Woah, how much extra fuel are they carrying? They should divert to Muscat. Nothing can beat Mother Nature. An IndiGo flight in India recently made a diversion with barely (1-2 mins) any fuel left. Must have been a very harrowing experience for pax. What would have been a harrowing experience? Was t...
Jump to postWhy does Indigo bother with 77W leases for their DEL / BOM - IST flights ? It's easily doable with their own A321Neo's which they could then offer several flights spread out across the day on. Those flights operate in close partnership with TK. They are timed to take advantage of TK connections at ...
Jump to postCheck out this recent brokerage report on why they are bullish on 6E: https://images.assettype.com/bloombergquint/2024-03/7f430c2e-e99b-4a7d-9146-1cac36acee20/ICICI_Securities_IndiGo_Company_update.pdf they do expect the Book Value per share to double over next 2 years. another one: https://images....
Jump to postCheck out this recent brokerage report on why they are bullish on 6E: https://images.assettype.com/bloombergquint/2024-03/7f430c2e-e99b-4a7d-9146-1cac36acee20/ICICI_Securities_IndiGo_Company_update.pdf they do expect the Book Value per share to double over next 2 years. another one: https://images....
Jump to postThe FAA puts it as follows "The reciprocal acceptance of imported articles is NOT an FAA TSO approval under 21.8(b).". In other words, the FAA recognises Brazilian issued type certificates within the FAA's jurisdiction, but they are not considered FAA issued type certificates. So third co...
Jump to postI can't find any EASA or FAA type certificate for the C-390. The C-390 may hold a type certificate issued by the Brazilian CAA, but it's not a EASA or FAA type certificate, the only globally recognised certifications. You didn´t find and never will. Source: https://www.researchgate.net/publication/...
Jump to postEmbraer’s last clean sheet aircraft (the C-390) was civil certified in 2018. Their EVE evtol is aiming for certification in 2026, even though the prototype is only due to fly this year. If certifying a new aircraft is suddenly so much harder that you this it will be a “steep learning curve” for Emb...
Jump to postCertification requirements have changed a lot since Embraer certified their last clean sheet aircraft. Where certification campaigns used to take a year and a half, 5 years has become the new norm. It will likely be a steep learning curve for Embraer when they try to certify their next clean sheet,...
Jump to postThe requirement to build a new fuel infrastructure with cooling, pressure tanks and whatever at all airports served. The advantage here is that airlines could produce hydrogen themselves, cutting so many middle-men: -Oil exploration companies -Oil extraction companies -Royalties paid to governments...
Jump to postWhat airline would volunteer to use a fuel that is MUCH more expensive than the fuel it's competitors use? This goes not only for Hydrogen but for SAF as well. I think improving emissions is very important. But it will be done step by step over several aircraft and engine generations, not by any ov...
Jump to postYou can see the aircraft is clearly not ready to fly when it was rotated and proceeded to trade speed for height with some help from ground effect, before trading it back and finally amassing enough energy to sustain a positive rate of climb without losing speed. So either the aircraft was rotated p...
Jump to postBombardier widow, you love to disdain embraer, isn't it? Embraer has reached record market value in March, maybe this says something about "momentum" more than a random number od produced aircraft. The whole worldwide stock market has reached record market value in March, it doesn't prove...
Jump to postWhile certainly it has been a slow start, it should be remembered that they’re now up against a bigger competitor who is willing to accept a $5Million loss on every A220 sold. In this situation it’s impressive that they’re apparently selling E2s above cost price and Embraer is making a profit. I do...
Jump to postThe C919 could change things up in the 2030's.
https://simpleflying.com/ryanair-ceo-co ... -airlines/
Like others, I am sceptical of the suitability of hydrogen as a fuel for anything other than short range aviation - the practical challenges are obvious and no-one has yet mentioned the materials embrittlement issues caused by both the hydrogen itself and the use of cryogenic temperatures. If billi...
Jump to postI'd be a lot more excited if they simply go on and build a new narrow body airliner to rival the MAX and Neos or maybe a solid performing mid sized aircraft which the market lacks. The current duopoly don't do anything but lazily slap new engines on decades old airframes. Boeing is not capable of a...
Jump to postThey should work with Embraer, they have the experience to certify commercial aircraft. And by "working with" I mean a real joint-venture, not poaching Brazilian engineers. Certification requirements have changed a lot since Embraer certified their last clean sheet aircraft. Where certifi...
