Video is in the Masthead Picture of the below link:
http://i.stuff.co.nz/travel/news/10252006/First-Boeing-787-9-Dreamliner-delivered-to-Air-New-Zealand
Air New Zealand is the news today. Its first 787-9 and Boeing's first delivery of a 787-9 has been completed, in full party mode, as it currently flies home to New Zealand this afternoon for a long 15+ hour voyage. When the opportunity arises, I will update with a full you tube video of the event. But in the meantime, link to the video URL above for a glimpse of the first turn of the Boeing snow ball rolling down hill from Everett, Wa. as it gains speed.
Wednesday, July 9, 2014
Tuesday, July 8, 2014
Bears Of The Market Look To Feed On The Clark Fork River Dump
Would you just look at that and then wonder about the cost. The old adage, "Time is Money" is the biggest loser here in this picture. Without being too "Selfie", on this article, I'll mention my expert back ground on this accident. I learned my fly fishing chops on this very spot of river in my youth at age 15. I floated this very same stretch of river during the same time period. Finally, I hunted up the slope from this Boeing dump site. This is my expert response to the Boeing Bear Market Refuge and dump. The stock Market needs to analyze how many lost hours add up for 6 lost fuselages.
- The time taken to examine and add up.
- What to do with worker waiting just-in time to finish the building of aircraft
- The time lost building the dead bodies
- The material lost to the aluminum crushers and recyclers
- The time delay of not reaching 42 aircraft in July as paced.
So what can you assign for cost? Compare what you made last month at 42 units plus other affected programs that are delayed subtract what you do in July. Six Bodies represents approximately five days of production give or take rounding. Then the exponential stuff starts generating gained cost.
The production cycle is interrupted. The labor cost flows extrapolates from prior production lost on damaged bodies to the new added do-over hours. Double the material costs from do-over bodies. Then only produce 36 units during mid-year ramp-up of production flow. Ka- Ching, call the accountants and insurance people.
I wish I was there fishing photo Bomb
Bellow is found on tracks dead caption.
Its hard to get a photo without a Montana Rafter going by the site. OOPS photo title
In all, the final cost go into some infinite universe of calculation. However by years end, Boeing will recover numbers nicely as they would want one extra 737 per month to slip in somewhere before your eyes and make 2014 come in close for 737 production, if not on target for the investors. That's why those accounting types get paid the "Big Bucks", just to appease the Bear stock market.
Monday, July 7, 2014
Some Days Its Better That "Baghdad Bob" Shouldn't Go There, At Airbus
First Airbus is not sure about the A330 NEO, then they need further review, and afterwords, Airbus gets its courage up from a back slapping seminar on "Back Slapping" and furthermore, Bravado sessions which will insure the successful relaunch on another NEO of its ilk called the A330.
The old A330 could stuff up to 375 passengers if loading by standing in a semi vertical posture position while inserting into your seat.
Now we have words of wisdom marking the eventful proclamation coming forward from Airbus about the A330 NEO.
Momentum or Momentus news link
Link quotes:
Is a a big word. Is Airbus bluff charging Boeing or are they going all-in per Baghdad Bob's sound advice of "we have Boeing surrounded completely with the A330 all new metal aircraft? Far Superior than its A350-800 failure. Grizzly Bears bluff charge, not airplanes. Therefore, it must be some kind of wrong headed momentum in France.
Fabrice is not a laundry softener or an air freshener experience. He is full on serious with the backing of select Board members, who have become alarmed by the slow progress of the A350-800 acceptance and rising ascendancy of Boeing's strong line-up of vastly improved technology for airplanes.
Found in the greened sentence are key "I" words you should never use in a lucid thought, when trying to convince your audience.
The old A330 could stuff up to 375 passengers if loading by standing in a semi vertical posture position while inserting into your seat.
Now we have words of wisdom marking the eventful proclamation coming forward from Airbus about the A330 NEO.
