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tzifron · 8 months ago

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What Boeing did to all the guys who remember how to build a plane

by Maureen Tkacik

March 28, 2024

https://prospect.org/infrastructure/transportation/2024-03-28-suicide-mission-boeing/

John Barnett had one of those bosses who seemed to spend most of his waking hours scheming to inflict humiliation upon him. He mocked him in weekly meetings whenever he dared contribute a thought, assigned a fellow manager to spy on him and spread rumors that he did not play nicely with others, and disciplined him for things like “using email to communicate” and pushing for flaws he found on planes to be fixed.

“John is very knowledgeable almost to a fault, as it gets in the way at times when issues arise,” the boss wrote in one of his withering performance reviews, downgrading Barnett’s rating from a 40 all the way to a 15 in an assessment that cast the 26-year quality manager, who was known as “Swampy” for his easy Louisiana drawl, as an anal-retentive prick whose pedantry was antagonizing his colleagues. The truth, by contrast, was self-evident to anyone who spent five minutes in his presence: John Barnett, who raced cars in his spare time and seemed “high on life” according to one former colleague, was a “great, fun boss that loved Boeing and was willing to share his knowledge with everyone,” as one of his former quality technicians would later recall.

More from Maureen Tkacik

But Swampy was mired in an institution that was in a perpetual state of unlearning all the lessons it had absorbed over a 90-year ascent to the pinnacle of global manufacturing. Like most neoliberal institutions, Boeing had come under the spell of a seductive new theory of “knowledge” that essentially reduced the whole concept to a combination of intellectual property, trade secrets, and data, discarding “thought” and “understanding” and “complex reasoning” possessed by a skilled and experienced workforce as essentially not worth the increased health care costs. CEO Jim McNerney, who joined Boeing in 2005, had last helmed 3M, where management as he saw it had “overvalued experience and undervalued leadership” before he purged the veterans into early retirement.

“Prince Jim”—as some long-timers used to call him—repeatedly invoked a slur for longtime engineers and skilled machinists in the obligatory vanity “leadership” book he co-wrote. Those who cared too much about the integrity of the planes and not enough about the stock price were “phenomenally talented assholes,” and he encouraged his deputies to ostracize them into leaving the company. He initially refused to let nearly any of these talented assholes work on the 787 Dreamliner, instead outsourcing the vast majority of the development and engineering design of the brand-new, revolutionary wide-body jet to suppliers, many of which lacked engineering departments. The plan would save money while busting unions, a win-win, he promised investors. Instead, McNerney’s plan burned some $50 billion in excess of its budget and went three and a half years behind schedule.

Swampy belonged to one of the cleanup crews that Boeing detailed to McNerney’s disaster area. The supplier to which Boeing had outsourced part of the 787 fuselage had in turn outsourced the design to an Israeli firm that had botched the job, leaving the supplier strapped for cash in the midst of a global credit crunch. Boeing would have to bail out—and buy out—the private equity firm that controlled the supplier. In 2009, Boeing began recruiting managers from Washington state to move east to the supplier’s non-union plant in Charleston, South Carolina, to train the workforce to properly put together a plane.

#boeing

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automobilespareparts0 · 2 months ago

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bulletin-attal-sejourne · 3 days ago

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A Oui for Stephane; the Nons for Gabriel

When the executive head met the parliament head in Brussels and Paris, respectively. It's interesting how the roles of the duo have switched ever since Q3 2024.

Time: 241125 - 241127

Bonjour à tous! It's Wednesday, 27 November 2024, a big day for the Eurocrats as the MEP voted for the European Commission for a very slight margin; Meanwhile, the budgetary tightrope walk in Paris could boil down to a motion of censure thus the downfall of the government

Welcome to BAT, for the mid-week recap of manoeuvres, and challenges of the former couple at the heart of power.

STEPHANE SEJOURNE

This morning, the European Parliament has just given Ursula von der Leyen's new Commission the green light. That's...that's it. Regardless of how marginal the approval votes was, after weeks of nail-biting hearings, France's very own Stéphane Séjourné is officially part of the team.

Big shoes to fill. The real challenges begin after the appointment, as Séjourné steps into the crucial role of overseeing Europe's industrial strategy. It's a high-stakes game with Russia, China, and the US all jostling for position. Delivering on VDL's promise of a "holistic simplification" approach (with the sheer annoying amount of Euro-red-rapes we have) and making Europe a global industrial powerhouse (our version of MEGA but less toxic), will not be an easy job.