Jump to postI'd be a lot more excited if they simply go on and build a new narrow body airliner to rival the MAX and Neos or maybe a solid performing mid sized aircraft which the market lacks. The current duopoly don't do anything but lazily slap new engines on decades old airframes. Boeing is not capable of a...
Jump to postI would like to answer some points. -A hydrogen ecosystem won't be simple and will have its cost. Jet Fuel as we know it is also the result of a very sophisticated supply system. Oil pumped out in the middle of the desert or offshore platforms built on the ocean, carried to ports, then in tankers ov...
Jump to postI think that MHI realised that the whole market changed during Covid and is moving away from sub-100 seat RJ's. They did not have the competence and know-how to certify the model. They didn't listen to what the engineers brought in from abroad, including the former Embraer ones, had to say. And, no...
Jump to postA few points: -You don't need any export license or any special approvals to carry AOG parts. You just send them out with the next flight together with engineers. The parts never actually enter Russia, they don't pass customs, they stay on the tarmac and then fly back as part of the aircraft. Otherw...
Jump to postGreat timing: https://www.airliners.net/forum/viewtopic.php?f=3&t=1492321 "Japan To Unveil Next-generation Passenger Plane Project". Planning to do something and actually doing it are two entirely different things. Japan failed badly to produce a conventional regional jet after spendi...
Jump to postThe MRJ's fate was sealed by Covid. The whole US RJ market was remodelled then and there. Big names like Expressjet and Trans State vanished overnight. I think that MHI realised that the whole market changed during Covid and is moving away from sub-100 seat RJ's. It's hard to compete when bigger mai...
Jump to postThat's a big bet, but if hydrogen does take off (which is far from sure) they will only have Airbus as competition as other parties are not planning hydrogen planes. Embraer is also planning hydrogen aircraft: https://embraercommercialaviationsustainability.com/concepts/ It remains to be seen wheth...
Jump to postGreat timing: https://www.airliners.net/forum/viewtopic.php?f=3&t=1492321 "Japan To Unveil Next-generation Passenger Plane Project". Like I said, the real struggle for Airbus will be staying relevant in the face of new competition in the new energy aircraft market. There is no room for...
Jump to postIt's not just about volume anyway. Rather than ramping up production quickly, with all the risks that entails, a slow increase while keeping good profit margins makes far more sense. The A320 has been steadily ramping up, excluding the pandemic years. 2010: 34/mo 2014: 42/mo 2016: 45/mo 2019: 60/mo...
Jump to postIt's not just about volume anyway. Rather than ramping up production quickly, with all the risks that entails, a slow increase while keeping good profit margins makes far more sense. Not when you have backlogs that prevent you from squeezing in new sales. I don't think that you can call a 15-year r...
Jump to postIt's not just about volume anyway. Rather than ramping up production quickly, with all the risks that entails, a slow increase while keeping good profit margins makes far more sense. In this neck of the woods, the pandemic has ripped through the ranks of senior, long term, experienced subject matte...
Jump to postIf anything , Airbus people should have worked harder to ramp up the production on all their lines and kept the A380 line alive. They are dragging their feet too much, what is taking them so long to ramp up A220, A330neo, A350 production? Boeing is a sitting duck waiting for Airbus to finish it off...
Jump to postAirbus is laughing straight to the bank. They snapped up the CSeries from right under their noses, then saw Boeing botch the Embraer tie-up, then the quality problems that were really already in the makes as far back as when those Al Jazeera whistleblower documentaries were made, was it in 2011, the...
Jump to postWell I wasn't too far off with my below predictions, though I expected more B787's than A350's. I guess that JL's happy with the domestic A359's and that they're going to do a midlife swap at some point, ie instead of swapping out the domestic A359's with the B787's from my prediction, they're going...
Jump to postIf you think about it, it doesn't really make financial sense to transport major aerostructures around. The supply chains are outdated and stem from an era where different companies were in charge of different bits. It's cheaper to move the tools and know-how once and for all than having to move big...
Jump to postI think that ET is losing it. The B779 is big for their needs and totally unnecessary additional type. It adds nothing positive to a B787/A350 fleet. A few used A380's would have served them well for LHR. You say the 779 is big for their needs and a totally unnecessary type then suggest they operat...
