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Previously announced increase to 35 per month to be extended to 38 per month in second quarter 2013

SEATTLE, Sept. 16 — Boeing announced today its production rate for the Next-Generation 737 program will increase to 38 airplanes per month in the second quarter of 2013. This decision comes just months after announcing a rate increase on the company’s best-selling commercial jetliner from 31.5 to 35 airplanes per month in early 2012.

"Increasing production is in response to customer demand for this airplane," said Boeing Commercial Airplanes President and CEO Jim Albaugh. "Airlines want this innovative airplane sooner to renew their fleets to serve their customers. We made this decision after careful evaluation by Boeing and our supplier partners."

Key factors to the rate decision include the company’s current backlog of more than 2,000 Next-Generation 737s, current options that customers are expected to exercise and ongoing sales campaigns. The rate increase is not expected to have a material impact on 2010 financial results.

Next-Generation 737 customers have benefited from continuous innovation of the airplane since its introduction in 1997. The first five airlines will receive the new 737 Boeing Sky Interior by the end of this year. Customers will gain from a two percent reduction in the airplane’s fuel consumption by early 2012, through a combination of airframe and engine improvements.

The 2010 Current Market Outlook, Boeing’s long-term forecast of air traffic volumes and commercial airplane demand, projects a market of over 21,000 single-aisle airplanes over the next 20 years, accounting for an anticipated 69 percent of the airplanes delivered and an estimated 47 percent of the $3.6 trillion total market value.

Forward-Looking Statements

Certain statements in this report may be "forward-looking" within the meaning of the Private Securities Litigation Reform Act of 1995. Words such as "expects," "intends," "plans," "projects," "believes," "estimates," "targets," "anticipates," and similar expressions are used to identify these forward-looking statements. Forward-looking statements are based upon assumptions about future events that may not prove to be accurate. These statements are not guarantees of future performance and involve risks, uncertainties and assumptions that are difficult to predict. Actual outcomes and results may differ materially from what is expressed or forecasted in these forward-looking statements. As a result, these statements speak to events only as of the date they are made and we undertake no obligation to publicly update or revise any forward-looking statements, whether as a result of new information, future events or otherwise, except as required by federal securities laws. Specific factors that could cause actual results to differ materially from forward-looking statements include, but are not limited to, statements we make regarding our guidance relating to future financial and operating performance, the effect of economic conditions in the United States and globally, and general industry conditions as they may impact us or our customers, as well as the other important factors disclosed previously and from time to time in our other filings with the Securities and Exchange Commission.

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    Revised Safety Rating for India

    India’s Directorate General of Civil Aviation (DGCA) has been notified that the US is downgrading its aviation safety ranking, based on failure to meet the standards of the ICAO. The International Civil Aviation Organization regulates technical, training, inspection, records, airworthiness, and operations standards. The safety downgrade is partially due to a September FAA audit which found 33 DGCA deficiencies including too few experts, maintenance deficits and poor documentation.

    India’s being lowered to safety category II means that there will be consequences affecting Air India and Jet Airways Indian flights.

    See the release below:

    Press release: FAA Announces Revised Safety Rating for India
    The U.S. Department of Transportation’s Federal Aviation Administration (FAA) today announced that India has been assigned a Category 2 rating under its International Aviation Safety Assessment (IASA) program, based on a recent reassessment of the country’s civil aviation authority. This signifies that India’s civil aviation safety oversight regime does not currently comply with the international safety standards set by the International Civil Aviation Organization (ICAO); however, the United States will continue to work with India’s Directorate General for Civil Aviation (DGCA) to identify the remaining steps necessary to regain Category 1 status for India. With a Category 2 rating, India’s carriers can continue existing service to the United States, but will not be allowed to establish new service to the United States.

    India achieved a Category 1 rating, signifying compliance with ICAO standards, in August 1997. A December 2012 ICAO audit identified deficiencies in the ICAO-set global standards for oversight of aviation safety by India’s Directorate General of Civil Aviation (DGCA). Subsequently, the FAA began a reassessment of India’s compliance with ICAO standards under the FAA’s IASA program, which monitors adherence to international safety standards and practices. The FAA has consulted extensively with the DCGA and other relevant Indian government ministries during its evaluation, including consultations in India in September and early December, and meetings this week in Delhi.

