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- New battle breaks out between Airbus and Boeing–in advertising
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Conner said the next step is now to study if Boeing can build an aircraft to serve this market at the price required by the market. People want to go direct to their destination. We are happy with serving this market with our , especially as part of the small market is freighters. Fancher said engine development is on track despite any reports to the contrary and manufacturing of first wing for first flying test aircraft has started.
I will not comment on these targets as any discussion of these objectives are best done in our questions and answer section on the blog. The X program is now in the firm configuration phase. Fancher mentioned that this means that one settles on overall specification for the aircraft and that X is now transporting passengers over 8,nm.
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This is a change from previous passengers over 8,nm. Typically increased weight depresses range. He said that there are no real changes in the materials used for the X fuselage; there is, for instance, no use of Aluminium Lithium alloys in the fuselage skins. The reason for our engine question was that the fan diameter of GE9X was increased from Our information is that this was the result of the project now demanding , lbf Take-Off thrust from the engines.
A gradual demand for thrust increase for an aircraft project in the phase where X is now is normal.
I discussed this with Fancher and he said that in the total trade on where to put this interface, keeping of the centre of the wing aluminium was the better choice. Of note is the passenger experience, which in essence will be the same as for the Fancher said the centralised development organisation cut its ropes with and MAX and both projects have gone well. With such advantages over the competition one wonders how Aibus ever sell a plane let alone have greater market share with the neos.
Too much marketing spin.
- a review and analysis of advertising in the paris airshow show dailies Manual.
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- The Three Orphans.
Boeing was caught flat footed. Most of the executives that misread the market are still in charge as there is no real accountability at the lazy b. This is just the latest to catch my eye.
- AirShow China Zhuhai News Show Daily Coverage?
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- John Dalton : the Atomic Theory (A Short Biography for Children).
Why do you suppose the lease rate for a is higher than the A? Because it burns less fuel, costs less to maintain and generates more revenue with more seats. Infact both airframes are almost at parity and depends on the mission profile. Typically the shorter missions see the Boeing is more efficient than A and vice versa on the longer missions A edges ahead in the efficiency scores. I wonder why?
It has been shown on longer routes the Aceo is more efficient than the Subscribe to The Economist today. Media Audio edition Economist Films Podcasts. New to The Economist? Sign up now Activate your digital subscription Manage your subscription Renew your subscription. Topics up icon.
New battle breaks out between Airbus and Boeing–in advertising
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