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Old July 7th, 2010, 06:14 AM   #41
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very cute plane
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Old July 7th, 2010, 06:42 AM   #42
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The info about AZ misunderstanding was published by Flightglobal.com...
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Old July 7th, 2010, 07:54 PM   #43
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Sukhoi prepares for first flight of serial-production Superjet 100


Sukhoi's civil aircraft division is preparing for the first flight of the serial-production Superjet 100 this summer, as it starts winding down its flight-test programme.

The first of the four flying prototype twinjets has completed its work, after 280 flights, and the airframer aims to finish the test phase with three aircraft, plus the static and fatigue airframes.

"We do not plan to allocate one more aircraft for [flight] testing," says Sukhoi.

The manufacturer has been battling a bottleneck for the PowerJet SaM146 engine, and admitted earlier this year that it was being forced to share engines between the prototypes and initial production aircraft.

PowerJet, which developed eight flight-test engines for the programme, is expecting to start sending production engines to Sukhoi this month.

Together the prototype jets had accumulated 1,800 flight hours in 705 flights by 2 July. Completed operational tests have included wet-runway runs and cold-soak, while the SaM146 has obtained European certification.

The static testing is largely complete, says the company, with items such as the strength of passenger cabin installations still outstanding. Tests on the nose landing-gear have ended successfully, while that for the main landing-gear is nearing conclusion.

Range verification has been conducted by operating the aircraft on routes from Moscow to St Petersburg, Murmansk and Kazan, while aircraft 95005 has undertaken restricted-visibility certification flights.

Fuel system tests have been "successfully completed", says the airframer, while the avionics capability - including Category I and II landings - is still being assessed.

"Oxygen and fire-protection systems testing is on the way, as well as autopilot, navigation system and autothrottle," it adds.

First flight of the serial-production aircraft is "expected in summer", says Sukhoi, while Russian certification is to be achieved by the end of the year, with deliveries "to start right after, simultaneously to Aeroflot and Armavia".

Aeroflot and Armavia account for 32 Superjet orders between them. Sukhoi is coy on the status of the remaining orders, particularly the question as to whether Italian flag carrier Alitalia is intending to acquire the type.

Sukhoi had allocated 20 aircraft to Alitalia, says the airframer's annual report issued at the end of June, of a total of 123 firm orders, made by eight customers. But the manufacturer subsequently claimed that this was an "erroneous" disclosure, and stuck with a figure of 101 firm orders.

- flightglobal
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Old July 8th, 2010, 03:25 PM   #44
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Interior


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Old July 9th, 2010, 12:04 PM   #45
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I love the amount of space that particular seating arrangement gives its passengers.
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Old July 11th, 2010, 07:17 AM   #46
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it is the most confortable cabin into a small plane ever
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Old July 11th, 2010, 07:56 AM   #47
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sweet plane from rusia
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*Sedang malas baca cerpen*
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Old July 11th, 2010, 04:11 PM   #48
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Russian premier criticizes Aeroflot's planned Airbus, Boeing orders

Moscow - Russia's largest air carrier, Aeroflot, plans to purchase 22 planes from both Airbus and Boeing by 2016 - a move that drew criticism from Prime Minister Vladimir Putin on Saturday, the Itar-Tass news agency reported.

'You should buy more Russian products,' Putin was quoted as demanding from Aeroflot chief executive officer Vitaly Savelyev.

Savelyev reportedly responded by saying that his company has also ordered 30 planes of the new Russian Superjet 100 type, but that their deliveries were being delayed.

The planes that would be ordered from Airbus and Boeing would be A350 and 787 airliners, respectively.

The Superjet 100 is the first new passenger plane to have been developed in Russia since the end of the Soviet Union.

The aircraft is being produced by Sukhoi, which belongs to the state-run holding company UAC - the corporation with which Moscow hopes to once again become competitive on the international market.

Up to 70 planes are to be manufactured yearly in the city of Komsomolsk-on-Amur, some 7,000 kilometres west of Moscow.

But Putin has repeatedly criticized UAC for lack of efficiency. The state will 'not endlessly' cover the company's losses and correct managers' errors, he has said.


http://www.monstersandcritics.com/ne...-Boeing-orders


Moscow: Russian Prime Minister Vladimir Putin has demanded that one of Russia's biggest airlines, Aeroflot, should buy more domestically-built planes.

At a working meeting with Aeroflot director-general Vitaly Savelyev yesterday, Putin instructed the company's management to draft a relevant project.