Green industry is the name of the game. Séjourné will work closely with Spain's Teresa Ribera, the new competition and green transition chief. Together, they'll need to find a way to balance economic growth with climate ambitions, all while navigating the tricky waters of EU competition policy. Expect fireworks! (And not the romantic and fun one this time.)

Speaking of (unromantic) fireworks, some MEPs weren't too thrilled with the Commission's rightward tilt. French Socialists voted against the entire college, protesting the inclusion of Italy's far-right Raffaele Fitto as one of the vice presidents. Not a good sign for the future 5 years of cooperation, really.

Again, this is just the beginning. Séjourné has a busy 100 days ahead of him. He'll need to craft a plan to boost Europe's digital startups and help the continent secure its supply of critical raw materials. Plus, there's that little thing about making sure Europe's car industry stays in Europe. He really needs to get it working, with no effort spared, as he claims so!

(I just realised these three sources are written in 3 different languages. Speaking of European diversity!)

GABRIEL ATTAL

Sainte-Catherine agricultural fair! It was Monday, November 25th. While the budget brouhaha continues to consume the Parisian political class, the former Prime Minister and current Renaissance maestro, might as well recharge himself and ventured into the heartland of France, the Orne region to be precise. Was it a desperate attempt to escape the censure storm brewing in the capital or a cunning move to woo the rural vote? Let's examine the evidence, shall we?

The Scene: Attal arrived fashionably late, a mere 45 minutes behind schedule, but hey, even in the world of cattle auctions, a bit of Parisian flair is to be expected. Upon arrival, he was greeted with the full pomp and ceremony befitting a political heavyweight: local officials beaming, senators nodding sagely, a "parade of television cameras" jostling for the best angle, and the local député, Jérôme Nury, looking particularly pleased with himself1.

The Gifts: Attal was showered with local delicacies: a charming basket of regional produce from the mayor and, the pièce de résistance, a vintage bottle of calvados from Nury, who quipped: "It's the Élysée's official supplier, you need to start getting used to it". Was Nury hinting at Attal's presidential ambitions? ●

The People's Champion: Attal worked the crowd like a seasoned politician, charming the locals with selfies and fielding questions from farmers with ease. Whispers of "You're handsome," "He's so good looking" and "He's really young" followed him as he navigated the fairgrounds. Even the normally stern-faced president of the FNSEA Normandie, Anne-Marie Denis, seemed to soften in his presence.

Master of the Moment: Attal showed a willingness to engage with the issues that matter to rural voters, discussing bovine tuberculosis, agricultural regulations, and the ever-controversial Mercosur trade deal. He even tried his hand at the traditional Sainte-Catherine game of guessing the weight of an ox, displaying a playful side that likely resonated with the fairgoers.

Verdict: The mayor of Briouze, Jacques Fortis, who had previously threatened to resign over the town's exclusion from a rural revitalisation scheme, seemed positively smitten with Attal. He declared the streets "full" for Attal's visit and described the former PM as "very friendly, very simple". High praise indeed from a mayor who, just a few months ago, was ready to walk away from it all.

So, was Attal's agricultural adventure a success? Judging by the smiles, the selfies, and the mayor's glowing review, it seems the former PM made a positive impression. Whether this translates into actual votes in future elections remains to be seen. But one thing's certain: Attal is a master of the political stage, and he knows how to play to his audience of Norman farmers.

It is however a bit more complicated when he is playing 3D chess with a broken board – battling rebels in his own camp, haggling over budget crumbs, and trying to keep a government that looks shakier than a Jenga tower in a windstorm. Former pals? They're already plotting their great escape, eyeing up alternative political real estate. Another day, another drama for our young maestro of mayhem! To let us understand the complexity we shall begin with the topic flying all over TV and newspaper headlines:

Budget Battleground

We need to save!: Prime Minister Michel Barnier, facing a record deficit and mounting debt, has proposed a budget characterized by austerity measures. These include cuts to public spending and, most controversially, a reduction in employer contribution relief.

Opposition from All Sides: The budget has been met with fierce opposition from various political factions. The left, led by the Socialist Party and La France Insoumise, condemns it as "austeritarian" and damaging to social welfare. Meanwhile, even members of Barnier's own "socle commun" coalition, particularly Gabriel Attal's EPR group, are pushing back against specific measures.

Sounds boring right?: Well, let's talk about the stakes. The budget fight goes beyond mere numbers. It represents a struggle for political power and a clash of ideologies. The outcome will have a significant impact on France's economic trajectory and the social well-being of its citizens.

