Airbus expects 33% of aircraft deliveries to go Asia/Pacific airlines over next 20 years
By Aaron Karp | March 8, 2011


Airbus said Asia/Pacific carriers will need 780 very large aircraft such as the A380. Courtesy, Airbus.

Airbus projected Monday that Asia/Pacific airlines will take delivery of around 8,560 new aircraft valued at $1.2 trillion over the next 20 years, representing 33% of new aircraft deliveries worldwide over the forecast period. By 2030, the region will have surpassed North America and Europe to become the world's largest air transport market, the manufacturer stated in a forecast issued in Hong Kong.

"In terms of growth, Airbus expects the number of passengers carried by Asia/Pacific airlines to rise by 5.8% per year while the amount of freight passing through the region will increase by 7% annually. This compares with global average increases of 4.8% in the passenger market and 5.9% for cargo."

The manufacturer projected that 78% of the 3,680 aircraft currently in service with Asia/Pacific airlines will be replaced over the next two decades. Airbus predicted aircraft acquisitions in the region will be driven by "the concentration of populations in the region around the main urban centers and the need for more seats between fast-growing mega-cities."

Carriers in the region will acquire around 3,360 new widebodies over the forecast period, representing 40% of widebody purchases, according to Airbus. Asia/Pacific carriers will need "780 very large aircraft such as the A380 and around 2,580 twin-aisle widebodies such as the A330 and new A350 XWB," it stated. "Within the next 20 years Asia-Pacific airlines will be carrying a third of all passenger traffic…In order to meet the expected demand efficiently, larger aircraft will be needed to ease congestion and do more with less."

The region will have a requirement for around 5,200 new 100-210 seat aircraft "driven primarily by the growth of low-cost carriers as well as the opening of new secondary short-haul routes, especially in China, India and South East Asia," the manufacturer predicted.

On the cargo side, Airbus forecasts that the region's dedicated freighter fleet will increase four times to 1,056 aircraft by 2030. While noting that most of these will be converted passenger aircraft, it predicted that 270 new build freighters will be delivered to the region over the period, representing "over 30% of expected global demand for new production freighters."


Source: ATW.

Iberia announces order for up to 16 A330s
By Cathy Buyck | March 7, 2011


Iberia, which merged with British Airways into International Airlines Group in January (ATW Daily News, Jan. 24), said it reached agreement with Airbus to order eight A330-300s with options for eight more. Separately, Airbus announced the signing of an MOU with IB for the acquisition of eight A330-300s but did not mention a further eight options. It did not provide a delivery date, but IB said that deliveries will occur between fall 2012 and spring 2014, and are earmarked to replace “up to 16 A340 family aircraft.” IB's widebody fleet consists of 18 A340-300s and 17 A340-600s. Engine selection was not announced.

“The A330 is an excellent aircraft, both in terms of comfort and operational performance, and it will be a welcome addition to Iberia’s fleet. It also provides us with considerable cost benefits due to its lower fuel consumption and commonality with Iberia’s existing long-haul aircraft,” said IAG CEO Willie Walsh in a statement. With the new aircraft and options, “IAG will have the flexibility to determine the overall size of Iberia’s long haul-fleet and capacity in future,” it added.


Source: ATW

8? muy pocos, y mas si son solo para reemplazar A340s :(

Cathay Pacific orders 27 widebodies

DATE:09/03/11
By

Cathay Pacific Airways is to add 27 widebodies worth HK$51 billion ($6.55 billion) at list prices to its fleet under agreements inked with Airbus, Boeing and International Lease Finance (ILFC).

The Hong Kong-based carrier announced today it is acquiring an additional 15 A330-300s and 10 more 777-300ERs direct from the manufacturers, and taking an extra pair of A350-900s under a deal with ILFC. The airline says it will take delivery of all of the aircraft before the end of 2015.

The latest orders follow deals announced by Cathay in September for 30 A350-900s to be delivered from 2016 to 2019 and six 777-300ERs to be delivered between 2013-2014.

Cathay says today's new orders will "enable the airline to replace older, less fuel-efficient aircraft as they are progressively retired from the fleet and at the same time continue with the expansion of its passenger network".

Cathay says it now has a total of 91 new aircraft on order for delivery by 2019.

"Both the A330-300 and the 777-300ER are modern, fuel efficient aircraft that have already proved their value in our fleet," says Cathay chief executive Tony Tyler.

"Our plan is to retire our 21 747-400 and 11 A340-300 aircraft before the end of the decade... This is important both for environmental reasons and from a financial perspective as fuel remains our greatest single cost," he adds.

The 15 new A330-300s will be powered by Rolls-Royce Trent 700 engines.

Boeing moves closer to regulatory approval of the 787
DATE:11/03/11
By Jon Ostrower


Boeing has completed 85% of certification test points for regulatory approval of the Rolls-Royce Trent 1000-powered 787.

Scott Fancher, 787 programme vice president and general manager says the airframer is still aiming to deliver the first 787 to Japan's All Nippon Airways in the third quarter

Boeing says the General Electric GEnx-1B-powered 787 is "just over 65%" through it's certification test points.

Fancher's comments came at the opening of the company's San Antonio, Texas 787 change incorporation facility, which is now hosting Airplane 23, likely the first of the long-range twins for Japan Airlines.

San Antonio will host at least six aircraft, including three test aircraft, through 2013.

Additionally, Fancher says extended twin operations testing (ETOPS) and system functionality and reliability (F&R) evaluations are expected to begin in the "next couple of months" and will be among the final certification tasks for the programme.

The airframer initially planned to deliver the first 787 to ANA in May 2008, but the programme has been beset by years of delays stemming from design changes and issues with its global supply chain.


SOURCE: Air Transport Intelligence News

Boeing returns 777 rate to seven per month
DATE:13/03/11
By Jon Ostrower


Boeing has returned its 777 production rate to seven aircraft per month after dropping down to a rate of five aircraft per month following the global economic crisis, the company has announced via Twitter.

The company says it plans to return to the 777's production peak in March 2010, just 11 months after it opted to cut the rate to five aircraft per month.

The return to seven aircraft per month is enabled through reactivation of its third systems installation positions at the beginning of the moving horse shoe-shaped final assembly line at its Everett, Washington facility.

Previously, Boeing had been using two of the three systems installation positions when it dropped down to five aircraft per month in June 2010.

The airframer will first stabilise its rate at seven per month before moving to its next level - 8.3 aircraft per month - announced in December 2010, a target set to be achieved by first quarter 2013, delivering 100 777s per year.

Boeing 777 vice president and general manager, Larry Loftis, said in a recent briefing that the company was evaluating long lead time production parts and has been conducting a production readiness assessment, ensuring the supply chain is ready for the increased output.

Understanding its coming rate increases across 737, 747, 767, 777 and 787 programmes, Loftis says Boeing is staggering jumps in production across the supply base to allow for stabilisation at a given rate before moving to its next rate break.

Loftis adds that the company is evaluating the staffing, capital requirements, manufacturing plans of its first tier suppliers, as well as extending those same assessments to sub-tier suppliers.

Boeing says increased demand for the 777 is driving the production rate decisions and has already taken orders for 29 new 777s in 2011.


SOURCE: Air Transport Intelligence News

Alguien sabe la lista del orden de construccion del 787????

What are the major factors as airlines start to evaluate the new Leap-X and PW1100G?
DATE:14/03/11
By Brendan Sobie

New-generation narrowbody engines have moved into the spotlight since the launch late last year of the Airbus A320neo, prompting dozens of carrier to start analysing the benefits and drawbacks of new powerplant technology.

Virgin America's A320neo order triggered the first formal competition between the CFM International Leap-X and Pratt & Whitney PW1100G. Two other carriers, India's IndiGo and Brazil's TAM, have signed memoranda of understanding to acquire A320neos, and as part of A320neo evaluations several major airlines are examining the two new engines, which account for most of the 15% fuel burn improvement touted by Airbus for the re-engining programme. Decisions are expected by mid-year.

However, the A320neo, due to enter service in the second half of 2016, is by no means a sure bet for any airline. Engine maintenance costs are one of the main question marks.


Virgin America's A320neo order triggered the first formal competition between the Leap-X and Pratt & Whitney engines


CFM and Pratt & Whitney are both promising lower maintenance costs, although the new powerplants' cores will run hotter than those of current-generation engines. Several potential customers, however, remain sceptical.

"We are very concerned about the life cycle and maintenance costs of new-generation engines," says Qatar Airways management adviser Stephen Vella.

"Engine manufacturers are trying to extract more and more from existing technology and some, in our opinion, have unrealistic expectations. This will affect reliability and on-wing time adversely, and therefore cost per engine flight hour. Maintenance cost and other extensive guarantees form an integral part of our engine selection process."

Life cycle and maintenance costs are also a concern of low-cost airlines.

"We need to understand the logic better and we are working with manufacturers to understand this limitation," says AirAsia head of engineering Azhari Dahlan. Lufthansa is also participating in the customer focus teams for both new engine programmes but has yet to receive sufficient data to be assured of lower maintenance costs, says Lufthansa group fleet management executive vice-president Nico Bucholz. "The only thing I see at the moment is the fuel burn. The maintenance costs, I'm yet to be convinced."

However, Virgin America chief executive David Cush voices confidence: "Everything we've seen says the engine will be on wing longer and have lower maintenance costs."

So far, Virgin America is more familiar with GTF technology, which is featured on the PW1100G. But "from everything we are hearing we should be able to get the same maintenance efficiencies" for the Leap-X, says Cush. He adds that both manufacturers are also making similar promises when it comes to reduced fuel burn.

The "true competition" is only beginning this month, ahead of a decision by the end of June but before signing its 30-aircraft order in January, Virgin America had enough data on the two engines to be confident the A320neo will reach the 15% target, says Cush.

"Most people, when they talk about a new aircraft, they are talking about 20%, maybe a few percentage points more, in terms of fuel efficiency gain," he notes. "The way we are looking at this is: we are getting three quarters of the efficiency gains with none of the headaches of a new fleet or a second fleet."


Commonality between the current-generation A320 and A320neo was the single biggest factor in Virgin America's decision to sign as A320neo launch customer, says Cush, citing 95% parts commonality and a cockpit that is "essentially the same". He adds: "The alternative for us is a new aircraft, and that ruins a lot of our economics."

Virgin America today operates 35 CFM56-powered A320-family aircraft. It expects to take eight more A320s by the end of 2011, another 10 in 2012, and another 30 current-generation A320s in the period from 2013 until delivery of its first of 30 A320neos in the second half of 2016.

Some of Virgin America's older A320s will start to come off lease in 2015 and 2016, but Cush envisages it operating a mixed fleet of current-generation A320s and Neos for "quite a long time".

Naturally, some carriers that have not yet committed to the A320neo are pushing for further fuel-burn improvements. "The manufacturers need to do more as fuel costs will continue to increase," says AirAsia's Azhari.

RANGE IS CRITICAL

In addition to fuel consumption and maintenance costs, factors in AirAsia's A320neo evaluation include maintenance time, MRO location, customer technical support, acquisition costs, future resale value and design suitability to the low-cost carrier model.

Last month, AirAsia deferred delivery of 10 A320s from 2012 to 2015, seeking "flexibility to switch" to a "new-generation A320 which is more fuel efficient". Azhari declines to say when AirAsia expects to make a decision on its post-2015 fleet.

Bucholz says Lufthansa's A320neo decision is not imminent. "We are evaluating that," he says. "It's something that, if all the elements are right, we would consider, but it's a bit early."

For Lufthansa, range is critical. The airline uses its A320s and Boeing 737s on shorter sectors than other operators. "We have in the group some 737 new generations, we have some 737 classics. The 737 classics are outperformed by far by the new generation of the A320s. [But] if you don't need that sort of operational capacity obviously you are paying for it on each flight," Bucholz says, referring to the extra range.

"That's why we still have the classics. You really need to see if the Neo just gives me that much more of what you don't need."

He adds that generally, when Lufthansa looks at new aircraft, the main question is: "Do we get a tangible operational, environmental and economical benefit?"

For Qatar, the relevant factors are aircraft size, payload and range; take-off and en route performance; cabin layout dimensions and features; cargo capability; facilities impact; noise and emissions; aircraft systems philosophy and maturity; maintainability; commonality with existing fleet; product support quality, guarantees and warranties; and investment in spare parts, tooling and ground equipment.

"Each of these factors has a different degree of influence on the overall evaluation," says Vella. "New aircraft operating economics are benchmarked against the existing fleet in a proprietary evaluation model that brings together on the one hand forecast demand and yield to derive revenue, and on the other hand the variable and fixed costs associated with each of the aircraft types under evaluation to determine relative operating profit.

"Aircraft availability and net pricing do have a significant influence on the results, as do relative fuel burn and maintenance costs. The beauty of an evaluation model is that it facilitates extensive sensitivity analysis of all evaluation variables so that we can understand how they influence the economic result. This is very useful during manufacturer negotiations." Qatar plans to make a decision "within the next six months, probably before the Paris air show", says Vella. "Our evaluation is focused on the A320neo and the [Bombardier] CSeries; it is not inconceivable that we might order both as they are distinct aircraft families optimised for different missions. The 737NG makes no sense for Qatar Airways as it does not deliver anything different than what we currently have on our new A320s."

In 2016 and 2017, A320neo slots are limited because it will take time to spool up production of the Leap-X and PW1100G. As a result Airbus will have to continue producing both the A320 and A320neo for some time.

"My suspicion is in the months to come Airbus will sell out of Neo positions fairly quickly," Cush says. "It was tough negotiating just to get the positions we did get."

Panama's Copa and South Africa's Comair, which have recently placed new 737NG orders, did not give the A320neo any serious consideration. "We remain very satisfied with the economics, passenger acceptance and reliability of the 737-800," says Copa senior vice-president of operations Dan Gunn.

Comair joint chief executive Gidon Novick notes: "All the knowledge we have built up is with Boeing."

FUEL ECONOMICS

However, Novick acknowledges that "we'd love more" than the 2% fuel burn improvement being introduced later this year, as part of a package of 737NG improvements that includes the upgraded CFM56-7BE Evolution engine, and Gunn says Copa is "looking forward to the improved fuel economics which should give the aircraft an advantage on the long hauls relative to the current aircraft".

Meanwhile, Bill Ayer - chief of Alaska Air, which recently placed its first 737-900ER order - asserts: "We like the airplanes that Boeing produces and we are interested to see what they come up with next."

Boeing is not expected to start producing a new-generation narrowbody until early next decade, and many of its customers appear not to mind the wait as long as it ushers in a true step change in efficiency.

This raises a question: how big an advantage is there in scooping up early A320neo delivery slots, and is it big enough to entice Boeing to speed up its response?

"My gut feel is if Boeing goes forward with a new aircraft sometime in 2023 or 2025, that will be a more efficient aircraft than the Neo," says Virgin America's Cush. "The flip side is we'll have had seven or eight years of operating a much more efficient airplane."


SOURCE: Flight International

Rolls-Royce details next-generation engine studies
DATE:14/03/11
By Andrew Doyle


Rolls-Royce stands alone among the "big three" powerplant manufacturers in its reluctance to participate in Airbus's A320neo re-engining programme, arguing that only an all-new airframe application could justify the development costs involved.

"We couldn't make a valid business case out of that opportunity," says R-R vice-president for strategic marketing Robert Nuttall. "It's for other companies to decide their business case assumptions."

The UK manufacturer thinks re-engined airliners tend to stay in production for a relatively short period and are not sold in sufficient volumes to justify the investment. Instead, the company is focused on maturing technologies it believes will find their way into the new powerplants that will equip the clean-sheet 150-seat airliner designs likely to enter service in the next decade and beyond.


Rolls-Royce has carried out extensive rig testing of open-rotor technologies


The key is that these aircraft - unlike re-engined versions of existing airliners - will be "fully optimised at a systems level, including infrastructure to some extent", says Nuttall. R-R's broad-brush approach is aimed at readying technologies that could be applied in two- or three-shaft engines towards the end of the decade, powering narrow- or widebody airliners. Boeing recently indicated it may move to offer a new narrowbody family to replace the 737 for service entry as early as 2020.

"We said last year that we believed that successful business for an aeroengine manufacturer lay within new aircraft and new engines, closely optimised and integrated, and clearly a new Boeing aircraft fits right into that definition. Obviously we would be interested in that application," says Nuttall.

MYRIAD RESEARCH PROGRAMMES

The technologies being studied at R-R are bundled into Advance 2, which includes two-shaft engines for corporate, regional and some narrowbody airliners, in roughly the 16,000-25,000lb-thrust (70-110kN) range; Advance 3 (three-shaft engines that could power larger narrowbodies, in addition to widebodies); and open rotor.

These are made up of myriad research programmes, looking at small components all the way up to full engines that amalgamate several projects.

"We see Advance 2 as our option to come back into [the 150-seat] market when there is an appropriate aircraft that we believe we will have the longevity to make a solid business case for us," says Nuttall.

The Trent XWB - in development for the Airbus A350 long-range widebody - "slides into" Advance 3 as there is a "strong linkage" between the two, says Nuttall. "We may take Advance 3 down to way below where the Trent exists today," he adds, as the three-shaft architecture could be an attractive proposition for larger narrowbodies too.

He points out that one of the two engine options for the out-of-production Boeing 757 narrowbody was the three-shaft RB211-535. However, at lower thrust levels the components of a three-shaft engine could become too small to be practical.

Despite the fact that the two-shaft, large-fan engines offered by its competitors provide similar performance in terms of fuel burn, "we believe there is a distinct advantage to three-shaft engines", says Nuttall.

