Lufthansa is getting some attention for a curiosity.

She's bringing into her family a plane that other airlines have been flying for a decade.

Nevertheless, their new Boeing 787-9 is being celebrated as if the Wright brothers had flown into Frankfurt.

Bless her, good news is always welcome these days.

The latest version of the two-engine machine, nicknamed the Dreamliner, is pleasantly quiet, economical, replaces outdated four-engine models and whets the appetite for modern technology.

Only: It's not actually Lufthansa.

The D-ABPA and four other siblings were built by Boeing for Hainan Airlines, but were never accepted by Asian society in the wake of the corona-related aviation crisis.

Lufthansa, which was buoyed by an unexpectedly strong upswing as the pandemic abated, seized the opportunity to deliver its specially ordered 787s, which were configured as desired from the outset, from next year.

Lufthansa is now converting the cheaply acquired daily registrations, each with around 3000 man-hours, to its appearance as best it can and as far as it is financially justifiable.

She paints the outside, puts on blue seat covers on the inside, decorates walls and washrooms, but the basic layout remains as it was.

In an equally unusual step, she recently started doing this with four Airbus A 350-900s, which were in use for Philippine Airlines for a few months before the forced break.

They commute between Munich and Canada, sometimes fly unscheduled to New Delhi and reportedly have good business hours.

Anyone who sits in it feels the trump cards: a whopping 1030 km/h above ground, quiet, stable in the air, agile in the casually taken curve after the start.

But he also senses the malice of the object.

Even before departure, four seats in the business class, which is not insignificant for reputation and contribution margin, are defective.

On the way, the fifth capitulates.

Passengers have to move, families are separated, a woman is demoted to the premium economy.

Good for him

The repair is faltering

The experience from the machine with the identifier D-AIVC is obviously not an isolated case.

As can be heard, Lufthansa is currently selling four fewer business seats than possible, accepting the loss of income, in order to be able to react flexibly to failures.

The repair is faltering.

Spare parts ordered at the beginning of the year are still not there, Lufthansa has no experience with the properly dimensioned seat and probably also plays an unusually subordinate role as a mini-customer with the manufacturer Thompson Aero.

Lufthansa usually works together with Recaro.

It's also stuck on other little things.

The film played at the start about the safety equipment comes from the A 330-300, the Flynet internet connection is not connected, there are no external cameras.

"By further modernizing the fleet, we are reaffirming our claim to be one of the five top airlines in the world in the future," said Board Member Detlef Kayser at the time of commissioning and promised a premium flight experience.

The Asian partial foreign body still tends to stand out from the image account.

Let's see if that makes the Boeing 787 celebrated last Friday any better.