The Censorship Sword

Threat of a No-Confidence Motion: The left has explicitly threatened to table a censure motion if Barnier fails to address their concerns regarding the budget. This motion, if successful, could lead to the government's collapse and potentially trigger early elections.

Marine Le Pen's Crucial Role: The outcome of the censure motion hinges on the stance of RN, which holds the largest opposition bloc in the Assembly. Le Pen has expressed strong criticism of Barnier's budget, threatening to vote against it. Her decision could make or break the government.

A High-Stakes Gamble for Everyone: The censure threat creates a complex strategic dilemma for all parties involved. For the left, it's an opportunity to topple the government and potentially gain power. For Le Pen, it's a chance to assert her influence and advance her own agenda. For Barnier, it's a battle for survival, requiring him to carefully navigate the demands of his opponents and his own allies.

Attal's Role: While Attal is primarily seeking concessions, not a government collapse, the line between the two is blurry. His aggressive stance could be interpreted as a calculated gamble: pushing Barnier to the edge to extract maximum concessions, but risking a censure motion that could empower the RN. Adding to the complexity, Attal needs to manage internal disagreements within EPR. Some members are eager for a showdown with Barnier, while others are more cautious. A misstep could alienate potential allies and weaken his leadership. The management of disagreements is particularly essential when he is facing this problem of:

The traitors

A Resignation With a Message: Martine Madelaine and Sélim Denoyelle, former leaders of the Renaissance party in Charente-Maritime, resigned, citing the movement's "rightward shift." They specifically objected to the government's policies on pensions and immigration, arguing that these measures betrayed the party's original values. This resignation highlights the growing discontent among some Macronists who feel the party has abandoned its centrist platform in favour of a more right-wing agenda.

Minister of Ocean Seeking a New Horizon: Hervé Berville, who served as Secretary of State for the Sea in both the Borne and Attal governments, is also charting a course away from the Macronist core. While he maintains loyalty to Macron, he's looking beyond the current administration, expressing a desire to return to his social-democratic roots. Berville has reportedly been in contact with former President François Hollande and former Prime Minister Bernard Cazeneuve, figures associated with the traditional left and plotting for a solid left wing presidential movement in 2027. He's openly critical of the Macronist alliance with the right, particularly on the budget, which he sees as a drift towards "an Orléanist and bourgeois right."

Your ex's bestman, The Justice Crusader: Gone were the days in the Moines Oyster yard, now Sacha Houlie, still invited Stephane Sejourne as his bestman on his own wedding, emerged as the lead dissenter of the formerly Renaissance AN group, and sat as an independent (after the failed attempt to pull more deputies from EPR) and voiced strong opposition to Gabriel Attal's proposed law on juvenile justice, calling it a "very bad text" that undermines the principles of specialized justice for minors. This time, he was successful. With EPR elected officials Stéphane Travert, Belkhir Belhaddad and Lionel Causse, he significantly amended the text in commission, aligning himself with the left and pushing for a more preventative approach, a move that dealt a major blow to Attal and the EPR group, when the person concerned, very interestingly, was not present in thorough the voting process...

Gabriel Attal would like to make this text a marker. He himself did not show up to defend it.

And why betray? As the saying goes, "There are no permanent friends or enemies; only permanent interests." Some started with genuine convictions, believing in a transformative vision, but found themselves gradually disillusioned. Others, always pragmatic, view political parties like career elevators – when one falls, they're quick to find a more promising route.

A classic cocktail blend of opportunistic moves with genuine ideological differences. For our future RE Secretary General, the challenge is clear: craft a compelling vision that speaks to the post-Macron era. It's about creating a narrative and direction that resonates with current members and potentially attracts new supporters. The goal is to provide enough clarity, inspiration, and strategic direction to keep the party united and motivated through this transitional period...And possibly even for a new presidency.

fin.

#gabriel attal #stephane sejourne #french politics #newsletter

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formulatrash · 1 year ago

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Hi Hazel,

I hope you are the right person to ask about this. So the way I understand it, in formula e, formula 2 and indycar all the teams have basically the same car, but it's still very clear that some teams are better than others. What are the teams actually changing to make that difference? I know that indy has two different engines but there has to be more to it. Can you change everything except for the chassis in fe? What is up with f2/f3? Idk this really confuses me from series to series.

no worries, it is confusing tbh.

so all the series you've mentioned have a spec chassis, which means every car looks the same. it has the same parts, from the same supplier. in Formula 2 and 3 it also has the same engine, again all from a single supplier (Mechachrome).

