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Old December 15th, 2010, 02:03 AM   #61
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No recuerdo ningun comentario negativo de Boeing sobre las demoras del A380, si encuentran alguna la postean, una cosa son los comentarios de los fanaticos de Boeing, y otra la posición de BCA.

Prefiero volar en un 787 tres años tarde con todos los problemas corregidos, que en un A380 cual se le cuestiona su diseño, despues de la falla del motor de Qantas.
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Old December 15th, 2010, 03:45 AM   #62
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Cómo piloto hecho en Boeing y haber comandado por 12 años 767ERs (9,000 horas). No veo cómo el A-330 con upgrade, pueda superarlo.

De que hablamos?

Cual es el zero fuel weight del 787?
Cuanto fuel levanta?
Cuantas libras de empuje por máquina?

Versus que? A-330 who?

Al A-330 le pueden reforsar el piso, pueden hacerle el up grade de máquinas que quieran. El 787 tendrá con todo y sus modificaciones un zero fuel weight mas bajo que el 767ER con 30,000 libras mas de empuje.

Cuanto es el zero fuel weight del nuevo A-330? No menos de 25,000 libras mas pesado que el 787. De que hablamos?

Cual es el diametro del fan de la máquina del A-330-200 nuevo? Por supuesto que no tendrá el diametro del Trent 1000, porque la altura del ala, con todo y modificación, no le va a dar.

El A-330 no puede competir con el 777ER y ahora lo va hacer contra un avión 15 años mas moderno.

Cuando salga el A-350, que va a ser una berraquera de avión, hablamos. Ahora lo que diga Airbus es misa.

Saludos
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Old December 15th, 2010, 04:03 AM   #63
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Cómo influye el diseño del ala entre ambos aviones?

Hagamos la comparación entre el 757ER y el 737-900ER.

El 737-900ER es mas eficiente y transporta la misma catidad de pasajeros que un 757ER. Eso en condiciones de presion y temperaturas òptimas.

Pero resulta que, cuando las temperaturas son altas o el aeropuerto es alto, el 757ER es 30, 40 % mas eficiente y hace vuelos que el 900ER no puede hacer a capacidad.

Por que?

El diseño de sus alas permite que el 757 cargue máquinas, no solamente de mas empuje. Con abanicos de diametro mas grande que les permite ser eficientes en condiciones adversas.

Eso es lo mismo que sucederá entre el A-330-200 y el 787.

Podrán tener el mismo range. Puede ser! De que puedan hacer lo mismo? No!!!!!!!!!!!!!

Saludos
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Old December 15th, 2010, 04:07 AM   #64
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power un poco off topic.....crees que el B757NG sea un hecho o algo especulativo aun?
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Old December 15th, 2010, 04:35 AM   #65
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Originally Posted by juancho3066 View Post
power un poco off topic.....crees que el B757NG sea un hecho o algo especulativo aun?
Es el primer avion de Boeing en ser remodelada bajo el denominado plan Yellowstone. El 757 es el Y-1. Saludos .
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Old December 15th, 2010, 05:47 AM   #66
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Es el primer avion de Boeing en ser remodelada bajo el denominado plan Yellowstone. El 757 es el Y-1. Saludos .
Sera el 1A de los aviones de Boeing con seguridad
Gracias power
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Old December 15th, 2010, 01:24 PM   #67
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No recuerdo ningun comentario negativo de Boeing sobre las demoras del A380, si encuentran alguna la postean, una cosa son los comentarios de los fanaticos de Boeing, y otra la posición de BCA.

Prefiero volar en un 787 tres años tarde con todos los problemas corregidos, que en un A380 cual se le cuestiona su diseño, despues de la falla del motor de Qantas.
Lo mismo dije yo en la pagina anterior.