Momentum or Momentus news link
Link quotes:
In an interview with the Financial Times ahead of this month’s Farnborough air show, Fabrice Brégier, chief executive of Airbus’ passenger jet business, said the probability was “growing every day” that the company would launch an A330 with more fuel-efficient engines.
“If we can find a solution to improve this aircraft, I believe it will confirm that we intend to lead the wide-body segment of our market,” he added.
IF...
Fabrice is not a laundry softener or an air freshener experience. He is full on serious with the backing of select Board members, who have become alarmed by the slow progress of the A350-800 acceptance and rising ascendancy of Boeing's strong line-up of vastly improved technology for airplanes.
Found in the greened sentence are key "I" words you should never use in a lucid thought, when trying to convince your audience.
- IF
- Intend
- I Believe
The laundry softener is one word short of an "I" grand slam of literations. They will be tagged out at Home Plate on the word "Believe".
Parsing the quote.
The road to perdition is paved with good intentions ("confirmed" from above)
I is a word for vast egos or is it NEOs.
If is a conditional word when nothing else is working right.
Saturday, July 5, 2014
The A330 Decision, Blunt and Parry Sward Play
Airbus is in the final decision mode for the A330 NEO. They want to Block the 787 with what that they have an A330 Blunting action, and parry forth with orders behind it. Except there is no indication they have a load of orders to back up the announcement this July 14th, at the Airshow at Farnborough. It is not in Airbus' fashion not to mark an important airshow without substantial orders numbers of the puffing nature, which were banked- up over the last six months. Therefore, I would assume they don't have order numbers assembled to make the announcement during Farnborough Airshow. They are only talking about A330 NEO potential as a threat. They are seeking orders for this venture, before puffing at a News conference at Farnborough.
No orders no announcement. Can you imagine Boeing the 787-10 without any anchor orders? Would an order order #20 A330 NEO's do? Ahh NO!
The discussion is not hung up on monetary markets or Airbus cash flows (lack of), but on the fact there is no preliminary announcements of any customers considering the A330 NEO as an "unidentified customer prospectus order". Airbus does not want a Fly-By- Night Airline company wanting 50 A330 NEO. Its nature is having an Airline company with Gravitas announcing a 100 A330 NEO Order, someone like Etihad or Qatar. Ordering is frozen on an old frames with New engines. The 787 team speaks with some authority that they can make the 787 anyway you want it under 330 passengers. Boeing is gaining a position for competitive pricing point as proof of design and production questions have been removed from the sales pitch. If Airbus can make a far cheaper upgraded A330 NEO, they should do it, and not wait for additional information coming from the market place. The airplane war then should culminate. However, they are pausing because they are unsure to start a battle they can't win. The A350-800 failure left them dangling in a precarious position where the reserves from the A330th unit have come up to bail-out the Airbus Blunder. They cannot announce the A330 NEO, because it gains corporate embarrassment, which is the same as defeat in the Art of War.
Luarel and Hardy finally realize "the fine fix they are in". Airbus gets caught in its own threat of building a "Tin Lizzy" complete with Sharklets (blunt) without even a hint of orders (Parry). The audience may start laughing on cue.
If Airbus does have confirmed orders, then it is time to thrust forward on The Boeing 787. The Airbus swash buckling episode is reacting a climax. The questions is still in play, are its customers willing to come to its rescue on the NEO? Does Airbus have courage to consummate the idea? No on those questions.
No orders no announcement. Can you imagine Boeing the 787-10 without any anchor orders? Would an order order #20 A330 NEO's do? Ahh NO!
The discussion is not hung up on monetary markets or Airbus cash flows (lack of), but on the fact there is no preliminary announcements of any customers considering the A330 NEO as an "unidentified customer prospectus order". Airbus does not want a Fly-By- Night Airline company wanting 50 A330 NEO. Its nature is having an Airline company with Gravitas announcing a 100 A330 NEO Order, someone like Etihad or Qatar. Ordering is frozen on an old frames with New engines. The 787 team speaks with some authority that they can make the 787 anyway you want it under 330 passengers. Boeing is gaining a position for competitive pricing point as proof of design and production questions have been removed from the sales pitch. If Airbus can make a far cheaper upgraded A330 NEO, they should do it, and not wait for additional information coming from the market place. The airplane war then should culminate. However, they are pausing because they are unsure to start a battle they can't win. The A350-800 failure left them dangling in a precarious position where the reserves from the A330th unit have come up to bail-out the Airbus Blunder. They cannot announce the A330 NEO, because it gains corporate embarrassment, which is the same as defeat in the Art of War.