F2 and 3 are supplied a biofuel mix by Aramco (as of this year), IndyCar is fuelled by a biofuel made by Shell and all of Formula E use the same Williams Advanced Engineering battery. so it's not like F1 teams where every garage has a different fluids supplier.

Formula 2 and 3 teams can then change the setup of the car. that's sometimes very important for maintaining a good balance; it's why having an experienced team or a driver with good setup knowledge can make a huge difference and why some ultra-rich drivers like Amaury Cordeel pay for their teammate to share setup and essentially do the work for both cars. that's stuff like front and rear wing angle, ride stiffness, etc.

in Formula E teams can then make certain parts of the car themselves (brake ducts, for instance) and there is also a range of powertrain suppliers. initially, the Porsche powertrain looked unbeatable this season because it had the best race efficiency, whereas that seems to have swung the way of the Jaguar powered cars towards this late stage. the powertrain and the teams management of it make a very big difference to the efficiency of the car. you can also make small tweaks to the physical setup of the car but in FE they're not massively major just because there's no real aero to adjust (FE cars have less downforce than a GT car) only things like tiny increments of ride height and stuff - the overall efficiency is much more important.

in IndyCar there's a common chassis and then Honda and Chevrolet are the engine suppliers. sometimes it's clear that one or the other has the upper hand in terms of outright or sustained speed (so it's pretty noticeable in some years at the Indy 500) but teams can also make substantial setup changes that will vary how quick they are or the way the car behaves. this is a good article about the aerokit options available for IndyCar teams this year.

so, in terms of mechanical or technical things they can change, there is some stuff across all the series and in Formula E or IndyCar it's quite a wide range.

then there's what I'd broadly call operational factors. this is basically how good is the team at competing in their respective series.

that can come down to how well the cars are prepared for and looked after over a race weekend - generally, bigger budget teams will have more mechanics available to work on the cars and so be able to give them more attention. no garage is slacking but if you have more resources, better analytics tools, more option to change parts, etc then you will have an advantage. drivers also pay for parts across the year, so things like crash damage and wear-and-tear might mean that they're re-using parts if they're on a budget that they're replace, if they had infinite funds.

something that's affected all the series recently is the supply chain problems that Dallara (which makes the F2/3 and IndyCar chassis) and Spark (which is a subsidiary of Dallara that makes electric racecars, in FE and XE) has had. so there has been a lack of spare parts at various points across the board and FE currently has a severe lack of Gen3 parts - not at all helped by the carnage in Rome.

then there's how well the teams work with the drivers. how much data processing power they have, how good their performance engineers (the people who translate data to the drivers, basically) are and how well the team can execute strategies. in F2 or IndyCar that can include being slick at pit stops and knowing when to call them but there's also other factors.

take qualifying in F2 and 3, for instance. F2/3 cars use the F1 pit lane, with temporary pits set up in the bays outside the garages (basically where F1 teams do a pit stop) but they can't get inside the garages. which means that they are not allowed to refuel once the car has left the support series paddock, since refuelling is only allowed in garages.

for qualifying you want to run low fuel but also give yourself enough options to get a few runs in. if the track turns out to develop super quickly towards the end but you don't have the fuel to go out again, you'll lose out on position - this happened a weird amount with Prema last year, in F2, even though they're normally one of the best teams, operationally.

and there's lots of little things like that. understanding the tyres so you can get them up to temperature the best, knowing what calls to make if it rains, having the experience and confidence to do that even in series where, since they're literally for training, the drivers don't.

in IndyCar the strategy is super complicated because there's tyres and also fuel and obviously you want to get over the line having spent the least amount of time in the pits but that's going to take being clever and as in all sports a little bit lucky. then there's also the role of the spotter, which is basically to be the opposite of the Ferrari pit wall by accurately and promptly telling the driver about everything happening around them on track. it's not an engineering role, more purely about that sporting awareness and communication - F1 could prob learn.

in FE things are slightly different because FE is slightly different (no different tyre compounds, no pit stops, etc) but basically the teams that can correlated simulator data to put together the best on-track package will be in the lead. and if the mechanics can stay up all night fixing a car from the ground up and still be on it enough to fully prepare both cars the next day then hell, they're the best in the business.

so lots of factors affect how the car performs. generally the biggest constraint for teams is budget because money can fix a lot of the other problems but experience is the next hurdle. Sacha Fenestraz was talking quite a lot about how his engineering team in Nissan is all quite new to Formula E and how much they've had to learn together during the rookie practice on Friday.

#motorsport asks

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