lufthansa nie chce airbusa.....

[viper39]

no i stalo sie, pierwsi w eu na airbusa wypieli sie niemcy, zamowili 20
boeingow, i zarezerwowali nastepne 20
z tego co wiem dwa panstwa azjatyckie nie chcialy czekac na airbusa i
wycofaly swoje zamowienia skladajac je w boeingu
no i teraz jest problem, juz na airbusa czekac nie trzeba ale jakos coraz
mniej klientow na niego jest.

a mialo to byc takie piekne zwyciestwo airbusa nie dosc ze doplacaja do niego
miliardy euro to na dodatek nie mozna go sprzedac nawet w eu.

[piss.doff]

i widac wyaznie kto trzyma europke mocno za ryj...

Viper oczywiscie znowu lze

[yaponczyk1]

Stalo sie co ?

Nie mierz wszystkich swoja miarka, my to angielsku kumamy troszke ....



FRANKFURT (AFP) - German flag carrier Lufthansa said it had begun to modernize
its long-haul fleet by ordering 20 Boeing 747-8 aircraft and seven A340s,
manufactured by Boeing's European rival Airbus.


The total catalogue value of the order is 6.9 billion dollars (5.2 billion
euros), it said in a statement.

It will take delivery of the Boeing planes from 2010. The Airbus planes will be
delivered in 2008 and 2009, Lufthansa said, adding that the orders are to
replace existing aircraft but also to take account of expansion.

Lufthansa is the first airline to place an order for the passenger version of
Boeing's 747-8. Until now Boeing had won 44 orders for freighter versions of
the jet.

yaponczyk kumasz po angielsku?

[viper39]

yaponczyk1 napisała:

> Stalo sie co ?
>
> Nie mierz wszystkich swoja miarka, my to angielsku kumamy troszke ....

wyglada ze nie za bardzo

>
> FRANKFURT (AFP) - German flag carrier Lufthansa said it had begun to
modernize
> its long-haul fleet by ordering 20 Boeing 747-8 aircraft and seven A340s,
> manufactured by Boeing's European rival Airbus.

20 boeingow i 7 airbusow, widzisz to? orginalne zamowienie bylo 27 airbusow no
to jak widac zmiane?


> The total catalogue value of the order is 6.9 billion dollars (5.2 billion
> euros), it said in a statement.
>
> It will take delivery of the Boeing planes from 2010. The Airbus planes will
be
> delivered in 2008 and 2009, Lufthansa said, adding that the orders are to
> replace existing aircraft but also to take account of expansion.

wiesz ze wiekszosc samolotow lufthansy bylo z airbusa? dzis sie jakos to
zmienia na niekorzysc airbusa

>
> Lufthansa is the first airline to place an order for the passenger version of
> Boeing's 747-8. Until now Boeing had won 44 orders for freighter versions of
> the jet.

dopiero boeing sie pochwalil nowa wersja 747-8 i ma na niego 44 zamowinia, no
widze ze nie za bardzo kumasz.

pogadaj ze swoim soltysem moze on cos kuma.

[yaponczyk1]

> 20 boeingow i 7 airbusow, widzisz to? orginalne zamowienie bylo 27 airbusow

A skad wiesz? W tym tekscie to wyczytales? To gratuluje "znajomosci
angielskiego" ...

[harlista]

Wlasnie vajper, skad wiesz jak nie umiesz po angielsku ?
Originalne zamowienie bylo na 40 Airbusow.
Teraz zmienili na 7 a w zamian za pozostale 37 Airbusow postanowili kupic 20
Boeingow. Zdolnosci przewozowe takie same a ile forsy sie zaoszczedzi.
Ciekawe czy placic beda w Dolarach czy Euro ?

[yaponczyk1]

Kolejny filozof sie odezwal....gdzie widzisz to "oryginalne zamowienie"?

[harlista]

czytam w twoich myslach, a ty w koncu wiesz najlepiej.
Czasami nawet sam o tym nie wiesz ))))
Dlatego jestes naszym idealem

Lufthansa-92 Boengi,143 Airbusy

[yaponczyk1]

Nawet jak zakupi jeszcze 20 Boeingow to bedzie ciagle miala znaczaca przewage
Airbusow w swej flocie. Nie bez powodu.

