International Aviation News Parte 2

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International Aviation News Parte 2

Postby MayerFM » Wed Sep 07, 2011 9:55 am

Buenos días, abrimos aquí la segunda parte del tema “International Aviation News”. Como su nombre lo indica, es un espacio muy amplio donde se comentan muchas cosas, pero lo más reciente de lo que estuvimos platicando en la parte uno fue del Boeing 737 MAX:

Fyano773 wrote:El 737RE ha sido aprobado por la junta directiva de Boeing y será denominado MAX:

DATE:30/08/11
SOURCE:Air Transport Intelligence news
Boeing designates 737 MAX family

By Jon Ostrower

Boeing has designated its re-engined 737, the 737 MAX, re-launching its narrowbody family as the 737 MAX 7, 8 and 9 with CFM International Leap-1B engines. "The 737 MAX will deliver maximum efficiency, maximum reliability and the Boeing Sky Interior will continue to offer maximum passenger comfort," said Nicole Piasecki, Boeing Commercial Airplanes vice president of business development and strategic integration.

"We call it the 737 MAX because it optimises everything we and our customers have learned about designing, building, maintaining and operating the world's best single-aisle airplane," added Piasecki, who said the aircraft aims to meet the 99.7% dispatch reliability of the current 737 family offering. Boeing has dropped the 100-seat 737-600 from its next offering, which had never been a big seller, choosing to re-engine the -700, -800 and -900ER, creating the 737-7, -8 and -9.

Entry into service is expected in 2017. The variants, announced 30 August, were given the MAX designation in a press conference at Boeing Commercial Airplanes Customer Experience Centre near its Renton, Washington facility. Boeing to date has received 496 orders from five airlines, including 100 from American Airlines which will receive its first in 2018 after it concludes taking delivery of 100 newly ordered 737NG aircraft the year prior.

http://www.flightglobal.com/articles/20 ... amily.html


De los futuros clientes, se dice lo siguiente:

DATE:30/08/11
SOURCE:Air Transport Intelligence news
Most 737 MAX launch customers outside of the US

By Ghim-Lay Yeo

Boeing has indicated that most of the airlines that have placed orders for its re-engined Boeing 737 MAX announced today are based outside the USA. The airframer said this morning that it has order commitments for 496 aircraft from five airlines for the re-engined narrowbody, which has been approved by the company's board. First delivery of the 737 MAX is scheduled for 2017.

While Boeing Commercial Airplanes president and CEO Jim Albaugh declined to name the airlines, he noted that 85% of Boeing's backlog is outside of the USA, adding: "And I will tell you that many of these customers we referenced this morning are outside of the US. Are they major carriers? They are the top airlines in the world that have committed to these airplanes."

On 20 July, American Airlines announced its intention to purchase 200 Boeing narrowbodies, split between current 737 Next Generation aircraft and the re-engined version. Albaugh said that while American will be one of the launch 737 MAX customers, the chances of another airline taking delivery of the re-engined narrowbody before American gets its first in 2018 is "very very high".

He did not rule out customers with existing 737 orders switching to the 737 MAX, saying that while most of them will stick with the 737NG, they might want to "take a hard look" at the 737 MAX.

http://www.flightglobal.com/articles/20 ... he-us.html


En otro artículo se dice que el 737 MAX tendrá 4% menor consumo de combustible, en comparación al 320 NEO.

Saludos...


Y del primer Boeing 747-8i para Lufthansa:

MayerFM wrote:
Kikiferret wrote:Ojalá que sí. ¿Saben por cierto, cuándo comienzan las entregas a LH de sus 747-8i y si ya se sabe a dónde tiene planeado meterlo?

Fer, buenas noches; seguramente ya viste esto, pero por si no...

PICTURES: First 747-8 in Lufthansa colours rolls out

Esta foto diurna me parece todavía mejor:

Lufthansa B747-8i D-ABYA

Y para la entrega siguen manejando esto:

Lufthansa has 20 of the aircraft on order, the first due for delivery in spring 2012, and options on another 20.