"Replenishing your fleet, you should orient towards domestically manufactured planes," Putin said.

According to Savelyev, the company currently has 115 planes, of which six are Russian-made IL-96 aircraft.

"The rest aircraft are of foreign manufacture. We have 11 Boeing 767 planes, 65 Airbus 320 planes, and 10 Airbus 330 long-haul wide-body planes," he noted.

By 2016, the company plans to acquire 22 Boeing 787 planes and 22 Airbus 350 planes, which are currently at the designing stage. Aeroflot also plans to get Russian-built Sukhoi Superjets-100.

"We have a contract for 30 such jets, and have already signed a contract with a leasing company for 10 planes," Savelyev said.

Aeroflot, accounting for 25 percent of the Russian air services market, is set to expand its market presence and ultimately become a monopolist, Aeroflot director-general Vitaly Savelyev said at the working meeting with Putin.

"Our ultimate goal, our strategy is to lead the Russian market and gain dominant positions," he said.

When asked about Aeroflot's relations with the world's biggest airlines, Savelyev referred to the example of the so-called "big three" European air carriers - British Airways, Air France, and Lufthansa, which, along with their subsidiary companies, hold up to 50-60 per cent of national markets.

He said Aeroflot was set to catch up with the European air market leaders to be competitive with global airlines when Russia joins the World Trade Organisation.

"It is impossible to become a European leader not becoming a leader at home, in Russia," he said.
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Old July 11th, 2010, 07:11 PM   #49
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The best regional airliner ever!!
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Old July 11th, 2010, 08:21 PM   #50
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Putin should you Russian cars instead of Mercedes..
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Old July 12th, 2010, 09:08 PM   #51
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Old July 12th, 2010, 09:09 PM   #52
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Old July 12th, 2010, 09:45 PM   #53
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WOW! very elegant design
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Old July 13th, 2010, 03:45 AM   #54
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Russian premier criticizes Aeroflot's planned Airbus, Boeing orders
Maybe someone should tell Putin that Russia currently only produces a single widebody jet - the IL-96, which is highly unprofitable and has only disadvantages compared to similar European and American planes.
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Old July 13th, 2010, 12:03 PM   #55
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Maybe someone should tell Putin that Russia currently only produces a single widebody jet - the IL-96, which is highly unprofitable and has only disadvantages compared to similar European and American planes.
Bang on. I can't believe Putin came out & said such a stupid thing.
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Old July 13th, 2010, 01:39 PM   #56
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spot on

But I think Russia is doing a very sensible thing by going into partnerships with western companies to help reduce cost and try to capture western markets. The superjet will have a potentially much bigger market given it is developed in partnership with many western firms.

I always wanted to try out a russian jet but given the current quality of old soviet planes, that looked just a dream. I am sure one day I would be flying the superjet.
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Old July 13th, 2010, 03:03 PM   #57
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Not your parent's Russian jetliner: Superjet poised for North American market breakthrough

image hosted on flickr


Nearly a generation has passed since the fall of the Berlin Wall and the collapse of the Soviet Union, the bi-polar world of communist and capitalist economies has given way to an interconnected world of globalized competition and industrial integration often bolstered by state support.

With the commercial jet aircraft manufacturing landscape having dwindled to just four players over the past decade, that trend of industrial consolidation is set to reverse itself in the years to come. Russian aircraft manufacturer Sukhoi, best known for its portfolio of fighter aircraft, is the first in a spate of new entrants to offer a jetliner assembled solely in the eastern hemisphere, but marketed to the world.

Its product, the 100-seat SSJ100 aircraft, made its first flight from Komsomolsk-on-Aumr, Russia in May 2008. It is powered by two PowerJet SaM146 engines, and is the launch point of a new business model which aims to challenge the established airframers Embraer and Bombardier on a global battlefield, starting with entry into service by year's end with Russian flag carrier Aeroflot and Armenian carrier Armavia.

As the first new entrant to step up to the plate, Suhkoi Civil Aircraft (SCAC) solidfied its strategic partnership with Alenia Aeronautica, the civil branch of Finnemeccanica, in June 2006 with a 75%/25% development split. A year later forming Superjet International, a Venice, Italy-based joint venture between Alenia (51%) and Sukhoi (49%) that took the reins on global marketing and product support.