[chardonnay]

a co maja wyrzucic istniejace airbusy ? Ty yaponczyk z nienawiscie do USA
sraczki dostajesz...pewnie odrzut wizowy

[viper39]

yaponczyk1 napisała:

> Nawet jak zakupi jeszcze 20 Boeingow to bedzie ciagle miala znaczaca
przewage
> Airbusow w swej flocie. Nie bez powodu.

czy wiesz co to znaczy WYMIANA samolotow?
znaczy to ze w odstawke pojda airbusy a zastapia je boeingi
a wiec ratio sie zmieni,
najpierw 20, pozniej nastepne 20 boeingow nowych itd....

hmmm chyba jednak przeceniam twoje mozliwosci w logicznym mysleniu yaponiec

[yaponczyk1]

A skad wiesz? Lufthansa lata nie tylko Boeingami i Airbusami, uzywa rowniez
innych samolotow w saleznosci od potrzeb, jak kazde linie lotnicze zreszta. Jak
masz dostep do dlugoterminowych planow rozwoju floty Lufthansy to podziel sie -
tylko podaj link, chetnie poczytamy.

[polonus5]

Airbus: drastyczny spadek na giełdzie

Największy europejski producent samolotów Airbus, który miał być wizytówką
unijnej technologii, pogrąża się w coraz głębszym kryzysie. Już teraz wiadomo,
że wpadka z superjumbo A380 będzie kosztowała 6,3 miliarda euro
Airbus poinformował wczoraj większość linii lotniczych, które zamówiły
największe samoloty świata, o kolejnym opóźnieniu w dostawach, tym razem o rok.
Rynek zareagował spadkiem kursu akcji EADS, koncernu, który jest właścicielem
Airbusa, początkowo o 10, nieco później nawet o ponad 12 procent. Pod koniec
dnia notowania były o 7,2 proc. niższe od wtorkowego zamknięcia. Tym samym
wartość rynkowa EADS zmniejszyła się prawie o półtora miliarda euro.
Tylko w tym roku straty z powodu opóźnień produkcyjnych wyniosą 2,8 mld euro, a
łącznie w latach 2006 - 2010 4,8 mld euro. W kwotę nie są wliczone kary na rzecz
przewoźników, którzy otrzymają maszyny z dwuletnim poślizgiem. Airbusowi
potrzeba będzie również 1,5 mld euro dodatkowego zastrzyku finansowego.
Dwuletnie opóźnienia w dostawach sztandarowego produktu superjumbo A380
powodują, że Airbus staje się coraz mniej wiarygodnym dostawcą. Nadal również
nic nie wiadomo, jaka będzie przyszłość innego projektu - modelu A350, który jak
na razie jest tylko na deskach kreślarskich. Dojdą jeszcze koszty droższego
finansowania, bo agencja oceny wiarygodności kredytowej Standard & Poor's nie
ukrywa, że rozważa obniżenie ratingu.
Pierwsze kłopoty Airbus sygnalizował rok temu. Potem wiosną 2006 klienci
usłyszeli, że opóźnienia z powodu problemów z okablowaniem gigantycznego
kadłuba, zwłaszcza przy zbiornikach paliwa, wyniosą 10 - 12 miesięcy. Wówczas
informacja wywołała wielką burzę w EADS i doprowadziła do zasadniczych zmian
personalnych. Teraz okazało się jednak, że kłopoty nie zostały przezwyciężone.
Wprost przeciwnie, pół roku temu nie doceniono ich rozmiarów.
Przewoźnicy, którzy mieli otrzymać już w tym roku A380 (cena katalogowa to 300
mln dolarów), zastanawiają się nad rozwiązaniami alternatywnymi. Singapore
Airlines twierdzą, że twardo będą negocjować odszkodowania. To samo mówią
przedstawiciele australijskiego Qantasa i brytyjskiego Virgin Atlantic. Dubajski
Emirates Airlines rozważa różne rozwiązania.

[polonus5]

Kłopoty Airbusa
(2006-11-08 /Mariusz Miśkiewicz)

Amerykańska firma spedycyjna FedEx poinformowała we wtorek o anulowaniu swego
zamówienia na 10 egzemplarzy towarowej wersji największego samolotu
pasażerskiego świata Airbus A380.

FedEx jest pierwszym klientem, który zrezygnował z kupna A380 w następstwie
poważnych opóźnień jego seryjnej produkcji.

