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Stoyan
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Регистриран на: 03 Май 2004
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Местожителство: София

МнениеПуснато на: Сря 27 Юни 2007, 11:01    Заглавие:  

tu-134 написа:
6. Това може би е най-лесния начин. На А-320 края на крилото завършва с така наречен winglet. Ето как изглежда: http://www.airliners.net/open.file/0954618/M/
На Б-737 няма такива. На по късните серии Б-737(Б-737-700, 800 и 900) има но те са друга форма, а и са рядка гледка в България така че това е много лесен начин да ги различиш от А-320.


Po4ti sam siguren, 4e e wingtip, ne winglet. Wink

Pozdravi i Sry za latinicata...

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tu-134


Регистриран на: 04 Яну 2004
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Местожителство: Chicago i Sofia

МнениеПуснато на: Сря 27 Юни 2007, 23:41    Заглавие:  

Stoyan написа:
tu-134 написа:
6. Това може би е най-лесния начин. На А-320 края на крилото завършва с така наречен winglet. Ето как изглежда: http://www.airliners.net/open.file/0954618/M/
На Б-737 няма такива. На по късните серии Б-737(Б-737-700, 800 и 900) има но те са друга форма, а и са рядка гледка в България така че това е много лесен начин да ги различиш от А-320.


Po4ti sam siguren, 4e e wingtip, ne winglet. Wink

Pozdravi i Sry za latinicata...


Май не е така...ако това е wingtip, как тогава се нарича края на крилото на Б-737 например...кадето няма нищо? Думата tip по принцип означава "връх". Winglet e чисто авиационен термин за подобни "израстъци" на края на крилата по вертикалната ос, които може да са различни на вид, както се вижда тук с тези на А-320. За разлика от winglet, тези на Б-787 например се наричат straked wingtip.

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harrier


Регистриран на: 01 Яну 2004
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Местожителство: София/Nuernberg

МнениеПуснато на: Чет 28 Юни 2007, 01:37    Заглавие:  

Точно така. За А320 гледам, че се използва и wingtip fences. За B767-400ER, B777-200LR/300ER и Ту-154М (доработките) се използва термина raked wingtip.
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SkyEurope

Регистриран на: 24 Юни 2007
Мнения: 171

МнениеПуснато на: Сря 18 Юли 2007, 18:06    Заглавие:  

Za6to da be A330 i boeing 767? Smile v tqx razlikata e svetlinni godini
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Hapag


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МнениеПуснато на: Пет 03 Авг 2007, 15:44    Заглавие:  

FlY-In-ThE-SkY написа:
NorthWest написа:
B737-530
30 в края означава че е правен от Боеинг специялно за Луфтханза.
еее това, че като завършва на 30 е направен специално за Lufthansa не го знаех Idea Very Happy мерси за инфото Very Happy


A 36 в края значи, че е правен специално за Бритиш-а..

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Летец


Регистриран на: 19 Дек 2005
Мнения: 146

МнениеПуснато на: Сря 10 Окт 2007, 21:41    Заглавие: Boeing delays launch of 787 by six months
Описание на темата: The delay is an embarrassing setback for Boeing,
 

Boeing delays launch of 787 by six months

Embarrassing setback for jet maker; first flight postponed to early '08

MSNBC News Services
Updated: 2:53 p.m. ET Oct. 10, 2007

Oct. 10: Delivery of the 787 will be at least six months late. Though some delay was expected, this was longer than what investors were predicting. CNBC’s Melissa Lee reports

Boeing Co. is delaying initial deliveries of the 787 Dreamliner by six months until late next year due to continued challenges in completing assembly of the first airplanes, the company said Wednesday.

The delay is an embarrassing setback for Boeing, which has for months insisted it would meet its delivery timetable, and mirrors delays suffered by rival Airbus on its A380 superjumbo.

The delay highlights inherent problems in building new airplanes and could slow the momentum Boeing built up after years of lagging behind European rival Airbus in commercial airplane manufacturing.

The 787, Boeing’s first all-new jet since airlines started flying the 777 in 1995, will be the world’s first large commercial airplane made mostly of carbon-fiber composites, which are lighter, more durable and less prone to corrosion than aluminum.

But the company’s effort has been shadowed by difficulty getting the right parts from its suppliers on time, among other issues, and is facing a global shortage of fasteners that hold large sections of the plane together.