A seguir esperando. Saludos.


Sin duda habrá mucho de que platicar, de éstos y otros asuntos.

Saludos, buen día.
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Re: International Aviation News Parte 2

Postby Super Duper » Wed Sep 07, 2011 3:20 pm

Hablando de LH y sus 747s, veo que ya no ofrecen los 16 asientos de FIRST CLASS que tenían en la cabina superior, siendo la única aerolínea que recuerde en colocarla ahí, que en lo personal me encanta la idea;, ahora sólo ofrecen 8 asientos ya que cada asiento de FIRST ofrece una cama donde era el otro asiento, entonces es asiento + cama, no encontré fotos relacionadas ¿alguien sabe o ha visto en vivo cómo es esto?

Gracias
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Re: International Aviation News Parte 2

Postby AMX773 » Wed Sep 07, 2011 9:40 pm

Super Duper wrote:Hablando de LH y sus 747s, veo que ya no ofrecen los 16 asientos de FIRST CLASS que tenían en la cabina superior, siendo la única aerolínea que recuerde en colocarla ahí, que en lo personal me encanta la idea;, ahora sólo ofrecen 8 asientos ya que cada asiento de FIRST ofrece una cama donde era el otro asiento, entonces es asiento + cama, no encontré fotos relacionadas ¿alguien sabe o ha visto en vivo cómo es esto?

Gracias


Aquí está. Muy buen producto en los 747, esperemos que se ofrezca algo similar en el 747-8i.

http://www.ausbt.com.au/photos/view/maxsize:640,480/4d84032d0e9846c5b07b5024767f1341-lufthansa-new-747-first-class-bed-and-chair.jpg
http://www.airliners.net/photo/Lufthansa/Boeing-747-430/1963286/L/&sid=a8a37633a6c5de01ef6fd89dc67b139a

Saludos,

AMX773
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Re: International Aviation News Parte 2

Postby Super Duper » Sun Sep 11, 2011 6:31 pm

Gracias AMX773, sin duda el mejor espacio hasta hoy, quizá las cabinas individuales de Emirates ofrezcan más lujo pero han sido criticadas por claustrofóbicas...

Saludos
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Re: International Aviation News Parte 2

Postby Richard Branson » Sun Sep 11, 2011 6:36 pm

A mí sí me gustaría viajar así, ni se han de sentir los vuelos.

Es un excelente diseño y como siempre, LH dando pasos firmes. No por nada es la aerolínea más grande del mundo en ingresos.
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Re: International Aviation News Parte 2

Postby Richard Branson » Sun Sep 11, 2011 7:09 pm

Encontré este proyecto de restauración de un Convair 990-3A:

http://ec-bzo.com/
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Re: International Aviation News Parte 2

Postby Aeromexico757 » Sun Sep 11, 2011 8:47 pm

Hola,

No sé si este sea el tema que corresponde a esta noticia pero el Sukhoi SJ100 Super Jet estará llegando mañana alrededor de las 08:00am a TLC como parte de algunas pruebas HOT & HIGH y me imagino para hacer la presentación del avión a Interjet.

Saludos.
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Russia’s UAC seeks take-off in civilian market

Postby Atreides » Wed Sep 14, 2011 6:11 pm

http://www.ft.com/intl/cms/s/0/ff37880a-d9f2-11e0-b199-00144feabdc0.html#axzz1XyEMp3kc

Profile: Russia’s UAC seeks take-off in civilian market
By Charles Clover

Russia’s United Aircraft Corporation produces some of the world’s sleekest and fastest fighter aircraft, whose trademark wheeling and see-sawing “cobra” manoeuvre thrills audiences at air shows the world over. It also makes the Il-96 wide-bodied, long-haul airliner.