Zwłoka w programie produkcyjnym A380 spowodowała poważny kryzys finansowy
zachodnioeuropejskiego koncernu aerokosmicznego EADS - właściciela 80 procent
udziałów konsorcjum Airbus. Wyjściem z trudnej sytuacji ma być opiewający na
miliardy euro program oszczędnościowy, ale jego realizacja może wywołać
konflikty między niemieckimi i francuskimi akcjonariuszami koncernu.

Po rezygnacji przez FedEx z zakupu 10 maszyn Airbus ma wciąż w swym portfelu
zamówienia na łącznie 157 samolotów A380. Jednak próg opłacalności zostałby
przekroczony dopiero w razie zamówienia co najmniej 420 sztuk.

Jak poinformował FedEx, zamiast samolotów A380 kupi dla swej floty 15
egzemplarzy towarowej wersji Boeinga 777.


źródło - Polska Agencja Prasowa

Tylko Federal Express nie chce!

[zorbathegreek]

Nie pisz bzdur! Zrezygnowal z A380 tylko FedEx (firma amerykanska) i to pod
naciskiem Waszyngtonu. A380 to rewolucyjna zmiana, wiec nic dziwnego, ze sie
nieco opoznilo jego wejscie na rynek. Teraz Airbus zaczyna konstrowac A350
(odrzutowiec dalekiego zasiegu, konkurencja dla "Dreamlinera" Boeinga. Wiec na
przyszlosc podawaj linki, a nie wyciagaj klamstw z rekawa!
Kapitalizm wszystkim równo nosa utrze, biednych zniszczy dzisiaj, bogatych
pojutrze." - Fredro hrabia Aleksander

To dla Ciebie Kagan !!!

[polonus5]

zorbathegreek napisał:

Wiec na przyszlosc podawaj linki, a nie wyciagaj klamstw z rekawa!

++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++=

Kagan Ty naprawde jetes chory !!!

www.pasazer.com/ciekawostka.php?lp=40

[zorbathegreek]

Daj link na artykul bardziej obiektywny i fachowy niz ten, ktorym sie
posluzyles.
Np poczytaj gbk.mi.gov.pl/_sgt/memb_1.htm
Skrzydlata Polska 2005 nr 2 s.9-12, rys.9; fot.2, Porównanie strategii
konkurowania Airbusa i Boeinga ... Charakterystyka nowego projektu firmy
Airbus - A380. Porównanie wielkości B747 i A380

[zorbathegreek]

Tez:
GBK-ROI Główna Biblioteka Komunikacyjna - Main Polish ...Zagrajek Paweł: Airbus
kontra Boeing - spór o subsydia (cz.1). Lotnictwo 2006 nr 1(57) s.16-17, ...
Skrzydlata Polska 2006 nr 1(2315) s.24-25, fot.1, tab.5, ...
gbk.net.pl/articles.php?lng=pl&pg=346 - 142k - Kopia - Podobne strony
[ Więcej wyników z gbk.net.pl ]
gbk.net.pl/articles.php?lng=pl&pg=346

[zorbathegreek]

Pisz balmy pod swym nickiem albo jp.hi!

[artur666]

U nas ostatnio podawano, ze Air Berlin ma zamiar sie powiekszyc i zamowili za
4,3 mld. $ samoloty u Boeninga.
No i co? No i nic.

[zorbathegreek]

en.wikipedia.org/wiki/Airbus_A380
The Airbus A380 is a double-deck, four-engined airliner manufactured by EADS
(Airbus S.A.S.) It first flew on April 27, 2005 from Toulouse in France.
Commercial flights are scheduled to begin in 2007 after lengthy delays. During
much of its development phase, the aircraft was known as the Airbus A3XX. The
nickname Superjumbo has become associated with the A380.
The A380's upper deck extends along the entire length of the fuselage. This
allows for a spacious cabin with 50% more floor space than the next largest
airliner, the Boeing 747-400, providing seating for 555 people in standard
three-class configuration or up to 853 people in full economy class
configuration. Two models of the A380 are available. The A380-800, the
passenger model, is the largest passenger airliner in the world, superseding
the Boeing 747. The other launch model, the A380-800F, will be one of the
largest freight aircraft and will have a payload capacity exceeded only by the
Antonov An-225.
The A380-800 has a maximum range of 15,000 kilometres (8,000 nmi, sufficient to
fly from Chicago to Sydney nonstop), and a cruising speed of Mach 0.85 (about
900 km/h or 560 MPH at cruise altitude), similar to that of the Boeing 747.