Luarel and Hardy finally realize "the fine fix they are in". Airbus gets caught in its own threat of building a "Tin Lizzy" complete with Sharklets (blunt) without even a hint of orders (Parry). The audience may start laughing on cue.
If Airbus does have confirmed orders, then it is time to thrust forward on The Boeing 787. The Airbus swash buckling episode is reacting a climax. The questions is still in play, are its customers willing to come to its rescue on the NEO? Does Airbus have courage to consummate the idea? No on those questions.
REFILE-UPDATE 1-Airbus says "jury still out" on A330neo airshow launch
Airbus is looking for a way out on the A330 Neo before announcing anything.Friday, July 4, 2014
Step Technology For The 777-300ER Until The 777X Arrives
Boeing has two different flight bags of technology. One is the step bag of advances for the current 777-300ER, the other is the 787 Bag of Technology for the 777X. Currently Boeing is plussing out the 777-300ER with refinements on its engines and improvement for its customers interiors. It cannot change the humidity or the approximate 8,000 foot air pressure in the cabin, nor it may not change that feature for its up and coming 777X design. But it will bring forward many improvements on the 777-300ER in the interim period before the 777X arrives. This is a gap filling effort of keeping the 777-300ER in-play for building 100 777 types a year going with both freight and passenger services.
If the 777-300ER remains formidable to Airbus' A350 introduction, As it can do so with vastly improved interiors and amenities for its passengers. It will fly efficiently as always, against the A350 hopes. Customers who have gained profitability with the current 777 will have an enhanced version that will carry forward until 2020. Airbus is locked-in production with serving all its customers with orders for the A350. Boeing can cherry pick the market offering current gratification of delivery soon after purchasing documents rather than later.
Order a A350 today it will arrive in 2020 when the 777X arrives. Order a 777-300ER or 200 today it arrives in the years 2016 or 2017 and will fly for three more years without any competition but from Boeing itself. Airbus will after-all have to ramp up production during those first three years of production (2015,2016,2017) for the A350. By 2020 they (Airbus) maybe in sync with its customers for delivery, by producing 70 A350 aircraft a year. Meanwhile back at Everett, Wa. , Boeing will have been relentless with both programs, the 777-300 enhanced and the 777X using the 787 play book bag of technology. That 777X bag which will never see daylight for the 300ER lists: laminar flow technology, plastic flight surfaces, and applicable 787 technology found throughout the airframe. The 77X will havea host of other innovations which will make the 777X more efficient than the A350 twins, the dash -900 and dash 1000. I didn't mention the newest in engine technology for the 777X.
However, by slight of hand Airbus adopts the A330neo into the A350 family of aircraft so it may battle the 787. The A350 already lacks 787 technology, where the A330 NEO will suffer a blight of technology when compared to the 787 benchmarks. Customers get to chose which airplane. Many will try the A330 off the bargain shelf to make up for inefficiencies against the 787. They will have some gratification on its choice, but it will play out later on at the ticket window.
A concluding thought for Boeing's two flight bag approach. One is for the 777-300ER and the other is for the 777X, is an indication that Boeing is taking serious everything in the market place, and is leaving no stone unturned. The old Boeing would have dismissed any threats from Airbus and moved ahead without regard to the market. Things have changed since those days and Boeing is attacking the market with pleasing options other than just calling something NEO.
If the 777-300ER remains formidable to Airbus' A350 introduction, As it can do so with vastly improved interiors and amenities for its passengers. It will fly efficiently as always, against the A350 hopes. Customers who have gained profitability with the current 777 will have an enhanced version that will carry forward until 2020. Airbus is locked-in production with serving all its customers with orders for the A350. Boeing can cherry pick the market offering current gratification of delivery soon after purchasing documents rather than later.