Jump to postI think that ET is losing it.
The B779 is big for their needs and totally unnecessary additional type.
It adds nothing positive to a B787/A350 fleet.
A few used A380's would have served them well for LHR.
Fuel cells are exceeding 80% thermodinamic efficiency. Waste heat from fuel cells can be used to heat the cabin as opposed to tapping into bleed air or generating the heat electrically. Burning the hydrogen is not more efficient. Fuel cells are becoming lighter and so too are electric motors. https:...
Jump to postIt is a heck of a lot more practical to use the hydrogen produced under these scenarios to mix with natural gas and feed it to the thousands of natural gas power plants. That can be accomplished today and reduces fossil fuel consumption without the need for extensive re-engineering like is required...
Jump to postWhile this is an interesting topic to do research on, I doubt it will be some future fuel for the mass market. This is because airports globally would need most expensive new tank and storage systems. They won't do it. Still, there might be future ways to store hydrogen in a different, more comfort...
Jump to postDuring peak generation, wind turbines and solar generators are being stopped due to grid overloads, just when the generators are at their peak potential. Green projects are being delayed up to 10 years due to lack of grid capacity. More and more projects are underway to divert this energy to generat...
Jump to postThe B787-10 is a very capable aircraft for TATL and trips up to 10 hours, which is already proper longhaul. But don't believe everything you see in the brochures and their payload-range charts, they tend to be overstretched, ie ideal conditions, no winds, direct routings, new engines, no water in t...
Jump to postAs said many times, the B787-10's best days lay ahead. Boeing just need to get B787 production back to 10 frames a month and keep chugging planes out as fast as they can. You can't really directly compare an A359 to a B789 in terms of fuel burn. A B789 is an 8-abreast aircraft for long haul (even th...
Jump to postLiquid hydrogen is a pain to work with. Look at the boil off from a LH2 rocket fuel tank sitting on the launch pad. For "climate neutral propulsion," which I argue is not necessary for aviation due to the miniscule proportion of emissions that come from aviation, some type of synthetic hy...
Jump to postposturing to get a panicked Boeing to commit to "something suboptimal" would be great for Airbus. Airbus has zero interest in Boeing developing something suboptimal. What Airbus needs to achieve is that Boeings next airplane uses the same liquid hydrogen infrastructure as the Airbus hydro...
Jump to postWithout wanting to be conflictive, Boeing is too big to fail or to be held accountable for anything. Boeing will get away with anything without as much as a scar. The only thing that can hurt them is customer orders, but with Airbus unable to capitalize on Boeing's issues, customers will keep orderi...
Jump to postThe real reason JAL went for the A350 is because they were unhappy with Boeing after their Dreamliners were delayed for 4 years and Boeing was probably taking them for granted seeing that JL never really operated Airbus aircraft. In addition; Airbus probably gave them a deal they couldn't refuse. JA...
Jump to postThis is why MSG-3 exists. Carry-out inspections, report findings, fine-tune inspection cycles. If something part of the conversion is showing low reliability, redesign and modify the STC for future conversions, carry out the MOD on existing conversions. Nothing failed so the system worked. Aircraft ...
Jump to postPerhaps the requirements need to be changed It should be easy to retrofit a bigger memory card or what digital media they use. I assume it is not an analog or digital tape any longer. This is aviation. It will take years and cost millions and pilots will still wipe it to avoid embarrassing themselv...
Jump to postWhat happens to max9 aircraft away from AS maintenance centers ....so they get ferried back for inspection or will AS need to fly inspectors to the plane. Most if not ALL airlines have relationships with other airlines and or maintenance contractors that can perform the checks at outstations. In mo...
Jump to postThe EAD is quite unspecific except for the grounding part.
It doesn't tell what engineers should be looking for during the inspections, normally this would have very specific instructions.
Wow the seat cover and the head rest were sucked out, together with the head rest of the seat in front and the tray table behind the seat. That's seriously explosive. It looks like it happened at FL160. I think that the plug door will shed light on what happened, they're probably loooking for it as ...
Jump to postIn any real world situation, there are people who are disabled and have impediments from walking fast, let alone getting up from their chair. Further, some people may have anxieties (medically diagnosed or not) that can be disabling. I wonder how evacuation certifications take this into considerati...
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