This will be fun. 15 years from now we will see: Alliance carriers will create global airlines named for their brands (Skyteam Airlines, Oneworld Air, etc). That's an interesting idea. Alliances have been around a while and no one has tried that yet. It would be very tough for an airline to give up...
Jump to postFlew them for 4 years (in Europe though). Fun plane for pilots if you know what you are getting into. In good conditions you can throw it around if necessary, the speed is sufficient in the terminal areas to not bother the jets too much, and it's really nice to fly. In rough conditions you have to ...
Jump to postI suggest you educate yourself on the requirements of halal food before making such statements. It's not just killing the animals 'in another way', but in a more cruel way (unsedated). Eek. Why do you think they kill animals "sedated"? I don't think that's standard industry practice anywh...
Jump to postI think such religious exemptions should not be allowed. A private company should have every right to fire an individual who does not perform the essential functions of the job, but that has changed in recent years due to Christian extremism taking hold in this country that the courts have upheld. ...
Jump to postDETROIT — A Muslim flight attendant has sued ExpressJet, accusing the airline of wrongly suspending her because she refused to serve alcohol to passengers. The Council on American-Islamic Relations’ Michigan chapter announced Tuesday it filed the lawsuit last week on behalf of Charee Stanley, a Det...
Jump to posta380787 wrote:Driving at least 1:40 - 2:00 to DUB isn't exactly a realistic option for anyone.
KLM didn't have to be saved in 2004. Earlier on it concluded it lacked a neccesary home market and scale. It decided negotiating from a position of strenght was better then from a future weaker position. AF seemed the best partner after BA was considered. Why was BA considered not the best partner?...
Jump to postThe PW1000 is also considerably heavier. That means that over short distances the KC-390 can haul a correspondingly heavier load with V2500 engines. A 31,500 lb thrust V2500 weighs 2,484 kg (wikpedia) and a pair burns about 3,000 kg of fuel per hour at cruise speed and altitude (internet). The inte...
Jump to postPrice is likely an important factor. The V2500 is likely considerable cheaper than the PW1000. Military planes typically don't fly every day all day long as airliners do. Therefore it takes much longer time to make fuel savings match the higher engine price, and maybe it never happens so. If we ima...
Jump to postThe KC-390 is a military plane. For a military plane reliability is more important than state of the art = latest technology, hence a different engine selection compared to C Series. That seems very unlikely. Boeing and Airbus and Bombardier would *not* tolerate an unreliable engine. Neither would ...
Jump to postIf you think the current agreement is a total scam to keep out competition then you need to put the blame where it actually belongs, and that is with American Airlines, the City if Fort Worth and DFW. Those 3 parties in the 5 party agreement were the ones to insist on a rediculous 20 gate cap. Hone...
Jump to postSooner787 wrote:The most logical solution is for VX to sell their 2 gates to DL when they're absorbed
by AS. I don't think AS has any interest in those 2 gates. Only question is how much
will AS want from DL for thes gates?
The KC-390, which began design studies in 2006, chose V2500 engines. The CS-100/CS-300, which had design studies start in 2004, chose the P&W Geared Turbo Fan. My question is, why would anyone chose the V2500 as their sole engine choice? Bombardier had enough data to chose the better engine. Why...
Jump to postAbsolutely love this post. Best post of the week to me! Thanks but just to be certain that there aren't any attribution errors... All the work from that spreadsheet is Ferpe's. ;) Doing math and using data from the chart above, an A330-200 has an L/D of 18.55 and a 787-8 is at 20.61 That's an 8.7% ...
Jump to postMost of the gains for the 787 lay in engine SFC. ( visible in the A330 NEO being competitive with the 787 if kitted out with the same engine generation.) This seems contradicted by the data in reply #20. From that chart the math seems to show an A330-200 has an L/D of 18.55 and a 787-8 is at 20.61 ...
Jump to postI'm willing to be educated, but I don't think a 10% higher L/D is within the realm of reasonable. For example, does the 787 have a 10% L/D than the A330? It would not surprise me however if one could not have significant weight savings (thank you new materials) over an older generation aircraft. I ...
Jump to postI'm willing to be educated, but I don't think a 10% higher L/D is within the realm of reasonable. For example, does the 787 have a 10% L/D than the A330? It would not surprise me however if one could not have significant weight savings (thank you new materials) over an older generation aircraft. Th...
Jump to postAll of this depends on the kind of efficiency delta a MoM could bring, and at what sales price. A quick stab: If the MoM had the following relative to A321LR: -10% lower SFC -10% higher L/D -equal weight/seat ...then its fuel consumption on a 4,000nm route could be ~25% lower per seat (about what L...
Jump to postBoeing's retort: "Frankly, when we talk about the middle of the market, it's an airplane that the A321 doesn't serve today or in the future, or that our 737 Max doesn't. It's a unique opportunity and I can tell you that, just based on the response we've seen from our customers," says Tins...
Jump to post[...]If the MoM has only the range of an A230/737, then it would need much better CASM to justify it's cost. And I don't think anyone knows how to build a plane with very significant cost advantage over the A320/737. You are absolutely right. But lowering the CASM can't be the primary aim of develo...
Jump to postI began wondering if any of you who have flown the 788 can confirm (or deny) whether or not the design of the wings dampen the effect of turbulence like Boeing claims, or whether the plane feels like any other widebody jet flying through rough weather? That makes no sense. Suppose you fly in plane ...