Order a A350 today it will arrive in 2020 when the 777X arrives. Order a 777-300ER or 200 today it arrives in the years 2016 or 2017 and will fly for three more years without any competition but from Boeing itself. Airbus will after-all have to ramp up production during those first three years of production (2015,2016,2017) for the A350. By 2020 they (Airbus) maybe in sync with its customers for delivery, by producing 70 A350 aircraft a year. Meanwhile back at Everett, Wa. , Boeing will have been relentless with both programs, the 777-300 enhanced and the 777X using the 787 play book bag of technology. That 777X bag which will never see daylight for the 300ER lists: laminar flow technology, plastic flight surfaces, and applicable 787 technology found throughout the airframe. The 77X will havea host of other innovations which will make the 777X more efficient than the A350 twins, the dash -900 and dash 1000. I didn't mention the newest in engine technology for the 777X.
However, by slight of hand Airbus adopts the A330neo into the A350 family of aircraft so it may battle the 787. The A350 already lacks 787 technology, where the A330 NEO will suffer a blight of technology when compared to the 787 benchmarks. Customers get to chose which airplane. Many will try the A330 off the bargain shelf to make up for inefficiencies against the 787. They will have some gratification on its choice, but it will play out later on at the ticket window.
A concluding thought for Boeing's two flight bag approach. One is for the 777-300ER and the other is for the 777X, is an indication that Boeing is taking serious everything in the market place, and is leaving no stone unturned. The old Boeing would have dismissed any threats from Airbus and moved ahead without regard to the market. Things have changed since those days and Boeing is attacking the market with pleasing options other than just calling something NEO.
Thursday, July 3, 2014
Addicted To The 787-8 Fuel Burn Customers Push Back On Fixes
The 787-8 is performing soooh good that its airline customers don't want to interrupt schedules with any down time with Boeing updates. The giant aircraft producer has unloaded an army of engineers chasing and correcting any reported SNAFU's and glitches. The airline operators do not want a day or two down to fix those glitching squawks. After-all is just a slight inconvenience on fuel burn after-all. This a real jam up for Boeing and an irrational effect on customers who are addicted to the fuel burn.
The airline customer must bring in a less efficient aircraft in place of the 787 being fixed over-night. That means a whole tank of fuel operating at a loss on most routes flown by its replacement aircraft. Boeing is expending immense resources making the 787 as compliant as the 99% glitch free 777-300ER. The glitch list is shortening at a rapid rate and now airlines don't want to park the 787 for a fix. The 787 is saving airlines operating bottom line as it is making profits every hour it flies. These enthusiastic customers would like Boeing's team of Glitch fixers to go away for another day, because it would mean the 787 isn't flying that day during glitch fixing time.
The world is thirsty for this airplane now! This basis of thinking was found in an article today recounting this same premise. Don't Ground My 787 during my watch, cry comes from customers lip because it is turning around airlines at the same pace they can launch the aircraft.
The airline customer must bring in a less efficient aircraft in place of the 787 being fixed over-night. That means a whole tank of fuel operating at a loss on most routes flown by its replacement aircraft. Boeing is expending immense resources making the 787 as compliant as the 99% glitch free 777-300ER. The glitch list is shortening at a rapid rate and now airlines don't want to park the 787 for a fix. The 787 is saving airlines operating bottom line as it is making profits every hour it flies. These enthusiastic customers would like Boeing's team of Glitch fixers to go away for another day, because it would mean the 787 isn't flying that day during glitch fixing time.
The world is thirsty for this airplane now! This basis of thinking was found in an article today recounting this same premise. Don't Ground My 787 during my watch, cry comes from customers lip because it is turning around airlines at the same pace they can launch the aircraft.