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Old December 17th, 2010, 05:45 AM   #68
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ANZ concerned about 787 weight gain
December 17, 2010
By: Kurt Hofmann


Air New Zealand CEO Rob Fyfe told ATW that a weight increase on the Boeing 787-9 could impact its operating plans for the aircraft, for which it holds orders for eight. “The 787 is a potential decision as well a potential project for us,” Fyfe said on the sidelines of the Star Alliance CEO meeting in Queenstown, NZ. ANZ is expecting its first 787 by the end of 2013, around three years late. He declined to identify routes for the aircraft. "We have some ideas but we are not talking about it. But the Pacific Rim, South America and to China are places we are looking.”

The weight increase could affect these choices and also create a capacity shortfall. “We are operating some very long, thin routes. The delay of the 787 is frustrating. We eagerly await it sometime in the future,” he said.

ANZ takes delivery of its first 777-300ER on Christmas Eve. The aircraft will be the first to feature the carrier's new Economy Skycouch—affectionately dubbed “Cuddle Class.” Fyfe says that carrier has seen strong interest and healthy forward bookings in Cuddle Class since the product was announced.


Source: ATW
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Old December 17th, 2010, 02:40 PM   #69
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Quote:
Originally Posted by Panama1519 View Post
No recuerdo ningun comentario negativo de Boeing sobre las demoras del A380, si encuentran alguna la postean, una cosa son los comentarios de los fanaticos de Boeing, y otra la posición de BCA.

Prefiero volar en un 787 tres años tarde con todos los problemas corregidos, que en un A380 cual se le cuestiona su diseño, despues de la falla del motor de Qantas.
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Old December 17th, 2010, 05:34 PM   #70
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bueno siguen las dudas y atrasos en Boeing..Ya queremos el 787 en los aires.!!
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Old December 20th, 2010, 12:52 AM   #71
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Dreamliner's woes pile up
Originally published December 18, 2010 at 10:01 PM
By Dominic Gates


As Boeing prepares to announce yet another delay for the 787 Dreamliner — at least three months, possibly six or more — the crucial jet program is in even worse shape than it appears.

The problems go well beyond the latest setback, an in-flight electrical fire last month that has grounded the test planes.

A year after the airplane's first flight, the cascade of systems failures caused by that fire, as well as two major problems since summer with the 787's Rolls-Royce engine, have raised red flags with aviation regulators.

A top Federal Aviation Administration (FAA) official 10 days ago warned Boeing that without further proof of the plane's reliability, it won't be certified to fly the long intercontinental routes that airlines expect it to serve.

Meanwhile, on the production side, one veteran employee on the 787 said he's witnessing "the perfect storm of manufacturing hell."

The global supply chain is at a standstill, and outside the Everett factory the rows of partly finished jets will take many months to complete.

To deliver the 20 Dreamliners built since the six flight-test planes, mechanics will have to complete more than 100,000 tasks.

Among the 787's lesser ongoing problems is "rain in the plane," the term used for heavy condensation dripping inside the jet's composite plastic fuselage. Yet that issue is piddling compared with the major flaws that have brought a wave of successive delays.

"The purpose of flight tests is to find out what you did wrong," said a senior engineer who expects the 787 will ultimately prove successful. "But the amount of stuff we are finding is horrible. We shouldn't be dealing with this many issues this late in the program."

With the Dreamliner nearly three years overdue — and a postponement of the mid-February target for first delivery expected to be announced by Christmas — analysts estimate Boeing's cost overruns at a staggering $12 billion or more.

The head of the 787 program, Scott Fancher, conceded in an interview this past week that he and his team have "a tough job in front of us."

"There's no doubt we've had a lot of challenges," Fancher said. "The development of a new airplane is hard, especially one with as much innovation as this."

Costs soaring

More than a dozen people who work on the Dreamliner or have some knowledge of the program's state were interviewed for this story. All were granted anonymity because Boeing doesn't permit employees to speak publicly about its internal problems.

Boeing has bet its future on the 787, which made its maiden flight one year ago. The company aimed to reduce the cost and risk by outsourcing an unprecedented share of manufacturing and design work to partners around the globe.

It's the first new Boeing jet in more than 15 years, and the first airliner built largely from light, tough carbon-fiber-reinforced composite plastic. And it's been a marketing blockbuster: Despite a total of 120 cancellations, Boeing still has 846 orders.

