The Boeing 787 Dreamliner airplane #1 successfully lifted off from Paine Field in Everett, WA at 10:27 AM. The airplane will conduct an initial flight test and then land at Boeing Field in three to five hours.

The Boeing Company has a web site with information and video at http://www.newairplane.com/

Here are links to additional stories from local media sources covering the first flight:

• Seattle Times: Boeing 787 Dreamliner takes off on first flight
• Seattle P-I: 787 takes maiden flight
• KIRO TV: 787 Takes To Air In First Flight
• KOMO TV: 787 takes to the skies

EVERETT, Wash., Nov. 16 /PRNewswire-FirstCall/ — Boeing (NYSE: BA) has completed installing reinforcements within the side-of-body section of two more 787 Dreamliners.

Over the weekend, employees at Boeing’s facility in Everett, Wash., finished reinforcing the full-scale static test airframe and the second Dreamliner designated for flight test. Installations were completed Nov. 11 on the first flight-test airplane.

The modification entails installing new fittings at 34 stringer locations within the joint where the wing is attached to the fuselage.

“Our focus now is on completing the static test later this month, which will validate the modification,” said Scott Fancher, vice president and general manager of the 787 program. “Concurrently we are restoring the airplanes and completing the functional tests required to fly by the end of the year.”

The static test airframe is being refitted with strain gauges and instrumentation required for testing. Access doors, systems, seals and fasteners removed from airplane No. 2 to provide access are being restored in preparation for continued testing on the airplane. The first 787 also is being restored.

Fancher said the program is on track to fly the 787 by the end of the year.

“We are building momentum with each milestone we achieve,” Fancher said. “This team is focused on its goals and bringing us ever closer to first flight.”

SEATTLE, Oct. 28 – Boeing (NYSE: BA) today announced that it has chosen its North Charleston, S.C., facility as the location for a second final assembly site for the 787 Dreamliner program. Boeing evaluated criteria that were designed to find the final assembly location within the company that would best support the 787 business plan as the program increases production rates. In addition to serving as a location for final assembly of 787 Dreamliners, the facility also will have the capability to support the testing and delivery of the airplanes.

“Establishing a second 787 assembly line in Charleston will expand our production capability to meet the market demand for the airplane,” said Jim Albaugh, president and CEO of Boeing Commercial Airplanes. “This decision allows us to continue building on the synergies we have established in South Carolina with Boeing Charleston and Global Aeronautica,” he said, adding that this move will strengthen the company’s competitiveness and sustainability and help it grow for the long term.

Boeing Charleston performs fabrication, assembly and systems installation for the 787 aft fuselage sections. Across the street, Global Aeronautica, which is 50 percent owned by Boeing, is responsible for joining and integrating 787 fuselage sections from other structural partners.

Until the second 787 assembly line is brought on line in North Charleston, Boeing will establish transitional surge capability at its Everett, Wash., location to ensure the successful introduction of the 787-9, the first derivative model of the 787. When the second line in Charleston is up and operating, the surge capability in Everett will be phased out.

“We’re taking prudent steps to protect the interests of our customers as we introduce the 787-9 and ramp up overall production to 10 twin-aisle 787 jets per month,” said Albaugh.

“While we welcome the development of this expanded capability at Boeing Charleston, the Puget Sound region is the headquarters of Boeing Commercial Airplanes. Everett will continue to design and produce airplanes, including the 787, and there is tremendous opportunity for our current and future products here,” Albaugh emphasized. “We remain committed to Puget Sound.”

Approximately 55 airlines have ordered around 840 787 airplanes since the program was launched in 2003. The 787 family of airplanes will carry 200 to 250 passengers on flights up to 8,200 nautical miles (15,200 km). The 787 will be more efficient, quieter and have lower emissions than other airplanes while offering passengers greater comfort and the convenience of direct, nonstop flights between more cities around the world.
“The 787 will provide airlines with unprecedented operating economics and efficiencies. It also will take passengers where they want to go, when they want to go, and do it more comfortably and affordably than ever before,” Albaugh said. “This airplane will allow us to continue to set the standard for commercial aviation in the second century of flight.”

CHICAGO, Aug. 27 – The Boeing Company (NYSE: BA) today announced that the first flight of the 787 Dreamliner is expected by the end of 2009 and first delivery is expected to occur in the fourth quarter of 2010.

