Make sure you don’t have a lot to do for the rest of the day. This may take some time.
Airbus A380 – High-Resolution Interactive Cockpit
This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.
This post originally appeared at Flightglobal.com from 2007 to 2012.
This item just hit Reuters:
ANA to buy 60 Boeing planes for $5.7 bln – paper
TOKYO, Jan 31 (Reuters) – All Nippon Airways (9202.T: Quote, Profile, Research), Japan’s second-largest airline, will spend about 600 billion yen ($5.7 billion) to buy about 60 new fuel-efficient planes from Boeing (BA.N: Quote, Profile, Research), the Nikkei business daily reported on Thursday.
ANA will buy the new planes over the next four years to combat soaring jet fuel prices, the newspaper said.
The new fleet is expected to include 28 Boeing 737-700s and 737-800s, 26 midsize 787s and five of the larger 777-300s, the Nikkei said. ($1=106.23 Yen)
Looking at this new plan, it looks like 787 compensation may be playing a role in this order. At list prices, those 59 aircraft should cost about $7.1 billion. (assumptions: split 14 and 14 737s and 787-8s). With 5.7 billion to spend, that’s a $1.4 billion discount (about 20%) and I’m sure it’ll go even deeper.
Image Courtesy of The Boeing Company
This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.
This post originally appeared at Flightglobal.com from 2007 to 2012.
Boeing Earnings Call
Boeing was unsurprisingly guarded about the 787 in its 2007 earnings calls. We won’t hear specifics until the end of this quarter about where things stand on production and delivery specifics. First flight is still targeted for the end of June, so at least the weather could be nice. Side note, a lot of Dreamliner Two is in Everett. Center fuselage and nose section are the last major parts left to arrive.
One quote from McNerney this morning caught my eye, “By and large, we are absolutely not dropping suppliers.” A qualifier and an absolute in the same sentence…interesting. I would imagine that “absolutely” is the more important part of this sentence, but it does leave potential wiggle room.
Singapore Air Show 2008
I’m able to give significantly more notice (this time) that I will be attending the 2008 Singapore Air Show in mid-February. I personally had seven days notice before I left for the Dubai Air Show last November, so being able to actually prepare for the air show is definitely a good thing. I’ll be doing quite a bit of videoblogging while I’m there, so I’ll be able to provide a significantly better front row seat for all of you that week. More on this as the air show approaches.
British Airways 777
This is really an item I haven’t weighed in on at all, primarily because there have been countless barrels of ink spilled on this topic already. Having flown four different legs on British Airways 777s not three months ago, this whole situation certainly gave me an sinking feeling (more than normal) when first hearing about the accident.
Situations like Quito, Toronto and London illustrate the safety and quality of the design by Airbus and Boeing of their wide-body products. The fact that no one was seriously injured in any of these three accidents isn’t a miracle, it’s a tribute to rugged and durable aircraft design and stellar performance and training of the flight crew.
The inquiry over the last few weeks has led investigators closer and closer toward the fuel system and suspicions, at least initially, point to fuel contamination. If identified as the cause of the engine power loss, then this has both technical and political ramifications. China, not known for its stellar quality control, will have to take the significant steps to ensure that visitors to Beijing for the summer Olympics won’t be risking life and limb on their return flight. The odds of fuel contamination being as slim as they are, this is a perception issue that has far reaching consequences for the growth of tourism to China.
Week in Review
You have likely noticed the lack of a week in review video this week. Don’t worry, I had too. I’m resolving some technology issues and migrating over to a more stable video editing platform that doesn’t crash on me every 10 minutes. Also, I’ll be moving to the Brightcove player which is higher quality. I’ll fold last week’s orders into the next video in a slightly different format than I’ve presented before. Keep in mind the BETA label on the videos is still in full effect.
This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.
This post originally appeared at Flightglobal.com from 2007 to 2012.
Before you read the release, make sure you take a look at what Steve Trimble dug up on the 777F.
Boeing Begins Major Assembly of First New 777 Freighter
SEATTLE, Jan. 29, 2008 –Boeing [NYSE: BA] mechanics began major assembly of the new 777 Freighter at the company’s Everett, Wash., facility today. The 777 Freighter will fly farther and provide more capacity than any other twin-engine cargo airplane.