Yet the 787 has run into more trouble than any previous Boeing jet.

The company's original internal target for its own development costs was $5 billion. But with yet another delay, several Wall Street analysts estimate that fixing the litany of manufacturing problems, plus paying penalties to suppliers and airlines, has piled on an additional $12 billion to $18 billion.

The 20 built but incomplete Dreamliners sitting in Everett are emblematic of all that has gone wrong.

They are so far from done that the total number of unfinished jobs exceeds 105,000.

Counting further rework planned after some of the jets are flown to San Antonio, Texas, for refurbishment before delivery, the tally of incomplete jobs is more than 140,000.

"Some jobs take a day, some take weeks," said a worker dealing with the backlog.

Boeing is reworking six partly finished jets at a time, two of them in an empty bay inside the factory, two in a hangar at the south end of Paine Field, and two more on the flight line. Mechanics can complete only about 500 jobs a month out on the field, and perhaps 1,000 jobs a month on those inside the factory, the person said.

These jets have no seats or sidewalls, and many interior systems are missing or incomplete. Passenger doors are missing. Mechanics installed temporary air-conditioning units after those fitted initially kept failing.

Horizontal tails poorly built by Alenia in Italy are still being reworked. With the workmanship on the tails varying from one plane to the next, mechanics have to painstakingly customize the fixes plane by plane.

(That headache at least produced one piece of good 787 news for this region. Alenia will still build 787 tails, but as Boeing ramps up beyond seven planes a month, it plans to build the additional tails in the Puget Sound area, possibly at its parts-manufacturing plant in Auburn, according to employees.)

Despite the attention focused on achieving the first delivery, the manufacturing quagmire suggests that Boeing will be slow to deliver the next few dozen planes.

"Hopping around"

With its parked Dreamliners many months from completion, Fancher said Boeing is likely to skip over earlier planes that need more work and move up the delivery of some later-built, more completed jets.

"You may see us hopping around a bit," he said, adding that it's a matter of balancing the most efficient way to finish the work with the customers' need to get a specific jet by a specific date.

The worker dealing with the backlog puts it differently: "They've dug a hole so deep, they have no choice but to go around it and leave the hole there."

On Boeing's 747, 767 and 737NG programs, parts shortages and late redesigns on early planes also stacked up dozens of incomplete jets on the flight line. But the company worked through those stacks without skipping over a significant number of deliveries.

Meanwhile, the flight tests have brought new design problems to light.

After runway tests in Roswell, N.M., in September, four Rolls-Royce engines had to be swapped out from the flight-test airplanes. According to a person familiar with the problem, mechanics discovered cracking of small blades called airfoils in one of the engine's compressors.

GE and Rolls both provide 787 engines, but the Rolls engine will power most of the early Dreamliners.

A separate and more serious incident occurred a month earlier, when a Rolls engine blew up on a ground test stand in England, sending metal pieces shooting out of the engine casing.

Another person with knowledge of that event said an investigation afterward revealed that one of the engine shafts can, under certain conditions, turn too fast. That may not have caused the blowup, but it is out of compliance with FAA regulations.

Rolls is testing hardware and software changes to solve the problem, though it hasn't won approval from the regulatory agencies.

Company spokesman Josh Rosenstock said Rolls is convinced the engine will pass muster with the FAA in time for Boeing's delivery schedule.

However, the engine modifications, plus an electrical system redesign needed as a result of the in-flight fire last month, will add to the glut of out-of-sequence work in the jets already built.

FAA issues

Worse, the engine and electrical issues have also raised crucial questions late in the program about the plane's reliability, potentially affecting regulators' certification of the airplane.

Earlier this month, John Hickey, the FAA's deputy associate administrator for aviation safety, visited Seattle and warned 787 executives that in the current state of the program, the jet cannot be certified for long-distance transocean and transpolar flights, according to a person familiar with the details.