But for Mikhail Pogosyan, the new chairman of UAC, the future is in a dumpy, smallish airliner called the Superjet 100 – the first step, he hopes, toward his conquest of the world civilian airliner market.
The aircraft has seen an uneasy launch. Orders were slow coming in. Even Aeroflot, the Russian state-owned airline, had to be wheedled into buying 30, and for a time the only foreign orders came from friendly, ex-Soviet Armenia. Then the jet had to be grounded, soon after it took to the air for the first time in June, because of a safety flaw.

But, slowly, things are starting to look better.

Mr Pogosyan says there are up to 170 orders for the $31.7m aircraft. He seems ebullient, optimistic, and spins (off the record) jokes about everything from the size of the lavatories on competitors’ aircraft to the (again off the record) legendary infighting at UAC, an industrial juggernaut that spans Russia’s nine time zones. It was assembled in 2006 out of the ageing remnants of one of the country’s last competitive manufacturing industries.
Today, UAC, which produces virtually all Russia’s aircraft and is 17 per cent privately owned, focuses mainly on military aviation. Its Su-27/Su-30 fighter-bomber is the jewel in its crown and the main export money-spinner of the defence industry. More advanced aircraft are on the way, such as the fifth-generation T-50.

But Mr Pogosyan sees the future of Russian aerospace in civilian aviation. This is where 75 per cent of world aircraft sales are made today. He wants to right the skewed balance of aircraft produced by UAC: 90 per cent military, 10 per cent civilian. By 2025, he would like to see that balance reversed – 25 per cent military, 25 per cent transport, and 50 per cent civilian aircraft.

Mr Pogosyan’s ascendancy represents a victory for Sukhoi corporation in its legendary battle with the Irkut factory, the two powerhouses of the Russian aviation industry. Their uneasy marriage in 2006, along with a dozen other big-name companies such as Tupolev and MiG. formed UAC. The replacement of Alexei Fedorov, the Irkut-backed president, in February, with Mr Pogosyan, who hails from Sukhoi, represented “a sound, and possibly final, victory for Sukhoi over its Irkut rivals”, wrote Konstantin Makienko, an aviation analyst, in a recent issue of Moscow Defense Brief, a defence industry newsletter.

Mr Pogosyan steps warily around the issue, saying “some cadre decisions have been taken. But I wouldn’t say Sukhoi and Irkut are in opposition to each other. We both want to make great aircraft.” Russia’s reputation for making world-class military aircraft is established. However, in civil aviation, “we are slightly behind” he says, in what most of the industry would regard as a major understatement. Russia’s cramped and ill-ventilated airliners, with their rough upholstery, are sold almost exclusively in the former Soviet Union, Iran, and parts of Africa. Even Aeroflot, forced by the Russian government to buy six Ilyushin 96s in the 1990s, spent the better part of the decade trying to wriggle out of the contract in favour of buying Boeings and Airbuses.

The Superjet is the first attempt in a decade to penetrate this already-competitive market. It is a 100-seat, short-range airliner that will target the easy end of the market. The company’s main competitors are Brazil’s Embraer and Canada’s Bombardier, rather than Boeing and Airbus, and Mr Pogosyan reckons the Superjet is up to 15 per cent cheaper than other options. Of the 170 orders, perhaps a quarter come from outside the former Soviet Union: Indonesia has ordered 42, Laos three and Interjet from Mexico 15, he says. But over the long term, he aims to sell 70 per cent of UAC’s airliners abroad. He promises a “new level of comfort” for the aircraft, with a wider body that can accommodate, for example, a three-plus-two seating pattern, rather than the two-plus-two of the competition, more headroom, and business-class seats that are roomier than those of competing aircraft.

But penetrating the mainstream airline market will be hard, especially with Russia’s reputation for poor air safety. This was not helped by the crash last week of a Yak-42 aircraft in the city of Yaroslavl, killing 43, and a similar crash of a Tu-134 in June at a provincial airfield, killing 44. In the wake of these misfortunes, Dmitry Medvedev, the president, signalled that Russia might seek to buy more of its aircraft abroad, a blow to the domestic aerospace industry.

“Of course we have to think of our own, but if they are not capable of coping, then we’ll have to buy technology from abroad” he said.