    “U.S. and Indian aviation officials have developed an important working relationship as our countries work to meet the challenges of ensuring international aviation safety. The FAA is available to work with the Directorate General of Civil Aviation to help India regain its Category 1 rating,” said FAA Administrator Michael Huerta.

    The Government of India has made significant progress towards addressing issues identified during the September 2013 IASA assessment. On January 20, the Government of India took further steps to resolve outstanding issues when the Indian Cabinet approved the hiring of 75 additional full-time inspectors. The United States Government commends the Indian government for taking these important actions, and looks forward to continued progress by Indian authorities to comply with internationally mandated aviation safety oversight standards.

    Additional Background on the FAA’s IASA Program:

    As part of the FAA’s IASA program, the agency assesses on a uniform basis the civil aviation authorities of all countries with air carriers that operate or have applied to operate to the United States and makes that information available to the public. The assessments determine whether or not foreign civil aviation authorities are meeting ICAO safety standards, not FAA regulations.

    A Category 2 rating means a country either lacks laws or regulations necessary to oversee air carriers in accordance with minimum international standards, or that its civil aviation authority – equivalent to the FAA for aviation safety matters – is deficient in one or more areas, such as technical expertise, trained personnel, record-keeping or inspection procedures.

    Countries with air carriers that fly to the United States must adhere to the safety standards of ICAO, the United Nations’ technical agency for aviation that establishes international standards and recommended practices for aircraft operations and maintenance.

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    Press Release – FAA Proposes $455,175 Civil Penalty Against Corporate Air

    For Immediate Release

    October 12, 2010

    SEATTLE – The Federal Aviation Administration (FAA) is proposing a $455,175 civil penalty against Corporate Air of Billings, Mont., for allegedly operating a Beech 1900C airliner when it was not in compliance with Federal Aviation Regulations.

    “Our aviation safety rules are designed to protect the flying public,” said U.S. Transportation Secretary Ray LaHood. “We expect airlines to comply with these rules and will take enforcement action when they do not.”

    The FAA alleges Corporate Air failed to maintain the aircraft under the company’s general maintenance manual, which includes the Pratt & Whitney Canada maintenance manual for the aircraft’s turboprop engines.

    Specifically, the FAA alleges that Corporate Air operated the aircraft on at least 80 flights in spite of continued evidence of excessive oil consumption by the right engine. The FAA-approved aircraft and engine manuals call for post-flight inspection and repair of an engine experiencing excessive oil consumption. Corporate Air did not correct the oil consumption problem despite repeated inspections in which oil had to be added.

    Corporate Air operates charter and air taxi service under Part 135 of the Federal Aviation Regulations.

    “The safety of the passengers and crew must be the top priority for any operator,” said FAA Administrator Randy Babbitt. “All operators must comply with maintenance requirements.”

    Corporate Air has 30 days from the receipt of the FAA’s enforcement letter to respond to the agency.

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    Flydubai Plane Continues for Safe Landing in Iran after Flaps Problem

    flydubaiFlydubai flight FZ-251 continued for a safe landing at Mashhad International Airport, Mashhad, Iran, on March 29.

    The Boeing 737-800, flying from Dubai, UAE to Mashhad, was on approach to runway when the crew was unable to extend the flaps, prompting the plane to hold mid-air and use alternate flaps for landing.

    The plane landed successfully.

    All passengers onboard remained safe.

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    El Al Flight Makes Emergency Landing in Canada

    El Al flight LY-8 had to divert and make an emergency landing in Happy Valley-Goose Bay, Canada, on January 14th.

    The Boeing 747-400 plane heading from John F. Kennedy International Airport, New York, to Tel Aviv, Israel, was diverted after the crew received a wheel well fire indication.

    The plane landed safely. All passengers and crew members remained unharmed.