Boeing designed and marketed the 787 as an ultra-long-range jet, and its customers are counting on that capability from the moment the plane enters service.

But the 787 wouldn't be allowed to fly more than 60 minutes from the nearest airport without the certification known as ETOPS, for Extended-range Twin-engine Operational Performance Standards. That would drastically curtail the use of the jet for many airlines, including launch customer All Nippon Airways of Japan.

Hickey, a former Boeing engineer, put Boeing on notice that to get an early ETOPS rating the company will have to do more to demonstrate the plane's reliability, including specifically the reliability of the engine and electrical systems.

Dreamliner chief Fancher confirmed the recent meeting with the FAA over ETOPS and acknowledged that engine and electrical system reliability were discussed. But he said that such meetings about the FAA's certification requirements are "typical," and that Boeing will "fully address their concerns."

Also drawing separate FAA scrutiny is repeated poor-quality workmanship in the 787 fuel tank, including issues with fasteners, said the person familiar with the FAA visit.

That problem reaches back into the 787 supply pipeline, which continues to stutter.

Suppliers go slow

In November, for the fourth time this year, Boeing stopped moving planes forward on its final assembly line and halted deliveries of the major sections to Everett. Just one airplane had come off the line since the previous line stoppage in October.

Fancher said the line halts are part of his "balancing act" to allow some suppliers to catch up with others and to slow the flow onto Paine Field of new planes needing to have the latest fixes applied.

Despite the slowdown, he said, the supply chain is improving.

Fancher cited "solid progress" at Boeing Charleston, which makes the 787's rear end. He conceded that Alenia of Italy "definitely remains a challenge."

The other partners and the final-assembly team in Everett are "coming down the learning curve nicely," he said.

For now, though, the pipeline is still blocked.

Spirit AeroSystems of Wichita, Kan., which makes the Dreamliner's forward section, has reassigned most of its 787 work force until work picks up again. And though in recent years Boeing's 787 employees have worked through most of the Christmas holidays to catch up, a worker at Boeing Charleston said that plant this year will largely shut down its production lines.

The latest delay will at least give engineers more time to test design fixes, including some for less consequential troubles, not uncommon on new jets, such as the maddening drip, drip, drip of "rain in the plane." On 787 flight tests, drip trays padded with squares of absorbent cloth are positioned to collect the condensation.

Fancher said "a good design fix" to dehumidify the interior is being installed and will be tested when the Dreamliners resume flying.

Employees working on the 787 complain about insufficient oversight of suppliers and a management system that the senior engineer called "totally broken."

"This program is not like anything we've seen," said the veteran 787 employee. "It's a screwed-up mess."
Yet Fancher said the feedback he receives is that employees are "proud to be part of an adventure like this."

He insists his team will surmount all the problems.
"This is a great airplane. It will deliver on the promises," Fancher said. "Our job is to get it over the goal line."


Source: Seattle Times
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Old December 20th, 2010, 12:57 AM   #72
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New engines for A320 pose dilemma for Boeing
Originally published December 1, 2010 at 12:34 PM
By Dominic Gates


Airbus on Wednesday confirmed it will offer two new engine choices on its A320 family of narrow-body jets, a move that puts Boeing in a difficult spot.


European airplane giant Airbus on Wednesday pulled the trigger on a new single-aisle airplane strategy for the next 15 years, announcing it will offer two new engine choices on its A320 family of narrow-body jets.

Chief salesman John Leahy said Airbus will spend "a little over 1 billion euros" ($1.3 billion) on the project, a sum he presented as easily manageable, "not really a huge investment."

This is the opening gambit in a chess game to dominate the biggest sector of the jetliner market — the short-haul workhorses that ply domestic routes. Boeing is contemplating a starkly different first move.

Boeing executives have signaled clearly in the past months that they are unlikely to follow Airbus with a "re-engining" of their 737 single-aisle airliner, instead preferring to go for a brand-new narrow-body sometime before 2020.