The Superjet started off with problems – in its first delivery to Aeroflot, a key piece of safety equipment broke down and the aircraft were grounded for a month.

But over the long term, Mr Pogosyan thinks that a new approach to manufacturing, based on the outsourcing practices of Airbus and Boeing, the global leaders, combined with unique access to cost-effective Russian engineering, will prevail. In Soviet times, the aerospace industry got the cream of the country’s engineers and scientists, and still enjoys a good reputation, with Boeing employing about 1,000 engineers in Moscow on contract.
But Mr Pogosyan says the key to being competitive is to get outside the “Russia-only” mindset.

“In the past, we tried to do everything in Russia, using all-Russian technology,” he says. “Now, we are using systems of the best world producers, as our competitors do. Russian producers participate, but now our aircraft are truly international products.”

He says that the Superjet 100, for example, is 50 per cent produced in Russia, and 50 per cent abroad. The engines are a joint product of Snecma of France and Saturn of Russia and assembled in Rybinsk, Russia.
“Boeing produces its aircraft in this manner, parts are bought from everywhere, so why can’t we?” he says.

The next step in the plan to penetrate the civil aviation market is more ambitious. The MC-21, a short-to-medium range aircraft which will directly compete with the Boeing 737 and the Airbus 320, aims to start test flying in 2015, with mass production in 2017.

“We think the market for these aircraft is growing faster than Boeing and Airbus can produce them. Already, the waiting list for Boeing or Airbus is four-five years. We think the market wants immediate gratification,” says Mr Pogosyan.
Analysts are sceptical. The Chinese, for example, are producing their own aircraft for this market segment, the C919, which promises to be even cheaper than the MC-21.
Meanwhile, Boeing and Airbus have far more resources and clout.

“On the one hand, it seems mad to take on Boeing and Airbus,” says Mikhail Ganelin, an equity analyst at Troika Dialog, the Russian investment bank. “But, on the other hand, Russian engineers aren’t stupid.”
The Russian state is stepping in to help fund the projects – UAC received $700m from the state to help develop the Superjet, while it will get $5bn to develop the MC-21, according to Mr Pogosyan.
One thing that will hurt the company is the end of protectionism. Russia has agreed to phase out 20 per cent duties on imported aircraft once it enters the World Trade Organisation. Mr Pogosyan says he is confident that UAC can survive, however.

“We can’t base our business model on trade barriers,” he says. “We’re not marketing only to the internal market, and in military aviation we have plenty of experience marketing abroad, our aircraft are very competitive, so why can’t we do the same with civilian aircraft?”
Atreides
 

Re: International Aviation News Parte 2

Postby Atreides » Mon Sep 19, 2011 1:06 pm

http://www.virginamerica.com/press-release/2011/virgin-america-reports-second-quarter-2011-financial-results.html

Vale la pena ver la información directamente en el link aquí arriba. VX sigue batallando para crecer y ser rentable al mismo tiempo.


VIRGIN AMERICA REPORTS SECOND QUARTER 2011 FINANCIAL RESULTS
Airline Reports 46 Percent Increase in Operating Revenues

San Francisco – September 16, 2011 – Virgin America today reports its financial results for the second quarter of 2011. During a period of significantly higher fuel prices, Virgin America recorded a $6.0 million operating loss and an operating margin of (2.2) percent. The airline achieved impressive revenue growth during the quarter, with a 46 percent increase in operating revenue as compared to the second quarter of 2010. However, total fuel costs increased by 62 percent, and the Company’s average price per gallon of fuel increased by 26 percent year-over-year. The increase in fuel costs were the primary factor in a $5.6 million increase in Virgin America’s operating loss, as compared to the second quarter of 2010. The airline’s unit revenue continued to show significant growth, with revenue per available seat mile (RASM) improving by 12 percent year–over–year, exceeding the domestic industry average RASM increase of 10 percent for the same period. Excluding new routes added in the past 12 months, RASM in the carrier’s established markets improved by 19 percent year–over–year. During the quarter, the carrier’s scheduled capacity increased by 30 percent, compared to the domestic industry’s average capacity increase of two percent for the same period. The airline’s mature routes (those flown for more than 12 months) were solidly profitable on an operating basis for the quarter.