"There are certainly benefits in terms of the ruggedness and stiffness of the engine, and weight," he adds.

R-R's fan and combustor technology studies are generally applicable to both Advance 2 and 3. However, compressor technology is bespoke, depending on the number of shafts in the engine.

Both Advance projects are targeted at delivering a 15-20% reduction in fuel burn compared with the engines they will replace, while providing a similar reduction in noise.

Open rotor is "more 2023-2025 in timescale" and "pretty much targeted at the middle of the market, something like 25,000-35,000lb of thrust", says Nuttall.

"We are still convinced that this is the only potential game changer."

EXTENSIVE TESTING

Fuel-burn improvement would be about 10% over an equivalent advanced turbofan, but the open rotor would be noisier, although still "quieter than anything flying today".

R-R has already carried out extensive rig testing of open-rotor technologies, and is working with the airframers to understand the installation issues.

The Environmentally Friendly Engine three-shaft core technology demonstrator is based on a fan-less Trent 1000 donor engine, "which we understand better than any other engine we've ever produced", says Nuttall. The tests in Bristol, UK involve several different engine "builds", each of which incorporates a range of experiments. The two-shaft E3E (efficiency, environment, economy) core testbed in Stuttgart, Germany incorporates "the most efficient two-shaft compressor in the world", says Nuttall.

This has already been run at sea level and at altitude. The next set of tests involve "more detailed work", which are "important as a test vehicle for whatever happens in the narrowbody, corporate and regional markets", says Nuttall.

In parallel, two sets of tests for open rotor are being run. One involves a gearbox rig, and in the third quarter of 2011 R-R will run another rig test to optimise the rotor design using its one-sixth-scale open-rotor assembly.

A European programme has been proposed to test-fly a full-scale open-rotor demonstrator as part of the Clean Sky research project, but it would take around six years to reach that milestone, and another six to certificate such a powerplant for an airframe application, meaning it would be the middle of the next decade at the earliest before an open-rotor engine could enter service.

R-R's advanced low-pressure systems study covers composite fans and fan cases, as well as lightweight low-pressure turbines. These technologies will ultimately be flight-tested in a Trent 1000.

At the components level, specific studies are focused on composite fan blades and fan cases. "A bit of an issue for us is that our titanium blade is so good that it is actually lighter than most companies' composite blades, so we have to wait for a technology step so that we can move to composite for the next generation," says Nuttall.

BETTER AERODYNAMICS

Low-pressure turbine blades are large compared with high-pressure blades, and therefore offer greater potential for weight reduction. "We're looking there at titanium aluminide as a material for the blades." Meanwhile, says Nuttall, "we are always pursuing better aerodynamics.

"Managing the air fluid through an engine is our number one job, and the biggest tool to do that is advanced computing. As we get more and more accurate data on what the air is doing we can do a better job of designing the aerofoils," he adds.

A lean-burn combustion system study known as Alecsys covers the entire fuel system. Lean-burn combustors have the potential to significantly reduce NOx.

"The trade there is that you increase complexity and weight, because of the extra burners," says Nuttall.

"In the compression section we're looking at blisks. There will be blisks in the XWB and we're looking to extend that. They've got performance, maintenance, and manufacturing benefits."

Air from the compressor is used to cool components throughout an engine. "If we waste any of that, we've wasted fuel to produce it," says Nuttall. "Therefore if we can improve the sealing within the engine we're saving fuel burn all the way down the line."

Taken together, the studies of the Advance 2 and 3 cores, composite fans and combustor technology "cover a range of architectures, de-risk them and prove that what our designers say will happen, will happen", says Nuttall. "It's a very comprehensive, broad set of technology building blocks that we can assemble into two-shaft, three-shaft and - with the exception of the fan - the open rotor.

"Basically, we're sweating every part of the engine to get the ultimate out of it. We've defined a 15-year programme, but it's all got to end up in a commercial engine and it's all got to have a benefit for customers."


SOURCE: Flight International

Boeing looks at increasing 737 output to 42 per month
DATE:15/03/11
By Jon Ostrower


Boeing is taking "a hard look" at advancing 737 production to 42 aircraft per month.

Jim Albaugh, CEO of Boeing Commercial Airplanes says the airframer is examining a further production increase of its narrowbody output at its Renton, Washington facility.

Albaugh's comments came at the International Society of Transport Aircraft Trading (ISTAT) in Scottsdale, Arizona.

Boeing is currently ramping 737 production beyond 31.5 aircraft per month with plans to advance to 35 per month by early 2012, followed by a further jump to 38 aircraft per month by the second quarter of 2013.

Albaugh says the company continues debate over re-engining the 737 aircraft or designing a new aircraft sized larger than today's 737, though either way the 737 production will continue for at least 15 to 20 years.

As of the end of February, Boeing held an unfilled order backlog of 2,136 737s.


SOURCE: Air Transport Intelligence News

Boeing to miss 787 performance spec: Albaugh
DATE:15/03/11
By Jon Ostrower


Boeing Commercial Airplanes CEO Jim Albaugh, for the first time, has acknowledged that the 787 will miss its intended performance specifications, though the majority composite jet will still meet the mission requirements of its customers.

"I'll be the first to admit that we're not going to meet the spec, but I think we'll be able to meet what our guarantees are," said Albaugh today at the International Society of Transport Aircraft Trading (ISTAT) conference in Scottsdale, Arizona.

Boeing's current spec calls for the aircraft to fly 14,200km to 15,200km (7,650nm to 8,200nm) range at maximum takeoff weight (MTOW) of 227,930kg (502,500lb) with 242 passengers in a three-class configuration.

Albaugh says "the first airplanes are going to be a little heavy" and the company has engine and airframe performance improvement packages to "clean the airplane up".

He adds: "I feel pretty comfortable that over time we'll be able to get to [14,800km (8,000nm) range]." However, adds Albaugh, "When that date's going to be, I can't tell you."

Originally designed to fly 14,200km to 15,200km with a maximum takeoff weight (MTOW) of 219,540kgs (484,000lbs), the MTOW has creeped up to 227,900kg (502,500lbs) in part to regain the aircraft's payload range performance, starting with Airplane 20.

Mike Bair, who currently heads Boeing's 737 advanced development effort, said in a recent interview that the 787 would achieve "high teens in terms of fuel burn" advantage over the 767 and "high single digits in terms of cash operating costs," but adds: "It would've been higher, but we decided to trade some of that currency for payload range, so to give the airlines an opportunity to work the revenue side of the equation."

Both 787 engine suppliers Rolls-Royce and General Electric are working on improvement packages for their respective engines. Rolls-Royce will introduce its 'Package B' model, expected to bring the Trent 1000 engine within 1% of originally planned specification, while GE is currently flight testing its Product Improvement Package (PIP1) on its 747-100 test bed.

The Rolls-Royce 'Package B' Trent 1000 includes a revisedsix-stage low pressure turbine (LPT) design, high-aspect-ratio blades, relocation of the intermediate-pressure (IP) compressor bleed offtake ports and a fan outlet guide vanes with improved aerodynamics. Boeing says the Package B configuration has not yet flown on any of the 787 test aircraft.

Further, industry officials suggest that Rolls-Royce is working on a 'Package C' engine intended to further improve engine performance on the larger 787-9.

GE says PIP1, which includes a revised low pressure turbine (LPT), will be test flown on ZA005 mid-year. The revision increases the blade, vane and nozzle count after a weight-saving reduction in these areas reduced performance. PIP1 is believed to bring the GEnx-1B engine within 1% of planned specification, say industry officials.

A second PIP2, which features aerodynamic improvements to the high pressure compressor (HPC), has been in ground testing since December and GE expects to flight test the changes in the second half of 2011.Certification of these changes is likely in the first quarter of 2012, followed by entry into service in late 2012, says GE.

Japan's All Nippon Airways anticipates taking delivery of the first 787 in the third quarter of 2011.


SOURCE: Air Transport Intelligence News

Udvar-Hazy sets high bar for 787 profitability, performance
DATE:16/03/11
By Jon Ostrower


Industry icon Steven Udvar-Hazy has given his assessment of Boeing's 787 potential profitability, saying the US airframer will need to sell at least 1,500 twin jets to break even after more than three years of delays, while saying the jet may need more power to meet its performance goals.

"The break even point for the 787 has moved far, far to the right. You can imagine their [research and development] cost has skyrocketed compared to the original projection," says Udvar-Hazy, now-CEO of Air Lease Corp, speaking to a group of journalists on the sidelines of the International Society of Transport Aircraft Trading conference in Scottsdale, Arizona.

Boeing has earned 843 orders for the new majority composite twin jet, though the programme has struggled with supply chain and design issues that have added an estimated billions in cost overruns.

"This means the number of aircraft they'll have to sell will be significant and my guess is at least 1,500. But then again, that's a 30 to 40 year production cycle," he says.

Boeing estimates the market for the 787-sized aircraft is more than 3,300 units, with an expectation to capture at least half of the market over 29 years.

That target for 787 profitability would set a high bar, as the company's original widebody 747, which in its more than 40-year production run has sold 1,525 747 aircraft covering 21 different commercial and military models, making it the most popular twin-aisle jet in commercial aviation history.

Coupled with aggressive pricing on at least the first 300 aircraft, Boeing will have to sell significantly more of the widebody twin - or convert orders to the more expensive 787-9 - to ensure its recurring costs to build each 787 fall lower than the sale price.

In his previous role as CEO of the International Lease Finance Corporation (ILFC), Udvar-Hazy placed an order for 74 787s.

Air Lease currently has no 787s in its portfolio, though Udvar-Hazy says "the logical next step in three or four years is to take some role in the A350, particularly -900, and the 787-9. But that's not a current priority."

The lack of availability of near-term delivery dates for the A350 and 787, says Udvar-Hazy, centres his focus on current production models. "Those aircraft don't produce any revenue for us, and as a new company we've been focused on getting aircraft we can actually put in our portfolio. An aircraft that actually delivers in 2020 doesn't have a lot of value to me right now. If I had a 1,000 airplanes that's one thing, but we started from nothing."

According to its latest schedule, Boeing plans first delivery of the 787 to Japan's All Nippon Airways in late July, though Udvar-Hazy says the certification of the new jet and the larger stretch remains -9 an uncertainty.

"I don't want to make any prediction on when they're going to certify the plane or deliver the -9, I just don't know. I don't think anybody knows to be honest with you, people have expectations, but who knows what the FAA is going to do."

Boeing says it expects to deliver the first 787-9 in late 2013 with Airbus' A350-900 XWB entering service the same year.

Udvar-Hazy also believes the jet will remain overweight if Boeing is unable to covert its titanium structural reinforcements to lighter-weight composite materials, but achieving the 14,800km (8,000nm) specification will require more thrust and higher take off weights to meet that goal.

"My gut feeling is that the airplanes will always be heavier and they'll just have more power and they'll just increase the max takeoff weight and say we still meet the spec. It's just going to become a heavier more powerful animal. Show me one commercial jet that hasn't been heavier, whether it's the A380 or the 777 or the A330, they're always heavier."


Source: Air Transport Intelligence News

Boeing needs to sell 1,500 787s to break even: Udvar-Hazy
DATE:17/03/11
By Jon Ostrower

Industry icon Steven Udvar-Hazy has given his assessment of the profitability potential for Boeing's 787, saying the US airframer will need to sell at least 1,500 twinjets to break even after more than three years of delays.

"The breakeven point for the 787 has moved far, far to the right," the Air Lease chairman and chief executive said during the International Society of Transport Aircraft Trading conference in Scottsdale, Arizona earlier this month. "You can imagine their [research and development] cost has skyrocketed compared to the original projection."

Boeing has earned 843 orders for the new majority composite twinjet, although the programme has struggled with supply chain and design issues.

"This means the number of aircraft they'll have to sell will be significant and my guess is at least 1,500. But then again, that's a 30- to 40-year production cycle," says Udvar-Hazy. Boeing estimates the market for 787-sized aircraft is more than 3,300 units, with an expectation to capture at least half of the market over 29 years.

That target for 787 profitability sets a high bar, given that the company sold 1,525 of its original 747 widebodies in more than a 40-year production run, making it the most popular twin-aisle jet in commercial aviation history.


SOURCE: Flight International

Conceptual 787-10 'would be a good airplane': Udvar-Hazy
DATE:17/03/11
By Jon Ostrower


Boeing's conceptual 787-10 will provide an ideal replacement to the A340-300 and 777-200 on routes from the US west coast to Asia and trans-atlantic missions, says Air Lease CEO Steven-Udvar Hazy.

"I think it would be a good airplane," says Udvar-Hazy.

Boeing hopes to aim the simple stretch of the 787-9, with common Rolls-Royce Trent 1000 and GEnx-1B engines, landing gear and structures, at the A330-300's 295-seats and 10,830km (5,850nm) range, with a "low-cost stretch", says Udvar-Hazy on the sidelines of the International Society of Transport Aircraft conference in Scottsdale, Arizona.

Jim Albaugh, CEO of Boeing Commercial Airplanes, says the -10 would seat just over 300, an additional 43 passengers over the -9, and estimates of the aircraft's range have centred around 12,700km (6,900nm).

The potential economics of the new jet are "eye-watering", adds Albaugh. However, he says that the 787-9, with its goal of flying 14,800 to 15,700km (8,000 to 8,500nm) with 250 to 290 passengers, must be "debugged" before the performance of the "-10X" is fleshed out.

Udvar-Hazy says the 787's majority-composite airframe needs to "go on a diet" and convert titanium used for structural reinforcement to composite to lean out the empty weight of the aircraft.

"My gut feeling is that the airplanes will always be heavier, and they'll just have more power and they'll just increase the max takeoff weight and say we still meet the spec. It's just going to become a heavier more powerful animal," he adds.

Starting with 787 Airplane 20, Boeing will offer a 228,500kg (502,500lb) MTOW to recover a portion of its lost payload range capability.

Albaugh says: "I'll be the first to admit that we're not going to meet the spec, but I think we'll be able to meet what our guarantees are. And you got to remember, the first airplanes are going to be a little heavy, there are a lot of things that we're going to do to clean the airplane up, a lot of things to do with the engine manufacturers, and I feel pretty comfortable that over time we'll be able to get to the numbers that you just quoted. When that date's going to be, I can't tell you."

That sentiment is echoed by Udvar-Hazy: "The feeling I have is on the -9 is that they've learned so much they'll incorporate a lot of what they've learned on the -8s."

Boeing hopes to deliver the first 787-8 to All Nippon Airways in late July, followed by the 787-9 in late 2013 to launch customer Air New Zealand.

Yet, after three years of delays to the programme. Udvar-Hazy concedes: "I don't want to make any prediction on when they're going to certify the plane or deliver the -9, I just don't know. I don't think anybody knows to be honest with you, people have expectations, but who knows what the FAA is going to do."

Looking farther down the line, Udvar-Hazy says a high gross weight version, not available until 2018 or 2019, of the -10, "or what I call the -10LR, because neither Rolls-Royce nor GE right now can give you the thrust and the configuration that makes sense."


SOURCE: Air Transport Intelligence News

No se si este sea el hilo correcto, pero hoy fue el primer vuelo del 748i y aquí les dejo un video: http://www.youtube.com/watch?v=37nFnULJYLc

Claro está que ya antes el 748F había sido probado. Pero este es el primero de la versión de pasajeros.

^^


Me encanta, el A380 podrá ser muy grande y todo pero el 747 es y seguirá siendo el rey de los cielos.


37nFnULJYLc

^^


Me encanta, el A380 podrá ser muy grande y todo pero el 747 es y seguirá siendo el rey de los cielos.


37nFnULJYLc
se ve como viejo........tal vez la calidad del video o esos colores...no se
Claro que no niego que es una belleza pero lo veo muy setentero........jejeje

se ve como viejo........tal vez la calidad del video o esos colores...no se
Claro que no niego que es una belleza pero lo veo muy setentero........jejeje

Es un espectáculo de avión.

La calidad del video no es muy buena, hay que esperar que cuelguen unos mejores.

En cuanto al color, estoy de acuerdo, creo que se hubiera visto mejor con el livery azulito de Boeing, creería que el color lo escogieron como por hacerle un homenaje al 747, este fue el livery cuando presentaron el 747-100

http://amadeo.blog.com/repository/00/00/89/70/897038/2075038.jpg

Ahhh de pronto si fue por el 741 jejeje

Les dejo otro video :

http://www.youtube.com/watch?v=n8kujW50W2M

Aquí está la explicación del color anaranjado:

En total se han encargado 114 aviones 747-8, una cifra más bien ligera, de los cuales sólo 38 unidades destinadas al transporte de pasajeros (Intercontinental). Exhibido al público por primera vez en febrero, el nuevo Boeing multiplica los guiños al mercado asiático en el que la firma tiene grandes esperanzas: la cifra 8 sería símbolo de prosperidad y buena fortuna, así como el color rojo anaranjado que luce en estos vuelos de prueba.

Link: http://elespectador.com/noticias/actualidad/articulo-258128-el-nuevo-boeing-el-avion-mas-largo-delmundo

Primer aterrizaje:

http://www.youtube.com/watch?v=IACC2N4mkNY

Es un espectáculo de avión.

La calidad del video no es muy buena, hay que esperar que cuelguen unos mejores.

En cuanto al color, estoy de acuerdo, creo que se hubiera visto mejor con el livery azulito de Boeing, creería que el color lo escogieron como por hacerle un homenaje al 747, este fue el livery cuando presentaron el 747-100

http://amadeo.blog.com/repository/00/00/89/70/897038/2075038.jpg

Este es el original del primer vuelo. Se encuentra en el Museum of flight (Boeing field, Seattle).