Airbus believes the engine and airframe technology needed to justify a new jet design won't be ready until around 2025, and Leahy pointedly took a jab at Boeing's position:

"The technology is just not there today for an all-new airplane. Some people might argue it is. We don't think it is," Leahy said. "We're putting our money on re-engining."

If Boeing sticks to its plan and Airbus can pull off its ambitions, the re-engined A320 — sporting next-generation engines from Pratt & Whitney or General Electric — will leapfrog the 737 in fuel-efficiency when it becomes available in spring 2016.

The 737 today has roughly 4 percent better fuel economy than the A320, according to recent airline operational data compiled by ESG Aviation Services.

But the re-engined narrow-body — dubbed the A320neo, for "new engine option" — wil deliver fuel savings of "up to 15 percent," Airbus said.

Though that figure is likely a stretch, airlines will anticipate that the A320neo will deliver at least 12 percent better fuel efficiency than today's model, enough to save them a lot of money and transfer the advantage to Airbus.

Putting the latest engines on a mature and reliable airframe also positions Airbus well against the threat from new-entrant single-aisle jet competitors.

The Bombardier CSeries, to enter service in 2013, will have the innovative Pratt & Whitney geared turbofan engine. And the Chinese C919, to enter service in 2016, will have the GE's new LEAP-X engine.

Both Boeing and Airbus have studied the possibilities in their single-aisle strategy all this year.

Boeing Commercial Airplanes chief Jim Albaugh, speaking to employees in September, argued that a re-engined A320, even if it lowered fuel consumption by a double-digit percentage, would reduce overall airline operating costs by just 3 to 4 percent because of the A320neo's higher purchase price and the increased maintenance costs on a newly introduced engine.

In an interview that month, he said Boeing's airline customers are not so keen on a re-engined 737. "They'd prefer to wait for a new airplane," Albaugh said.

Richard Aboulafia, an aviation analyst with the Teal Group, said Airbus will add a premium of $6 million to $8 million to the price of its re-engined A320s, so that Boeing may hope to win sales on price.

"It could be the battle of upfront price versus the lower fuel cost," Aboulafia said, adding, "I suspect Airbus is going to have an edge with this."

If Boeing intends to launch a new single-aisle airplane by 2018 or 2019, its sales staff will have to convince airlines that the delivery date is firm and convince them it's worth the wait.

If that doesn't work, Aboulafia said, and if, for example, a major U.S. customer orders the larger model A321neo to replace its 757s, Boeing may need to change course.

"If they lose one major customer, they have to be ready to respond very quickly," Aboulafia said.

In a note to clients Wednesday, Doug Harned, an analyst with Bernstein Research, said Boeing must respond to Airbus' move.

"If it does not, we expect Boeing will be at a long-term competitive disadvantage on its most important product," Harned wrote.

For now, Boeing is holding open the option to follow Airbus and re-engine the 737 — though that's more difficult and much more costly for Boeing because the 737 sits lower to the ground than the A320 and its landing gear would need a redesign to hold the new engines.

But with the money and resources being poured into fixing the troubled and much-delayed 787 Dreamliner and 747-8 jumbo jets, Boeing is reluctant to take on that project.

In contrast, Airbus executives have given the go-ahead even though Airbus arguably faces more business challenges than Boeing.

The Airbus A380 superjumbo is draining money and resources, while the proposed A350 wide-body is still in the early design phase.

"Finding the necessary resources for the A320neo wasn't exactly a walk in the park," said Airbus CEO Tom Enders.

He said Airbus can do it through careful management of critical engineering assets and by sending work out to the company's international engineering centers, suppliers and partners.

Airbus said Wednesday that the A320neo will have up to 500 nautical miles extra range or 2.2 tons more payload than its current version. Airbus has sold 6,700 A320s to date. It expects to sell the A320neo through 2025.

"This will keep the A320 in production a lot longer," said Leahy. "We believe we'll sell more than 4,000 neos, maybe more."

Boeing spokeswoman Vicki Ray said that for now the company will focus on continuous incremental improvements to the 737, including a package of enhancements by early 2012 that will improve fuel consumption by 2 percent.