By Gregory Polek: AINonline
Fast Pace of Boeing 787 Fixes Challenges Operators
July 3, 2014, 9:29 AM
Resistant to grounding their Boeing 787-8s for a even a short time, several operators have indefinitely deferred addressing fixes to some of the airplanes’ last remaining glitches, presenting the manufacturer with an “issue” as it marches toward its target dispatch reliability rate of 99.6 percent. Now seeing a three-month rolling average of roughly 98.5 percent, Boeing expects to reach its benchmark—established by the world’s 777 fleet—by the second quarter of next year, Boeing 787 vice president and chief project engineer Bob Whittington told reporters during a series of briefings the company recently held in the Seattle area.
Wednesday, July 2, 2014
787-9 Makes Farnborough Worth Going To This July 14th
Rainy Days and BOEING Always make Me Glad PHOTO op above signifies the beginning of the air show junket for 2014. Next year will kick-off in France. I would expect some proud owners of the 787-9 to show up there in Paris.
The Farnborough show will feature stretch as the theme. Stretch your seating plan stretch your bottom line in a front to back display of airline strength. What I want to see on the 787-9.
- "What difference does it make", not the political rhetoric difference making.
- Where will I sleep during 9,000 miles of continuous pampering?
- Who's type of seats goes here?
- Why so many people looking, Farnborough was suppose to be just for me?
- When do I have to exit the 787-9 during the airshow. Exhibit hours are too short.
Just a few W's are in order to make this a spectacular Boeing event. The main thing is that the 787-9 will be there in full regalia. It doesn't matter if Airbus shows up or if John Leahy makes another obnoxious pontification about his A350 or A380. It does matter how the difference-maker plays in Peoria, England. Relax its just a metaphor from mid-western sensibility.
The 787-9 will be a brow lifter. mouth-causing-breather, and an envy-boosting-smile-maker for those lucky enough to board her during the show. Expect witnessing one Seminal Sea changing moment in your life, that you can tell your grand children, only if you are currently a teenager during this show.
In two years time it will be the 787-10 time at the show. It will be the extended "you can see Russia from here version". That one will stretch to your destination before take-off. Just kidding for those who have never read this blog before. Sarah Palin will ride in this model, because she can.
Farnborough is the display of simultaneous aviation dreams and reality. The 787-9 is in the reality category. A new announcement from Boeing is the dream category. The possibility of saying something, anything about a single aisle extender is in the rumor bin. I would be willing to bet someones money on a 200 passenger, single Aisle 757-type-ER at Farnborough. We will see in about two weeks. The cat may have already jumped the sack from Air Astana last week when it said it was very interested on what Boeing had to say about the 757 type. New engines, new design and Max steroids for Boeing's popular "Hot Rod" in the sky, is the 757. Boeing has so much room to trick out the 757 design in a more powerful representation of airline progress since it quit building the 757 ten years ago. Since then Boeing achieved the 787 play book affecting the MAX, 777 and 747. What would that playbook do to a 757 type enhancement of its popular 757 aircraft since that customer has a difficult time letting go of its 757's. They really like it no matter how it ages. Can 787 DNA find its way into a revived for a lower mid-sized single-aisle project?
Tuesday, July 1, 2014
15 787's In June Caps Quarter
2nd Quarter Boeing Quips:
Boeing has delivered 15 787's in June, including one 787-9 delivered to Air New Zealand yesterday. The plane will fly out by July 9th to New Zealand. What does this all mean for Customers and Boeing? It means that Boeing during the second quarter in 2014 has achieved its 10 a month in deliveries as it has maintained it would do from the production floor. Currently it has delivered a total of 162 of its type provided by information from Allthings787 blog site, since 2011.
You may remember the KC-46 project, its still on track. The KC-Tanker project is moving tanker towards those big delivery doors, as the Air force is anxiously awaiting the new Tankers for deployment.
The 737 has received commitments for over two hundred 737 Orders in MOU intent from China alone as pointed out from Boeing's Randy's Journal entry during June.