“Fuel costs continue to weigh on our financial performance even as we achieve and exceed our revenue targets,” said Virgin America President and CEO David Cush. “While it is disappointing to report even a narrow operating loss for the quarter, our mature markets performed exceptionally well. Against the headwinds of high fuel and the costs of growth as a new airline, we’re pleased with our consistent progress and sales performance.”

Non–fuel cost per available seat mile (CASM) increased by eight percent over the quarter, as the carrier continued to invest in its teammates, new aircraft and infrastructure to support its growth. As compared to the second quarter of 2010, Virgin America increased its average aircraft in revenue service by 36 percent – or by 10 aircraft. In addition, the Company added the full–time–equivalent of 125 teammates during the quarter, incurring recruiting and training costs as the carrier continues to fuel expansion. As one of the few U.S. airlines creating new jobs, total teammates grew by 23 percent (or 367 full–time equivalent teammates) as compared to the second quarter of 2010.

As one of the few growing U.S. airlines, Virgin America continues to expand its fleet, growing from 28 aircraft in service in the first quarter of 2010, to 46 aircraft by the end of 2011 and a projected 52 aircraft by the end of 2012. Virgin America recently announced new service to Puerto Vallarta, Mexico, and continues to expand its network from its focus cities of San Francisco and Los Angeles. In the past twelve months, the carrier has introduced its unique, low–fare service to Chicago, Dallas–Fort Worth, Los Cabos, Cancun and Orlando.

“The next 12 months are an important growth phase for Virgin America as we increase our fleet to 52 aircraft and expand our network. Our teammates continue to rise to the challenge of growing our Company, while delivering an award winning product. We are executing well on our long–term vision for Virgin America, with added frequency in our core markets and new warm weather destinations. Our strong revenue performance, loyal following of flyers and the cost leverage we gain with growth, will allow us to continue building a successful airline as we emerge from our current growth cycle,” added Cush.

Second Quarter 2011 Reporting Highlights:

Operating results: The airline reported a $6.0 million operating loss in the second quarter. The airline’s yield per passenger mile was 12 cents, up 12 percent compared to the second quarter of 2010.
Load factors: The airline reported an 83 percent load factor in the second quarter, on a 30 percent increase in scheduled service capacity over the year earlier quarter – compared to the industry’s average capacity increase of two percent.
Top line progress: RASM gains continued to outpace industry RASM gains, with a RASM increase of 12 percent over second quarter of 2010 – a period in which the domestic industry’s RASM increased by 10 percent. Virgin America’s average fare increased 11 percent versus the prior year.
Cost control: Operating expense per available seat mile excluding fuel (ex–fuel CASM) increased by 8 percent versus second quarter 2010, primarily as a result of investment in the Company’s growth (training, people and aircraft in modification).
Cash: The airline ended the quarter with $26 million in unrestricted cash and $53 million in total liquidity.
With respect to the third quarter of 2011, the airline has seen significant year–over–year increases in traffic, bookings and average fares. The airline will release its third quarter results later this year.

Although Virgin America does not yet meet the size threshold to be classified a “major” carrier by DOT, the airline tracks its on–time performance, baggage handling and other key operational statistics in advance of the DOT’s requirement to report. For the second quarter of 2011, Virgin America achieved an 82.3 percent cumulative A–14 on–time ranking, which would place the carrier third for on–time performance among all reporting major U.S. carriers for the quarter. Virgin America also outperformed the majority of the industry with a 99.8 percent completion factor. The airline’s baggage handling rate for the second quarter was .86 mishandled baggage reports per 1000 guests, which would place it first among all reporting U.S. carriers for baggage reliability in the second quarter, when compared to DOT’s reportable data.
Atreides
 