Boeing, which has orders for more than 700 of the 787 planes from 48 airlines and leasing companies, said the delay would not affect earnings and it kept its financial forecast for this year and next unchanged.

“We are disappointed over the schedule changes that we are announcing today,” said Chairman and CEO Jim McNerney. “Notwithstanding the challenges that we are experiencing in bringing forward this game-changing product, we remain confident in the design of the 787, and in the fundamental innovation and technologies that underpin it.”

McNerney had publicly voiced confidence as recently as four weeks ago that the airplane maker would be able to deliver the first 787 on time next May to Japan’s All Nippon Airways Co., despite skepticism among industry observers following the first postponement.

On Sept. 5, Boeing formally pushed back the first test flight to mid-November or mid-December due to complications with final assembly and finalizing flight-control software. That would have left the company just five to six months before the first delivery, or about half the time it took to test the 777 a decade ago.

The company first acknowledged problems meeting the original test-flight schedule in August when it cited ongoing challenges with out-of-sequence production work, including parts shortages, and remaining software and systems integration activities.

Airbus still hasn’t recovered from its own problems introducing a new aircraft: the A380. Two years of delays, due largely to wiring problems, wiped billions of dollars off its parent company’s profit forecasts for the coming years and sent many orders to Boeing.

The announcement Wednesday isn’t likely to cause such turmoil for a highly anticipated plane that is sold out through late 2013. Airbus’ planned A350 mid-sized widebody aircraft isn’t due to hit the market before 2013.

But analysts cautioned another delay would be more troubling.

“Just because the delivery date has been changed, customers are not going to be canceling,” said Morningstar analyst Brian Nelson. “It’s not as difficult to build as the A380. ... If things extend beyond the six-month delay and we start getting closer to a year, then I start getting worried.”

The delay won’t affect the aerospace company’s ratings, said Craig Fraser of Fitch Ratings.

“If we see further delays or there are some problems with the first flight, or the ramp-up in production after the initial deliveries, that could affect the positive outlook that we have on the company,” he said.

Boeing said deliveries that had been scheduled to begin next May will be pushed back to late November or December 2008. The first flight, already pushed back once from the initial target of earlier this fall, now is anticipated around the end of the first quarter of next year.

All Nippon Airways issued a statement expressing its disappointment.

“We regret that delivery of the 787 will be delayed and we hope to keep the impact of the delay to a minimum,” spokesman Damion Martin said. Asked if the carrier would be pursuing penalties against Boeing for the late deliveries, he said it was “difficult to say” immediately.

Boeing shares, which had moved higher before the late-morning announcement, quickly tumbled in afternoon trading Wednesday.

© 2007 MSNBC Interactive
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richi_air

Регистриран на: 22 Апр 2005
Мнения: 378

МнениеПуснато на: Чет 11 Окт 2007, 11:36    Заглавие:  

Хехе много шум за нищо май ще се окаже Боинг в момента Wink
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Летец


Регистриран на: 19 Дек 2005
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МнениеПуснато на: Чет 11 Окт 2007, 20:45    Заглавие: Dreamliner delay is wake-up call for Boeing
Описание на темата: Aviation giant still has much to prove...
 

Dreamliner delay is wake-up call for Boeing
Aviation giant still has much to prove with aggressive plan for 787

ANALYSIS
By Karen West
MSNBC contributor


Boeing’s humiliating confession Wednesday that its 787 Dreamliner will be six months late for initial deliveries underscores the intense pressure the company faces in getting its revolutionary new passenger jet in the air.

The stakes have rarely been higher for Boeing, which has pushed the envelope many times in its 91-year history. The 787 is a $10 billion gamble to reinforce the company’s standing as the world’s most innovative and successful builder of commercial airplanes.

While Boeing officials are being praised for “biting the bullet,” industry insiders say the delivery delay chips away at Boeing’s credibility and dampens the company’s efforts to overcome European rival Airbus Industrie for preeminence in the global aerospace industry. Boeing’s integrity already took a hit a few years ago when it decided against developing a super-jumbo jet to counter Airbus’ double-decker A380.

But Airbus, which plans to deliver its first A380 to Singapore Airlines on Monday, also has had its share of production problems and delays. The A380 — the world's biggest passenger jet — is nearly two years behind schedule because of improperly installed wiring.