Gran cambio de la primera a la ultima versión, pero con la misma imagen imponente.

http://img109.imageshack.us/img109/6532/dsc01478h.jpg

Este es el nuevo Boeing, el avión más largo del mundo

http://static2.elespectador.com/files/images/201103/b769df970346f47ea2fe0cf0f33d5017.jpg

Boeing, el 747-8 Intercontinental.

El nuevo gran avión de pasajeros del constructor aeronáutico estadounidense Boeing, el 747-8 Intercontinental, realizó su primer vuelo de prueba este domingo cerca de Seattle, en el estado de Washington del noroeste de Estados Unidos.
El aparato, una nueva versión alargada del mítico 747 de dos puentes, es más pequeño que el A380 de su gran rival europeo Airbus, pero, al igual que su competidor, apunta al mercado de los vuelos larga distancia, aunque con 400 pasajeros en lugar de 500 o más.
El avión más largo del mundo (76,4 metros) despegó a las 16h58 GMT, con un cielo casi sin nubes, del aeródromo Paine Field de Everett, durante una ceremonia en presencia de miles de empleados e invitados retransmitida en directo por internet, y con casi dos años de retraso sobre el calendario previsto. El aterrizaje fue en el aeródromo Boeing Field de Seattle, una treintena de kilómetros de su lugar de despegue, y tras sobrevolar el estado de Washington.
El mayor avión de pasajeros de Boeing es uno de los principales nuevos programas civiles en los que trabaja el constructor estadounidense, junto con el más pequeño 787, llamado Dreamliner, y que después de más de tres años de retraso debe ser entregado este verano (boreal) a la compañía japonesa ANA.
Boeing asegura que el 747-8, que puede contar con 467 asientos, es más ligero y por lo tanto más económico que el gran Airbus A380, equipado con 555 plazas, y del que considera no ser un competidor directo, sino más bien un aparato complementario.
Pero Airbus lo considera un auténtico rival. Su director comercial John Leahy calificó de "muy decepcionante" el anuncio a principios de mes de que Air China prefería el 747-8 al A380. "Pensábamos tener un mejor aparato", dijo entonces al Financial Times, atribuyendo este fracaso a presiones de Washington. "A veces se gana, a veces se pierde. Hasta ahora vendo diez veces más que el 747-8, así que imagino que tienen derecho a ganar de vez en cuando", añadió.
El primer ejemplar del 747-8 Intercontinental se entregará a un cliente no identificado, en el último trimestre de 2011. Lufthansa, que encargó 20 unidades, será la primera compañía en ser servida a principios de 2012, según un portavoz, lo que supone un retraso de cerca de dos años sobre la fecha inicial cuando se encargaron en 2006.
En total se han encargado 114 aviones 747-8, una cifra más bien ligera, de los cuales sólo 38 unidades destinadas al transporte de pasajeros (Intercontinental). Exhibido al público por primera vez en febrero, el nuevo Boeing multiplica los guiños al mercado asiático en el que la firma tiene grandes esperanzas: la cifra 8 sería símbolo de prosperidad y buena fortuna, así como el color rojo anaranjado que luce en estos vuelos de prueba.




..
Alguien sabe si hará pruebas en el dorado? Para pruebas de altura?














.

Korean Air converts 10 787-8s to -9s
DATE:18/03/11
By Ghim-Lay Yeo


Korean Air (KAL) has converted its entire order of 10 Boeing 787-8s to larger -9s, and will now begin taking delivery of them from 2016 instead of this year.

"We've changed our plans to the -9, which will be able to fly more passengers," says a KAL spokesman.

KAL was initially scheduled to receive its first 787 this year, even though airline executives had indicated previously that deliveries were likely to slip, following delays in the 787 programme.

The new 2016 delivery date is not likely to impact the carrier's plans, says KAL's spokesman. "We have other aircraft on order that will join the fleet as well, such as Boeing 777s and Airbus A330s."

KAL is the latest airline to convert 787-8s to -9s, joining others like All Nippon Airways, Air China and Vietnam Airlines.


SOURCE: Air Transport Intelligence News

Estos dos videos tienen mucha mejor calidad.

Despegue: 5slKvtQe5UE

Aterrizaje: 76_vEw8Nb9U

:drool:

FytiGJpA1cA

Una curiosidad, alguien sabe por que Boeing paso del B 747-400 series al B 747-8 series, saltandose la 500/600/700 ? . Igual por que los B 787 empiezan en series 8 y 9, y no en 1 o 2 ?

Una curiosidad, alguien sabe por que Boeing paso del B 747-400 series al B 747-8 series, saltandose la 500/600/700 ? . Igual por que los B 787 empiezan en series 8 y 9, y no en 1 o 2 ?
porque estan enfocados en el mercado oriental y en oriente el 8 es un numero de buena suerte.......igual razon por la que nombraron LA BALLENA A380

porque estan enfocados en el mercado oriental y en oriente el 8 es un numero de buena suerte.......igual razon por la que nombraron LA BALLENA A380

Mi Juancho. El 707 de los años 50s era conocido como el proyecto "dash 80". Y ahi los chinos no pintaban!

Saludos

Transportation Der Spiegel
Jumbo Problems
Dreamliner Becomes a Nightmare for Boeing
By Dinah Deckstein
03/30/2011


Boeing wanted to revolutionize the airplane business with its Dreamliner, which was to be built using a modular approach. But the US company went too far in its outsourcing, and the aircraft has been plagued by production problems. Delivery is now way behind schedule and the delays could cost the firm billions.

Eight years ago, managers at the American airplane manufacturer Boeing had a brainstorm. Their idea: Build airplanes the same way the automobile industry manufactures cars, with contractors producing entire components that are then assembled in a final step. That dream resulted in Boeing's new long-range 787, the first model to be built using this modular principle. And perhaps it was that approach that inspired the plane's name: Dreamliner.
A visit to Boeing's factory in Everett, Washington, north of Seattle, shows what's become of that heady vision. Here, gleaming airplane bodies stand nose to tail on a long factory work floor, as if on an assembly line. Most of them have already received the final coat of paint, adorned with logos for airlines such as Air India and Japan Airlines.

So far, though, not one of the planes, which cost up to $185 million (€131 million) each, has been delivered to buyers. They haven't even received official authorization, due to problems with the software and electronics. Instead, the finished jets are taking up space in the area behind the building and on a nearby airfield.

There are already around two dozen planes waiting here, with more set to join them in the coming weeks and months. Boeing also plans to move part of the fleet to Texas for retrofitting. This spectacular airplane stockpile in Washington could one day go down in aviation history -- as a monument to the hubris of Boeing managers and a warning for future generations.

New Era in Aviation?

Hardly any other project, with the exception of Airbus' A380 wide-body jet, has fueled the imaginations of aviation experts and fans around the world as strongly as Boeing's hypermodern showcase jet.

When the project officially began in 2003, it looked as if a new era in civilian aviation was about to dawn. Boeing managers promised their passengers more room, better cabin air quality and larger windows made of "smart glass" which could be adjusted to let in different amounts of light. It was all to be made possible by the increased use of a novel composite material called carbon fiber reinforced plastic (CFRP), instead of the traditional aluminum. The efficient new jet was also supposed to consume 20 percent less fuel and be easier to maintain.

Then there was the production process, which seemed even more revolutionary than the technology. According to Boeing's plans, final assembly of the new jet would take just three days. To achieve that aim, the company even tossed out traditional industry rules which hold that production of complex airplanes is best entrusted to experienced teams and that important components should be constructed at the main production facility.

Instead, Boeing outsourced the production of the aircraft's components, including important parts such as the plane's wings and enormous fuselage, to around 50 subcontractors around the world. Boeing CEO James McNerney stated that the company would retain responsibility only for design, development, assembly and customer care. "The R&D investment level and risk-sharing model with suppliers was deemed appropriate at the time," a Boeing spokesperson says today, in justifying the decision.

But revolutions always require sacrifices. It was a lesson Boeing learned the hard way. Nearly 60 customers worldwide are waiting for the 787, with first delivery now postponed for the seventh time. Even if the first of the 843 jets ordered so far is delivered to All Nippon Airways late this summer as planned, it will prove difficult to make up a delay that now amounts to three years.

Victim of a Cultural Shift

The delay is due to a series of problems. First, there were the bubbles that appeared during the process of baking the huge plastic fuselage components, which are made from sheets of carbon fiber soaked in polymers. Then there was a shortage of the necessary rivets and bolts. The horizontal stabilizers and the joint between the wing and fuselage also required improvements.

Then, as if those issues weren't enough, last November a control box ignited during a test flight, setting off a chain reaction that caused essential onboard systems to fail. That meant overhauling the power supply and installing new control software.

Other new airplane models -- the Airbus A380 for example -- have also had their share of mishaps and malfunctions in recent years. Most of the time, these were the results of the manufacturers setting themselves overly ambitious deadlines and cramming their planes full of new technology.

Still, those factors alone are not enough to explain Boeing's run of bad luck. The company's managers have fallen victim to a cultural shift they themselves helped to create before the decision to build the 787, and which is now threatening to overwhelm them.

It started with Boeing's merger with competitor McDonnell Douglas in the late 1990s. Harry Stonecipher, former CEO of McDonnell Douglas and later of Boeing, felt airplane construction, measured against the high investment and risk involved, yielded only modest returns. He and his colleagues began looking for a way to build the 787 using as little of the company's own resources as possible. The solution they settled on was large-scale outsourcing.

Attractive Options

The newly merged corporation certainly would have had the necessary funds to carry out production itself, but company higher-ups apparently preferred to use the cash to buy back the firm's own stock, which had the agreeable side effect of increasing its share price. This not only benefitted the board of directors, with their attractive stock options, but also Stonecipher himself, who was one of the company's largest single stockholders.

"Boeing pursues a balanced cash deployment strategy to ensure it meets its goals in funding its existing operations, investing in future growth and for ensuring an appropriate return to shareholders through dividends and share repurchase," says a company spokesperson today.

Meanwhile, some of Boeing's subcontractors grew overwhelmed by the tasks assigned to them. Some even outsourced parts of their contracts to other outside companies, further muddling communications and coordination.

The parts that trickled into Boeing's final assembly plant in Seattle were often unfinished blanks instead of completed subassemblies. The original idea of simply putting together finished components, Lego-style, was out of the question.

Another problem was that the dimensions of the enormous fuselage sections also sometimes exceeded specified tolerance levels, which in the case of the 787 are often measured in mere millimeters.

'Overly Ambitious'

In its desperation, Boeing had no choice but to take over some of the subcontracting companies itself. "We went too much with outsourcing," Jim Albaugh, CEO of Boeing's commercial airplane division, said in a recent interview with the Seattle Times. "Now we need to bring it back to a more prudent level."

Albaugh's boss, Boeing CEO McNerney, recently admitted the production schedule for the 787 may have been "overly ambitious."

That insight comes a bit too late. As early as February 2001, former McDonnell Douglas manager John Hart-Smith, an experienced engineer, warned against too much outsourcing at a Boeing symposium. "Excessive downsizing can lead to an increase in costs," he told his colleagues. "It can also reduce a company below the critical mass of technology needed to develop future product to stay in business." But his warning fell on deaf ears.

Boeing won't put an exact number on the additional costs for technical adjustments, aid to contractors and penalty fees for disgruntled customers, but industry experts put it at well over $10 billion (€7 billion).

So far, this amount has had only a limited effect on the company's balance sheet. Unlike Airbus, for example, Boeing is able to distribute these costs across a longer time period and among a very large number of airplanes that either have been sold or are still to be ordered. Still, the company admitted in late January that its profits this year could shrink by up to 15 percent, due to delayed delivery of the 787.

Re-Drawing the Lines

The next few months should reveal whether or not the ambitious project will still manage to prove a success. Boeing hopes to finally receive authorization for its showcase jet from American and European agencies -- and start moving planes off the lot in Everett. "Boeing is making good progress on the 787 program," says a company spokesperson. "We are re-drawing the lines and adjusting where necessary."

If everything goes according to plan, Boeing will deliver around a dozen or more of the planes this year. By 2013 -- just two years from now -- plans are to roll out 10 planes per month, instead of the current two, from the production facility near Seattle and another final assembly line in South Carolina.

But Boeing's managers may once again have bitten off more than they can chew. "It's a mystery to me how they plan to pull this off," says one high-ranking Airbus manager. "Normally in our industry, you would need twice as much time for such an ambitious ramping-up of production."

Translated from the German by Ella Ornstein


Source: Der Spiegel online - Transportation

Les dejo unas 3 fotos que tome hoy. Disculpan la pésima calidad, pero fueron tomadas con el celular, y en un bus en movimiento en plena autopista. Alcancé a contar 5 Dreamliners y el majestuoso B 747-8i. Manana vuelvo a pasar por ahí, tratare de tomar mejores fotos. Saludos

http://a7.sphotos.ak.fbcdn.net/hphotos-ak-snc6/217137_10150216551431303_753531302_9015275_5844556_n.jpg

http://a6.sphotos.ak.fbcdn.net/hphotos-ak-ash4/206288_10150216548196303_753531302_9015266_6619408_n.jpg

http://a7.sphotos.ak.fbcdn.net/hphotos-ak-snc6/208580_10150216553011303_753531302_9015280_2387922_n.jpg

Gracias por las fotos!

Boeing pide inspeccionar aviones B-737 que hay en todo el mundo (http://www.correodelorinoco.gob.ve/multipolaridad/boeing-pide-inspeccionar-aviones-b-737-que-hay-todo-mundo/)

Las inspecciones son para para detectar posibles casos de fatiga en el fuselaje. Unas 21 aeronaves Boeing 737-200 y 737-300 permanecen operativas en Venezuela

Luego de que un avión boeing 737-300 de Southwest Airlines aterrizara de emergencia en Arizona (EE.UU.), tras abrírsele en pleno vuelo un agujero de un metro y medio en el techo, la Administración Federal de Aviación de Estados Unidos (FAA), pidió inspeccionar a fondo los modelos más viejos de los 175 Boeing 737 que hay repartidos en todo el mundo.
El vuelo 812 de Southwest Airlines, con 118 pasajeros y cinco tripulantes cubría ruta entre Phoenix (Arizona) y Sacramento (California). La aeronave, con 15 años de fabricación, volaba a 36 mil pies de altura, cuando se empezó a crear una gran grieta en el fuselaje, lo que obligó al piloto a declarar la emergencia tras la repentina caída de la presión en la cabina y aterrizó en una base militar, en Yuma.
La aerolínea de bandera estadounidense fue la primera en adoptar la medida y dejó en tierra a 80 aeronaves de la serie 300, tras encontrar grietas en las cabinas de los aviones.
El constructor aeronáutico estadounidense Boeing exoneró a Southwest Airlines y al mantenimiento de sus aparatos por las fisuras encontradas por la aerolínea en varios de sus 737, reseñó el diario Clarín.
“No pensamos que el mantenimiento de los aviones realizado por Southwest sea la causa de los recientes incidentes”, afirmó Paul Richter, jefe de ingenieros de Boeing para el 737, quien además añadió que se han identificado otras tres aeronaves con grietas en la superficie.
Boeing tiene repartidos por todo el mundo unos 175 modelos del avión 737 en sus series, 200, 300, 400 y 500. No obstante, muchos de estos modelos corresponden a series nuevas fabricados en la década de los 90 (Next Generation).
“Boeing emitirá un boletín a todas las aerolíneas que vuelan con los modelos antiguos del 737 para que hagan inspecciones especiales en determinados puntos de unión de sus fuselajes”, señaló el diario The New York Times en su edición digital.
El B-737 se lleva fabricando desde 1968 y es el modelo de avión del que más aparatos se han vendido en todo el mundo. Los modelos que serán inspeccionados son correspondientes a la serie 200, 300, 400 y 500, los cuales llevan en el mercado desde los años 80. Las inspecciones son para para detectar posibles casos de fatiga. En la lista también serán incluidos aquellos aparatos que hayan cumplido 30 mil ciclos de vuelo (despegues y aterrizajes)
EN VENEZUELA VUELAN 21 AERONAVESUnas 21 aeronaves Boeing 737-200 y 737-300 permanecen operativas en todo el país. Estas se encuentran distribuidas en cuatro líneas aéreas: Rutaca, Avior, Ravsa (La Venezolana) y Conviasa, siendo esta última la única que posee aviones modernos correspondientes a la serie 300.

Boeing ups 787-9 weights again
DATE:10/05/11
By Jon Ostrower


Boeing again has increased the maximum take-off weight (MTOW) of the 787-9 as it further refines the performance of the larger variant due in late 2013.

According to the March 2011 update to its "airport compatibility brochure", the MTOW of the 250- to 290-passenger 787-9 has increased from 247 to 251t (545,000 to 553,000lb), while preserving the 14,800 to 15,700km (8,000 to 8,500nm) range.

The MTOW increase is the third such change for the 787-9, which initially began its design life at 245t, with a range of 15,900 to 16,300 km.

Additionally, Boeing has also further reduced the maximum fuel capacity slightly for the 787-9 from 126,910L (33,428USgal) to 126,372L.

Boeing has left unchanged the maximum zero fuel weight and maximum landing weight at 181t and 193t, respectively.

The changes to the 787-9 reflect Boeing's refining of its design since firm configuration in July 2010, which freezed structural, propulsion and systems architectures.

Boeing has varied the size of the 787-9's wing, weights and fuel capacity several times, as it seeks to capture better payload range performance over the 787-8, which is set to enter service in the third quarter with Japan's All Nippon Airways.

The airframer acknowledged in June that the early 787-8s would miss its specification performance as increased in structural weight has taken its toll on payload range, but emphasised the aircraft would meet its contractual obligations to customers.