“We are excited to begin production of the 777 Freighter so we can put the airplane into service with our customers,” said Larry Loftis, vice president, 777 Program, Boeing Commercial Airplanes. “The 777 Freighter’s unmatched range, efficiency and capacity as a twin-engine cargo airplane will significantly enhance our customers’ ability to deliver freight.”
Workers took the first step in major assembly for the new 777 Freighter by loading its 97-foot-long wing spar into a tool that automatically drills, measures and installs more than 5,000 fasteners into the spar. The spar is the internal support structure that runs through the full length of the wings and provides support to the wing.
The first 777 Freighter will be delivered to launch customer Air France in the fourth quarter of 2008.
“Our vision to develop the 777 Freighter as the world’s most capable twin-engine cargo airplane is now becoming a reality with the start of major assembly,” said Kim Pastega, deputy program manager and engineering leader, 777 Freighter Program. “Our customers and suppliers worked closely with us to reach this important milestone.”
Image Courtesy The Boeing Company
This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.
This post originally appeared at Flightglobal.com from 2007 to 2012.
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To celebrate 100 years of Flight International, we want to discover the “100 Greatest” in aviation; by determining the top twenty civil aircraft, military aircraft, engine, people & moments. Here the best civil aircraft is put forward! |
In honor of Flight’s 100th year, which kicks off in 2009, the Airspace forums have opened up a discussion about the greatest civilian aircraft, greatest military aircraft, the greatest engine, most influential person and the most important moment of the last 100 years. I weigh in today on question number one.
I entertained a bunch of different options when deciding which civilian aircraft deserved the title of “greatest.” The title is somewhat arbitrary and greatness can mean many things. My colleague Max Kingsley-Jones picked the A320 and its transformative effect on the European aviation industry. I wrestled between the easy choices, the DeHavilland Comet, Boeing 707 and 747 and Douglas DC-3. All are extraordinary aircraft that have transformed and shrunk the planet Earth, but those are easy choices.
I finally settled on a less conventional choice: The Cessna 172
First flown in 1955, there have been more than 43,000 Cessna 172s built for flight schools, private pilots, and special missions all over the planet. The first 172 sold for just under $9000, today the aircraft goes for just under $300,000, base price. Cessna has almost run through the alphabet with variants adapting and updating the original design to be safer and more technologically advanced with every passing year. The 1955 Cessna 172 wouldn’t recognize a 2008 Cessna 172 with a G1000 glass cockpit, yet the pedigree is the same.
Cessna created an aircraft that incorporated an unprecedented level of engine reliability and aircraft stability that made learning to fly a safer and cheaper goal. This aircraft arguably is the foundation upon which aviation has been built over the last fifty-three years. This aircraft has been the day-one aircraft for hundreds of thousands of pilots.
Just ask any pilot which plane hosted their first flight?
My answer: Cessna 172SP N26502, June 16, 2005.
From the Flight Archives on October 11, 1957 (Same as the Sputnik issue):
Introduced in November 1955, the Model 172 is probably one of the easiest aircraft to fly in the world; it is regularly sold to people with no previous flying experience who, with the assistance of a certified instructor, qualify on the 172 after their first few days of ownership. Powered by a 145 h.p. flat-six engine, the 172 has two adjustable seats at the front and a bench for two at the rear, and the interior is lavishly furnished, soundproofed and very fully equipped with such items as coat hangers, a cigarette lighter, windshield de-frosting and cabin heating. Like all Cessnas, the 172 has an all-metal, flush-riveted airframe with exceptionally low drag. Wings are provided with high-lift slotted flaps and a stall-warning system, and the undercarriage comprises a “Land-O-Matic” main gear with spring-steel suspension and disc brakes, and a fully steerable nosewheel with which the aircraft can be turned round on a taxi-strip less than 30ft wide. Some thousands of Model 172s are at present in service, and production is in excess of 50 per week.
More pictures below the fold.
This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.
This post originally appeared at Flightglobal.com from 2007 to 2012.
The interconnectedness of the aviation industry has often been likened to a massive global chess game. A skilled player makes a move of one piece with deliberate consideration for all the moves to follow, always mindful of the larger picture at hand.
Boeing’s latest move across the global chess board lands in the heart of Texas at the site of the old Kelly Air Force Base in the city of San Antonio, Texas has quietly been growing as a secondary base to compliment the primary Everett 787 production line.
Boeing signed an agreement last July to fly the first eleven Dreamliners to San Antonio for refurbishment and modification following the flight test program.
