Boeing’s Everett Footprint: With the news that Boeing will build 1.5m sf of space for a new 777X Final Assembly Line and wing production facility if the IAM 751 members ratify the new contract and Washington State ponies up on incentives, the obvious question is: what happens with the current Everett plant?
It had been assumed the 777X would be built in the current facility, integrating with and ultimately replacing the current 777 line; or starting off in the space now occupied by the 747-8, which is struggling to stay alive and which many–ourselves included–believe will die off with the advent of the 777-9.
Let’s consider this latest twist.
- The 787 Line 1 is assumed to eventually reach a production rate of 7/mo, with Charleston also target for 7/mo, with the goal of the combined lines going to the announced rate of 14/mo by 2018/19.
- The KC-46A tanker, which occupies half of one bay, goes to two a month in a few years, though it has capacity to go to three. The other half of this bay is currently occupied by the 787 surge line, but in theory this is supposed to go away once Charleston is up to rate 3. Boeing now says this will happen in the first quarter (it was supposed to by year end) but this may not be achieved by then, according to some. But one has to believe Charleston will be ready to rock by 2016, when the 777X is gearing up.
- The current 777 line, now at 8.3/mo rate, is assumed to have a two year overlap from 777X EIS, or around 2022, when it’s been assumed the current generation 777 would be discontinued. But the 777-200LRF may live on, both in its current form and as a replacement for the KC-10 tanker. Although the USAF is reportedly looking at a 2040 procurement date for the KC-10 replacement, some believe this is too far out into the future and this date will be brought forward.
- Then there is the 747-8 production space. It’s also assumed this airplane is living on borrowed time. The USAF says it wants to replace the Air Force One fleet in 2021, and this is a long time to keep this line alive. Boeing is counting on the cargo market to return in 2014 to spur demand of the 747-8F, but some believe main-deck freighters of this size will have a very tough time when cheap 747-400 conversions can be had for a fraction of the cost.
- If space at the primary Everett plant does open up, what is there to fill it if not the 777X? Any number of potentials: the Y-1 737 replacement, closing the Renton factory in the process and splitting the Y-1 between Washington and South Carolina (or Texas, or some off-shore location). A maintenance, repair and overhaul operation: Boeing wants to dramatically increase this service business. Component production.
Over to Readers for your thoughts.
Meanwhile, The Puget Sound Business Journal has this long story on the expected use of robots in building the 777X.