The new schedule reflects the previously announced need to reinforce an area within the side-of-body section of the aircraft, along with the addition of several weeks of schedule margin to reduce flight test and certification risk. The company projects achieving a production rate of 10 airplanes per month in late 2013.

“This new schedule provides us the time needed to complete the remaining work necessary to put the 787′s game-changing capability in the hands of our customers,” said Boeing Chairman, President and Chief Executive Officer Jim McNerney. “The design details and implementation plan are nearly complete, and the team is preparing airplanes for modification and testing.”
Based on the revised schedule and other assumption updates, the company has determined that the 787 program is not in a forward-loss position.

However, separate from the updated program profitability assessment, the company has concluded that the initial flight-test airplanes have no commercial market value beyond the development effort due to the inordinate amount of rework and unique and extensive modifications made to those aircraft. Therefore, costs previously recorded for the first three flight-test airplanes will be reclassified from program inventory to research and development expense, resulting in an estimated non-cash charge of $2.5 billion pre-tax, or $2.21 per share, against third-quarter results. This charge will have no impact on the company’s cash outlook going forward.

The 787 team working the side-of-body reinforcement has completed initial testing and is finalizing design details of new fittings that are expected to ensure full structural integrity of the joint. The static test procedure that uncovered the issue will be repeated and the results fully analyzed before first flight is conducted. Fatigue testing also will be performed on stringer components to validate the long-term durability of the modification.

The first 787 test airplane and static test unit have been prepared for the new fittings. Installation is expected to begin within the next few weeks.

Boeing will discuss this announcement during a webcast starting at 10:00 a.m. EDT today. That webcast is accessible through www.boeing.com. The company will update its 2009 financial guidance in October when it reports third-quarter results.

SEATTLE, July 7  – Boeing (NYSE: BA) announced today that it has agreed to acquire the business and operations conducted by Vought Aircraft Industries at its South Carolina facility, where Vought builds a key structure for Boeing’s 787 Dreamliner airplane.

The Vought facility, located in North Charleston, performs fabrication and assembly of structures and systems installation of 787 aft fuselage sections, which are made primarily of composite materials. After the transaction, Vought will continue its work on many Boeing programs, including other components of the 787, as well as structures and components on the 737, 747, 767, 777, C-17 and V-22 through operations located elsewhere.

“Integrating this facility and its talented employees into Boeing will strengthen the 787 program by enabling us to accelerate productivity and efficiency improvements as we move toward production ramp-up,” said Scott Carson, president and CEO of Boeing Commercial Airplanes. “In addition, it will bolster our capability to develop and produce large composite structures that will contribute to the advancement of this critical technology.”

“We take great pride knowing that we have been able to satisfy the technological and physical demands of the 787 program alongside much larger companies,” said Elmer Doty, president and CEO of Vought Aircraft Industries. “However, the financial demands of this program are clearly growing beyond what a company our size can support. We are pleased that we will continue our 787 involvement at a component manufacturing level, as well as provide ongoing technical capabilities that have helped make Charleston a world-class composite facility.”

Through the agreement, Boeing will acquire the North Charleston facility, its assets and inventory and will assume operation of the site, and the parties will resolve all matters related to Vought’s prior work on the 787 program. The cash consideration to be paid to Vought at closing is approximately $580 million. In addition, Boeing will release Vought from its obligations to repay amounts previously advanced by Boeing. Separately, Boeing entered into new agreements with Vought for work packages on the 737, 777 and 787.

This transaction is anticipated to close in the third quarter following satisfaction of customary closing conditions, including consent from Vought’s lenders.

Once acquired, the North Charleston facility will be managed by the 787 program. “We look forward to welcoming the South Carolina team to Boeing and continuing our relationship with Vought to bring the most value to the 787 and our other programs,” said Carson.

EVERETT, Wash., June 23 – Boeing (NYSE: BA) today announced that first flight of the 787 Dreamliner will be postponed due to a need to reinforce an area within the side-of-body section of the aircraft.

The need was identified during the recent regularly scheduled tests on the full-scale static test airplane. Preliminary analysis indicated that flight test could proceed this month as planned. However, after further testing and consideration of possible modified flight test plans, the decision was made late last week that first flight should instead be postponed until productive flight testing could occur.

First flight and first delivery will be rescheduled following the final determination of the required modification and testing plan. It will be several weeks before the new schedule is available. The 787 team will continue with other aspects of testing on Airplane #1, including final gauntlet testing and low-speed taxiing. Work will also continue on the other five flight test aircraft and the subsequent aircraft in the production system.