The concerning position for 2014 orders, is that there are so few orders for the wide body types, where they only have 9 ordered in 2014 as of YTD point out. It appears the lull in WB orders is a market pause, as a battle is going on between those orders for both Airbus and Boeing. Emirates has canceled 70 Airbus orders for wide bodies, while reloading the bid process with both Airbus and Boeing in pursuit. Its a sea change effort in the market place. Boeing hopes to win it with its family of aircraft from the 787 and 777X options, making the retooling Emirates fleets with like mannered aircraft. This is a strategic test for Boeing. When Emirates first ordered those 70 Airbus wide bodies, the Boeing 777X did not exist. However, since then. the 777X is rapidly becoming a reality. Emirates canceled the 70 Airbus A350's and reopened the bidding wars with Airbus and Boeing. Its a wise maneuver by Emirates, as the market offering has changed, since it made its original commitments to Airbus for those original ordered 70 WB's.
The second quarter report and summary has plenty of puff information for its stock holders. Several achievements have been made on the Military, Commercial and scientific fronts during second quarter as mentioned above. Boeing's association with space endeavors with rocket design on secret projects continues.
Summary: Boeing is poised for a market change after mid-year with Wide Body market orders. It should catch up its WB order book in the second half of 2014, after the A350 launch in late fall. Emirates decision will be made by the time A350's are flying with customers during late 2014. The December 2014 order book for Boeing will be an interesting feature regarding the WB market. The house of Airbus cards could fall in that category against Boeing's offering of aircraft.
Will Boeing Announce the mid sized "bridge plane" from 737 to the 787 that would have long range legs? The answer is, yes it will! Long live the 757! The skinny on this venture points towards placing in everything 787, and then a rapid deployment project. Hence, a metal body Maxed out with 787 treatments, and beyond its skin which contains laminar flow motifs, and yes new engines taking it 9 hours on less fuel. This 757 knock-off is a step child in the Boeing family, filling the gap between Max and the 787-8. Its the hope that the aborted 787-3 had, but now it can be fulfilled. Therefore, you heard it here first, The "757-300-ER", the globetrotting sprinter single aisle.
Boeing has delivered 15 787's in June, including one 787-9 delivered to Air New Zealand yesterday. The plane will fly out by July 9th to New Zealand. What does this all mean for Customers and Boeing? It means that Boeing during the second quarter in 2014 has achieved its 10 a month in deliveries as it has maintained it would do from the production floor. Currently it has delivered a total of 162 of its type provided by information from Allthings787 blog site, since 2011.
You may remember the KC-46 project, its still on track. The KC-Tanker project is moving tanker towards those big delivery doors, as the Air force is anxiously awaiting the new Tankers for deployment.
The 737 has received commitments for over two hundred 737 Orders in MOU intent from China alone as pointed out from Boeing's Randy's Journal entry during June.
The concerning position for 2014 orders, is that there are so few orders for the wide body types, where they only have 9 ordered in 2014 as of YTD point out. It appears the lull in WB orders is a market pause, as a battle is going on between those orders for both Airbus and Boeing. Emirates has canceled 70 Airbus orders for wide bodies, while reloading the bid process with both Airbus and Boeing in pursuit. Its a sea change effort in the market place. Boeing hopes to win it with its family of aircraft from the 787 and 777X options, making the retooling Emirates fleets with like mannered aircraft. This is a strategic test for Boeing. When Emirates first ordered those 70 Airbus wide bodies, the Boeing 777X did not exist. However, since then. the 777X is rapidly becoming a reality. Emirates canceled the 70 Airbus A350's and reopened the bidding wars with Airbus and Boeing. Its a wise maneuver by Emirates, as the market offering has changed, since it made its original commitments to Airbus for those original ordered 70 WB's.
The second quarter report and summary has plenty of puff information for its stock holders. Several achievements have been made on the Military, Commercial and scientific fronts during second quarter as mentioned above. Boeing's association with space endeavors with rocket design on secret projects continues.