Jump to postI think these projects would be much too ambitious, resultung in overweight aircraft that would be inefficient on the vast majority of real world routes. Regardless if they would have one or two aisles. In my oppinion the economical range of an ordinary MoM plane should not exceed 1500nm, and it sh...
Jump to postStill, several posters here are looking at this wrong. A widened oval fuselage of a given height is not worse at resisting bending than a round fuselage of the same height as long as you maintain the shape to prevent buckling and delamination. It actually has a slightly higher moment of inertia for...
Jump to postI'm curious about the difference between manufacturer stated ranges and real world schedule-able ranges. For example, JFK-LHR is 5,555 km. But there are imperfect ATC routings, maneuvering around the airport approaches, and expected headwinds. What sort of manufacturer range would one need to reliab...
Jump to postAs has been modelled and shown many times before on this board - by going oval you can get a 2x3x2 Fuselage with A320 Container's in the belly by going oval with only about 3% more surface area than a A320. There is a lot of wasted are in the top and bottom of even a 320 Fuselage. Cool number to kn...
Jump to postThe 777 Refresh Should definitely been 11W at the same seat width as the 787. Then the new Middle Market Cross Section Ovalized 7W 2x3x2 with the same seat width. Then they would have nice 7W/9W and 11W cross sections to use to build future models. I would think changing the fuselage width is VERY ...
Jump to postI'm aware of the 80 meter box, but I'm also aware that most airport gates cannot handle an A380. How much of a problem operationally is it to operate very large aircraft like the A380 and the upcoming 777-9X? Are most of the airports one would want to fly to ready for such a large aircraft, or are t...
Jump to postIf Boeing goes ahead with this idea, I'm 100% certain Airbus will respond with an A380-900neo. And I'm also certain Emirates would order it. If Boeing goes ahead with this idea, it slightly reduces the market for the A-380. I say "slightly" because a small stretch of a 777-9X is probably ...
Jump to postSeems like a lot of expense to increase the plane by only four rows. For now, the limiting factor is the 80 x 80 m box many (most?) large airports are built around. The 777-9 is 77 m long, which gives Boeing all of 3 m to play with. Source for 777-9 length . That's pretty close to perfect. You can ...
Jump to postThe assumption of 600nm per trip (across prospective carriers' various networks) is at least as important as differences in seat count. That's curious. Do you think a CS300 would do better or worse comparatively on a longer flight? A CS300 has an empty weight of about 35 tons, and an A318 is about ...
Jump to postThe CS300 doesn't compete with the 737 MAX-8 or A320neo, but what about 737-7 & A319? A CS300 at max capacity seats 160 pax. Same for an A319. And a 2-class typical CS300 seats 130 pax, versus 124 for an A319. KarelXWB's chartr has fuel cost per aircraft mile shown on the horizontal axis. Divid...
Jump to postYou won't find much information because the CS300 doesn't compete with the 737 MAX-8 or A320neo. The article below compares the E2/CSeries/A319neo/737MAX-7 and gives a good idea about the competition in this particular market segment. I had seen this. And I'm aware that a CS300 is smaller than a 73...
Jump to postI'm trying to find out if the CS300 beats the 787-8MAX or A320NEO on a CASM basis. Googling and searching this forum does not reveal anything (beyond some stuff from 2010, which seems quite old).
-Much Thanks
However, in the exact wording of A50, I believe it says the 2 year window is only suggested. If both parties mutually agree on extensions, there's nothing in it that limits how many times extensions, or even how long. If someone is schrewd they can invoke A50 for the sake of satisfying the referend...
Jump to postIn the short term the problem for Airbus is not "everything will be terrible" but instead "we don't know what will happen, and business needs to go on anyway". Well, that is exactly the ingredient for a recession. Businesses (and Joe Public) do not invest and spend as much money...
Jump to postWe discussed the effect of Scottish independence on aviation in Scotland during the first independence movement - but now the framework is quite different should an independent Scotland remain in the EU and England & Wales would be outside the EU and also the EEA/ECAA. So, how likely is it that...
Jump to postIs the UK forming a union with India, Canada, Brazil, Russia and South Korea? If no, I don't see your point. There are three economic superpowers in the world , and the UK is not one of them - GDP in millions of US$: United States 17,947,000 European Union 16,220,370 China 10,982,829 ... United Kin...
Jump to postIt actually *can't* be business as usual. The EU is a special economic zone that the UK will no longer be part of. Workers will no longer be able to shuttle around between countries easily, tariffs and taxes will now be assessed as if the UK is a completely foreign country (because it is), imports ...
Jump to postLet's hope they stay realistic. The UK will be an economic midget faced with three economic superpowers: The US, China and the EU. Leverage in free trade negotiations is somewhat limited under such circumstances. Nothing to do with Obama, simply the mathematics of politics. Um .. no. It will be a l...
Jump to post2. If you had to choose the primary airport for the region, which would you choose?
I would probably choose Appleton as it is more centrally located in the region
Quoting KaiTak747 (Reply 4): EZ will of course stay in the UK. They will just initiate a subsidiary in one of the remaining EU-27 countries and move some 80% of the operations to that subsidiary. Maybe I misunderstand, but I don't think that works. I believe according to EU rules they would have to...
Jump to postI understand that bilateral air traffic treaties can take many forms. But (not counting open sky) what's the most common form? A certain number of seats per week? A particular number of flights? Do they specify the type of planes allowed?
-Thanks