The road to it's year-end entry into service, like the Airbus A380 and Boeing 787, has faced two years of delay after its originally planned November 2008 first delivery slipped due to an over-optimistic development schedule and production issues on the aircraft's engine. The engine-maker now claims it is in control of those issues, and is now winding down its four-aircraft flight test program with the approaching first flight of its first production aircraft.

With next week's Farnborough air show marking just over a year since the new 100 seater's western debut at the Paris air show, the Superjet is poised to announced new orders, including a fresh Letter of Intent from a North American lessor for up to 65.

The lessor, who did not want to preempt a formal announcement at the air show, says that Superjet made a compelling technical and aftermarket case for the SSJ against its Brazilian and Canadian competitors, calling the SSJ the "best 100 seater on the horizon."

That bold claim, says the lessor, is anchored by the aircraft's supplier list reads like a who's who of western aircraft manufacturing. While critics of the Superjet say the venture is no more than a state-funded exercise that defies natural market forces and an aviation anachronism amongst composite innovators, but that criticism ignores the reality of the underlying technology driving the program.

The environmental and flight control systems are supplied by Liebherr, hydraulic system from Parker Hannafin, auxiliary power unit from Honeywell, Goodrich wheels, brakes and brake system controls, Messier-Dowty landing gear, Zodiac-Intertechnique fuel system and a PowerJet engine, a joint venture between Snecma and Russian engine maker Saturn NPO.

Apture™
[All Rights Reserved] by flightblogger
Additionally, the Thales avionics are grounded on a foundation similar to the Airbus A380, says Superjet, with an Aircraft Full Duplex switched data network ( AFDX) and Integrated Modular Avionics ( IMA) core that exceeds its nearest competitors with full fly-by-wire architecture and RNP .3 precision navigation capability and CATIIIa autoland capability.

The systems integration stands in contrast to Cold War-era Russian-made jetliners which exclusively used homegrown systems that lacked interoperability and had a reputation for being unreliable.

The new engine in particular features Snecma technology built on the CFM56 integrated with Leap-X advantages, including one-third reduction in high pressure stages from 9 to 6, while Superjet claims a 12% fuel burn advantage over its single-class 100-seat competitors the Embraer E-190 and Bombardier CRJ900, driven by a lighter airframe with better payload range capability around 2,400nm due to the five-abreast seating.

Suhkoi and Alenia's business case does not center around a next generation material system like that of Boeing or Airbus, a revolutionary systems architecture or supply chain, rather it's foundation is rooted in established advanced technology and a new supercritical wing profile, all while aiming to offering the new jet for as much as 20% less than its competition on the market, with a pricetag of $27.8 million.


Superjet International's offices on the edge of Marco Polo International Airport in Venice are still coming together, says Giacomo Peretto, the joint venture's head of communications, but the empty desks of its future training center will soon be occupied by desktop training computers and belies both the new nature of the program, as well as its extraordinary ambition to break into the western market. Within a year, Superjet hopes to be training western pilots at this Venice facility. Russian pilots are already well into their flight training at a training center in Moscow.

[All Rights Reserved] by Jon Ostrower

Time and again, the established airframers say that the challenge to new market entrants is not designing, certifying and delivering a new jetliner, but the process of seeing it through its multi-decade service life.

"Think about Embraer at the beginning," says Peretto. "Who would have been willing to bet a dollar on a Brazilian plane?"

image hosted on flickr


Peretto plainly admits that Superjet International has its work cut out for it, but that won't stop the company from trying. With first delivery to Aeroflot at the end of this year, Peretto sees the early service life of the Superjet as a proving ground for the aircraft. The central challenge, he says, revolves around validating the aircraft's performance and demonstrating that the maintenance partnerships the venture has formed to live up to western standards of airline operational reliability and maintainability.

The new customer says they've been provided contractual assurances from Alenia and SCAC that 98% of parts will be dispatched from strategic depots, such as the one being set up in Frankfurt in partnership with Lufthansa Technik Logistik, within three hours of receiving a service call and the remaining 2% within 72 hours.

"We are the new kid on the block, as we say," says Peretto. "We need this reputation. We have to establish a solid reputation, we try our best on our part, we have no doubt the aircraft will be built the right way by our partners in Russia, so I think there's ground based for a perfect mix. Now the market will tell."

image hosted on flickr


The lessor, while declaring "absolute faith in the product" acknowledges that western airlines remain uneasy about Russian aircraft and whether the Superjet can be supported in service to the same level as its American, European, Canadian and Brazilian counterparts. By spreading the risk between lessors and airlines, the new customer hopes to deliver lower acquisition costs for operators, while ensuring that airlines feel they have an exit strategy if they are dissatisfied.