Scott Carson, president and CEO of Boeing Commercial Airplanes said a team of experts has already identified several potential solutions.

“Consideration was given to a temporary solution that would allow us to fly as scheduled, but we ultimately concluded that the right thing was to develop, design, test and incorporate a permanent modification to the localized area requiring reinforcement. Structural modifications like these are not uncommon in the development of new airplanes, and this is not an issue related to our choice of materials or the assembly and installation work of our team,” Carson said.

Boeing’s financial guidance will be updated to reflect any impact of these changes when the company issues its second quarter 2009 earnings report in July.

EVERETT, Wash., June 15 – The second Boeing (NYSE: BA) 787 Dreamliner has moved to the flight line to begin fuel testing. This is the second of six 787s being used in the all-new airplane’s flight-test program.

“Momentum continues to build with each milestone achieved,” said Scott Fancher, vice president and general manager of the 787 Dreamliner program.

Each of the six flight-test airplanes will be used for a specific set of tests during the flight-test program. This airplane, designated ZA002, will focus on systems performance. Like its predecessor, ZA001, this airplane has successfully completed a rigorous series of tests while still in the factory. Fuel testing began immediately upon the airplane entering the fuel dock.

ZA002 features the livery of the Dreamliner’s launch customer, ANA (All Nippon Airways) of Japan.
“ANA will be the first to fly the 787 Dreamliner in commercial service,” Fancher noted. “We are honored to fly in ANA livery throughout the flight-test program as a tribute to our partnership in bringing this all-new airplane to market.”

The 787 Dreamliner has 865 orders from 56 airlines.

PARIS (June 15, 2009) – Rockwell Collins’ next generation avionics systems are installed and in final preparations for the first flight of Boeing’s 787 Dreamliner airplane. The company provides and serves as systems integrator for the airplane’s flight deck display system and crew alerting system, pilot controls, communication and surveillance systems, the aircraft’s common data network, and the core network cabinet.

“We’re tremendously proud of our success in meeting and exceeding our program milestones for the 787 Dreamliner and eagerly anticipate the airplane’s first flight,” said Kelly Ortberg, executive vice president and chief operating officer for Commercial Systems at Rockwell Collins. “Rockwell Collins has been an active teammate with Boeing throughout the design and development of this new airplane. We’re excited about the relationship we’ve built with Boeing during this process, and look forward to realizing the advancements in safety, efficiency and sustainability that will be made with our next generation avionics.”

During the development and design process, Rockwell Collins has served on Boeing’s 787 Partner Council and has employees working onsite at Boeing participating in day-to-day program design, integration and production activities.

Rockwell Collins content on Boeing’s 787 airplane includes an integrated display system featuring five 15.1-inch diagonal LCD displays – four across the flight deck and one in the control stand for emulation of the Control Display Units (CDU) – as well as dual LCD head-up displays (HUD). The system utilizes cursor control devices and a multi-function key pad for data entry and retrieval. Rockwell Collins employed advanced model based development processes and tools to make significant reductions in development cost, cycle time and life cycle costs typically associated with display systems.

The 787 flight deck also features Rockwell Collins’ latest generation of pilot controls – further advancing the company’s leadership in design, integration and manufacturing of this technology. Rockwell Collins has developed the control stand including auto throttles, and pitch, roll, yaw and primary flight controls, as well as their interfaces to the aircraft’s fly-by-wire systems. The modular design of the pilot controls will simplify installation and maintenance. This new system meets Boeing’s objective of providing operators with a look and feel similar to the Boeing 777, while achieving significant weight savings.

Rockwell Collins provides a newly developed Integrated Surveillance System (ISS) for the 787. This highly integrated system includes functions such as hazard detection, traffic alert and collision avoidance, Mode S surveillance, and terrain awareness and warning capabilities.

The 787′s communication system includes Rockwell Collins’ VHF-2100, SAT-2100 and HFS 900D. The lighter weight, highly reliable VHF-2100 is VDL Mode 2 capable with future growth to VDL Mode 3 and 4. The new, smaller and more reliable SAT-2100 supports the International Civil Aviation Organization’s safety services, as well as three channels of voice communications and offers growth to future Inmarsat Swift high-speed data capabilities. As part of the communications package, Rockwell Collins is also providing a state of the art digital flight deck audio system, and the cockpit voice and flight data recording system.