Air New Zealand, launch customer for the 787-9, anticipates their first delivery in late-2013. Boeing plans to ramp up Dreamliner production to 10 aircraft per month by the end of that year.


SOURCE: Air Transport Intelligence News

No se si ya haya sido colocado en el foro pero les dejo un video de la prueba de un RTO {rejected takeoff} de el 747-8.
http://news.cnet.com/8301-17852_3-20060716-71.html

PDTA: Alguien sabe cual es el itnerario de los vuelos de prueba de boeing, y si uno debe pagar por entrar a un museo o algun lugar para tomar fotos.

SALUDOS

No se si ya haya sido colocado en el foro pero les dejo un video de la prueba de un RTO {rejected takeoff} de el 747-8.
http://news.cnet.com/8301-17852_3-20060716-71.html

PDTA: Alguien sabe cual es el itnerario de los vuelos de prueba de boeing, y si uno debe pagar por entrar a un museo o algun lugar para tomar fotos.

SALUDOS

En Seattle esta el Museum of Flight, es un excelente museo de aviación. Se encuentra donde fue la primera sede de Boeing (Boeing field) ahí todavía se encuentran algunas instalaciones de Boeing(El domingo que pase habían 5 Dreamliners y 2 747-8i). La entrada al museo incluye el acceso a un patio donde tienen el primer 747, un concorde, entre otros.

En Everett, cerca a Seattle, esta el Future of Flight museum, en el cual puedes pagar el tour por las plantas de ensamblajes de Boeing, creo que tienen una terraza para hacer Spotting

Estuve de tour por la planta en Everett, donde construyen los 747, 767, 777 y 787. Simplemente increíble. Desafortunadamente no dejan entrar cámaras al tour.

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The Boeing Store

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Por ultimo les comparto estos 2 modelos que vi en The Boeing Store, junto a modelos de Qantas, Air France, Lufthansa, etc.

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que buen reportaje , raro ver un embraer en the boeing store no ?

Airbus presentó su nuevo concepto de avión para el futuro


a-ds2UjeKuA

Tendría un techo transparente que permitiría al pasajero admirar el paisaje.

La compañía aeronáutica Airbus presentó este lunes en Londres un prototipo de avión fruto de sus concepciones más innovadoras que, de llegar a construirse, podría transformar sustancialmente las actuales aeronaves comerciales.

El concepto de cabina que Airbus imagina para el año 2050 tiene un techo transparente que permitiría al pasajero admirar el paisaje durante el vuelo, asientos ergonómicos y un espacio de realidad virtual en el que el viajero podría desde jugar al golf hasta hacer sus compras.

"Nuestras investigaciones muestran que los pasajeros del 2050 querrán vivir una experiencia placentera durante su viaje, al mismo tiempo que exigirán que los aviones sean respetuosos con el medio ambiente", dijo en la presentación el vicepresidente ejecutivo de la división de ingeniera de Airbus, Charles Champion.

La compañía, que proyectó un vídeo sobre sus diseños futuristas en el Observatorio de Greenwich (sureste de Londres), hizo hincapié en la necesidad de, eventualmente, desechar los actuales materiales con los que se construyen las cabinas de los aviones y sustituirlos por otros biodegradables.
La estructura 'biónica' de estos hipotéticos aparatos del futuro, según los concibe la gigante de la aeronáutica, trataría de imitar la eficiencia del esqueleto de los pájaros, constituidos de materiales ligeros pero de gran dureza.

El sistema eléctrico de esta cabina "presentada" este lunes puede compararse con el cerebro humano, explicó Champion, ya que estará integrado en una membrana que hará que los cientos de kilómetros de cable que actualmente recorren las aeronaves sean cosa del pasado.

"Nuestro reto para el futuro es predecir qué tecnología vamos a ser capaces de producir, ésa es la idea por la que se rigen los prototipos conceptuales", declaró a EFE el vicepresidente.

"El mundo cambia muy rápidamente, y probablemente nunca veremos una cabina igual que ésta (mostrada a la prensa en Londres), pero veremos otras en las que se habrán aplicados nuevas soluciones", añadió.

Este prototipo de Airbus cuenta además con tecnologías para reducir la quema de combustibles, la contaminación acústica y las emisiones de CO2 y otros residuos. Según el diseño, la membrana que conformaría las paredes de la cabina permitiría controlar la temperatura en el habitáculo, y los pasajeros gozarían de buena comunicación con el exterior, con la posibilidad de contactar con la familia vía videoconferencia.

"Otra de las cosas que espero (de cara al futuro) es que haya un incremento de la conectividad, porque hoy en día están muy limitadas las conexiones de banda ancha entre las aeronaves y el suelo", dijo.

El interior del avión imaginado por Airbus está dividido en zonas adaptadas a las diversas necesidades de los pasajeros, con una zona revitalizante" que contaría con aire enriquecido con antioxidantes y vitaminas, iluminación ambiental, aromaterapia y tratamientos de acupuntura.

En la "zona interactiva", los pasajeros podrían disfrutar de juegos interactivos o de una tarde de compras a través de hologramas de realidad virtual, mientras que el viajero que requiera asistencia personalizada tendría que dirigirse a la "zona de alta tecnología".

para el 2010 dijeron que los carros iban a volar y vean todavia en la tierra este avion es pura fantasia

^^
Ya lo hay, y creo que este año se entregan los primeros

http://www.terrafugia.com

para el 2010 dijeron que los carros iban a volar y vean todavia en la tierra este avion es pura fantasia

De hecho ya hay carros que vuelan y desde el 2007 , qu no se masifiquen aun es otra cosa. Aunque ya variso millonariso que poseen uno.

Airbus si no estoy mal también esta desarrollando un sistema de vías digitales aéreas, con el fin de facilitar al gente del común transportarse con estos vehículos sin peligros de colicion debido a su clasificación (Cantidad)

Boeing 747-8 debuta en Paris

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LE BOURGET, France — Boeing Co's 747-8 Intercontinental, the new elongated passenger version of its legendary jumbo jet, made its international debut on Sunday, showing its distinctive silhouette abroad for the first time.

The high-profile landing of Boeing's new 747 at the Paris Air Show — three months after its first flight — marks a show of engineering strength by the world's second-largest plane maker in a competition for control of the wide-body market.

"We've seen a great deal of interest in the last six to eight months as the market has gotten better," Randy Tinseth, Boeing's vice president of marketing at Boeing's commercial division, told Reuters.

In Boeing's standard layout, the new 747-8 will have 467 seats, 51 more than its predecessor, but fewer than the 525 of its main competitor, the A380 made by EADS unit Airbus. The actual seat number, however, will be determined by the airlines.

Boeing has taken 33 orders for the 747-8 Intercontinental, which will be joined in Paris on Monday by the better-selling freighter version of the plane, which has received 76 orders.

The new 747-8 — in red and orange livery to symbolize the importance of the fast-growing Asian aircraft market — flew to Paris without passengers but was stuffed with computers, test equipment and barrels of water to simulate passenger weight and to test balance.

The Paris Air Show is the venue of choice for aerospace and defense companies to strut their stuff, to the delight of aviation enthusiasts around the world.

The new 747-8 is more than 18 feet longer than its predecessor, with the added length mainly noticeable by the extended hump. The upper deck in the hump traditionally houses the business class section.

Plane spotters looking for other differences with the 747 will notice the jagged, clam-shell look of the 747-8's engine casing, which reduces noise. The 747-8 also lacks the upwards-curving winglets at the wingtip, but has raked wings that sweep slightly upwards. Boeing says the raked wings reduce wind resistance and enhance fuel efficiency.

The plane also features bigger windows and some design elements of the new 787 Dreamliner, such as interior lighting that changes colors to help passengers adjust more easily to time changes as the plane crosses time zones.

The first 747 made its maiden flight 42 years ago. Since then, the jumbo jet, with its distinctive hump, has become the world's most recognizable plane.

The 747 was the world's largest airplane until 2005, when Airbus unveiled its A380. The 747-8 Intercontinental, however, is more than 10 percent lighter per seat than the Airbus A380 and consumes 11 percent less fuel, Boeing says.

The Intercontinental lists at $317.5 million. Germany's Lufthansa has ordered 20 of the planes, and is set to be the first airline to bring the new jumbo into service early next year. Boeing says a VIP customer will take first delivery of an Intercontinental in the fourth quarter of this year.

Production of the 747-8 has been delayed, as has the mid-sized 787 Dreamliner, a carbon-composite plane, which represents a bigger leap in technology than the revamped 747-8.

Although the 747-8 and A380 will compete directly for years to come, analysts say airlines are mostly interested in lighter, wide-bodied planes in the 200- to 350-seat range, like the 787 and the future Airbus A350, which are designed to bypass crowded hubs and take passengers closer to their final destination.

Copyright 2011 Thomson Reuters.

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que hermoso, quiero verlo en BOG :(

En Le Bourget Airbus le está dando una "páliza" a Boeing en cuanto a pedidos. Una vez más Boeing arriesga su liderazgo al titubear demasiado con la renovación de la Chancha!!

En cambio Airbus con sus NEOs ha sepultado a la competencia con más de 300 pedidos de sus aviones de pasillo sencillo, contra menos de 50 de la competencia!! Es URGENTE que Boeing tome alguna carta en el asunto porque a toda luz la industria piensa que la actual Chancha no puede rivalizar con los NEOs .....

que hermoso, quiero verlo en BOG :(

Puede ser muy posible..

CargoLux va a recibir varios de estos.. !!!!! Y CargoLux es un visitante frecuente por el Dorado.

Alguien que por favor coteje la info que yo tengo.

Aviones de pasillo sencillo pedidos en LeBourget.


Airbus (Familia A320) --- 472
Boeing (Familia B737) --- 24
Embraer (Familias E-Jets) --- 22
Bombardier (C-Series) --- 10

En Le Bourget Airbus le está dando una "páliza" a Boeing en cuanto a pedidos. Una vez más Boeing arriesga su liderazgo al titubear demasiado con la renovación de la Chancha!!

En cambio Airbus con sus NEOs ha sepultado a la competencia con más de 300 pedidos de sus aviones de pasillo sencillo, contra menos de 50 de la competencia!! Es URGENTE que Boeing tome alguna carta en el asunto porque a toda luz la industria piensa que la actual Chancha no puede rivalizar con los NEOs .....

:cheers::cheers::cheers::cheers::cheers::cheers::cheers:

Airbus recibe pedidos de aeronaves por 26.100 millones de dólares


El consorcio europeo Airbus recibió 263 nuevos pedidos de nuevas aeronaves y pre encargos por un volumen de 26.100 millones de dólares, en su mayoría para el modelo A320neo, en la feria internacional de aviación en Le Bourget, que comenzó el lunes en las afueras de París.

De esta manera, los encargos para este modelo de avión se aproximan, a seis meses de su lanzamiento, a la marca de los 600 mientras que Boeing marcha por detrás, con 80 aviones por valor de 10.000 millones de dólares. El fabricante estadounidense dejó hasta ahora abierta la cuestión de una modernización del competidor ya antiguo del A320, el Boeing B-737, según señala un cable de la agencia DPA.

Entre las compañías que dieron a conocer hoy nuevos encargos en Le Bourget se contó la sociedad financiera estadounidense CIT Group, que se propone comprar 50 aviones de la familia A320neo. Previamente, la aerolínea taiwanesa TransAsia encargó un total de 6 máquinas del nuevo A321 neo.

La aerolínea Garuda de Indonesia se propone adquirir 15 unidades del tradicional A320 y 10 de los nuevos A320. Por su parte, la línea aérea estadounidense Jetblue anunció un pedido por 40 aviones A320neo. La consultora Deloitte confirmó hoy, en un estudio de la industria, que 2011 será un "muy buen año" para la aviación civil, tras la producción récord del 2010.

"Las perspectivas para 2011 y 2012 hacen esperar una consolidación en el desarrollo especialmente de empresas pequeñas como proveedores", asegura el estudio de mercado, que también prevé fuertes impulsos, sobre todo en naciones emergentes como India o China. "Alrededor de un 14 por ciento de la nueva producción mundial pronosticada de aviones en las próximas dos décadas será colocada en China, lo que -en concreto- serían 4.000 de un total de 30.000 naves", según el estudio.



Fuente: http://noticias.terra.com.ar

Airbus y Boeing compiten por nuevos acuerdos en exhibición aérea


Airbus compite con su rival Boeing por nuevos pedidos en el mayor evento de la industria de la aviación el martes —y la fabricante de aviones espera no sufrir más problemas técnicos. Las dos compañías han logrado acuerdos importantes en el segundo día de la Exhibición Aérea de París, si bien Airbus parece tomar la delantera con la venta de 56 aeronaves en convenios con empresas de Estados Unidos y Taiwán.

En el acuerdo más redituable del martes, Airbus informó que la compañía estadounidense de alquiler de transporte aéreo CIT Group se comprometió a comprar 50 de sus aviones A320neo. Airbus no ofreció cifras del acuerdo con CIT Group, pero el A321neo tiene un valor cercano a los 106 millones de dólares, por lo que se estima que la venta alcanzará los 5.300 millones de dólares. Airbus agregó que recibió un pedido de seis de sus nuevos aviones A321neo de pasillo único de la aerolínea taiwanesa TransAsia Airways.

Por su parte, la aerolínea nórdica de bajo costo Norwegian Air Shuttle anunció el martes un pedido de 15 aviones Boeing 737-800 en un acuerdo valuado en 1.200 millones de dólares, aunque las líneas aéreas suelen negociar descuentos en pedidos grandes. Airbus inició el día confirmando un acuerdo con Rolls Royce para proveer motores de mayor potencia para una versión mejorada del A350-1000.

El lunes, Airbus y Boeing anunciaron pedidos, opciones y compromisos que ascienden a un total de 25.000 millones de dólares en el día de inauguración de la exhibición, pero Airbus también sufrió el corte en un ala de su superjumbo A380 y anunció retrasos para su modelo A350-1000.

En el convenio más reciente del martes, la aerolínea rusa Aeroflot anunció haber encargado ocho aeronaves 777 de Boeing en un acuerdo que asciende a 2.270 millones de dólares. Aeroflot comprará la versión 300-ER del avión 777 de largo alcance.



Fuente: http://noticias.terra.com.ar

Airbus soars over Boeing, saleswise, at air show
European jet maker has announced more than $72 billion in orders in Paris

By GREG KELLER
The Associated Press

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LE BOURGET, France — Airbus is trouncing Boeing in the race to be the world's biggest plane maker, claiming over $72 billion dollars worth of orders and commitments at the Paris Air Show, where the popularity of its new fuel-efficient jets twice broke records for the largest order ever.

Airbus' success cast a long shadow over Chicago-based Boeing, which recorded only $22 billion in orders and commitments, and raised questions over the U.S. planemaker's ability to compete in a market dominated by concerns over high fuel prices.

Airbus CEO Tom Enders and AirAsia CEO Tony Fernandes signed off Thursday on an $18.5 billion order for 200 of Airbus' new A320neo aircraft, which has proven to be the star of the aviation industry's premier event.

The order is the largest ever, eclipsing the previous record set just Wednesday by another A320neo customer, Asian carrier IndiGo. Airlines often negotiate discounts on large deals.

The recipe to Airbus' gains over Boeing is deceptively simple. It modified its existing workhorse jet, the A320, with improved engines and modified wingtips to make it allegedly 15 percent more fuel-efficient than Boeing's 737.

The plane will only start delivering in 2015 but Airbus is using it now to cash in on airlines' need to reduce sky-high fuel costs and cut carbon dioxide emissions.

Airbus' Enders said the A320neo was now "by far the best-selling airliner in the history of commercial aviation."

The company has over 1,000 orders or commitments for the plane, including 667 during the air show's first four days.

Airbus' success increases the pressure on its U.S. rival to respond to the challenge with either a revamped version of its own 737 or an entirely new aircraft. Boeing says it will make that decision in the coming months.

It played down the orders rivalry, saying it doesn't keep deals in reserve just to announce them at air shows.

It recorded orders and commitments for 142 aircraft worth $22 billion at catalog prices during the show. That includes a commitment from an undisclosed customer for it's hulking new 747-8 Intercontinentals worth $4.7 billion.

At this pace, Airbus looks likely to retain its position as industry leader for a fourth year running. Last year, it took in orders for 574 new aircraft worth $74 billion at list prices, more than Boeing's 530.

The biggest orders for Airbus planes this week have come from the fast-growing countries in Asia and the Middle East.

Besides AirAsia and IndiGo, Airbus also nabbed orders and commitments from the U.S. airline JetBlue and Garuda of Indonesia.

Boeing's highlights included a $1.7 billion order for 6 777 long-haul aircraft from Qatar Airways and 10 737s from Malaysian Airlines.

Though Airbus was ending the show with a bang, it had started off with a series of embarrassing gaffes before the opening.

Its A380 double decker superjumbo was briefly grounded after it clipped a wingtip while maneuvering on a taxiway at the Le Bourget airport outside Paris, where the air show is held every two years.

Airbus' long-overdue and over-budget military transporter, the A400M, was unable to perform a scheduled demonstration at the show because of what Airbus called a minor gearbox problem.

And the Airbus A350 long-range widebody had a new disappointment with the announcement that two versions of the jet would be delayed by about two years, so that the jet's exclusive engine supplier Rolls Royce can develop a higher powered motor for the stretched version of the aircraft, something Airbus said customers had demanded.

Although deals are typically announced during the first four days, before the opening to the general public on Friday, the planemakers held out hope for some last-minute surprises, possibly more orders.

"The show's not over yet," said Airbus CEO Enders.