"We have put our money where our mouth is," says the North American lessor.

http://www.flightglobal.com/blogs/fl...orth-amer.html
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Old July 13th, 2010, 03:04 PM   #58
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Minister invites French plane designers

Russian Industry and Trade Minister Victor Khristenko has said that the new Russian medium range Sukhoi super jet-100 has the most French features among Russian planes. Twelve large French companies, among them SNECMA-Moteurs, which together with the Russian “Saturn” firm designed the “SaM-146” engine - the most advanced for medium range planes, took part in the production of the super jet-100.

The visit to Khabarovsk region by a delegation of captains of some large French companies in the aviation industry, logistics, railways construction, transport, banking sectors and several others, led by the French Ambassador to Russia, Jean de Gliniasty, testifies to the strategic partnership between Russia and France in the aviation business.

Another Russian project in which French companies will most likely take part is the “MS-21” medium range plane, which is expected to be larger in scale than the much talked about super jet-100. A sketch of the future plane was displayed recently at the Russian national exhibition in the Paris Grande Palais.The MS-21 will consist of three versions - 150, 180 and 210 seating capacities and it is planned to test-fly the plane in 2014, to be followed by delivery to clients in 2016.

The Moscow based Yakovlev Construction Bureau and the Irkutsk corporation are the main designers of the MS-21 plane. Just before the Russian Exhibition in Paris was opened, our Igor Yazov asked minister Khristenko to comment on the present stage of the project.

Work on the project is on schedule," said Khristenko. “We believe that we can put the plane on the market by 2016 as planned”, he assured. “In this connection, we consider international cooperation under which the super jet-100 project was realized, as very important. The super jet project seems to have laid a new foundation of mutual trust between Russia and foreign partners, particularly relating to technical cooperation on new projects," Khristenko believes.

"We are offering our foreign partners time-tested principles of cooperation and have defined the level and scope of their participation in the new MS-21 project," he said. "In view of the fact that French participation in the super jet project was 30 per cent and that super jet-100 is regarded as the most French among all Russian planes, we would like to continue that level of cooperation and give French firms another chance to prove their international competence and leadership role among foreign aviation producers.Plane producers are few in the world, and those building medium range planes are fewer still," said Khristenko. "Hence it is vital that we continue and enlarge cooperation with Europe in the aviation industry. Against this backdrop, the creation of MS-21 amounts to a challenge for the renovation of the market of medium range plane starting in 2015. We are relying on our traditional French partners for a meaningful participation in the project."

"We would like our French partners to become not only suppliers of nuts and bolts, but also to shoulder certain risks involved in the venture; we would like France to be a full-fledged partner in the new project, like it was in the realization of the super jet-100 project," said minister Khristenko.

Meanwhile, the Malaysian Leasing company Crecon Burl Bhd and the Irkutsk corporation have signed a preliminary agreement on the supply of 50 of the future MS-21 plane, estimated to cost 5 billion dollars. The real contract is expected to be signed next month. The signing of a preliminary deal shows the MS-21 project has a good future.


http://english.ruvr.ru/2010/07/12/12099020.html
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Old July 16th, 2010, 05:42 PM   #59
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FARNBOROUGH: Superjet's SaM146 programme back on track

By David Kaminski-Morrow

Just an hour before joint venture PowerJet received formal European certification for its SaM146 engine, its Russian manufacturer NPO Saturn explained - with remarkable frankness - why the programme was running two years behind schedule.

"Because we lied to ourselves, and we lied to our French partners," admitted Saturn chief executive Ilya Fyodorov to Flight International, at European Aviation Safety Agency headquarters in Cologne in June.



PowerJet's French partner is Snecma, which builds the high-pressure sections of the SaM146, while Saturn is responsible for the low-pressure components and casing.

The two sides have co-operated on the design since 2001. Testing on the engine, designed for the Sukhoi Superjet 100, started in mid-2006 and certification had been expected in March 2008, at least according to the publicised version of the schedule.



But evidence of programme creep - notably a hold-up of several months to on-wing testing with the Ilyushin Il-76 testbed, and the slippage of deliveries to customers - indicated that the situation backstage was not running as smoothly as desired.

Snecma chief executive Philippe Petitcolin diplomatically maintains that the production problems did not emerge from the French side of the SaM146 operation.

