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surfpunk wrote:It did a flyby over CVG, too
Western727 wrote:surfpunk wrote:It did a flyby over CVG, too
Looks like a go around to me. The track log shows it was 500 feet AGL while on final approach when it then climbed again. And it didn't fly over downtown Cincinnati so I suspect it was just a garden variety go around; happy to be corrected, tho.
werba wrote:I received the following message from Boeing, claiming the final 747 will fly away today. It will be live streamed at:
https://vimeo.com/event/2815427
I was not aware that the final Queen would be ready this quick.
Pantonov22 wrote:Another interesting photo moment is possible soonish, Kalitta Air's N782CK is currently inbound to CVG. N782CK is the final 747-400 to roll of the production line. So soon both the last -400 and -8 will on the ground at the same airport at the same time.
NWAROOSTER wrote:Joe Sutter engineered and had a prototype built in a little over two years along with the help of more engineers and the like. They basically did this without the use of computers.
It was built from about 1968 until the last one was completed and flown away from Boeitng's Renton airport in late January, 2023.
Great job except for a few early bumps especially with the Pratt & Whitney JT9D-3A power plants.
NWAROOSTER wrote:Joe Sutter engineered and had a prototype built in a little over two years along with the help of more engineers and the like. They basically did this without the use of computers.
It was built from about 1968 until the last one was completed and flown away from Boeitng's Renton airport in late January, 2023.
Great job except for a few early bumps especially with the Pratt & Whitney JT9D-3A power plants.
WesternDC6B wrote:NWAROOSTER wrote:Joe Sutter engineered and had a prototype built in a little over two years along with the help of more engineers and the like. They basically did this without the use of computers.
It was built from about 1968 until the last one was completed and flown away from Boeitng's Renton airport in late January, 2023.
Great job except for a few early bumps especially with the Pratt & Whitney JT9D-3A power plants.
Yes. And, now, with computers and all manner of other whiz-bangs, it takes.... how long to get a derivative of a 20+ year old design to get certified?
Avatar2go wrote:WesternDC6B wrote:NWAROOSTER wrote:Joe Sutter engineered and had a prototype built in a little over two years along with the help of more engineers and the like. They basically did this without the use of computers.
It was built from about 1968 until the last one was completed and flown away from Boeitng's Renton airport in late January, 2023.
Great job except for a few early bumps especially with the Pratt & Whitney JT9D-3A power plants.
Yes. And, now, with computers and all manner of other whiz-bangs, it takes.... how long to get a derivative of a 20+ year old design to get certified?
That all sounds good, but the regulatory reality today is very different, as are the airline safety statistics. Can't have one without the other.
AllNippon767 wrote:Ziyulu wrote:Which came first? The 747 or 737?
737 by a year or two
NWAROOSTER wrote:Avatar2go wrote:WesternDC6B wrote:
Yes. And, now, with computers and all manner of other whiz-bangs, it takes.... how long to get a derivative of a 20+ year old design to get certified?
That all sounds good, but the regulatory reality today is very different, as are the airline safety statistics. Can't have one without the other.
With all the regulatory rules and the like they are having problems designing and building aircraft. Look at the 737MAX and the 787 aircraft. They cannot get it right the first time.
They did it right the first time with the 747-100 in 1968 except for the Pratt & Whitney JT9D-3A power plant which was having compressor stalls which was not Boeing's fault.
NWAROOSTER wrote:
With all the regulatory rules and the like they are having problems designing and building aircraft. Look at the 737MAX and the 787 aircraft. They cannot get it right the first time.
They did it right the first time with the 747-100 in 1968 except for the Pratt & Whitney JT9D-3A power plant which was having compressor stalls which was not Boeing's fault.
IADFCO wrote:That was still the bunch-of-engineers-masquerading-as-a-company Boeing. But some day the engineers will stage a coup, lock the suits in some closet, and bring the magic back, I just know it.
surfpunk wrote:Western727 wrote:surfpunk wrote:It did a flyby over CVG, too
Looks like a go around to me. The track log shows it was 500 feet AGL while on final approach when it then climbed again. And it didn't fly over downtown Cincinnati so I suspect it was just a garden variety go around; happy to be corrected, tho.
Could be, although I didn't see any traffic in the area that would have necessitated a go around. A DL flight left that runway well before this bird got to final.
itawtitaw wrote:surfpunk wrote:Western727 wrote:
Looks like a go around to me. The track log shows it was 500 feet AGL while on final approach when it then climbed again. And it didn't fly over downtown Cincinnati so I suspect it was just a garden variety go around; happy to be corrected, tho.
Could be, although I didn't see any traffic in the area that would have necessitated a go around. A DL flight left that runway well before this bird got to final.
This was an orchestrated, planned go-around/flyby -- he waggles the wings as he ascends, not typical for a normal go-around. See my video of it on YouTube, search for channel 29Caddy., or use this: https://youtu.be/UbvGKQQLGxo. You can also listen to the KCVG tower archived audio on LiveATC to confirm this, as I did.
It's also possible to download the flightplan from Flightaware as a kml file and then fly to path in Google Earth to see what the Crowned 747 part of it feels like. Takes a while, however.
DocLightning wrote:"After I retired from Boeing, I traveled to Asia many times as a company consultant to visit with friends and associates at airlines in Japan, Korea, Singapore, Hong Kong, mainland China, and elsewhere in the Pacific rim. Aviation's a relatively small community, so personal relationships mean a lot, particularly in Asia.
"My return travels generally took me through Tokyo's Narita International Airport. I would arrive there in the late afternoon and sit around for a couple of hours until my flight to Seattle was finally announced. That waiting area faces one of Narita's runways. Tired of reading, I would begin watching the airport activity and notice 707s at almost every terminal gate I could see. They wore the colors of many airlines and clustered as thickly as single-aisle 737s do at U.S. airports.
"At that time of day, a constant stream of jets was flying in from many of the world's regions. I saw familiar tail emblems as one 747 after another landed. Once in a great while there would be a trijet or a twin-engine widebody, but the 747 predominated by a huge margin.
"From the mid-1990s through the next 15 years or so, 747-watching became a regular part of my travels and something I looked forward to on my way home. As this scene repeated itself before my eyes one day, I for some reason started counting those 747s. I saw a total of 55 in the two hours before my flight was called.
"Walking down the jetway, I did some quick mental arithmetic. Assuming a 75% load factor for those 55 757s (that is, imagining that they were on average three-quarters full), I had just witnessed upwards of 20,000 people arriving in Japan within a span of two hours. All of them had been delivered by Boeing 747s.
"The last time I did this, I had the strongest feeling that the guys who helped me design the 747 were standing right there with me. So many members of our team are gone, now, of course, but I found myself wishing we could all have a reception at Narita. There would be no need for entertainment -- just standing there seeing those 747s touch down, one after another, would have been enough.
"It would have shown them how we changed the world."
-Joe Sutter, 747