plan to correct the issues and inspect the undelivered aircraft.

These costs are driven by rework and production rates below five per month.” 26, West said: “We recorded $303 million of 787 abnormal costs in the quarter, in line with expectations, and we still anticipate a total of about $2 billion-most being incurred by the end of 2023. Commenting at the latest earnings call on Oct. As it stands, the company appears to be just over halfway through the worst of the financial effects of the quality issue. “We expect most of these airplanes to be delivered over the next two years.”īoeing has already swallowed the bitter pill associated with the extensive rework costs and huge delays to deliveries, predicting overall losses of about $5.5 billion. “The pace of deliveries from inventory going forward will be based on finishing rework as well as customer fleet planning requirements,” he says.

Join verification required in 11 key areasĪccording to Brian West, Boeing chief financial officer and executive vice president, just nine 787s were delivered in the third quarter, and 115 remained in the undelivered inventory.

Issues with surface-quality defects, shims, gaps and out-of-tolerance components twice brought deliveries to a standstill in late 2020 and again in 2021 and, despite fixes, remain a highly labor-intensive and expensive process to correct. 10, the manufacturer officially marked the event as the beginning of the end for a painful and expensive 14-month suspension of deliveries due to production-quality issues.īut as Boeing’s latest quarterly earnings revealed in October, the company’s battle to recover from a rash of production problems that have plagued the program since 2019 will continue to be a burden for at least the next two years. When American Airlines formally accepted a new 787 from Boeing’s Charleston, South Carolina, production site on Aug.