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    NTSB SAFETY RECOMMENDATION

    National Transportation Safety Board
    Washington, DC 20594
    July 30, 2010

    The National Transportation Safety Board makes the following recommendations to the Federal Aviation Administration:

    Conduct research into and document the effects of mountain wave and downslope conditions at airports, such as Denver International Airport, that are located downwind of
    mountainous terrain (including, for example, airports in or near Colorado Springs, Colorado; Anchorage, Alaska; Salt Lake City, Utah; and Reno, Nevada), identify potential
    mountain-wave-related hazards to ground operations at those airports, and disseminate the results to pilots and airport air traffic control personnel to allow for more informed
    runway selection decisions. (A-10-105)

    Archive all low-level windshear alert system (LLWAS) data obtained from Denver International Airport and other airports that experience similar wind conditions and make these data available for additional research and the potential future development of an improved LLWAS algorithm for crosswind and gusty wind alerts on air traffic control tower ribbon display terminals. (A-10-106)

    Modify Federal Aviation Administration Order 7110.65 to require air traffic controllers at airports with multiple sources of wind information to provide pilots with the maximum wind component, including gusts, that the flight could encounter. (A-10-107)

    Review the required documentation for all low-level windshear alert system (LLWAS)-equipped air traffic control towers to ensure that a letter to airmen has been published
    and is easily accessible describing the location and designation of the remote sensors, the capabilities and limitations of the system, and the availability of current LLWAS remote sensor wind information on the request of a pilot, in compliance with Federal Aviation Administration Order 7210.3. (A-10-108)

    Require air traffic control towers to locally develop and implement written runway selection programs that proactively consider current and developing wind conditions and include clearly defined crosswind components, including wind gusts, when considering operational advantage with respect to runway selection. (A-10-109)

    Gather data on surface winds at a sample of major U.S. airports (including Denver International Airport) when high wind conditions and significant gusts are present and use these data to develop realistic, gusty crosswind profiles for use in pilot simulator training programs. (A-10-110)

    Require 14 Code of Federal Regulations Part 121, 135, and 91K operators to incorporate the realistic, gusty crosswind profiles developed as a result of Safety Recommendation A- 10-110 into their pilot simulator training programs. (A-10-111)

    Once realistic, gusty crosswind profiles as asked for in Safety Recommendation A-10-110 are developed, develop a standard methodology, including pilot-in-the-loop testing, for transport-category airplane manufacturers to establish empirically based, type-specific maximum-gusting-crosswind limitations for transport-category airplanes that account for wind gusts. (A-10-112)

    Once a methodology as asked for in Safety Recommendation A- 10-112 has been developed, require manufacturers of transport-category airplanes to develop type-specific, maximum-crosswind takeoff limitations that account for wind gusts. (A-10-113)

    Until the actions described in Safety Recommendation A-10-113 are accomplished, require manufacturers of transport- category airplanes to provide operators with interim crosswind takeoff guidelines that account for wind gusts. (A-10-114)

    Work with U.S. airline operators to review and analyze operational flight data to identify factors that contribute to encounters with excessive winds and use this information to develop and implement additional strategies for reducing the likelihood of wind-related runway excursions. (A-10-115)

    Require cockpit crew seats installed in newly manufactured airplanes that were type certificated before 1988 to meet the crashworthiness standards contained in 14 Code of Federal Regulations 25.562. (A-10-116)

    Require operators to perform periodic inspections on the Burns Aerospace model 2501-5 jumpseats for fatigue cracks within the jumpseat structure and replace the jumpseat if fatigue cracks are found. (A-10-117)

    Require that operators of transport-category airplanes that use galley latches or latch plates secured solely by adhesives that may degrade over time modify the latches to include mechanical fasteners. (A-10-118)

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    Boeing Press Release: Boeing Completes 787 Dreamliner High-Speed Taxi Test

    EVERETT, Wash., Dec. 12 — Boeing (NYSE: BA) completed high-speed taxi tests on the first 787 Dreamliner today. This is the last in a series of functional tests planned in preparation for first flight.

    “Our pilots told me the airplane performed beautifully,” said Mike Delaney, vice president and chief project engineer for the 787. “We’re going through and analyzing the data to ensure we’re ready for first flight. From evaluations we’ve done so far, everything looks good.”

    During the testing, the airplane reached a top speed of approximately 130 knots (150 mph, 240 kph), and the pilots lifted the nose gear from the pavement. Video highlights of the taxi testing will be available by the end of the day Monday at www.boeing.com and www.newairplane.com.

    Taxi test is the last testing planned before first flight.

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