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The 787 is the company’s first all-new commercial jetliner since the twin-engine 777 rolled out in 1994, and it's Boeing’s first passenger model built primarily of man-made carbon-fiber reinforced plastic, known as composite, rather than metal parts.

Now the tide has turned against Boeing. The first 787 won't be delivered until November or December 2008 instead of May. And the airplane won’t fly until March at the earliest, at least six months behind schedule.

“The real danger to Boeing now is what happens going forward,’’ said aerospace analyst Scott Hamilton, managing director of Seattle-based Leeham Co. “It’s the unknowns that can prove to be the killer.”

The persistent production delays, parts shortages and supplier snafus that have eroded the program’s margin for error could end up hindering the crucial program to win certification needed to put the plane in commercial service.

“Until the first production plane rolls out the factory door, it’s hazardous to say all is well,’’ Hamilton wrote in a special report Wednesday. He noted that the flight test program could still turn up something unexpected that would result in costly and time-consuming rework. “There are still a million things that could go wrong between now and first delivery.”

Last month Boeing postponed the first test flight to mid-November or mid-December because of assembly problems and difficulty with flight-control software. That would have left the company just five to six months before the scheduled first delivery, or about half the time it took to test the 777 a decade ago.

Boeing hopes that by restructuring the 787 program and pushing back the first flight even further, it will be able to detect and deal with the “unknowns.”


“They are giving themselves a respectable margin this time,’’ said Richard Aboulafia, vice president for analysis at Teal Group, a Fairfax, Va.-based aerospace research company. “It’s better to get it good than get it on time.”

The bad news, however, is that Boeing added no margin for its extremely aggressive production schedule, Aboulafia said. Boeing still plans to deliver 109 Dreamliners by the end of 2009, a reduction of only three from its original plans.

So far it looks like Boeing can get by with just a bruised corporate ego and its credibility still intact. But all that could change with further hiccups. So far the company's stock is down only about 9 percent from its recent peak of just over $106 this month.

“The stock market reacted mildly because Boeing has been reasonably forthcoming so far, but any additional delays are not likely to be received as well,’’ Hamilton wrote.

As recently as a few days ago, Boeing’s vice president of marketing continued to say All Nippon Airways would receive its launch order on time next May. (A spokesman for All Nippon said the airline was obviously disappointed by the delay, adding, “We hope to keep the impact to a minimum.”)

It’s not clear whether Boeing officials were in denial, ill informed or just hoping against hope. “It just became very obvious that no matter how much they wanted to keep suppliers’ feet to the fire, they had to come clean,’’ said Aboulafia.

He said the delay eventually could affect Boeing’s bottom line, but he still has confidence in the ultimate product. “This is still a plane that will help reinvent the industry,’’ Aboulafia said. “It still has very promising performance and no direct competitor.’’

Airbus’ competing A350 XWB has run into its own set of design problems and is five years behind the 787.

The 787 is the company’s first all-new commercial jetliner since the twin-engine 777 rolled out in 1994, and it's Boeing’s first passenger model built primarily of man-made carbon-fiber reinforced plastic, known as composite, rather than metal parts.

It’s too soon to tell how Boeing’s airline customers will deal with the delays, but Boeing surely will be paying hefty late-delivery penalties.

Continental Airlines, which has orders for 25 787s, said it doesn’t yet know what impact, if any, Boeing’s delay will have on the airline, which originally was scheduled to begin getting the models in 2009.

“Boeing is a long-term, valued business partner,” Continental Chairman and CEO Larry Kellner said in a prepared statement. “The Boeing 787 Dreamliner is destined to be a game changer, and its impact on global aviation is going to be significant for decades to come.’’

The 787 has already racked up more than $120 billion worth of airline orders, making it the biggest-selling new commercial jet in history.

But Boeing is far from being able to cash in. The company still must prove to its shareholders, federal regulators, airlines and the flying public that its Dreamliner can fly higher, faster, farther and more cheaply than its aluminum predecessors and competitors.

To do so, Boeing is relying heavily on more than 50 suppliers that are working 24 hours a day at 135 sites on four continents designing and building parts for the new plane.

“Boeing is still not out of the woods,’’ Hamilton said.
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