El A320 de Airbus se consolida como el favorito entre las aerolíneas y su amenaza parece venir de China


En plena decadencia del papel de Europa en el mundo, la industria aérea del Viejo Continente está recibiendo buenas noticias. En la feria parisina de Le Bourget, la cita bianual más importante del sector aeronáutico, el A320 de Airbus se ha convertido en la estrella dados los importantes contratos firmados con las principales aerolíneas de todo el globo.

Desde Asia a Estados Unidos, el fabricante europeo de aviones ha demostrado que su nuevo A320 ha sido una apuesta de éxito. Durante la feria, AirAsia ha firmado el encargo de 200 A320neo, el mayor pedido por número de aparatos de la historia de Airbus, mientras que American Airlines, cuya flota está compuesta íntegramente por Boeing, admitió que negocia la compra de 100 aviones del fabricante europeo.

Sin embargo, la amenaza para Airbus no viene de su tradicional enemigo, el estadounidense Boeing. No, en este caso el que parece que será el mayor competidor del fabricante europeo es Comac (Corporación Aeronáutica Comercial de China), que ya ha mostrado sus dotes de seducción entre las low cost, uno de los principales compradores del A320. La principal aerolínea de bajo coste europea, Ryanair, es la que puede inducir a este revolcón. Sí, parece que la compañía aérea irlandesa “se va de compras a los chinos”, como se diría familiarmente en España.

De hecho, ya ha firmado un Memorando de Entendimiento con el fabricante oriental para el desarrollo del avión C919, de tamaño similar al A320. Este aparato tiene todo lo que Ryanair puede ambicionar: capacidad para 200 pasajeros y sobre todo, lo que más le gusta a la aerolínea que dirige Michael O’Leary: el menor coste del mundo, sin importar la calidad del producto. El potencial de Ryanair, de esta forma, puede alterar la industria de los fabricantes de aviones, pues la aerolínea irlandesa es la mayor operadora de vuelos en Europa, y, aunque parezca difícil de creer, una de las más rentables.

No obstante, aún quedaría tiempo para que la compañía de bajo coste recibiera sus primeros C919, cuyas primeras entregas serían nunca antes de 2018, lo que puede parecer mucho, pero lo que entre los fabricantes de aviones no es tanto.



Fuente: www.preferente.com

LSFC8x2kgVU

el daño aparentemente no es grande , pero hay que ver las repercuciones estructurales tanto del ala como del empenaje

^^

La aeronave fue reparada en menos de una semana y pudo regresar al Paris Air Show

menos mal ! :D

Mientras tanto Korean Air los salvó. Les prestó un A380 mientras reparaban el daño

Boeing suspends 787 parts deliveries temporarily
July 13, 2011
By: Geoffrey Thomas


Boeing has suspended deliveries of parts for the 787 from its suppliers for a month while mechanics catch up on work. According to The Seattle Times, Boeing spokesperson Scott Lefeber said the production slowdown won't affect delivery of the first 787 to All Nippon Airways, now expected in September (ATW Daily News, July 6).

However, it may mean that Boeing won't be able to meet its delivery target of 12 to 20 787s this year.

The Seattle Times reported that a person familiar with the condition of the 40-plus 787s that have already rolled out of the factory said re-work on those aircraft is progressing slowly. Key time-consuming tasks include the replacement of air-conditioning units and resealing of fasteners in the wing tanks.

Lefeber said Boeing contacted suppliers this month to tell them to freeze further shipments of aircraft sections to Everett. The hold, he told The Seattle Times, is "due to a few production areas in the supply chain that are experiencing temporary challenges." He noted that there are "spot parts shortages" with some suppliers, though he declined to name which specific suppliers are affected. Additionally, Lefeber said, some of the slowdown is due to re-work caused by engineering changes necessitated by flight-test program discoveries.

Boeing isn't expected to report on the potential impact to the pace of 787 deliveries ahead of its second-quarter earnings report scheduled in two weeks.

Ethiopian Airlines, which had expected delivery of its first 787s to begin at the end of the year, said it will have to wait an additional three months, according to Dow Jones. "We expect them to come in March," Ethiopian Regional Director-China Fikre Degife told the news wire at an aviation conference in Shanghai last week.


Source: ATW

^^
Pero ya realizaron la entrega oficial de el primer 787 Nippon, a ANA creo qeu fue en haneda.

SALUDOS

^^
Pero ya realizaron la entrega oficial de el primer 787 Nippon, a ANA creo qeu fue en haneda.

No se ha entregado ningún 787, sí estuvo uno que va para ANA en Haneda pero de visita y como parte del proceso de certificación. Hasta que la FAA no dé su visto bueno y lo certifique no se puede entregar ninguno.

La primera entrega está para Septiembre.

AMR makes Boeing, Airbus share huge plane order
On Wednesday July 20, 2011, 3:57 pm
By Marice Richter


DALLAS (Reuters) - American Airlines split a giant order for 460 single-aisle jets worth up to $40 billion between Boeing Co (NYSE:BA - News) and its European rival Airbus.

The record-large order placed by the AMR Corp (NYSE:AMR - News) unit gives Airbus a stronger foothold in U.S. markets. The deal also rapidly refreshes American Airlines' aging fleet with more fuel-efficient planes to better compete with U.S. rivals.

For Boeing, the order is a bittersweet victory, marking the end of an exclusivity deal with American Airlines. The U.S. plane maker sealed its portion of the order by offering to put a new engine in its best-selling 737, retreating from a more ambitious plan to completely redesign the plane.

"My initial reaction is, 'Wow, what a big deal!'" said Alex Hamilton, managing director of EarlyBirdCapital. "I think that speaks to the underlying robustness of the cycle, if you will, just because it's the largest order in aircraft history."

"I think it's a marginal victory for Boeing," he said. "From a marketing standpoint it's a big deal for Airbus."

The deal, which calls for American to buy 200 Boeing 737s and 260 Airbus A320s, comes after tense haggling as American Airlines played the world's two largest plane makers off against each other to win concessions from each. Including purchase options, the deal potentially could total more than 900 planes.

As part of the deal, American Airlines also intends to order 100 of Boeing's new version of the 737NG, featuring CFM International's Leap-X engine. CFM International is a joint venture between General Electric (NYSE:GE - News) and Safran (Paris:SAF.PA - News).

The carrier is willing to be the launch customer for the upgraded 737, which needs approval by Boeing's directors.

AMR Chief Executive Gerard Arpey said the enormous order, unveiled on Wednesday, bolsters the airline's position in a very challenging industry that is a linchpin of the world economy.

"Without sugarcoating the fact that we will always have and face tough challenges in the near term, we believe that aviation's importance as a global economic and cultural catalyst will only grow in the years to come," Arpey said at a press event at the Dallas/Fort Worth International Airport.

AMR shares were flat at $4.93 on Wednesday afternoon, while Boeing shares were up 2.5 percent at $72.26. Shares of Airbus parent EADS gained 3.6 percent to 24.79 euros in Paris.

BATTLE FOR THE US MARKET


Negotiations between Airbus and American began in March and culminated in a tentative deal in recent weeks that was similar in size to Airbus' share of the final deal, its largest-ever by volume, a senior source involved in the talks said.

Word of this sent shockwaves through the Boeing camp, which rolled the dice on re-engining a few days ago and raced to pull together finance support as the clock ticked toward a board meeting ahead of AMR's earnings report on Wednesday.

"Boeing were caught off-guard. They had to scramble to re-engine," the senior source in the negotiations said.

American Airlines, which has not ordered Airbus planes since the late 1980s, said however, that the deal evolved over time as leaders recognized that no single manufacturer could provide the number and variety of planes to meet their needs.

Boeing and Airbus compete for dominance in the narrowbody airplane market whose value is estimated at $2 trillion over the next 20 years. Last year, Airbus said it would beef up its A320 with a new, more fuel-efficient engine. The plane known as the A320neo is scheduled to enter service in late 2015.

For more than a year, Boeing has debated whether to re-engine or redesign its competing 737. A redesigned plane could have been brought to market around 2020, but would provide greater fuel efficiency.

Delays in the Boeing decision left an opening for Airbus to win massive orders for its neo from customers who did not want to wait for Boeing to decide. Airbus dominated the Paris Air Show last month with orders for the A320neo.

To secure a chunk of the AMR order, and perhaps other upcoming U.S. airline orders, Boeing offered to re-engine.

Jim Albaugh, CEO of Boeing Commercial Airplanes, shrugged off suggestions of disappointment when prodded by reporters about the shared deal, saying he anticipates a lot more customers for the 737s with new engines.

"Once we have approval from the board, we think we will have other people pounding on our door for the re-engined aircraft," Albaugh told reporters in Dallas.

Boeing still could build an all-new 737. A spokesman said studies will continue on the new small plane.

"We have always been convinced that if Boeing looked at the challenges of starting an all-new single-aisle aircraft right now they would in the end turn to the re-engining option," Airbus Chief Executive Tom Enders told Reuters.

He said Airbus was looking seriously at raising its A320 production plans from a targeted 42 a month to meet demand but had not yet committed to do so.

"INSTANTANEOUS FINANCIAL BENEFITS"


American Airlines, formerly the largest U.S. airline, is now the third-largest U.S. carrier after United Continental Holdings (NYSE: UAL - News) and Delta Air Lines (NYSE: DAL - News). It is struggling to bolster its position and believes new planes will help.

"There's instantaneous financial benefits," said Vasu Raja, managing director in charge of AMR's fleet planning, noting savings on fuel costs by flying more modern aircraft.

He said 50 percent of the deal is financed through operating leases. American won about $13 billion in financing provided by the manufacturers through lease transactions.

"It will help them in terms of fuel, obviously," said Steve Wilder, analyst at Capstone Investments. "These are newer planes and cleaner-running planes. But my guess is the lease expense is going to offset that.

AMR on Wednesday reported a net loss of $286 million, or 85 cents per share, for the second quarter, compared with a year-ago loss of $11 million, or 3 cents per share. The results were weaker than Wall Street forecasts for a loss of 81 cents per share, according to Thomson Reuters I/B/E/S.

(Reporting by Kyle Peterson, Tim Hepher, Roy Strom, Karen Jacobs, Blaise Robinson and Cyril Altmeyer, editing by Matthew Lewis)

Albaugh outlines reasons behind opting for re-engined 737
DATE:20/07/11
By Kerry Reals

Boeing opted to re-engine the 737 rather than build an all-new narrowbody because the production system for a new aircraft was not ready.

Speaking at a press conference to discuss American Airlines' order for 100 re-engined 737s plus 60 options, Boeing Commercial Airplanes chief executive Jim Albaugh said that "while the technology was there" to develop an all-new narrowbody, the "production system is not understood".

He added that after speaking with customers "who want certainty" on delivery schedules, the manufacturer opted to proceed with the re-engined 737.

Boeing now has to complete configuration of the re-engined 737 "over the next several weeks" and secure approval from the board.

The airframer aims to launch the programme "some time this fall", said Albaugh.

The re-engined 737 will be powered by the CFM International Leap-X engine.

Albaugh said that Boeing has had "a number of preliminary discussions" with other carriers about the planned re-engined 737.


SOURCE: Air Transport Intelligence News

-------------------------------------------------------------------------------------------------------
Claramente perdieron mucho tiempo con la idea de diseñar un avión totalmente nuevo cuando la experiencia del 787 les estaba diciendo que no tenian los recursos humanos suficientes y que la tecnología para crearlo con ahorros superiores al 30% no estará disponible antes de 2020.

Por lo menos tomaron una desición.

Saludos.

Boeing looks to Q4 for formal launch of re-engined 737
DATE:20/07/11
By Jon Ostrower

After more than a year of speculation, Boeing has announced that it will pursue a re-engined 737, rather than developing an all-new single-aisle aircraft.

The US airframer anticipates formal launch authority for its as yet-unnamed re-engined 737 variant - which will be powered by CFM International's Leap-X engine - some time between the end of September and the end of December 2011.

Likely leading the charge forward on final aircraft configuration is Mike Bair, vice-president of advanced 737 product development, who has been spearheading the effort to determine the company's future direction in the narrowbody segment.

Boeing must now identify the required changes to the 737 to accommodate the larger fan diameter of the Leap-X engine.

The company had shelved plans earlier this year to raise the nose gear to provide additional under-wing clearance for the new powerplant. However, Boeing had again returned to that evaluation ahead of June's Paris air show to evaluate the performance trade-offs of a smaller fan that required fewer aircraft modifications.

The initial commitment to the planned re-engined aircraft came with a 100-aircraft order for the "new variant" of the 737, on top of 100 Next Generation 737 family aircraft, from American Airlines. American added options for 60 re-engined 737s, as well as 40 for current 737s.

American also placed an order for 260 Airbus A320 family aircraft, including 160 A320neos.

Boeing is advancing production of its 737 family to 42 aircraft a month by the first half of 2014, and there are strong indications of a further push in output at its Renton, Washington factory beyond its current target to meet the demand from American Airlines, as well as the follow-on customers for the new variant.

The company's plan to re-engine the 737 also provides clarity to Boeing's workforce in Washington state, which was awaiting word on the company's strategy in the narrowbody segment.


SOURCE:Air Transport Intelligence news

Revised stall procedures centre on angle-of-attack not power
DATE:28/05/11
By David Kaminski-Morrow


Investigators have been left attempting to explain why the crew of Air France flight AF447 failed to recover the Airbus A330 from a high-altitude stall, a predicament which has been the subject of a recent revision of safety procedures.

The revision concentrates on placing greater emphasis on reducing excessive angle of attack - the critical characteristic of a stall - rather than the classical approach of training pilots to power their way out of a near-stall with minimum loss of altitude.

A formal document detailing the rationale for the revision points out: "There have been numerous situations where flight crews did not prioritise [nose-down pitch control] and instead prioritised power and maintaining altitude."

Operational experience has shown that fixating on altitude, rather than the crucial angle of attack, can result in an aircraft stalling.

French investigation agency Bureau d'Enquetes et d'Analyses has disclosed that the crew of AF447 maintained nose-up input despite the onset of a stall, but has yet to determine the reason or reach any conclusions.

After receiving a stall warning AF447's crew set the A330's thrust to take-off/go-around power, in line with Air France's standard operating procedure at the time. The procedure also required the crew to reduce pitch attitude, roll the wings level and ensure the speedbrake was retracted.

The revised recovery procedure was agreed between the major airframers, including Airbus and Boeing, some 12 months after the loss of AF447, although a source familiar with the investigation stresses that the change was "not prompted" by the accident.

At the heart of the revision is an acceptance that classical high-power recovery is not appropriate for every stall condition.

Simply applying maximum thrust could be ineffective in reducing the angle of attack and averting a stall, particularly at cruise altitudes where the available thrust would be limited and the engines would require time to spool up.

There is also a risk that the crew might fail to recognise that the aircraft has crossed the threshold from a near-stall into an actual stall, and continue to apply a recovery technique which is no longer effective.

The new procedure is designed to cover all stall conditions. It recognises that recovering the angle of attack might instead require a reduction of thrust, to regain pitch-down authority, as well as a loss of altitude.

It removes the need to prioritise take-off/go-around thrust in favour of restoring lift to the wing by reducing angle of attack. The procedure also points out that thrust should be re-applied smoothly, particularly because aircraft with under-wing engines have a tendency to pitch up, increasing the angle of attack, when power is applied.


SOURCE: Air Transport Intelligence News

AF447 crew not trained for high-altitude stall: investigators
DATE:29/07/11
By David Kaminski-Morrow


Inquiries into the loss of Air France flight AF447 have yet to explain fully why the pilots failed to avert the Airbus A330's fatal stall, despite its onset being characterised by buffet and the activation of a stall warning.

But the AF447 investigation has said that the two pilots had not received any high-altitude training for unreliable airspeed procedures and manual aircraft handling. It is formally recommending review of training and check programmes, and crucially the mandatory creation of specific exercises for manual handling, including stall recovery.

French investigation agency Bureau d'Enquetes et d'Analyses has released the findings after more detailed analysis of the flight recorders retrieved from the wreck of the A330.

The autopilot had disconnected shortly before the stall, and the BEA has said, for the first time, that this was "likely as a result of the obstruction of the pitot probes in an ice crystal environment".

Less than a minute after this disconnection the aircraft was "outside its flight envelope", said the BEA, following manual inputs which were mainly nose-up.

The A330 entered a climb that took it out of its assigned altitude of 35,000ft towards 37,500ft. Its stall warning sounded, and the aircraft experienced buffet, but neither pilot referred to the warning - which sounded intermittently but, at one point, triggered continuously for 54s - nor did they formally identify the stall situation.

Shortly after the stall warning, however, the flying pilot applied take-off/go-around thrust and made nose-up inputs.

The aircraft continued to pitch up and its angle of attack increased. It entered a stall and descended rapidly, the crew failing to recover before impact with the sea.

BEA has determined that the movement of the trimmable horizontal stabiliser - which moved to fully nose-up during the accident - and that of the elevators was "consistent with the pilot's inputs" throughout the flight.

No emergency message was transmitted by the crew.

BEA has made 10 new safety recommendations in its latest update on the investigation, including an advisory that authorities should assess the requirement for angle-of-attack indicators in the cockpit. AF447's angle of attack was not displayed directly to the pilots.

Air France said the latest findings showed a "combination of multiple improbable factors led to the disaster in less than four minutes" including the icing of the pitot probes, loss of associated control-law protection, and roll movements.

"It should be noted that the misleading stopping and starting of the stall warning alarm, contradicting the actual state of the aircraft, greatly contributed to the crew's difficulty in analysing the situation," it said. "At this stage, there is no reason to question the crew's technical skills."