And in this chess game, Boeing is not committing to its attack just yet.

"We're still looking at a new-engine option and a new-airplane option with no specific decision timeline," Ray said.


Source: Seattle-Times
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Old December 20th, 2010, 06:41 PM   #73
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Boeing unveils another increase in Boeing 777 production
DATE:20/12/10
By Lori Ranson


After announcing plans in March of this year to boost 777 production from five to seven aircraft per month in mid-2011, Boeing today said it is increasing monthly production of aircraft to 8.3 in the first quarter of 2013.

"In response to strong customer demand globally, we are increasing our yearly production to 100 777s," says Boeing Commercial Airplanes chief executive Jim Albaugh. The airframer states that suppliers are prepared to support the rate increase.

Currently Boeing has a backlog of 250 aircraft in its 777 programme.
Boeing's decision to raise 777 production rates follows a 12 November announcement by rival Airbus that it would build nine long-haul aircraft per month beginning in the first quarter of 2012.


SOURCE: Air Transport Intelligence News
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Old December 20th, 2010, 07:05 PM   #74
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Originally Posted by Ala-7 View Post
New engines for A320 pose dilemma for Boeing
Originally published December 1, 2010 at 12:34 PM
By Dominic Gates


Airbus on Wednesday confirmed it will offer two new engine choices on its A320 family of narrow-body jets, a move that puts Boeing in a difficult spot.
European airplane giant Airbus on Wednesday pulled the trigger on a new single-aisle airplane strategy for the next 15 years, announcing it will offer two new engine choices on its A320 family of narrow-body jets.

Chief salesman John Leahy said Airbus will spend "a little over 1 billion euros" ($1.3 billion) on the project, a sum he presented as easily manageable, "not really a huge investment."

This is the opening gambit in a chess game to dominate the biggest sector of the jetliner market — the short-haul workhorses that ply domestic routes. Boeing is contemplating a starkly different first move.

Boeing executives have signaled clearly in the past months that they are unlikely to follow Airbus with a "re-engining" of their 737 single-aisle airliner, instead preferring to go for a brand-new narrow-body sometime before 2020.

Airbus believes the engine and airframe technology needed to justify a new jet design won't be ready until around 2025, and Leahy pointedly took a jab at Boeing's position:

"The technology is just not there today for an all-new airplane. Some people might argue it is. We don't think it is," Leahy said. "We're putting our money on re-engining."

If Boeing sticks to its plan and Airbus can pull off its ambitions, the re-engined A320 — sporting next-generation engines from Pratt & Whitney or General Electric — will leapfrog the 737 in fuel-efficiency when it becomes available in spring 2016.

The 737 today has roughly 4 percent better fuel economy than the A320, according to recent airline operational data compiled by ESG Aviation Services.

But the re-engined narrow-body — dubbed the A320neo, for "new engine option" — wil deliver fuel savings of "up to 15 percent," Airbus said.

Though that figure is likely a stretch, airlines will anticipate that the A320neo will deliver at least 12 percent better fuel efficiency than today's model, enough to save them a lot of money and transfer the advantage to Airbus.

Putting the latest engines on a mature and reliable airframe also positions Airbus well against the threat from new-entrant single-aisle jet competitors.

The Bombardier CSeries, to enter service in 2013, will have the innovative Pratt & Whitney geared turbofan engine. And the Chinese C919, to enter service in 2016, will have the GE's new LEAP-X engine.

Both Boeing and Airbus have studied the possibilities in their single-aisle strategy all this year.

Boeing Commercial Airplanes chief Jim Albaugh, speaking to employees in September, argued that a re-engined A320, even if it lowered fuel consumption by a double-digit percentage, would reduce overall airline operating costs by just 3 to 4 percent because of the A320neo's higher purchase price and the increased maintenance costs on a newly introduced engine.

In an interview that month, he said Boeing's airline customers are not so keen on a re-engined 737. "They'd prefer to wait for a new airplane," Albaugh said.