Re: International Aviation News Parte 2

Postby erick787 » Mon Sep 19, 2011 8:29 pm

Parece que no solo el Nighmareliner le está dando dolores de cabeza a Boeing últimamente, Cargolux, siendo el launch customer, acaba de rechazar recibir el primer 748 carguero hasta que no realice nuevas negociaciones con Boeing porque el avión está más pesado y consume más de lo que Boeing había prometido. Detrás está también el famoso CEO de Qatar que sigue peleando con Boeing por compensaciones por las demoras del 787, pero ya es conocido en la aviación por belicoso, no solo con Boeing sino con Airbus también. Les copio a continuación un artículo de Leeham News and Comment del día de hoy:

What’s behind the Cargolux rejection of the 747-8F delivery
September 19, 2011
Here’s an expanded version of a story we did for Commercial Aviation Online/Air Transport Intelligence:

The embarrassing last minute refusal by Cargolux air cargo to accept delivery of the first Boeing 747-8F that was planned in elaborate ceremonies 19 September is due to more than it appears on the surface, say several sources at the ISTAT European conference that got underway Sunday night (18 September) in Barcelona.

No source would be identified due to the sensitive nature of the situation and the underlying issues triggering the refusal—an overweight airplane and one that doesn’t meet promised fuel burn specifications—are real and potentially affecting future customer deliveries. But sources are universal in concluding that a new element in the Cargolux situation emerged last week to trigger the refusal.

Qatar Airways now owns 35% of Cargolux and following a board meeting, the decision was made to refuse delivery of the Cargolux aircraft pending renegotiation of the compensation Boeing would pay Cargolux for the performance shortfalls.

According to one source familiar with the situation, Cargolux and Boeing had the framework of compensation largely agreed. But after Qatar acquired its stake in Cargolux, a new dynamic entered the picture: compensation for the Boeing delays of the 787 deliveries to Qatar.

According to the scenario painted by multiple sources at the ISTAT conference, Qatar’s CEO Akbar Al-Bakar views the Cargolux compensation as essentially setting a benchmark for his 787s at Qatar. Not wanting to set this benchmark too low as it relates to 787 delays, Al-Baker influenced the last-minute Cargolux position that resulted in the last-minute contract disputes that Boeing acknowledged existed but declined to detail.

Al-Baker history of bedeviling OEMs is well known. He embarrassed Boeing at the 2009 Paris Air Show by forcing Boeing to rescind an order announcement of the 777 that had been issued. He embarrassed Bombardier and Pratt & Whitney at the 2010 Farnborough Air Show by failure to go forward with a widely expected order for the Bombardier CSeries aircraft powered by the Pratt & Whitney P1000G Geared Turbo Fan engine. He embarrassed Airbus by no-showing at a press conference at the 2011 Paris Air Show at which Qatar was to announce a large order for A380s and A320neos, as well as publicly chastising Airbus over its revised A350-1000. His about-faces have earned him the industry nickname U-Turn Al.

Related to the performance shortfalls of the 747-8F, which have been known to customers for at least a year as production proceeded, but unrelated to the Cargolux situation, CAO has learned that another major customer and Boeing remain in negotiations over delivery of a major order of the new freighter. The customer doesn’t want the early 747-8Fs contracted for, instead preferring to skip to a later group that have in-line production improvements rather than rework. These negotiations continue and may come to fruition as early as this week, says a source familiar with the situation.


Veremos cómo apaga Boeing este otro fuego que surgió de repente antes de que se haga más grande.

Saludos
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Re: International Aviation News Parte 2

Postby Atreides » Mon Sep 19, 2011 11:19 pm

erick787 wrote:Veremos cómo apaga Boeing este otro fuego que surgió de repente antes de que se haga más grande.

Saludos

Muchas gracias por compartir. Qué interesante.