Summary: Boeing is poised for a market change after mid-year with Wide Body market orders. It should catch up its WB order book in the second half of 2014, after the A350 launch in late fall. Emirates decision will be made by the time A350's are flying with customers during late 2014. The December 2014 order book for Boeing will be an interesting feature regarding the WB market. The house of Airbus cards could fall in that category against Boeing's offering of aircraft.
Will Boeing Announce the mid sized "bridge plane" from 737 to the 787 that would have long range legs? The answer is, yes it will! Long live the 757! The skinny on this venture points towards placing in everything 787, and then a rapid deployment project. Hence, a metal body Maxed out with 787 treatments, and beyond its skin which contains laminar flow motifs, and yes new engines taking it 9 hours on less fuel. This 757 knock-off is a step child in the Boeing family, filling the gap between Max and the 787-8. Its the hope that the aborted 787-3 had, but now it can be fulfilled. Therefore, you heard it here first, The "757-300-ER", the globe
Monday, June 30, 2014
The 787-9 Is Delivered To Air New-Zealand
Today marks the paper shuffle completion for the Boeing 787-9 and Air New Zealand, who takes ownership of its newest aircraft from Boeing, for the first time of its type, anywhere for the 787-9. A Day of note indeed, this is a blogger notation for date and time of the event nf the 787-9 journey of Stardom.
Boeing completes legal delivery of 787-9 to Air New Zealand
Desparates Times Call For Desparate Measures, The Airbus Decision
Airbus has gone to the Boeing play book. Taking older and formidable models and attempting to make it fly with customers. The 737 MAX and 777X are both Boeing examples of that play book. The A350 is a dysfunctional family where only the A350-900 has gained general public acceptance and the A350-1000 has muted curiosity in the market place. The A350-800 is a no start at this time making an aborted take-off.
Dr. Leo Marvin on "What About Bob", movie, is quoted as saying, "Its a disaster Fay", screaming a quip to his wife during the airplane quality movie, making the passengers on board Laugh-Out-Load (lol first class)!
The answer is the 20 year old A330 NEO. Yes, another NEO. How many engine option does Airbus have to build its company on when you drop GE as a customer for the A330-NEO using only Rolls Royce. Perhaps the 787 should call itself the the 787-HO- HO! (Heavenly- Options, Happy Operations). It sounds like something out of Jeep is "Trail Rated 4x4". Then NEO or everything Airbus can cut an GE engine option out of the picture. Desperation is a odd motivational tool. Anything goes and hope something sticks. Airbus forgot one (several) major items in this nonsensical admission of 787 envy, and a A350 family counseling session, tt does not have the 787 tool box for its family chops of selling airplanes.
The Airbus has not achieved the technological bench marks that Boeing has gained from 10 years or more of technological advancements that Boeing had gained. Boeing is currently parlaying those same gains into the 777X and 737 Max. What is Airbus proud of from the A350 erh (787) project?
Dr. Leo Marvin on "What About Bob", movie, is quoted as saying, "Its a disaster Fay", screaming a quip to his wife during the airplane quality movie, making the passengers on board Laugh-Out-Load (lol first class)!
The answer is the 20 year old A330 NEO. Yes, another NEO. How many engine option does Airbus have to build its company on when you drop GE as a customer for the A330-NEO using only Rolls Royce. Perhaps the 787 should call itself the the 787-HO- HO! (Heavenly- Options, Happy Operations). It sounds like something out of Jeep is "Trail Rated 4x4". Then NEO or everything Airbus can cut an GE engine option out of the picture. Desperation is a odd motivational tool. Anything goes and hope something sticks. Airbus forgot one (several) major items in this nonsensical admission of 787 envy, and a A350 family counseling session, tt does not have the 787 tool box for its family chops of selling airplanes.