SOURCE: Air Transport Intelligence News

Stalled AF447 did not switch to abnormal attitude law
DATE:01/06/11
By David Kaminski-Morrow


Investigation into the accident sequence of Air France flight AF447 has revealed that the Airbus A330 did not enter the abnormal attitude law after it stalled, despite its excessive angle of attack.

The abnormal attitude law is a subset of alternate law on the aircraft and is triggered when the angle of attack exceeds 30° or when certain other inertial parameters - pitch and roll - become greater than threshold levels.

Alternate law allowed AF447's horizontal stabiliser to trim automatically 13° nose-up as the aircraft initially climbed above its assigned cruising altitude of 35,000ft.

The stabiliser remained in this nose-up trim position for the remainder of the flight, meaning that the aircraft would have had a tendency to pitch up under high engine thrust.

Crucially the abnormal attitude law - if adopted - would have inhibited the auto-trim function, requiring the crew to re-trim the aircraft manually.

After stalling, the A330's angle of attack stayed above 35°. But while this exceeded the threshold for the abnormal attitude law, the flight control computers had already rejected all three air data reference units and all air data parameters owing to discrepancy in the airspeed measurements.

Abnormal law could only have been triggered by an inertial upset, such as a 50° pitch-up or bank angle of more than 125°. "That never occurred," says French accident investigation agency Bureau d'Enquetes et d'Analyses.

The BEA is still attempting to explain why AF447's crew failed to rescue the aircraft after it climbed to 38,000ft and stalled. The pilot's control inputs were primarily nose-up, despite the stall condition.

There has been no indication that the aircraft switched into any other control law, other than alternate, during the accident - suggesting that auto-trim was available throughout the descent.

Failure to realise a need for manual re-trim was central to the loss of an Airbus A320 over the Mediterranean Sea about six months before the AF447 crash.

The auto-trim had adjusted the horizontal stabiliser fully nose-up but, during a flight envelope test involving near-stall, the aircraft switched control laws and inhibited the auto-trim.

Without manual re-trimming, the aircraft pitched up sharply as the crew applied maximum thrust. It stalled and the crew lost control.

In its conclusions over the accident the BEA highlighted the rarity of the need to trim manually, which created a "habit" of having auto-trim available made it "difficult to return to flying with manual trimming".

"One of the only circumstances in which a pilot can be confronted with the manual utilisation of the trim wheel is during simulator training," it said. "However, in this case, the exercises generally start in stabilised situations."

In the wake of the A320 accident, near Perpignan in November 2008, the BEA recommended that safety regulators and manufacturers work to improve training and techniques for approach-to-stall situations, to ensure control of an aircraft in the pitch axis.


SOURCE: Air Transport Intelligence News

Lessons from AF447: back to basics
By David Learmount on July 29, 2011 1:59 PM


This As more detail of Air France flight 447's surreal last four-and-a-half minutes emerges in the latest interim factual report by the French investigation agency (BEA), we see yet another example of a crew that lost touch with the aeroplane it was flying.

It's not difficult to see some predisposing reasons: it was 2 a.m. on a moonless night, not the time people are at their sharpest. A BALPA release just out warns people not to rush to judgement and to consider that fatigue may turn out to be a factor.

The BEA itself cites lack of high altitude handling training for the crew, and they were faced with suddenly having to carry out high altitude manual handling because the autopilot and autothrottle tripped out when faced with momentarily unreliable airspeed readings.

But when the autopilot did trip out, the pilot flying immediately said he had control and promptly made a nose-up input on his sidestick that led to a steep climb, even though moments earlier he had briefed the pilot not flying that climbing higher to avoid turbulence was not an option. So he knew the aeroplane was close to its performance limits, yet made an input that caused the aeroplane to go beyond them.

Then when the stall warning sounded the pilots made no verbal acknowlegement of it, nor did they apply stall recovery control inputs.

The BEA confirms that everything the aeroplane did from the moment the problems started was the result of crew control inputs. At any time during the critical period the appropriate control inputs could have resulted in recovery of control.

This blog is littered with pleas for regulators to update pilot training requirements to acknowledge how aeroplanes have changed and so has the pilot's job. There is a consistent pattern now of pilot failings that lead to accidents.

No, it's not "pilot error", it's lack of the skills needed for managing modern aeroplanes, and the reason for the lack of skills is the lack of appropriate training, and the reason for that is the regulators' refusal to modernise the training parameters. The airlines are required to train pilots for 1950s aeroplanes and then to put them in charge of 21st century ones.


Source: Flightglobal/blogs

Interesantisima información sobre el accidente del AF 447, gracias por publicarla Ala-7, encuentro este tema de la mayor relevancia.

http://cdn-www.airliners.net/aviation-photos/middle/3/3/8/1961833.jpg

^^

El A380 más feito hasta ahora

+1

Uyyy si no gusta :S

oXwlwW_i-AA&feature

cuando seria la primera entrega?

oXwlwW_i-AA&feature

cuando seria la primera entrega?


Precisamente en el video lo dicen, en septiembre a Cargolux

Lo traerán a BOG?

Es muy posible aunque eso depende de las entregas programadas para 2012.

La otra aerolínea que eventualmente podría traerlo es Atlas Air pero ésta recibe 3 antes de finalizar el año que serán operados por BA World Cargo a manera de wet-lease así que pensaría que los restantes en algún momento volarían en rutas a Suramérica.

China easter?

Liveries del B787

http://img825.imageshack.us/img825/7522/b787liveries.jpg

FUENTE: NEWAIRPLANE.COM

wow sin duda , sorprende que falte emirates y que buena cantidad de operadores

XVs793vy5ao

De que aerolínea es ese livery?

Air India

http://a8.sphotos.ak.fbcdn.net/hphotos-ak-snc6/226014_234898973214796_136295689741792_645519_3715729_n.jpg

Liveries del B787

http://img825.imageshack.us/img825/7522/b787liveries.jpg

FUENTE: NEWAIRPLANE.COM

--> Agrego este cuadro para que sepan a que aerolinea corresponde cada livery. Los únicos liveries faltantes de aerolineas comerciales son los de Iraqi Airways y Norwegian Air Shuttle.

Los nombres que están subrayados son empresas arrendadores u operadores privados:

http://desmond.imageshack.us/Himg5/scaled.php?server=5&filename=presentacin1kb.jpg&res=medium

A321 Neo

http://a2.sphotos.ak.fbcdn.net/hphotos-ak-ash4/252164_257395777621784_146183225409707_1042407_5958248_n.jpg

Futuro 747-8 para LH:

http://cdn-www.airliners.net/aviation-photos/middle/6/3/9/1964936.jpg

:drool:


A321 Neo

:drool:

nuevas ballenas

http://cdn-www.airliners.net/aviation-photos/photos/7/4/0/1910047.jpg

Pobre boeing.......como que va perdiendo terreno

Eso de que los plastibus sean mas populares de seguro tiene su razon.......no creo que tantas aerolineas se equivoquen


gran pedido de QANTAS a AIRBUS
http://elblogdelvuelo.es/qantas-comprara-110-aviones-de-la-familia-a320.html#more-8602

Por primera vez, Qantas ha elegido aviones A320 para cubrir sus vuelos de corto y medio recorrido, con el lanzamiento de su nueva aerolínea Premiun que dará servicio a rutas entre Australia y Asia. De este modo, la aerolínea australiana se suma a la familia de compañías que operan todos los miembros de la familia de aviones de Airbus.

En concreto, Qantas ha pedido 110 aviones A320 y A320neo, con lo que se convierte en el nuevo operador del avión de pasillo único mejor vendido en el mundo. La decisión de compra forma parte de la estrategia que lleva adelante de disponer de una flota con aviones modernos y ecoeficientes. De similar modo, Jetstar -filial de Qantas- también incorporará este mismo modelo de avión del fabricante europeo para continuar con su plan de crecimiento en Asia. “Estamos encantados de invertir en la ecoeficiente Familia A320 de aviones, incluidos los A320neo, como parte de la estrategia de transformación de Qantas y de expansión de Jetstar en Asia”, declaró por su parte Alan Joyce, consejero delegado de Qantas

Joyce destacó la excelente eficiencia operacional de los A320, así como su comodidad a bordo, sumado a su comportamiento medioambiental, hacen de estos aviones “la mejor elección”. Desde Airbus, su director del Área de Clientes, John Leahy, manifestó que están “muy contentos” de poder jugar un rol “tan importante en la estrategia de esta aerolínea pionera“. El A320neo, que estará ya disponible para el 2015, es una nueva opción de la familia A320 que incorpora motores más eficientes y los dispositivos Skarlets, que permiten un ahorro de combustible hasta del 15 por ciento. Los A320 son los aviones de pasillo único más vendidos del mundo, ya se cuentan en más de 7.800 los aparatos vendidos y en más de 4.700 los entregados a más de 330 clientes y operadores en todo el mundo. El A320neo, por su parte, fue lanzado en diciembre pasado y comparte un 95 por ciento de comunalidad con los modelos actuales, lo que permite su perfecta adaptación a las flotas existentes. Su alcance es de más de 500 millas náuticas / 950 kilómetros, y tiene la particularidad de que puede ir equipado con motores LEAP-X, de CFM International, o PurePower PW1100G, de Pratt & Whitney. Desde su lanzamiento, el A320neo contabiliza unos 1.200 pedidos, tanto en firme como acuerdos de intenciones.

Pobre boeing.......como que va perdiendo terreno

Eso de que los plastibus sean mas populares de seguro tiene su razon.......no creo que tantas aerolineas se equivoquen


gran pedido de QANTAS a AIRBUS
http://elblogdelvuelo.es/qantas-comprara-110-aviones-de-la-familia-a320.html#more-8602

Por primera vez, Qantas ha elegido aviones A320 para cubrir sus vuelos de corto y medio recorrido, con el lanzamiento de su nueva aerolínea Premiun que dará servicio a rutas entre Australia y Asia. De este modo, la aerolínea australiana se suma a la familia de compañías que operan todos los miembros de la familia de aviones de Airbus.

En concreto, Qantas ha pedido 110 aviones A320 y A320neo, con lo que se convierte en el nuevo operador del avión de pasillo único mejor vendido en el mundo. La decisión de compra forma parte de la estrategia que lleva adelante de disponer de una flota con aviones modernos y ecoeficientes. De similar modo, Jetstar -filial de Qantas- también incorporará este mismo modelo de avión del fabricante europeo para continuar con su plan de crecimiento en Asia. “Estamos encantados de invertir en la ecoeficiente Familia A320 de aviones, incluidos los A320neo, como parte de la estrategia de transformación de Qantas y de expansión de Jetstar en Asia”, declaró por su parte Alan Joyce, consejero delegado de Qantas

Joyce destacó la excelente eficiencia operacional de los A320, así como su comodidad a bordo, sumado a su comportamiento medioambiental, hacen de estos aviones “la mejor elección”. Desde Airbus, su director del Área de Clientes, John Leahy, manifestó que están “muy contentos” de poder jugar un rol “tan importante en la estrategia de esta aerolínea pionera“. El A320neo, que estará ya disponible para el 2015, es una nueva opción de la familia A320 que incorpora motores más eficientes y los dispositivos Skarlets, que permiten un ahorro de combustible hasta del 15 por ciento. Los A320 son los aviones de pasillo único más vendidos del mundo, ya se cuentan en más de 7.800 los aparatos vendidos y en más de 4.700 los entregados a más de 330 clientes y operadores en todo el mundo. El A320neo, por su parte, fue lanzado en diciembre pasado y comparte un 95 por ciento de comunalidad con los modelos actuales, lo que permite su perfecta adaptación a las flotas existentes. Su alcance es de más de 500 millas náuticas / 950 kilómetros, y tiene la particularidad de que puede ir equipado con motores LEAP-X, de CFM International, o PurePower PW1100G, de Pratt & Whitney. Desde su lanzamiento, el A320neo contabiliza unos 1.200 pedidos, tanto en firme como acuerdos de intenciones.

eso es exajerar , es cierto que tiene uno de cada familia pero para que ese enunciado sea cierto tiene que tenerlos todos

eso es exajerar , es cierto que tiene uno de cada familia pero para que ese enunciado sea cierto tiene que tenerlos todos
a qantas le faltaria el A318, o cual mas?

a qantas le faltaria el A318, o cual mas?

A340

Boeing entregará a ANA el primer Boeing 787 Dreamliner el próximo 26 de septiembre.

Air India recibirá su primer Boeing 787 en Octubre, con matricula VT-ANA y motores General Electric GEnx-1B.

fuente. enelaire.com

Boeing 787 Dreamliner receives FAA certification
By JAKE WHITTENBERG / KING 5 News and Associated Press
KING5

EVERETT, Wash. -- The Federal Aviation Administration has cleared the way for the new Boeing 787 to take its first commercial flight.

Both the FAA and European regulators certified the plane for flight on Friday. Boeing completed flight tests on the 787 this month.

A ceremony was held Friday morning at the Boeing Everett plant. The aircraft is three years behind schedule after problems with the new composite plastic material and snags with the company's new productions system. But the 787 is still sold out through 2019 and with 830 orders from 52 customers. Boeing plans to deliver the first 787 to Japan's All Nippon Airways in September. The airline plans to fly it for the first time as a charter on Oct. 26 and begin regular service Nov. 1. Michel Merluzeau, an aviation consultant with Kirkland based G2 solutions says the painful process of producing the Dreamliner was necessary for Boeing to move into the future. "What we're learn from the 787 experience for Boeing, will be a more efficient way to produce and manufacture aircraft," he says. More than half of the Boeing 787 is made with composite materials. Boeing Co. says the airplane will be quieter and use 20 percent less fuel than planes of similar size. It will hold between 200 and 330 passengers, depending on the layout.

Boeing made its initial application for the 787 in March of 2003. The first model was rolled out in July 2007. The airplane first flew in late 2009.

The planes will be built in Washington state and South Carolina.

"I congratulate Boeing and its workforce on reaching this incredible milestone," said Washington Gov. Chris Gregoire. "Certification of the 787 Dreamliner begins a new chapter in the company's long history that will include one of the most innovative and fuel-efficient airplanes in the world."

About 78,000 of Boeing's 168,000 workers are in Washington.

http://www.msnbc.msn.com/id/44287858/ns/local_news-seattle_wa/t/boeing-dreamliner-receives-faa-certification/

http://www.youtube.com/watch?feature=player_embedded&v=lxeXFuAE_Ew

el primer B787 que le entregaran a ANA.

saludos

A321 Neo

http://a2.sphotos.ak.fbcdn.net/hphotos-ak-ash4/252164_257395777621784_146183225409707_1042407_5958248_n.jpg

No hay un tupolev que es bastante parecido a este avion la diferencia es que tiene dos ruedas en el tres de aterrizaje trasero

http://www.youtube.com/watch?feature=player_embedded&v=lxeXFuAE_Ew

el primer B787 que le entregaran a ANA.

saludos

Es que es hermoso ese arco que forman los planos...

No hay un tupolev que es bastante parecido a este avion la diferencia es que tiene dos ruedas en el tres de aterrizaje trasero

es el TU 204/214 pero es mas similar a un 757 que a un a321

http://cdn-www.airliners.net/aviation-photos/photos/8/8/8/1976888.jpg

http://cdn-www.airliners.net/aviation-photos/middle/3/3/2/1976233.jpg

Que tal el nuevo 737 MAX

http://www.newairplane.com/737/737Max/

Han sacado nueva version de la gran mayoria de aviones, 737 - 747 - 767 - 777 - 787.
Sera que no sacan una nueva version del maginifico 757?.....

SALUDOS

Que tal el nuevo 737 MAX

http://www.newairplane.com/737/737Max/


el mismo avion de los 60's con motores de ultima , yo en serio esperaba un nuevo diseño o almenos unas nuevas alas como mínimo . A320 neo rules!

el mismo avion de los 60's con motores de ultima , yo en serio esperaba un nuevo diseño o almenos unas nuevas alas como mínimo . A320 neo rules!

¿Y si no hacía falta un rediseño entonces para qué hacerlo? Si el A320 lo necesitaba, pues se lo hicieron y quedó espectacular, pero si el 737 no lo necesita... ¿a qué perder tiempo, dinero y personal con eso? Por otra parte yo diría que unos motores nuevos implican en cierta forma un rediseño, porque las circunstancias son diferentes y no debe ser lo mismo volar con éste o con aquel motor, ¿no les parece? Ahora, que no sea visible a simple vista... eso es otra cosa.

el mismo avion de los 60's con motores de ultima , yo en serio esperaba un nuevo diseño o almenos unas nuevas alas como mínimo . A320 neo rules!

Ellos querían hacer eso, pero se iban a demorar más que el A320neo en llegar, y no creo que Boeing se siga dejando sacar ventaja de Airbus como lo ha estado haciendo últimamente con la línea norrow body!

jwL7L7Dy78s

http://a1.sphotos.ak.fbcdn.net/hphotos-ak-snc7/s720x720/312132_248528708518489_136295689741792_684309_6934295_n.jpg

747-8f de cargolux en toluca mexico , lo entregan el 19 de septiembre , cabe recordar que cargolux tambie fue el cliente de lanzamiento del 747-400f en 1993

http://a6.sphotos.ak.fbcdn.net/hphotos-ak-snc6/197519_190443094327051_136295689741792_440293_935681_n.jpg

La OACI informó que el Boeing 747-8 operará como "HEAVY" en cuanto a la estela turbulenta, las separaciones serán iguales a las del B747-400

fuente , enelaire.com

nada de superheavy como el 380 :D airbus rules!

B747-8F Cargo Capacity -> 854.5 m^3

A380-800F Cargo Capacity -> 1,134 m^3

Airbus Rules.