The Core Network, offered as basic on the 787, leverages Rockwell Collins’ investment in Information Management products. This next generation of the Core Network plays a key role in Boeing’s objective to ‘e-enable’ the entire aircraft. Utilizing commercial open standards, the Core Network hosts a wide range of third-party applications, and manages onboard information flow, to improve airline operational efficiency.

The 787′s Common Data Network (CDN) advances Rockwell Collins’ leadership as a supplier of advanced networking technologies. As a key component of GE Aviation Systems’ Common Core System, the CDN is a high integrity, bi-directional fiber optic and copper network that uses ARINC 664 protocols and standards to manage the information flow between the aircraft’s onboard systems. Based on commercial Ethernet technology, adapted to the avionics environment, the integrity and deterministic characteristics of Rockwell Collins’ CDN allows systems integrators to utilize this network for systems requiring a high level of data criticality. The CDN offers significant improvements over current generation data buses including expanded connectivity, higher data rates and significant reductions in aircraft weight when compared with point to point topologies.

In addition to leadership and engineering support, Rockwell Collins has used its service center in the region – the Kent Service Center – to actively support the program. Much of the work for 787 has been done at the company’s facilities in Iowa; Melbourne, Fla.; Irvine, Calif.; and Portland, Ore.

About Rockwell Collins
Rockwell Collins (NYSE: COL) is a pioneer in the development and deployment of innovative communication and aviation electronic solutions for both commercial and government applications. Our expertise in flight deck avionics, cabin electronics, mission communications, information management and simulation and training is delivered by nearly 20,000 employees, and a global service and support network that crosses 27 countries. To find out more, please visit www.rockwellcollins.com.

EVERETT, Wash., June 8 – Boeing (NYSE: BA) has completed the intermediate gauntlet phase of testing on the first 787 Dreamliner.

During the testing, pilots and engineers simulated multiple scenarios using all airplane systems as if the aircraft were in flight, including power, avionics and flight controls. Test scenarios ranged from standard flights to single and multiple systems failures during flights.

Intermediate gauntlet testing included about one week’s worth of operations on the airplane and hundreds of discrete test conditions.

“The team has done an incredible job supporting an exhaustive test regimen,” said Scott Fancher, vice president and general manager of the 787 program. “I couldn’t be more proud.
“We will continue to take a hard look at the results, make adjustments and finish up our testing so we can get to first flight.”

Beginning June 9, at noon PDT (7 p.m. GMT), video highlights including the road to gauntlet, gauntlet testing highlights and a tribute to the men and women conducting the gauntlet testing can be found at www.boeing.com and www.newairplane.com.

EVERETT, Wash., May 03, 2009 — The Boeing [NYSE: BA] 787 Dreamliner that will fly later this quarter has moved to the flight line. Fuel testing – the first in the next phase of extensive checks the airplane must undergo – will begin in the next few days.

“We are making great progress, and moving ever-closer to first flight,” said Scott Fancher, vice president and general manager of the 787 Dreamliner program.

In recent weeks, the 787 (designated ZA001) completed a rigorous series of tests including build verification tests, structures and systems integration tests, landing gear swings and factory gauntlet, which is the full simulation of the first flight using the actual airplane. With Chief Pilot Mike Carriker at the controls, the simulation tested all flight controls, hardware and software. The simulation also included manual and automatic landings and an extensive suite of subsequent ground tests.

“These results give us confidence in our ability to move into further gauntlet testing using either ground power or the airplane’s engines or auxiliary power unit. This is a significant milestone on the path to first flight,” Fancher said.

All structural tests required on the static airframe prior to first flight also are complete. The final test occurred April 21 when the wing and trailing edges were subjected to their limit load – the highest loads expected to be seen in service. The load is about the same as the airplane experiencing 2.5 times the force of gravity.

“We continue to analyze the data, but the initial results are positive,” Fancher said. On April 13, the leading edge of the wing was subjected to its limit load while the rest of the airplane was subjected to loads expected at cruise. And in September 2008, the “high blow” high-pressure test was completed on the static airframe. During that test, the airframe reached an internal pressure of 150 percent of the maximum levels expected to be seen in service – 14.9 lbs. per square inch (1.05 kilograms per centimeter) gauge (psig).