[zorbathegreek]

www.aiaa.org/aerospace/Article.cfm?issuetocid=398
A380 at the halfway point by Richard Aboulafia [e-mail]
The second half of this year marks the midpoint between the launch and arrival
of the Airbus A380 550-seat superjumbo jetliner. The broader market remains
depressed, and the specific market for larger widebodies remains highly
uncertain. Although this year’s Paris Air Show saw the end of a long sales
drought, and the firm order book now stands at a respectable 116 aircraft, this
success is complicated by myriad questions.
Airbus gave the A380 a commercial launch decision in June 2000, followed by an
industrial launch decision in November of the same year. The launch customer
was Singapore Airlines, which has ordered 10 A380-800s with Rolls-Royce Trent
900 engines. The A380 is scheduled to enter service in March 2006.
After the launch, Airbus received a respectable number of orders, but for the
last year the total was stalled at about 95 aircraft. At the Paris show, an
additional Emirates order raised the total to 116. And there is talk of
additional A380 orders arriving over the next year.
For Boeing, the most vexing new development is Airbus’s memorandum of
understanding (MOU) with Korean Airlines, for five firm and three option A380s.
These memoranda are notoriously meaningless. Yet Korean, like other North Asian
carriers in South Korea and Japan, has long been regarded as a Boeing
stronghold, with over 100 747-400s and 50 777s operating in the two countries.
Airbus has been trying for years to recruit Japanese carriers as A380 customers
and Japanese aerostructure industries as program partners.
So far, only small subcontractors have been enlisted, and no Japanese carriers
have ordered the type. In fact, the end of All Nippon’s old A340 purchase
freezes Airbus out of Japan’s new-generation widebody market. But a Korean
order would bring Airbus’s objective of penetrating this North Asian market
closer to reality, and Boeing must take the possibility seriously.
Airbus is seeking broader penetration of the North Asian market via the A380.
The Korean order also raises the prospect of other near-term Asian market
orders from such key potential customers as Cathay Pacific, Malaysia Airlines,
and Thai International. Firm A380 orders from these longtime 747 clients have
so far proven elusive, although Malaysia has an MOU for six planes.
Yet this recent market success contradicts trends that mitigate against the
A380’s relevance in today’s market environment. The air transport market
continues to exhibit route fragmentation. Airlines are flying thinner, more
frequent routes between a wide variety of city pairs. The best statistical
illustration of this is the declining average size on most international
routes. Between 1990 and 2001, transatlantic routes exhibited the greatest
decline, from an average of 279 seats to 232 seats per flight. Latin American
flight size shrank from 194 seats to 168 seats.
The most intriguing fragmentation took place in the Pacific. There, routes
shrank from 319 to 304 seats. Yet the Pacific market has only recently seen the
introduction of long-range equipment that can come close to the 747’s range
with a smaller seat capacity. The Japanese majors, United Airlines, and other
carriers have recently had considerable success by replacing 747s with smaller
planes, such as the 777 and A340. This implies that fragmentation in the
Pacific has only just begun, and could start to emulate the Atlantic market,
especially as the new very long-range A340-500 and 777-200LR come on line. And
as Airbus is keen to point out, Asia is expected to provide the bulk of the
A380’s business case.
The A380’s market environment questions can be illustrated by the current woes
of Boeing’s 747. Residual values are down, discount pricing is rampant, and
numerous aircraft, even from the current 747-400 series, are unemployed.
Meanwhile, deliveries have declined as a percentage of the total market. In
their first decade of production, 747s made up an average of one-third of the
market by value. The introduction of smaller widebodies with fewer engines has
progressively reduced this figure, to 15-20% in the 1990s and currently to less
than 10%. Present production is around one-and-a-half per month or less.
The 747’s hard times can be largely explained by its age—the type has been in
production for 34 years, and the A380 is clearly intended as its successor. Yet
if the 747 is indeed being replaced, why is the current fleet not being used
until its A380 replacements arrive?
Again, the answer might be route fragmentation. Looking at the transatlantic
market, Dept. of Transportation statistics clearly show a trend away from 747s.
In 1990, 747s made 57,871 transatlantic departures. This declined to 54,412 747
departures in 2000. In the same period, medium widebodies, such as the A340,
777, or MD-11, increased by 250%, from 39,061 departures in 1990 to 95,987
departures in 2000. And small widebodies, such as 767s and A330-200s, increased
from 33,502 to 81,368 departures. In short, large aircraft usage for
transatlantic departures is drying up, and with it the 747/A380 market.
Yet again, returning to the order book, there must be factors that make the
A380 appealing despite the negative market trends. These factors include
Airbus’s A380 sales strategy, airline opportunism, and the A380’s status as a
new plane.
Airbus’s pursuit of the A380 market has been extremely aggressive. First,
pricing is said to be exceedingly soft, with most estimates in the area of $150
million, over 40% off the typical 2003 list price of $270 million. While steep
discounts are common in today’s depressed jetliner market, the initial round of
A380 customers includes the very carriers that are most likely to actually need
a plane in this class. Convincing carriers with fewer dense routes and a
greater focus on profitability, such as British Airways or American Airlines,
to buy the A380 will be very difficult without these discounts.
The A380’s probable discount price also raises questions about the program’s
impact on the A340-500/600 program. This growth version of the A340-200/300
seats up to 380 passengers and lists for around $190 million. Deliveries began
in late 2002, and 2003 was expected to be the first full year of production.
Yet Airbus delivered only five of the new plane family in the first half of the
year.
The 747’s share of the market has fallen from 33% in its first decade of
production to its current standing of less than 10%.
Possibly, heavy discounts on the A380 have encouraged A340-500/600 customers to
switch to the newer, bigger plane. A glance at the A340-500/600 order book
reveals numerous key A380 customers, including Emirates, ILFC, Lufthansa,
Singapore, and Virgin. Air France, an A380 customer that also has A340-300s,
has decided to avoid buying the A340-500/600 altogether, opting instead for
Boeing’s 777.
The A380’s timing effectively abets this decision. The market downturn is
currently so bad that few customers are enthusiastic about taking any
airplanes. By contrast, the A380 will arrive during an anticipated (and
probably inevitable) market upturn.
Airlines ordering the A380 have reportedly been given very generous terms
allowing for deferral due to market conditions (this level of airline power is
a feature of today’s market landscape for both Airbus and Boeing). Therefore,
it makes a great deal of sense for airlines to lock in their superjumbo needs
right now, when they can get discount pricing, and then take t