La OACI informó que el Boeing 747-8 operará como "HEAVY" en cuanto a la estela turbulenta, las separaciones serán iguales a las del B747-400

fuente , enelaire.com

nada de superheavy como el 380 :D airbus rules!

Mejor no?
Menos restricciones en los aeropuertos


Por cierto que a pasado con el A380F

Mejor no?
Menos restricciones en los aeropuertos


Por cierto que a pasado con el A380F

El A380F no era útil para las cargas grandes y muy pesadas que suelen transportarse en el 747F (el segundo piso le pone limitantes a las dimensiones y no aguanta tanto peso). Las únicas que se habían interesado (y pedido) el A380F era FedEx y UPS que cargan mucho volumen de poco peso. Sin embargo con las demoras del A380 y otros factores (777F, 748F, ciclo económico, etc.) ambas cancelaron sus pedidos.

Además, el A380F no era un A388 sino una versión diferente que sería la base del A389. Por ahora está suspendido.

hablando de nuevas ballenas !

http://cdn-www.airliners.net/aviation-photos/photos/9/8/8/1982889.jpg





y lo de heavy y super heavy no varia con restricciones de aeropuertos sino que a estos aviones se les debe de dejar mas separación en las sendas de aproximación por si toca hacer un go around , mejor dicho tienen prioridad en el trafico de aproximación, osea que un 380 entrando a LAX tiene prioridad sobre un 747-8 :D

Airbus Rules !

Cargolux told Boeing it won’t take delivery of 13 planes on Monday as planned due to “unresolved issues” over contract - BBG
.
.
.
.
.

Plop!

LOL se le cago literalmente a Boeing encima... que cachetada tan brava.

Cargolux told Boeing it won’t take delivery of 13 planes on Monday as planned due to “unresolved issues” over contract - BBG
.
.
Plop!

Hola JuanPa:

Es solo por el pequeño retraso de dos años que tuvieron sobre la fecha de entrega original, nada que valga la pena.......tal vez una penalidad del 20 o 30 % del valor del avión.... puras minucias, nada que Boeing no pueda solucionar.

Saludos.

Ahhhhhh ... así pos siiii!!

Saludos mi estimadisimo Amigo!

Por fin se acabó la espera, que llegue rápido el lunes para ver la entrega del 787 a ANA.

primer 787 de united , miren el rudder , sera que hay nuevo livery o uno especial ??

http://www.airlinereporter.com/wp-content/uploads/2011/09/7877.jpg

el que le sigue despues de United es: Ethiopian Airlines

http://paineairport.com/images/kpae7064.png

http://paineairport.com/kpae3939.htm

Primer B787 listo hoy para entregar a ANA. Se espera que arrive a Tokyo el 28 de Sept.

http://a.yfrog.com/img640/4505/j8zoe.jpg
http://a.yfrog.com/img741/1013/al0xx.jpg
http://a.yfrog.com/img734/1481/4f1vx.jpg
Fotos de BoeingAirplanes http://yfrog.com/user/BoeingAirplanes/photos

Más imagenes aqui http://news.cnet.com/2300-13772_3-10009542-2.html?tag=mncol

:)

Qué bien!

Me gustan más los Boeing como aviones, pero en diseño se los lleva Airbus, el A330 es un avión hermoso.

primer 787 de united , miren el rudder , sera que hay nuevo livery o uno especial ??

http://www.airlinereporter.com/wp-content/uploads/2011/09/7877.jpg

Al margen de la belleza del avión, Everett es sencillamente una de las instalaciones industriales más hermosas del mundo!!

Los gringos definitivamente están a otro nivel en lo que refiere a sus instalaciones industriales!

El A380F no era útil para las cargas grandes y muy pesadas que suelen transportarse en el 747F (el segundo piso le pone limitantes a las dimensiones y no aguanta tanto peso). Las únicas que se habían interesado (y pedido) el A380F era FedEx y UPS que cargan mucho volumen de poco peso. Sin embargo con las demoras del A380 y otros factores (777F, 748F, ciclo económico, etc.) ambas cancelaron sus pedidos.

Además, el A380F no era un A388 sino una versión diferente que sería la base del A389. Por ahora está suspendido.

Que mal que Airbus haya suspendido ese proyecto..
La carga que se le hubiera podido meter al A380 es increible.. Con restricciones en el segundo piso sí.. pero de resto.. hubiera sido genial.
Otra cosa en la que el 747 se lleva el A380 o cualquier otro avión como carguero es la posibilidad de abrirle la nariz lo que le permite llevar piezas mucho más largas. Cosa que la puerta a los costados hace más restrictivo.
En lo poco que conozco, me quedo con el 777 como carguero.. ese avión es lo mejor.

Al margen de la belleza del avión, Everett es sencillamente una de las instalaciones industriales más hermosas del mundo!!

Los gringos definitivamente están a otro nivel en lo que refiere a sus instalaciones industriales!

Totalmente de acuerdo, al ser el edificio más grande del mundo en volumen funciona como una pequeña ciudad. Contaba el guía del tour que hasta tienen multas por exceso de velocidad

Que mal que Airbus haya suspendido ese proyecto..
La carga que se le hubiera podido meter al A380 es increible.. Con restricciones en el segundo piso sí.. pero de resto.. hubiera sido genial.
Otra cosa en la que el 747 se lleva el A380 o cualquier otro avión como carguero es la posibilidad de abrirle la nariz lo que le permite llevar piezas mucho más largas. Cosa que la puerta a los costados hace más restrictivo.
En lo poco que conozco, me quedo con el 777 como carguero.. ese avión es lo mejor.

xq el 777 es el unico avion al que no le ponen winglets, como al 763-, 737- o 744-?

xq el 777 es el unico avion al que no le ponen winglets, como al 763-, 737- o 744-?

Tienen algo muy similar a los sharklets del dreamliner!

^^ Los sharklets son de los nuevos Airbus A320. El wingtip del 777 y del 787 son Raked wingtips.

^^ Los sharklets son de los nuevos Airbus A320. El wingtip del 777 y del 787 son Raked wingtips.

Eso, eso, eso! :lol: Los sharklets son los del A320NEO sorry!

el 767-400 tambien tiene wingtips!!

el que le sigue despues de United es: Ethiopian Airlines

http://paineairport.com/images/kpae7064.png

http://paineairport.com/kpae3939.htm

Me sorprende ver que una aerolinea de un país tan pobre sea de las primeras en recibir el 787.

Me sorprende ver que una aerolinea de un país tan pobre sea de las primeras en recibir el 787.
es la segunda aerolinea de africa en terminos de pasajeros, si no estoy mal (por detras de SAA)

Todo el mundo tiene la imagen de África pobre y llena de miseria pero allá hay mucha, MUCHA plata.

igual eso mismo pensarian cuando Avianca compro los B747

+1

Estas images son del Boeing 787 Dreamliner que efectuo su pimer vuelo desde Evertt Washington a Tokio e septiembre 27 2011.

In Flight
On September 27, 2011, Boeing's 787 Dreamliner made its maiden voyage, traveling from Everett Washington to Tokyo Japan.




http://img713.imageshack.us/img713/5618/b787.png

http://img94.imageshack.us/img94/4751/b7872.png

http://img687.imageshack.us/img687/8712/b7873.png

http://img683.imageshack.us/img683/9320/b7874.png

http://img638.imageshack.us/img638/8036/b7875.png

http://img842.imageshack.us/img842/2337/b7876.png

Ehh que maquina tan hermosa!!

Ehh que maquina tan hermosa!!

+1000000000000000000000000000 es la Berraquera

Menos mal regresaron a la configuración 2-4-2...
Para mi es la mejor..

Ya solo por esa razón me dan ganas de volar en ese avión..

^^
Cual tenía antes?

comparen!! airbus rules !

http://cdn-www.airliners.net/aviation-photos/photos/2/0/8/1990802.jpg

^^

Boeing rules

http://cdn-www.airliners.net/aviation-photos/middle/7/6/8/1956867.jpg

:troll:

Ehm....

















































+1 Sí, Boeing rules :troll::troll::troll::troll:

+10000000000000000000
muy grande y todo muy nuevo y lo que quieran pero la reina sigue siendo el 747, el otro es la princesa, BOEING RULES

comparen!! airbus rules !

http://cdn-www.airliners.net/aviation-photos/photos/2/0/8/1990802.jpg

El de la izquierda es un avión de verdad!

Saludos

Jajajaja... Seee Boenig Rules Yeahhh...

Mitad y Mitad Decidan ustedes....
Boeing rules!!!
http://img685.imageshack.us/img685/7719/1990805.jpg (http://imageshack.us/photo/my-images/685/1990805.jpg/)
www.airliners.net

Pero qué es la cosa, si tanto Boeing como Airbus tienen tremendas bellezas...

Pero qué es la cosa, si tanto Boeing como Airbus tienen tremendas bellezas...

Pero es mas bonito el 747 :bash::bash::bash::nuts::nuts:, jajajaja meintiras ambos tiene naves imponente pero ps!! es mejor el 747 para mi tiene mas elegancia en culquiera de sus 6 versiones (100, sp, 200, 300, 400, 8i) aunque el SP es como feito jajaja

Ambos rules, en AV airbus Rules aquí en USA Boeing rules con southwest, delta, continental, Us airways, AA, eso es dependiente del continente en Europa Airbus rules... Ambas son buenas a mi parecer me encanta el 777 de Boeing y el A330 de airbus....

SALU2...

Pero es mas bonito el 747 :bash::bash::bash::nuts::nuts:, jajajaja meintiras ambos tiene naves imponente pero ps!! es mejor el 747 para mi tiene mas elegancia en culquiera de sus 6 versiones (100, sp, 200, 300, 400, 8i) aunque el SP es como feito jajaja

jajajajajajajaja verdad, el SP es como rarito, como un comprimido de alguna de las otras versiones jajajaja :lol::lol::lol:

Ambos rules, en AV airbus Rules aquí en USA Boeing rules con southwest, delta, continental, Us airways, AA, eso es dependiente del continente en Europa Airbus rules... Ambas son buenas a mi parecer me encanta el 777 de Boeing y el A330 de airbus....

SALU2...

Verdad, por ejemplo aqui en el JMC eso es territorio Airbus, y con la salida de los 737 de LAN Colombia, si que cierto...

no es lo lindos sino la cantidad de pedidos jaja y en eso si aribus aplastó a boeing

Ahorita mismo Airbus está ganando en pedidos, pero históricamente nunca podrá superar a Boeing.

^^ no veo por que no... Boeing le lleva años de ventaja si pero ya el A320 es la aeronave mas popular en el mundo por encima del B737 y el A380 le lleva un par de años de ventaja al B787.

a mi modo de ver las cosas estan asi. en cuanto a interes por parte del mercado.

A318/319/320 > B736/7/8

A321<B757/B739

B767 = A330

B777 > A340

B747 < A380

B787 > ¿A350?

algunos fakes y otras reales

http://www.imagengratis.org/images/a380qantas.jpg

Beluga + A380

http://www.imagengratis.org/images/airbusa380sup.jpg

Iberia A380

http://www.imagengratis.org/images/314371783823a.jpg

^^

No le sienta el livery de Iberia a la ballena, será que algún día se animan a pedirlo?

y el A380 le lleva un par de años de ventaja al B787.

Estás comparando peras con manzanas.

^^ viste el listado? era por novedades.

^^ no veo por que no... Boeing le lleva años de ventaja si pero ya el A320 es la aeronave mas popular en el mundo por encima del B737 y el A380 le lleva un par de años de ventaja al B787.

Pero yo hablo de la historia en general, no solo del presente. Si vamos a hacer un analisis que valga la pena habria que considerar tambien la coyuntura historica y las circunstancias tanto pasadas como actuales. Si hicieramos eso, Boeing aplastaria a Airbus.

hay que tener en cuenta que boeing vende aviones desde los 20's y airbus desde los 70's si le sumamos todas las compañias europeas que ahora son airbus tambien quedaria parejo .

Yo hablo es de que no es lo mismo el mercado de la aviación comercial de hace 60, 70 años, que el de hoy en día, donde el transporte aéreo se ha masificado tanto.

Malaysian , primer vuelo !

http://a4.sphotos.ak.fbcdn.net/hphotos-ak-ash4/301536_269784683059558_136295689741792_750245_1299632236_n.jpg

UN AVIÓN DE LA AEROLÍNEA QANTAS ATERRIZA DE EMERGENCIA EN DUBAI

Un avión A380 de la compañía australiana Qantas que efectuaba un vuelo entre Singapur y Londres se ha visto obligado a realizar un aterrizaje de emergencia en Dubai después de que el motor sufriera graves daños, según ha anunciado la compañía.

Después de cuatro horas de vuelo, el piloto ha estimado que era «absolutamente importante» devolver la aeronave a la pista por la falta de presión de aceite en el motor número cuatro.

http://www.abc.es/20111104/internacional/abci-avion-qantas-dubai-201111040933.html

Disculpen mi ignorancia que cosa es ese A-880???? eso de verdad existe?????

Disculpen mi ignorancia que cosa es ese A-880???? eso de verdad existe?????

No existe, sólo fue un ocioso que se puso a hacer el montaje.

gracias specktor

Airbus Removes Four-Engined A340 From Catalogue
By David Pearson
Published November 10, 2011
--Airbus books EUR192 million gain from program halt
--No impact on production or jobs at Toulouse

PARIS -(Dow Jones)- Commercial aircraft builder Airbus is halting production of its four-engined, long-haul A340 airliner, a move that has provided parent company European Aeronautic Defence & Space Co. NV (EAD.FR) with a EUR192 million one-time gain in the third quarter of this year, EADS said Thursday.
"We have accepted reality. We have not sold any A340s for nearly two years," EADS Chief Financial Officer Hans Peter Ring told an analysts' conference call. The EUR192 million gain is from the write-back of a provision taken by Airbus on the A340 program.


http://www.foxbusiness.com/industries/2011/11/10/airbus-removes-four-engined-a340-from-catalogue/#ixzz1dKTCjEBn

Entonces bye bye A340's

Se les va a extrañar.... en especial al 346 :S

ANA said it has found first glitch in Boeing 787 Dreamliner

A Boeing Co. 787 Dreamliner for All Nippon Airways Co. lands at Haneda Airport in Tokyo, Japan Sept. 28.

An All Nippon Airways Co. Boeing Co. 787 Dreamliner carrying 249 people had to make a second approach at a west Japan airport before landing, after a glitch forced the pilot to manually deploy the main landing gear, the airline said Monday.

The first glitch on a commercial flight for the new plane occurred on a domestic route Sunday after a cockpit monitor showed that the landing gear hadn't fully deployed shortly before landing, ANA said.

More: http://www.chicagotribune.com/business/breaking/chi-ana-said-it-has-found-first-dreamliner-glitch-20111107,0,4443222.story

Un vídeo fresquito del montaje del a330-200

OV8XLdryrmk

uff orgasmico :)

22 Diciembre, 2011 - 18:12Credito:
Reuters
la firma Airbus está en camino a finalizar el presente año con pedidos por encima de los 1,600 aviones, dejando a Boeing con la participación de mercado más baja; esto en lo que ya suman 40 años de rivalidad, pero el fabricante estadounidense está ganando impulso en momentos en que ambas compañías enfrentan a sus modelos de mayor venta.

Si bien a Boeing le llevó un año más que a Airbus el renovar un modelo clave para satisfacer la demanda de las aerolíneas por aviones con costos de combustible más bajos, ambos fabricantes se han beneficiado de un fuerte crecimiento en Asia y el remplazo de los viejos aviones en Estados Unidos.

Nota Completa: http://eleconomista.com.mx/industria-global/2011/12/22/airbus-ventaja-pedidos-sobre-boeing

Fea...

http://www.airliners.net/photo/Emirates/Airbus-A380-861/1850588/L/&sid=53f032bea32fece05b653d71cdfd57ab

http://cdn-www.airliners.net/aviation-photos/photos/8/8/5/1850588.jpg

http://cdn-www.airliners.net/aviation-photos/photos/1/8/4/2016481.jpg

: Baba:: Baba:: Baba:soberbia esa imagen

http://cdn-www.airliners.net/aviation-photos/photos/8/8/5/1850588.jpg

que belleza...................seria un sueño trabajar en esa oficina .......
de que avion es?

^^ A340, posiblemente 600.

A380 :okay:

^^ Verdad.

Saludos

juancho es un 380 saludos !

Se viene otro A380 este año

http://cdn-www.airliners.net/aviation-photos/middle/1/9/1/2054191.jpg

Y una pregunta este A380 para quien va o que?

http://cdn-www.airliners.net/aviation-photos/middle/0/2/4/2055420.jpg

^^ ese A380 sera el privado del principe Saudi, debe ser entregado este año

Huy no... Muy pequeño, yo seguro hubiera comprado otro... :lol::lol:

jajaja gastarse 300 millones en un pajaro que solo puede llegar a pocos aeropuertos

Hallan fisuras en las alas de los aviones Airbus A380


.......El 20 de enero la Aesa había recomendado el control de los aviones con el mayor número de horas de vuelo (al menos 1.300 horas), es decir una veintena de aparatos tras descubrirse microfisuras en una pieza situada en las alas......

http://www.eltiempo.com/vida-de-hoy/viajar/fisuras-en-las-alas-de-los-aviones-airbus-a380-_11095983-4

el recorrido que hizo boeing en uno de los 787
mas de 19 horas para crear los numeros y el logo

http://img141.imageshack.us/img141/2285/9sinttulo1copia.jpg (http://imageshack.us/photo/my-images/141/9sinttulo1copia.jpg/)

http://es.flightaware.com/live/flight/BOE236

http://i42.tinypic.com/14y2zhw.jpg

http://i42.tinypic.com/nvtu75.jpg

http://i43.tinypic.com/2e6ftj4.jpg

http://i41.tinypic.com/208bl1l.jpg

Source : http://www.pdxlight.com/kpae/kpae.html

http://pic.feeyo.com/pic/20111208/201112080848326140.jpg

http://pic.feeyo.com/pic/20111210/201112101039044202.jpg

Copiadas del foro http://www.skyscrapercity.com/showthread.php?t=174610&page=28

http://cdn-www.airliners.net/aviation-photos/photos/9/7/4/0313479.jpg

http://gallery.me.com/sdolya/102086/20000101_airbus_016/web.jpg

http://i42.tinypic.com/14y2zhw.jpg

http://i42.tinypic.com/nvtu75.jpg

http://i43.tinypic.com/2e6ftj4.jpg

En general lo que se observa es que tiene como un estilo de represamiento de aeronaves esperando por la certificación FAA y no estoy seguro si también de la ETOPS. Creo que esa es una de las tantas cosas que ha retrasado la entrega y es el obtener el registro.