Ground vibration testing, which measures the airplane’s response to flutter, also concluded on the second flight-test airplane, designated ZA002, at the end of this week. All the necessary structural tests required prior to first flight now are complete.

Now on the flight line, ZA001 will undergo additional airplane power and systems tests as well as engine runs. After completing final systems checks and high-speed taxi tests, the airplane will be ready for first flight, which is on schedule for later this quarter.

The 787 Dreamliner has orders for 886 airplanes from 57 customers.

Neuilly sur Seine, 7 April 2009 – Thales, a leader in In-Flight Entertainment systems, is pleased to announce that Korean Air chose Thales’s TopSeries In-Flight Entertainment system for six of its recently purchased Airbus A330-200 aircraft. This order follows the airline‘s original commitment for the TopSeries system on 10 B787, 35 B777 and 19 A330 aircraft. Consistent across the fleet, passengers will enjoy large screen displays, and in-seat features including a slim line passenger control unit, USB port for personal electronic connectivity and in-seat power for laptops. System functions are comprehensive and include a small map display on the passenger control device, 3-D games, live landscape cameras and daily news.

“Thales’s IFE system provides the commonality we require for our aircraft. We are impressed with both the system capability and Thales’s commitment to the program,” said Mr. S K Lee, Managing Vice President of Procurement for Korean Air. The TopSeries system for all of the airline’s aircraft is based on Thales’s next generation 3-D technology, which provides more powerful performance and efficiency. First aircraft deliveries will take place in May 2009. “Korean Air is a prominent customer for Thales in the Asia Pacific region. Our relationship is strong and we look forward to working with their organisation for years to come,” said Alan Pellegrini, Vice President and General Manager of Thales’s In-Flight Entertainment systems business.

About Thales’s IFE systems

Thales entered the In-Flight Entertainment business in the late 90s and today employs 700+ dedicated professionals with decades of IFE experience. Its IFE headquarter office is located in California with regional offices in France, China and Singapore. Thales is the fastest growing IFE supplier with over 1,000 aircraft commitments in just 5 years. Thales offers a comprehensive In-Flight Entertainment solution covering four main areas:

• TopSeries In-Flight Entertainment systems
• TopConnect Suite of Connectivity Solutions
• TopEffects Digital Media and Services
• TopServices Global Service and Support

For more information about Thales’s In-Flight Entertainment systems visit www.thales-ifs.com.

About Thales

Thales is a leading international electronics and systems group, addressing Aerospace and Space, Defence and Security markets worldwide. The Group’s civil and military businesses develop in parallel and share a common base of technologies to serve a single objective: the security of people, property and nations. Thales’s leading-edge technology is supported by 22,500 R&D engineers who offer a capability unmatched in Europe to develop and deploy field-proven mission-critical information systems. The Group builds its growth on its unique multidomestic strategy based on trusted partnerships with national customers and market players, while leveraging its global expertise to support local technology and industrial development. Thales employs 68,000 people in 50 countries with 2008 revenues of €12.7 billion.

EVERETT, Wash., March 19, 2009 — The sixth and final Boeing [NYSE: BA] 787 Dreamliner designated for flight test is now undergoing final assembly in Everett, Wash. The airplane, designated ZA006, will be powered with General Electric GEnx engines.

Progress continues on the fleet. The first flight test airplane, ZA001, is getting its paint touched up this week before finishing factory testing. Power was brought onto the second airplane, ZA002, in late February and build verification tests are progressing well. Production work continues on ZA003, ZA004 and ZA005. In all, assemblies for 31 Dreamliners are currently in production throughout the supply chain.

The 787 Dreamliner has orders for 878 airplanes from 57 customers.

 

Readers: This issue is far from IFE and we apologize for that fact. We did think you might find this story interesting, not because of the intrigue involved, but rather its’ “suspicions confirmed” flavor. Admittedly, we have never worked on a story like this before, however, many of us wonder what is happening inside the Seattle planemaker, Boeing. Late delivery schedules have never been tolerated in the past and relatively recent moves; buyouts and management shuffles may have taken their toll. Our story starts with one dedicated Boeing employee who worked tirelessly for the company, before and after his retirement. We know, we were there… we got the T-shirt! His website says it all but the background is so amazing we had to dig deeper. 