[zorbathegreek]

A380 orders
Air France 10
Emirates 43
Federal Express 10
ILFC 10
Lufthansa 15
Qantas 12
Singapore Airlines 10
Virgin Atlantic 6
Total 116

[zorbathegreek]

The virtues of newness
Boeing’s counterattack against the A380 revolves around continued route
fragmentation. The company’s objective is to design a middle market (200-300-
seat) aircraft with a long-range capability. Sonic Cruiser was the first design
in this class, focusing on speed. The disappearance of the premium passenger
market, along with doubts about Sonic Cruiser’s enabling technology, led to a
reemphasis of lowered costs and efficiency. The 7E7, designated Dreamliner at
Le Bourget, is the result.
Looking at the air transport trends described above (and assuming that they
continue), Dreamliner is undoubtedly a more market-driven concept than A380.
But Boeing’s noncontract R&D budget (what it spends on new jetliner
development) has remained stalled since the 777 program was completed in the
mid-1990s. Over the past five years it has hovered around $800 million, enough
for the development of minor variant aircraft, but nowhere near the amount
needed for an all-new design.
Boeing is developing the Dreamliner as a 200- to 300-seat airline with long-
range capability.
Until Boeing’s board authorizes a program launch and the expenditure of about
$6 billion-$8 billion for Dreamliner development, Boeing will remain in a
defensive position. If the company does not proceed with Dreamliner, a simple
question will arise: Is it better to fully fund a misguided vision of the
future, or to have the right vision, but not fund it?
Airbus’s chief commercial officer, John Leahy, has effectively used the
disparity between a concrete program and the notional Dreamliner effort to help
sell the A380. He has referred to the Dreamliner as mere “guerilla marketing”—
less an effort to build a plane and more a propaganda attempt to forestall A380
sales.
One reason this difference matters is that airlines like to buy planes early on
in the aircraft’s life cycle. Buying new aircraft types is a reasonably secure
way of guaranteeing higher residual values (even if the A380’s secondary market
is highly theoretical at this point).
Airlines also like to purchase products from a company that is clearly
committed to new product development. After the demise of both the 747-X and
Sonic Cruiser programs, if Boeing does not launch the 7E7 in the next two
years, it will be increasingly hard for the company to argue that it will ever
create any new jetliners. This will likely have a cascade effect on its other
programs, killing all commercial jetliners except the 737 and 777 by 2010.
After all, no carriers will want to sign up for planes that are likely to
be “orphaned” as a result of low production rates and aging technology.
Customers of the MD-11 and MD-80/90 in the late 1980s and early 1990s were left
with fast-depreciating assets.
In short, A380 sales might be more than just deep discounts and aggressive
salesmanship. Until Boeing’s board approves the 7E7’s launch, Airbus’s “only
new plane available” argument could continue to sell A380s as the newest thing
on the market.

