Boeing 787 Dreamliner: A Sky Revolution. A few times in the week, the mother of Patrick Shanahan pray for her son. They gathered with other members in the nave of St. Bridget community in Laurelhurst, Seattle, and is hoping for blessing. “For the Dreamliner and our success“, tells Patrick. He is one of the most important managers from Boeing, the largest air, defence and space company in the world. A rational type that is nevertheless pleased of divine assistance. Shanahan is responsible for the Dreamliner. The Boeing 787. With estimated more than $20 billion development costs the most expensive civil aircraft program of all time. Three and a half years late, Boeing’s first machine delivers in All Nippon Airways (ANA) on 26 September to the Japanese airline. That it takes not more, Shanahan has ensured.
With his blond side parting he looks a track too good for this job. You could hold him for a preacher in the municipality of his mother, but Shanahan has optimized for Boeing dear missile defences, before moving into the civilian business. The underlying is something like the exclusive multipurpose weapon of the group. When it is especially stressful if something is not about running in the programs, the Board of directors calls for Shanahan.
For the Dreamliner, he has learned much quickly to save using earthly means little. The human and financial burden of this aircraft development threaten today although not the group in its existence, for Boeing earned too much with satellite, weapons and other military operations. But the 787 program binds billion capital and thousands of jobs in the wrong place. The Dreamliner – this is clear even before the first scheduled flight endangered Boeing’s supremacy in the commercial aircraft.
The development of aircraft was always a big bet on the future. The series are too small and the material is too new. It took two decades before Boeing earned money with the jumbo. In the end, it was so much that the rival was forced Airbus to build even bigger than A380. Also this plane costs Airbus management to today nerves, because mass production difficult wants to succeed. The money for the development of the A380 is long since still not back warrants.
Boeing in turn countered with the next giant jumbo, but drew his capital in the development of more than 200 seats of smaller spired. But then bet the management out, that with this plane quickly money earn could, by the suppliers would more taken the responsibility. And since he had happened: the probably most expensive errors of in civil aviation history.
Anyone who thinks it good with Boeing’s leadership, provides an example of the limits of outsourcing in the Dreamliner. There are also critics who describe how the greed of individuals still paralyzes the progress of one of the proudest and last real US high-tech company and has poisoned the engineering culture in the group for years.
So the cause of the breakdown series is back for 14 years. In the summer of 1997, Boeing with the defence and aerospace company McDonnell Douglas merged. Expected has become the business especially for the chiefs. Phil Condit (Boeing) had in 2002 around 816.000 shares. Harry Stonecipher (McDonnell Douglas) held about 2.2 million shares on the new Boeing group. And boards one of the most profound aviation observers in the West Coast first thought of the own wallet, as criticism of Scott Hamilton: it was only about the shareholder value.