Richard Aboulafia, an aviation analyst with the Teal Group, said Airbus will add a premium of $6 million to $8 million to the price of its re-engined A320s, so that Boeing may hope to win sales on price.

"It could be the battle of upfront price versus the lower fuel cost," Aboulafia said, adding, "I suspect Airbus is going to have an edge with this."

If Boeing intends to launch a new single-aisle airplane by 2018 or 2019, its sales staff will have to convince airlines that the delivery date is firm and convince them it's worth the wait.

If that doesn't work, Aboulafia said, and if, for example, a major U.S. customer orders the larger model A321neo to replace its 757s, Boeing may need to change course.

"If they lose one major customer, they have to be ready to respond very quickly," Aboulafia said.

In a note to clients Wednesday, Doug Harned, an analyst with Bernstein Research, said Boeing must respond to Airbus' move.

"If it does not, we expect Boeing will be at a long-term competitive disadvantage on its most important product," Harned wrote.

For now, Boeing is holding open the option to follow Airbus and re-engine the 737 — though that's more difficult and much more costly for Boeing because the 737 sits lower to the ground than the A320 and its landing gear would need a redesign to hold the new engines.

But with the money and resources being poured into fixing the troubled and much-delayed 787 Dreamliner and 747-8 jumbo jets, Boeing is reluctant to take on that project.

In contrast, Airbus executives have given the go-ahead even though Airbus arguably faces more business challenges than Boeing.

The Airbus A380 superjumbo is draining money and resources, while the proposed A350 wide-body is still in the early design phase.

"Finding the necessary resources for the A320neo wasn't exactly a walk in the park," said Airbus CEO Tom Enders.

He said Airbus can do it through careful management of critical engineering assets and by sending work out to the company's international engineering centers, suppliers and partners.

Airbus said Wednesday that the A320neo will have up to 500 nautical miles extra range or 2.2 tons more payload than its current version. Airbus has sold 6,700 A320s to date. It expects to sell the A320neo through 2025.

"This will keep the A320 in production a lot longer," said Leahy. "We believe we'll sell more than 4,000 neos, maybe more."

Boeing spokeswoman Vicki Ray said that for now the company will focus on continuous incremental improvements to the 737, including a package of enhancements by early 2012 that will improve fuel consumption by 2 percent.

And in this chess game, Boeing is not committing to its attack just yet.

"We're still looking at a new-engine option and a new-airplane option with no specific decision timeline," Ray said.


Source: Seattle-Times
El que pierda.....paga!

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Old December 20th, 2010, 07:14 PM   #75
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El que pierda.....paga!

Saludos
Así es Power! No se quién tendrá la razón, pero al final la movida de AI va a hacer las cosas muy duras para todos:

- Bombardier va perdiendo parte de su ventaja con una cabina mas estrecha y menor número de pax
- Embraer va a tener que pensar rápido lo que va a hacer
- Desarrollar un nuevo avión de cabina estrecha cuesta la friolera de 8 a 11 mil millones de dólares.
- Basicamente los expertos están diciendo que la tecnología necesaria para crear un nuevo avión de cabina estrecha que brinde un ahorro sustancial no existe actualmente, y su desarrollo va a tomar cerca de otros 15 años antes de lanzarla como proyecto.
- Para las compañías de leasing y los bancos la cosa no les cuadra, no porque la propuesta sea mala técnicamente sino por que su portafolio se va a depreciar.
- Si BC no saca una alternativa de mejora y la propuesta de AI pega entre las aerolíneas se va a quedar rezagados.
- Creo que la propuesta alrededor de una estructura sobre el 757 mas corto y eficiente, y otra de igual dimensión es clave para tener una respuesta de BC al mercado.