[harlista]

Mirror mirror on the wall
Airbus vs Boeing: as the transatlantic spat escalates, the body count grows and
so do the recriminations. What's next as the Airbus A380 delivery delays grind
on? Here's David and Goliath.

by Vijay Verghese

ONE IS BIG AND FAT with all the polish of a portly dowager. Critics describe
her as a “dinosaur”. The other is sleek and quick, and capable of long outings,
but derided as incontrovertibly “plastic”. Who would you pick for a snog or, in
this case, a transpacific flight? With the much-touted rollout of the Airbus A-
380 behemoth, the gloves have come off as Boeing cries foul and prepares for
the arrival of its very own B-787 “Dreamliner”.

What’s the fuss? Airbus has opted for a super aeroplane that will render the
stalwart B-747 all but obsolete, transporting a vast scrum of bodies in one
neat package. While offering 49 percent more room than a Boeing 747, the Airbus
380’s operating costs are cited at around 15 to 20 percent lower per seat. Add
to this claims of fewer emissions, less noise, and a seat capacity stretching
from the median 555 to a staggering 800 (double the heaving bottoms on a B747),
and it’s small wonder airline accountants are beaming. Airbus claims its plane
is more fuel efficient than a car.

But the dinosaur is late. Very late. Singapore Airlines, the launch customer
will now hopefully receive its first Airbus A-380 in the fourth quarter of
2007, a full year behind schedule leading to question marks regarding customer
loyalty, final orders, and price reductions as compensation. Qantas is harder
hit. The Australian national carrier may only start receiving its aircraft in
August 2008, two years off the original delivery date. Emirates may scale down
its order, Virgin has announced holding back its purchase of six A380s for four
years until 2013, and FedEx has cancelled its order of 10 Airbus A380 aircraft,
opting instead for the Boeing 777 freighter version.

The new, and larger, Airbus wing design ensures future versions of the aircraft
can handle a total weight of up to 750 tons. This means the US$280m A380 will
achieve optimum cost-efficiency carrying closer to 800 passengers. That’s a lot
of beers and queues for the toilets – on two floors. Not perhaps what
passengers want to hear. Assembly is a major production, one dogged by
technical glitches, the latest being wiring delays as the aircraft carries
hundreds of kilometres of wire that have to be painstakingly fed to various
parts of the frame.

The A380 is a space guzzler - it needs more runway, more apron for its giant
wing span, and redesigned boarding gates
The A380 had hoped to commence service in 2006 with Singapore Airlines but
delivery delays have cast a pall on this and other orders. Airports everywhere
are quailing at the prospect. Heathrow’s Terminal Three will need to undergo
expensive redesign to accommodate the Airbus A380 and Emirates has already
begun using oversized ground equipment in Dubai to be in readiness for its own
delivery. The new Airbus is a space guzzler. It needs more runway to clear the
ground, more taxiway for the sweep of its enormous 79m wingspan, and boarding
gates need rejigging to deal with the logistics of deplaning 800 people from a
towering double-decker.

Boeing sensibly believes large capacity aircraft flying to big, overcrowded,
dispersal “hubs” are passé. Travellers want speed and direct connections. The
B787 Dreamliner (formerly the B7E7) is the result of Boeing’s new
preoccupation. The aircraft is swift and fuel efficient, with a cruising speed
of Mach 0.85. It is smaller and can access regional airports without fuss. It
also has a range that can extend to 16,000km carrying about 280 passengers. The
good news for passengers is the B-787 is pressurised for a lower altitude and
with higher cabin humidity. The catch is, the plane will not be certified and
delivered until 2008 and its test flights commence only in 2007. With the
myriad Airbus delays, Boeing’s Small Wet Dream proceeds apace, gathering
momentum. Rival Airbus, once busy gobbling up orders, is in the wings red-
faced. And, keenly aware that Boeing may be onto something, it is also working
on a smaller, more fuel-efficient A350 to compete head-to-head with the B787.
Boeing may yet have the last laugh. Qantas has committed a potential US$18
billion for up to 115 of the sleek B787s with the first 65 coming on line from
2008.