"All I can say is that the Snecma sections were on time," he says.

Saturn's Fyodorov explains that the Russian manufacturer has struggled to adapt to the Western-style processes and afford the tooling, and trained personnel, necessary to machine critical components, such as turbine blades, to the standard required.

He suggests that, earlier in the programme, there was pressure to give over-optimistic projections on the company's ability to handle the workload and development schedule, to try to secure backing.

But no more, Fyodorov insists: "We've stopped lying and become an absolutely open company."

Snecma is a "tough", "rigid" and "demanding" partner, he says, which has been "pulling Saturn with iron hands". But he adds: "We're very thankful for that - it's unpleasant but required."

To bring the SaM146 programme into line the manufacturer had to draw up a "realistic timeframe", he says: "Right now we're following that schedule. The Russian state is providing great support."

With the mainstay Tupolev Tu-154 and Tu-134 fleet fading into retirement, and the encroachment of foreign-built regional jets into Russian fleets, the Superjet 100 and SaM146 programme is viewed as the best chance for the domestic commercial aircraft industry to regain its shaky footing.

But co-operating with Snecma has required a "change of mentality", says Fyodorov, to "turn our company into a Western company". Saturn recruited consultant McKinsey to assess its production processes and advise on lean manufacturing strategies to prepare the manufacture for meeting ramp-up demands.



"As soon as Russia starts working in the Soviet way it's a disaster for the company. The Russian system was disintegrated and now we have to integrate it again," Fyodorov says.

Sukhoi conceded late last year that its chances of delivering the first Superjets to Armavia and Aeroflot by the end of 2009 were slim, as production issues had a knock-on effect on the certification flight tests.

The airframer admitted earlier this year that the bottleneck in SaM146 engine supply meant it was having to make the most of a pool of test powerplants, to the extent of removing engines from one flight-test Superjet prototype to allow another to fly. Even the first serial production aircraft, it said, would have to be fitted with pre-production engines for ground tests.

But with the successful certification by the European Aviation Safety Agency on 23 June, and Russian approval set to follow, Fyodorov is optimistic that the situation is back under control. Russian prime minister Vladimir Putin toured the Saturn facility a few days earlier, following completion of the crucial blade-out and bird-ingestion tests on the SaM146.



"His estimation of progress is very high," says Fyodorov. "He is very happy that we did not let him down on the certification timeframe."

Approval from the government is crucial. Saturn, which is 88%-owned by the industrial holding Oboronprom, has laid out a need for Rb8.4 billion ($270 million) in funding to support increased production.

PowerJet is intending to deliver 13 serial production SaM146s to Sukhoi this year - one of which will be a spare - but Snecma's Petitcolin says that, in 2011, the venture is aiming to manufacture 30-50. "We hope for 50," he adds.

Fyodorov says: "Next year we hope to approach that level. We need only one thing - to get the money. There's a full explanation [to the state] for why we need it. We treat state financing very seriously and account for every penny."

Saturn's financial plan requires funding of Rb3.5 billion in the first year, Rb3.9 billion in the second and Rb1.9 billion in the third, he says: "After three years we're going to be a completely new company."

The company is forecasting a production output of up to 84 engines in 2011, increasing to 120 and then 150 in the following two years.

Saturn put a new training centre into operation in March, designed to turn out skilled workers in manufacturing as well as SaM146 maintenance activity - although Fyodorov also says that the firm is overstaffed by 15-20% and wants to cut its top management and retire its older personnel. "The company has to become younger," he says. "The average age is 43, we want to make it less than 40."

He says the cuts are necessary for the company's long-term survival but admits that while, in Moscow, "you can fire people and it's no problem", heavy job losses would amount to a "very serious social explosion" in a relatively small city such as Rybinsk, where SaM146 parts are machined and the engine has undergone testing.

PowerJet chief Jean-Paul Ebanga says that, following the "long and demanding journey" to EASA approval of the SaM146, production ramp-up is one of two areas on which the venture is focusing. The other is the preparation of entry into service and the establishment of a solid support network for the aircraft and its engines.

"It's a work in progress," he says, adding that the joint activities with airlines have already been initiated. The company is also finalising a spares warehouse in the Moscow area.

Deliveries of the first production engines to Sukhoi are to take place by the end of July.

http://www.flightglobal.com/articles...-on-track.html
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Old July 18th, 2010, 04:26 AM   #60
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What about the price of this Jet?
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