The Airbus has not achieved the technological bench marks that Boeing has gained from 10 years or more of technological advancements that Boeing had gained. Boeing is currently parlaying those same gains into the 777X and 737 Max. What is Airbus proud of from the A
- Core electrical technology-No
- Computer flight bag- haven't heard
- Dynamic 787 like wings-no
- Engines -yes spinning from 787 engine standards (sans GE as non option)
- All Plastic body- Not going on anything NEO
- Big windows-No
- Plethora of customized seats, yes
Where is Airbus stumbling towards? Seriously the A350 family dysfunctionals is far worse than I could write about, judging from this "Crazy Ivan" turn of Airbus direction. The A330-NEO proves the A350-Family as a whole is a hopeless failure. This is a face saving maneuver taken by Airbus to appease its customer base and attract growing upstart airlines who will make do with an A330-NEO. Airbus needs about another ten years to catch Boeing as it too continuously surges forward with the 787 core technology for all it family types such as the 737, 777, and 747. Where family members such as 8,9 and 10's will prosper further after the A330 NEO hype settles down somewhere near reality in the natural order of the market.
Airbus was quoted as saying, (paraphrased quote) The A330 NEO would compete favorably on most Trans Atlantic Routes. I turn on the parse-omatic machine and it tells me that the A330 could compete within the mega hub system of travel. This bodes well for upstarts airlines and hub centric airlines such as a Delta Airlines.
The 787 is a hub buster as exampled by Tui from England. By not flying directly from a dependent Heathrow departure, it goes directly to Can-Cun Mexico on a twin aisle 787 from Lanchaster, England. A far different business plan than a bread and butter commuter routes within an already established hub system, that was built upon specifications of older metal aircraft complying with range and flight duration specifications. The A330 NEO would be good lower cost replacement of equipment. As in itreplaces any airlines older equipment currently flying within the Hub's domain. The 737 Max is also a Hub server. The 777X is a hub jumper or hub server with greater range and passenger capacity. The A330 NEO fits in there somewhere, but is not revolutionary in its proposed nature. The 787 will stretch out its purpose beyond the A330. More passengers with A330 is a Hub server. More passenger on the 787-10 is a hub jumper. Direct service within the world without going through a major hub is the "New Airline Black", you know it as the bottom line. The new black for upstarts and hub reliant routes is for the A330 NEO. Hub busting airlines buy the 787 because of Geographic need, New Zealand, Jet Star and Arab States (and Japan). The older equipment fell short in its day, hence the new technology 787. Now Airbus proposes the A330 NEO from its A350 Failures. Not a good technology spin-off. The 787 will not just fly most Atlantic routes effectively, but fly all Transatlantic routes efficiently and effectively. The A330 NEo is an Admission of an A350 failure to launch.
Airbus was quoted as saying, (paraphrased quote) The A330 NEO would compete favorably on most Trans Atlantic Routes. I turn on the parse-omatic machine and it tells me that the A330 could compete within the mega hub system of travel. This bodes well for upstarts airlines and hub centric airlines such as a Delta Airlines.
The 787 is a hub buster as exampled by Tui from England. By not flying directly from a dependent Heathrow departure, it goes directly to Can-Cun Mexico on a twin aisle 787 from Lanchaster, England. A far different business plan than a bread and butter commuter routes within an already established hub system, that was built upon specifications of older metal aircraft complying with range and flight duration specifications. The A330 NEO would be good lower cost replacement of equipment. As in itreplaces any airlines older equipment currently flying within the Hub's domain. The 737 Max is also a Hub server. The 777X is a hub jumper or hub server with greater range and passenger capacity. The A330 NEO fits in there somewhere, but is not revolutionary in its proposed nature. The 787 will stretch out its purpose beyond the A330. More passengers with A330 is a Hub server. More passenger on the 787-10 is a hub jumper. Direct service within the world without going through a major hub is the "New Airline Black", you know it as the bottom line. The new black for upstarts and hub reliant routes is for the A330 NEO. Hub busting airlines buy the 787 because of Geographic need, New Zealand, Jet Star and Arab States (and Japan). The older equipment fell short in its day, hence the new technology 787. Now Airbus proposes the A330 NEO from its A350 Failures. Not a good technology spin-off. The 787 will not just fly most Atlantic routes effectively, but fly all Transatlantic routes efficiently and effectively. The A330 NEo is an Admission of an A350 failure to launch.
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