Bob Bogash is a passionate man, but while this story is about Boeing, you might want to take a look at the man himself because he is probably respected and vilified by a lot of Boeing employees. First, check out Bob and his background here: http://www.rbogash.com. Now, you need to look at the website he put together with his (and thousands of others) view of the state of the Boeing Commercial Airplane Company: http://www.rbogash.com/boeing_delay.html. This is a stinging indictment of the management and practices of present-day Boeing so we dug a bit deeper after we got the anonymous website tip and followed-up with a bit of research. No doubt the company water cooler philosophers have their views, however, we sought other respected, retired executives and managers and got the following amazing responses:  

“The bottom line is that The Boeing Company, and Boeing Commercial Airplanes in particular, have always been run by people who “grew up” in the company and had actually executed programs: T. Wilson, Jack Steiner, Frank Shrontz, Ron Woodard, Dean Thornton, Alan Mulally, and Phil Condit, just to name a few. To effectively manage Boeing Commercial Airplanes, the leader must have a solid experience base there so he or she can independently “check the pulse.”  Wilson simply called his network of friends to find the truth about programs or walked out on the factory floor. Condit had his version of the same, as did Mulally.”   

“The current BCA CEO and the current Boeing Company CEO do not have any BCA program experience and therefore neither of them has a basis for knowing when they are being misled, told half-truths, or otherwise being given ‘get well proposals’ that don’t make sense. They have no perspicacity when it comes to managing the commercial airplane business.  And – during 2008 they forced out the only senior people who did. Harvard Business School teaches a good manager can manage anything.  Stanford Business School teaches a good manager can manage that which he knows about.  The Boeing Company clearly requires the latter, but the Board of Directors has put the former in charge of The Company.  Boeing Commercial Airplanes is no better off.  The current CEO came from the defense side and has no experience running successful (airplane) programs.  Connexion-By-Boeing should have been a clue. Both of these men, in the right position, are probably fantastic managers. They currently appear to be out of their realm.”  

“There is a larger problem that started with the acquisition of then McDonnell Douglas  – a company whose culture focused on personal achievement rather than on customer satisfaction and shareholder value.  The integration of these two cultures has been, and continues to be, traumatic – witness Mr. Sears going to jail, Mr. Stonecipher’s ethics lapse, Mr. Condit’s early exit, and the continuing exodus of seasoned Commercial Airplane & Boeing Aerospace executives. On the developmental program side, Boeing Commercial Airplane’s history was one focused on getting it right the first time, absolutely knowing and meeting customer expectations, and never being late – no matter what the cost. This industry does not forgive and does not forget.  Maintaining design responsibility at Boeing, having a staff and project check-and-balance, focusing relentlessly on configuration control, and backstopping troubled suppliers where hallmarks of every developmental program.  BCA lost that on the 787 program… enough said.” 

Often, criticisms from outside a technically focused company don’t really hit the mark because of the technical nature of the product and it’s changing nature…not to mention the cultural changes affecting people and organizations over time. You will have to be the judge, but we discovered a quiet, but real, retiree revolution with campaigners sending over 2000 emails each day to Bogash. Detractors of his website message don’t seem to exist because, according to Mr. Bogash he is apparently on-message with most readers. Here is what another respected retiree told IFExpress, “This (website) expresses what knowledgeable retirees feel. We get together and discuss these issues. We have all read Bob’s website and can only say “AMEN.” We think the problem is also expressed by the havoc in the auto and financial industry as well. They Just Don’t Get It!!!! They are all novices at the problems of designing/building/certifying a commercial airliner. The real sad part of it is we think it is too late to ever get back to where we all showed what’s needed to be done, and by whom, if there is a chance to succeed.” 

While these few words do not do justice to all the people we talked to, the level of disgust at the present day state of affairs at Boeing is deafening. We found no one disagreeing with Mr. Bogash.  When we talked with Bob we can report that he truly lives and breathes for change within Boeing. He and his “guerilla army” have sought any number of ways to get his/their message to Boeing employees, managers, executives and brass at the highest level. Boeing’s response to the efforts; “Tepid… at best.” Bob went on, “Our goal is to communicate that the company is in a state of denial and without change, the outcome for Boeing looks grim.” 

Readers might want to pickup the following book for even more enlightening reading matter. We suggest a historical knowledge of Boeing stock prices would be of use in doing so! http://www.amazon.com/You-Cant-Order-Change-Turnaround/dp/1591842395/ref=sr_1_2?ie=UTF8&qid=1236627694&sr=8-2