Delicioso aporte de giovani_kun, desde el hilo internacional del B787.

by flightblogger

United Airlines Boeing 787 Dreamliner N45905 ZA289
http://i42.tinypic.com/24436h0.jpg

http://i44.tinypic.com/1yjwj8.jpg

United Airlines Boeing 787 Dreamliner N20904 ZA288
http://i41.tinypic.com/15oc9yf.jpg

Japan Airlines Boeing 787 Dreamliner JA822J ZA177
http://i43.tinypic.com/2i0rnr7.jpg

http://www.flickr.com/photos/flightblogger/6900674107/in/photostream/

ese livery de JAL...terrible, porque aunque hay liverys retro (de los 70 u 80) bonitos, pero que descachada la que se pegaron cambiando la bola roja de la cola y la letra estilizada que tanto caracterizaba para bien esa aerolinea

ANA / All Nippon Airways

http://www.planetalkinglive.com/wp-content/uploads/ANA-Boeing-787.png
http://www.flightglobal.com/blogs/asian-skies/2009/08/photos-the-ana-787-runs-but-it.html (http://www.planetalkinglive.com/2011/08/26/ana-to-celebrate-delivery-of-boeing-787-dreamliner-on-26th-september/)

China Southern Airlines

http://www.airplane-pictures.net/images/uploaded-images/2011-5/1/133467.jpg
http://www.airplane-pictures.net/photo/133467/b-2725-china-southern-airlines-boeing-787-8-dreamliner/

Royal Air Maroc

http://paineairport.com/images/kpae5982.png
http://paineairport.com/kpae2875.htm

Air India

http://3.bp.blogspot.com/-l1PFQtSWRSU/TV8Y-p_OtNI/AAAAAAAAAYs/_oecNGgVDyc/s1600/AirIndia.png
http://aircraftspotting.blogspot.com/2011/02/air-india-787-vt-and.html

JAL (Japan Airlines)

http://farm5.staticflickr.com/4109/5050101194_a734e6ffe0_b.jpg
http://www.flickr.com/photos/microvolt/5050101194/sizes/l/in/photostream/

Ethiopian Airlines

http://paineairport.com/images/kpae7063.png
http://paineairport.com/kpae3938.htm

United Airlines

http://www.frequentbusinesstraveler.com/wp-content/uploads/2011/10/Dreamliner-United-K65457-05-Final-Assembly.jpg
http://www.frequentbusinesstraveler.com/2011/10/uniteds-first-boeing-787-dreamliner-completes-initial-production-stage/

LAN Airlines

http://paineairport.com/images/kpae6025.jpg
http://paineairport.com/kpae2922.htm

Que bueno ver esos 787 en los colores de nuevas empresas, ojala pronto llegue el turno de Avianca

Que bueno ver esos 787 en los colores de nuevas empresas, ojala pronto llegue el turno de Avianca
pronto en 2014!! XD ( que desilusión¬¬)

:cry:

Lufthansa 747-830:banana:

http://cdn-www.airliners.net/aviation-photos/middle/4/7/6/2071674.jpg

pronto en 2014!! XD ( que desilusión¬¬)

yo diria que emocion esas primeras series vienen con problemas estructurales y de peso . pobre LAN no sabe en la que se metio por acelerado

Si y no, si Boeing no se hubiera demorado con el 787, este año Avianca ya tendría algunos 787 de los buenos.

Son fallas menores, pero igual esos primeros vienen siendo aviones "prueba" o "beta" :lol:

De los mejores vídeos que he visto. Música maestro!

kk-8uu8f7Pc&feature=player_embedded

:fiddle:

Primer 787 de Qatar Airways

http://i1098.photobucket.com/albums/g378/FenixPahedi/Capturadepantalla2012-03-13alas194048.png

http://i1098.photobucket.com/albums/g378/FenixPahedi/Capturadepantalla2012-03-13alas194131.png

FUENTE: http://www.aviationweek.com/aw/blogs/commercial_aviation/ThingsWithWings/index.jsp?plckController=Blog&plckScript=blogScript&plckElementId=blogDest&plckBlogPage=BlogViewPost&plckPostId=Blog:7a78f54e-b3dd-4fa6-ae6e-dff2ffd7bdbbPost:768e2a28-1094-4129-baa7-3618c380e8af

Video muy bueno de Boeing

Testing a Dream

BBmxFWfX1YQ

Por: juanchito79

Muy bueno el video...
Alguien sabe cuándo viene este avioncito por tierras colombianas haciendo el tour?

^^ Boeing no ha publicado la fecha, pero pronto no sera.

Buen vídeo....

^^ Boeing no ha publicado la fecha, pero pronto no sera.

Buen vídeo....

al terminar estas dos fechas del world tour (actual long beach y siguiente salt lake) seguramente se publicara el quinto y ultimo segmento, con la esperanza de que alguna ciudad de Colombia este en la lista :|
si no, pues.. esperar los de Av u otra lo traiga antes, o que a Boeing le de el "arrebato" y lo traiga fuera del tour :nuts:

Y no era que iba a ir al pais de cada aerolinea que habia comprado el 787? Bueno, eso es lo que leí de uno de los foristas...

Ahora Air India es la nueva favorecida con el Boeing 787

http://cdn-www.airliners.net/aviation-photos/photos/7/4/6/2080647.jpg

http://www.flickr.com/photos/pt737swa/sets/72157629630538517/

Southwest Airlines received its first 737-800 in March, 2012. It came equipped with Boeing's Sky Interior, ETOPS capability and Row 44 Wi-Fi equipment.

At a ceremony in Dallas, TX on 3/21/2012 the aircraft was introduced as "Warrior One."

0xXTgTKRZ3g

http://cdn-www.airliners.net/aviation-photos/photos/3/2/6/2082623.jpg

http://cdn-www.airliners.net/aviation-photos/photos/4/1/9/1000914.jpg

Se les informa a todos los que aun guardábamos la esperanza de que el 787 viniera a Colombia que eso no pasara! Ya publicaron la fechas y el siguiente destino sera Chile, la única esperanza es que se de después de Madrid cosa que dudo!

Cuando le entregan a avianca los boeing?

Se les informa a todos los que aun guardábamos la esperanza de que el 787 viniera a Colombia que eso no pasara! Ya publicaron la fechas y el siguiente destino sera Chile, la única esperanza es que se de después de Madrid cosa que dudo!

Boeing dijo que visitaría todos los países donde hubiera clientes del 787, el orden no creo que importe.

http://cdn-www.airliners.net/aviation-photos/photos/3/2/6/2082623.jpg

SFO

Parece encuentro amoroso bajo el sol y el mar XD

Boeing dijo que visitaría todos los países donde hubiera clientes del 787, el orden no creo que importe.

No es el orden, según la pagina el ultimo destino es Madrid. No aparecen mas destinos

^^ nos tumbaron Echeverry

SANTIAGO.- El Boeing 787 Dreamliner, la última apuesta de la compañía Boeing en aviones para pasajeros, aterrizó por primera vez en Chile, en el marco de la Feria Internacional de Aire y del Espacio (Fidae), el encuentro de aeronáutica y equipos de defensa más importante de América Latina.

El avión comercial es capaz de viajar a una velocidad de 1.050 km/h, tiene doble pasillo, puede transportar entre 210 y 330 pasajeros y está ensamblado con un motor de alta potencia y materiales muy livianos.


http://www.emol.com/noticias/economia/2012/03/26/532758/nuevo-boeing-787-llega-por-primera-vez-a-chile-en-el-marco-de-la-fidae.html

http://i44.tinypic.com/oap2f8.jpg

Source : http://pic.feeyo.com/posts/551/5511716.html

me gustaba la tobera del APU de 777 , debieron mantenerla :/

Incidente del B787 en la FIDAE, por nada y le pasa lo mismo que al A380 en Le Bourget, en las fotos no se ve pero dicen que tuvo leves daños bajo la ala al sacarlo de ahi debido a la baranda

http://media.biobiochile.cl/wp-content/uploads/2012/03/ala1.jpg

http://media.biobiochile.cl/wp-content/uploads/2012/03/st7kk.jpg

http://media.biobiochile.cl/wp-content/uploads/2012/03/ala2.jpg

http://media.biobiochile.cl/wp-content/uploads/2012/03/ala3.jpg

CLICK (http://www.biobiochile.cl/2012/03/28/gigantesco-avion-de-pasajeros-boeing-787-queda-atrapado-mientras-lo-estacionan-en-fidae.shtml?utm_source=CLNews&utm_medium=twitter&utm_campaign=Feed%3A+radiobiobio+%28Bio-Bio+Noticias%29) para ver la nota y fotos

^^

En otras noticias del 787:

Llegada a Narita del primer 787 para JAL (Japan Airlines)

http://www.airlinereporter.com/wp-content/uploads/2013/03/640x426xJAL787Delivery4-640x426.jpg.pagespeed.ic.BpCzhG0oTT.jpg

http://www.airlinereporter.com/wp-content/uploads/2013/03/640x426xJAL787Delivery9-640x426.jpg.pagespeed.ic.yJ18A8x7jH.jpg

Tanto color en ese avión me marea ! :nuts:

:lol:

Delta

http://www.cardatabase.net/modifiedairlinerphotos/photos/big/00013994.jpg

Brithis Airways

http://www.cardatabase.net/modifiedairlinerphotos/photos/big/00013995.jpg[/QUOTE]

AirFrance

http://www.cardatabase.net/modifiedairlinerphotos/photos/big/00013696.jpg

United-Continental

http://www.cardatabase.net/modifiedairlinerphotos/photos/big/00013622.jpg

http://www.cardatabase.net/modifiedairlinerphotos/photos/big/00013959.jpg

^^
Esperemos ver pronto el de AV

son fake, por si acaso

son mas que fake , pero el de DL casi me engaña quedo perfecto .

pensé en que eran de verdad! :cripes:

Avianca B787 saliendo hacia Bogotá entrega 30 de marzo... xD

https://lh5.googleusercontent.com/-uCW_3x_CWiY/T3VYv9HY4-I/AAAAAAAAAUI/wd2q6d3kY0U/s912/00013696.jpg

:drool: Es una belleza ese 787, buenísimo como lucen British y Delta, sin embargo AV es espectacular, el mejor, por lejos!!!:master:

¡Hoy voló sobre Santiago el Boeing 787 Dreamliner, que incorporaremos a nuestra flota a partir de fines de 2012!

El avión voló por cerca de una hora sobre cielos chilenos, en un recorrido que incluyó los principales atractivos turísticos de la zona central, la V y la VI Región, entre algunos el cerro Aconcagua, el Volcán San José, la Laguna Aculeo, el Lago Rapel, Puerto de San Antonio.
http://a8.sphotos.ak.fbcdn.net/hphotos-ak-ash3/557234_284422358300667_203352849740952_658921_946812461_n.jpg
http://a6.sphotos.ak.fbcdn.net/hphotos-ak-prn1/557234_284422361634000_203352849740952_658922_411975268_n.jpg
http://a4.sphotos.ak.fbcdn.net/hphotos-ak-ash3/557234_284422378300665_203352849740952_658923_234746555_n.jpg
http://a1.sphotos.ak.fbcdn.net/hphotos-ak-ash3/557234_284422388300664_203352849740952_658924_1113380686_n.jpg

se ve muy fake , yo no veo el de AV ._.

Gracias al usuario PiotrG.

Primer 787 de LOT (ensamble final)

Polish Airlines LOT Boeing 787 under final assembly:

http://img209.imageshack.us/img209/8265/99165317.jpg

http://img716.imageshack.us/img716/1970/75393214.jpg

http://img214.imageshack.us/img214/5099/76040264.jpg

http://img692.imageshack.us/img692/2364/45306118.jpg

http://img690.imageshack.us/img690/2548/52506724.jpg

http://img72.imageshack.us/img72/593/69026254.jpg

http://img407.imageshack.us/img407/3364/67150404.jpg

http://img341.imageshack.us/img341/3491/62129982.jpg

http://img109.imageshack.us/img109/1507/82695016.jpg

http://img99.imageshack.us/img99/2892/21622352.jpg

source: http://www.facebook.com/media/set/?set=a.10150542602075938.373917.269021210937&type=1

UNITED

http://cdn-www.airliners.net/aviation-photos/photos/2/8/3/2063382.jpg

Aporte de Danfer21 :)

2 B787 de United fueron movidos a Flight Line, primeros B787 en ser preparados para una Americana;

http://paineairport.com/images/kpae7964.jpg
http://paineairport.com/images/kpae7961.jpg

UNITED

http://cdn-www.airliners.net/aviation-photos/photos/2/8/3/2063382.jpg

estoy estrenando wallpaper :D

incesto ^^ :lol:

Les dejo una que tome en FIDAE:

http://i209.photobucket.com/albums/bb209/locoair/474677_10150664669058303_592498302_9622670_1225498186_o.jpg

Comienza el ensamblaje del primer Airbus A350.

http://3.bp.blogspot.com/-OP5Z-xb5z40/T4LPfo3zYZI/AAAAAAAAErk/LGwUIImXxcA/s320/A350.jpg

Airbus ha iniciado el montaje final de la célula de ensayos estáticos del Airbus A350 uniendo las secciones del fuselaje delantera de 21 metrosde largo con la central de 19,7 metros.

Estas secciones llegaron a Toulouse los días 23 de diciembre de 2011 y 4 de abril de 2012 respectivamente, ambas desde la factoría de St. Nazaire (Francia), mientras que el resto de las secciones irán llegando próximamente. La siguiente será el fuselaje trasero procedente de Hamburgo y que incorpora las secciones 19 y 19.1 construidas en España.

Después llegarán las alas procedentes de Broughton (Reino Unido) que también incorporan la superficie externa inferior producida en España. Finalmente llgarán los estabilizadores horizontales y vertical (también producidos en España).

Los trabajos se han iniciado en la denominda Estación 50, en el nuevo edificio dedicado al montaje delA350, donde también se montará el tren de aterrizaje delantero. Una vez unido todo el fuselaje, este será transferido a la Estación 40 donde se unirá a las alas y a las superficies de control de cola y, en los aviones que volarán, se instalarán los equipos de la cabina y se realizará el primer encendido de los sistemas.

http://www.aviacionaldia.com/2012/04/comienza-el-ensamblaje-del-primer_09.html

Viendo la pagina del Boeing 787 World Tour, pense que terminaba en 5 segmentos, pero viene un sexto,aunque en ese no se nombra alguna ciudad colombiana, ojala y hayan mas de 6 y pueda venir aca
:banana:

Si, Boeing tiene que cumplir con venir a Bogotá...

^^
De la cuenta de Boeing en twitter (@BoeingAirplanes): #DreamTour Leg 6 just announced: London, Manchester, Oslo, Taranto (Italy), DC, Dallas & St Louis #Boeing

https://twitter.com/#!/BoeingAirplanes/status/190197703991500800

FUCK ojala no sean tan... hps de no venir :@ hahaha eso me tiene con sustico

moderá tu vocabulario ome!

@Airbus: Have you flown on an #Airbus for your Easter holiday? We'd love to see your pics &ndash; and we'll retweet our favourites! #avgeek

moderá tu bocavulario ome!

Vocabulario !

culpa al iphone ^^ :p

I2LwISrkNa4&

http://cdn-www.airliners.net/aviation-photos/photos/7/7/5/2098577.jpg

MAS PROBLEMAS PARA EL 787 DREAMLINER.

Partes de una turbina GE del un 787 cayeron y causaron un incendio localizado. Mas problemas para el 787.

http://video.msnbc.msn.com/nightly-news/48407897

El próximo 14 de agosto se entrega el primer 787 de Ethiopian Airlines. Esta se hace en Estados Unidos. El primer vuelo será la ruta IAD-ADD.

Atenderá servicios regulares a JNB desde finales de agosto y DXB en octubre.

http://www.air-journal.fr/wp-content/uploads/air-journal_Ethiopian-Airlines-787-dreamliner-peinture2.jpg
http://www.voldiscount.es/noticias/ethiopian-airlines-el-dreamliner-esta-listo-611825.html

Fuente: http://airlineroute.net/2012/08/06/et-16aug12/

+

Air India y el gobierno indio por fin aceptan las condiciones y recibirán tres de sus 787 en lo corrido del mes.

En agosto dos nuevas aerolíneas con 787. :)

Fuente: http://www.flightglobal.com/news/articles/air-india-gets-final-clearance-to-take-delivery-of-787s-375111/

Space shuttle 747 over Houston

lmR74vg54jM