The B787 has opted for a sweeping archways design and light diodes in the
ceiling that mimic the changing sky colours
But do you need to fly a football field halfway across the world? Virgin
Atlantic, Air France, Lufthansa, Thai Airways International, Malaysia Airlines,
Korean, Etihad and China Southern, among others, believe so. Some will put in
gyms, bars, casinos, shops, offices and even play areas – but not for the Mile
High Club, whose members will have to fend for themselves in vast open spaces.
The coliseum has failed to materialise, disappointing those who would love to
toss all airline chefs to the lions, Christian or not. And while a lot of seats
can be crammed into an A380, not all airlines plan to do so.

The Boeing 787 cabin will offer a visually relaxing “sweeping archways” design,
window shades whose opacity can be altered at the flick of a button, greater
humidification of cabin air, and a sky simulation effect through the use of
colour changing light-emitting diodes in the aircraft ceiling. Aisles will be
wider as will the seats.

It is more than likely that there is a market for both products. But the
transatlantic diatribe continues to escalate. Boeing asserts Airbus has
competed, unfairly, through backdoor European subsidies. Yet, Boeing itself has
been a major beneficiary of state and federal aid with Washington State bending
over backwards to ensure the B-787 plant stays with them. Much of Boeing’s
aircraft design has been a spin-off from US military-sponsored research. Airbus
is also coming out with a mid-size competitor, the A350. The aircraft is
currently mired in a major redesign debate after several potential buyers felt
it compared poorly with the B787. As a consequence, the A-350 roll-out will
also be delayed, giving Boeing a certain headstart in the mid-size market. The
new Airbus A350 will eventually weigh in with a wider fuselage and expanded
wing size.

[zorbathegreek]

Moral taki, ze Airbusa finasuje UE, a Boeinga finasuje Pentagon, bo bez Boeinga
nie byloby w USA przemyslu lotniczego. Produkcja samych tylko samolotow
wojskowych jest bardzo droga, optymalnym rozwiazniem jest produkowanie "przy
okazji" samolotow cywilnych (rozklada sie koszta R&D, oprzyrzadowania,
ksztalcenia pracownikow itp. na wieksza ilosc samolotow), stad rzad USA bedzie
do konca popierac firme Boeing... Wolny rynek istnieje tylko na bazarach i
podrecznikach mikroekonomii dla studentow I roku. W realu mamy skomplikowana
siatke wplywowych decydentow, ktorzy manipuluja rynkiem, w tym i rynkiem na
duze samoloty cywilne (na tym rynku decyduja glownie rzady i generalicja). Tak
jest, chocby ci sie to bardzo nie podobalo!
Pozdr.

[zorbathegreek]

GBK-ROI Główna Biblioteka Komunikacyjna - Main Polish ...Zagrajek Paweł: Airbus
kontra Boeing - spór o subsydia (cz.II). ... Skrzydlata Polska 2006 nr 3 s.22-
24, rys.5; fot.2, tab.2, ...
gbk.org.pl/articles.php?lng=pl&pg=363 - 177k - Kopia - Podobne strony

Przeciez to bylo do przewidzenia

[soup.nazi]

Samolot jak samolot tyle, ze hoooyowo wykonany i drogi. Lecialem ostatnio -
najbardziej sie wyroznil tym, ze mial kamere TV pod brzuchem i w nosie i mozna
bylo sie dziwowac, jak ktos z Pierdziszewa

[zorbathegreek]

Ty Nazi to pewnie ostatni raz leciales Stukasem aby bombardowac Warszawe z lotu
nurkowego...

[chardonnay]

Gdzie dwoch sie bije tam trzeci korzysta
PAP
Polskie Linie Lotnicze lot oglosily iz beda produkowac swoj wlasny samolot
bazujacy na odrzutowcu ISKRA.Jako byly mechanik tego samolotu zapewniam iz to
dobry wybor
Niech zyje Polska mysl techniczna !

Czym ty leciales zupka?

[_czosnek_]

Z rusztowania glowa w dol leciales cieciu.

Caly czas lece!

[soup.nazi]

Z toba w hooya. I jeszcze cie przy tym obserwuja, hehehe