An article on flightglobal.com earlier this week revealed that number has grown to “at least 20,” according to Keith Graf, an aerospace economic development official for Texas’s state government. Mr. Graf went on to say that, “the number may continue to rise.”
Flightblogger has confirmed with the Federal Aviation Administration that Boeing has filed for an extension of its production certificate to cover the San Antonio facility.
An FAA spokesman said in an email that the request is to permit Boeing “to refurbish 787 airplanes after flight testing and [make] changes needed to bring non-flight test airplanes into type certification configuration.”
In the short term, the growth of San Antionio as a base for 787 refurbishment and modifications draws a direct comparison to the way Airbus has used its secondary European sites to support A380 assembly. Just as Airbus uses its Hamburg facility for interior installation and rewiring of the superjumbo, Boeing is utilizing a secondary site for similar operations.
MUCH MORE BELOW THE FOLD
This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.
This post originally appeared at Flightglobal.com from 2007 to 2012.
The first QANTAS A380 took to the skies this morning over Toulouse. MSN014 with temporary registration F-WWSK will be delivered in her final form as VH-OQA in October 2008.
Image Courtesy Yvan Panas
UPDATE 10:21 AM:
In other QANTAS news, a French blogger Katener photographed A380 structures for MSN029 being delivered to in a convoy earlier this week. A special thank you to a fellow spotter whose eagle eyes identified the MSN and the upper deck window configuration as being unique to the Australian flag carrier.
This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.
This post originally appeared at Flightglobal.com from 2007 to 2012.
I’ve added the following updates to the main A380 production post.
The next delivery of parts for an A380 is expected to take place in a complete convoy over four days from January 21-24, 2008. The convoy will contain both the left and right wings, the horizontal tail plane and forward, middle and aft fuselages. It is unknown which MSN this aircraft belongs to.
Please contact me if you are aware of which aircraft will be getting these parts.
As always, If you feel that there are required changes or additions to any of this information, please do not hesitate to contact me at flightblogger (at) gmail (dot) com or leave comments.
Latest updates below the fold.
Image Copyright Jon Ostrower
This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.
This post originally appeared at Flightglobal.com from 2007 to 2012.
Photos are courtesy of Matt Cawby
This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.
This post originally appeared at Flightglobal.com from 2007 to 2012.
Both American and United have voiced their growing frustration with the pace of development of a suitable replacement for the nearly 400 aircraft they want replaced. Both Boeing and Airbus are in no hurry to replace their narrowbody offerings. But really, why should they? There were almost 1800 A320/737NG aircraft ordered in 2007.
Each excerpt courtesy of Lori Ranson with ATI
United:
Jake Brace, CFO at United parent UAL, told journalists today that in the long term the carrier is “very interested” in a narrowbody replacement that “neither of the manufacturers is offering yet.”
“We are encouraging them because we think that is the right way to replace what is a pretty large narrowbody fleet for us,” Brace says. He adds the carrier would not seek a replacement aircraft until well into the next decade.
American:
Management at American Airlines is hinting the carrier might have to use current Boeing narrowbodies to replace its MD-80 aircraft as a result of slow movement by manufacturers in offering a next-generation narrowbody design.
CEO Gerard Arpey tells analysts and investors the carrier “continues to be a little discouraged” by the timing of the next generation narrowbody.
According to the Flight ACAS database, there are 615 active MD-80 and Classic 737 aircraft being flown by Delta, Northwest, United and American. These airlines have made no secret of their desire to replace each and every single one with a newer generation of fuel efficient aircraft.
Enter the CSeries
The frustration by US airlines presents itself as a golden opportunity for the Bombardier CSeries. There has been speculation as to whether or not the new 110/130 seat aircraft will ever see an official launch. However, according to Mary Kirby of Runway Girl/Flight International/Air Transport Intelligence:
“We expect to have guidance by the end of 2008 on whether to go forward with that,” said Bombardier director, airline industry analysis and strategy Chuck Evans today during an Air Transport World webinar.
Bombardier could wait until the end of the year before announcing a decision on whether to launch the proposed 110/130-seat CSeries.
He notes, however, that Bombardier sees the CSeries “as the next logical step for our business”.
He adds: “We’re looking at the CSeries as the future platform to carry us [into the] future.”
Source: Air Transport Intelligence news
This post was originally published to the internet between 2007 and 2012. Links, images, and embedded media from that era may no longer function as intended.
This post originally appeared at Flightglobal.com from 2007 to 2012.