Saludos.
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Old December 20th, 2010, 10:21 PM   #76
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buenio, seria excelente ver el B757 en fabricacion de nuevo.!
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Old December 20th, 2010, 10:28 PM   #77
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Así es Power! No se quién tendrá la razón, pero al final la movida de AI va a hacer las cosas muy duras para todos:

- Bombardier va perdiendo parte de su ventaja con una cabina mas estrecha y menor número de pax
- Embraer va a tener que pensar rápido lo que va a hacer
- Desarrollar un nuevo avión de cabina estrecha cuesta la friolera de 8 a 11 mil millones de dólares.
- Basicamente los expertos están diciendo que la tecnología necesaria para crear un nuevo avión de cabina estrecha que brinde un ahorro sustancial no existe actualmente, y su desarrollo va a tomar cerca de otros 15 años antes de lanzarla como proyecto.
- Para las compañías de leasing y los bancos la cosa no les cuadra, no porque la propuesta sea mala técnicamente sino por que su portafolio se va a depreciar.
- Si BC no saca una alternativa de mejora y la propuesta de AI pega entre las aerolíneas se va a quedar rezagados.
- Creo que la propuesta alrededor de una estructura sobre el 757 mas corto y eficiente, y otra de igual dimensión es clave para tener una respuesta de BC al mercado.


Saludos.
Viene con STC al piso y MTOGW de 250,000 libras!!!

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Old December 20th, 2010, 10:37 PM   #78
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buenio, seria excelente ver el B757 en fabricacion de nuevo.!
si
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Old December 20th, 2010, 11:06 PM   #79
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787-10 back on the table as answer to A330-300
DATE:20/12/10
By Scott Hamilton


Even as Boeing continues to struggle with the 787-8 program, future planning calls for resurrecting plans for the 787-10 that have been on indefinite hold while working through technical issues and delays of the current model.

Airbus has sold more A330s since the 787 program was announced than in the period leading up to the 787's launch. The A330-200 has been improved to now have an advertised 7,200nm range-nearly matching the low-end of the 787-8, according to Airbus estimates-and the A330-300 now has a 5,850nm range with more improvements planned to provide a few hundred miles more range.

Nicole Piasecki, vice president of Business Development & Strategic Integration, told employees last month that the delays in the 787 program prompted "a lot of orders [for the A330] from airlines who were expecting the 787.

It competes against our 767 and our 787 and as the 787 starts coming online with full capability, and I can tell you if we develop a 787-10, which I would put in the likelier category, I would expect the A330's days would be numbered or that our market share position would certainly be a strong one."

Piasecki also told employees that Boeing is "looking at further investment in the 787 family [as] the best way to compete against the A350-800 and -900".

Boeing believes the A350-1000, currently with a promised EIS of 2015, will not have an adequate engine in the current iteration of the Rolls-Royce Trent XWB and that EIS will be delayed to the second half of this decade, relieving pressure to do anything immediately with the 777-300ER.


SOURCE:Air Transport Intelligence News

---------------------------------------------------------------------------------------------------------------------------------------------

Power: Increíble como están hablando, antes eran sobradores y sarcasticos, ahora parecen un equipo de fútbol de un país grande esperando los resultados de un equipo mediano a ver si pasan a la siguiente ronda.

Y de otro lado están cantando la realidad de la situación actual, muchos se quedaron esperando por sus 787-8 y este no llego y ante la situación de tener que elegir material de vuelo no pidieron ni 772, ni 763, se fueron por los 333 y 332, como ya habíamos escrito.

Boeing esta confiando en que RR no tenga lista la turbina que va a mover al 350-1000 que pidieron y empujaron los árabes para el 2015, el cual será el competidor directo del 773ER, a pesar que Emirates y Qatar le pidieron el 787-10 Boeing no lo lanzó, y cada vez va a tener menor tiempo.

Las compañías le están pidiendo que actualice el 772 y nada que se deciden, la disyuntiva si lo hacen es poner a competir el 787-8 con una versión mejorada y probada de su 772, por supuesto en detrimento de nuevo desarrollo.

Como le hace de falta a Boeing el liderazgo de un Philip Condit, o la claridad de un Alan Mullaly actual presidente de Ford y quién debería haber sido el presidente en lugar del personaje actual.


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Old December 21st, 2010, 12:34 AM   #80
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Bueno , Boeing esta lenta...
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