Me pregunto qué implicaciones va a tener esto en la credibilidad de Boeing viendo de frente el tema del 737MAX.
Atreides
 

Re: International Aviation News Parte 2

Postby Fyano773 » Tue Sep 20, 2011 9:03 pm

Como dice el artículo, los déficits en cuanto desempeño ya eran conocidos por los clientes y los acuerdos o compensaciones correspondientes ya estaban establecidos, así que el problema con el 748 no creo que se agudice. En otro artículo se mencionaba que el 748 fue alargado así como así, pensando que una remotorización y un nuevo diseño de ala bastarían, pero no fue así y subsecuentemente se tuvieron que implementar correctivos que han dejado al programa como está.

La situación con Boeing es que los anteriores ejecutivos, en especial, aquellos de la era de Alan Mullaly sumando aquellos de MDD ya no están y los grandes márgenes que se obtienen del 737NG y más aún del 77W, son el legado de esa etapa que se destacaba por los procesos, la manufactura y la ejecución. Por ejemplo, cuando se entregó el 77W, éste logró un 3% adicional en alcance, lo que constituyó un valor agregado a los clientes, pues recibieron más de lo esperado. Lo anterior contrasta con el 748 que está debajo de especificaciones.

Los herederos de Mullaly no supieron aprovechar lo anterior, privilegiando la parte comercial; de hecho, McNerney viene de una industria totalmente ajena a la aviación comercial (si mal no recuerdo, viene de 3M) y en conjunto con otros, sólo se han destacado en las ventas, dejando serios agujeros en el diseño y la producción. Por lo anterior, ahí tenemos el tremendo retraso del 787, los problemas con el 748 y la indecisión en la remotorización del 737.

¿Qué tanto afectará todo esto en los futuros productos? Existe incertidumbre al respecto, pero es la oportunidad de Boeing para estabilizar los productos recién lanzados y reivindicarse con el MAX, el 789, así como eventuales prototipos que preludien la llegada del 777-8 y -9.

Saludos...
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Re: International Aviation News Parte 2

Postby Kikiferret » Thu Sep 22, 2011 8:45 am

Pues lamentablemente siguen los problemas en Boeing. Por si la negación a tomar los dos primeros 8F del mercado no fuera suficiente por el cliente de lanzamiento, ahora Atlas se suma a Cargolux en el rechazo del 748F, al menos en los early frames. Parece que están muy fuera de las expectativas esperadas, aunados seguramente a que el mercado se ve incierto a corto y mediano plazo, con la situación financiera internacional. Así que de 12 equipos reduciría a 9.

http://www.flightglobal.com/blogs/fligh ... 47-8f.html
Saludos

Fernando Castañón
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Re: International Aviation News Parte 2

Postby Richard Branson » Mon Sep 26, 2011 2:32 pm

Un Dc9-50 menos en el mundo: el Aeropostal que hoy por la mañana tuvo un fuerte aterrizaje:

http://avherald.com/h?article=4438e8ff&opt=0
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Re: International Aviation News Parte 2

Postby erick787 » Mon Sep 26, 2011 4:18 pm

Perdón pero eso no fue un "hard landing" sino una especie de "soft crash" !! ¡Qué bruto!

Nunca había visto que los motores se desprendieran por un atemorizaje de ese tipo, pero el problema principal no son los soportes de los motores sino que la estructura del fuselaje está doblada justo ahí, así que no tiene compostura. Bueno, sí sería posible pero su costo superaría por mucho el valor de un avión tan viejo, así que seguro lo darán por perdido.

Pueden ir los de Aeropostal a ver los que DL está dando de baja, hay varios serie 50 con interiores reconfigurados con nuevos portequipajes, están en bastante buen estado.
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Re: International Aviation News Parte 2

Postby RJ_Delta » Tue Sep 27, 2011 5:15 pm

Hoy se reportaron otros dos incidentes en Puerto Ordaz con aviones de Aserca.

Realmente todo esto, más que coincidencia está reflejando la dramática situación de las aerolíneas venezolanas y el impedimiento que tienen para conseguir dólares y realizar las inversiones correspondientes. Una consecuencia de la política con azufre de Chávez.

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Re: International Aviation News Parte 2

Postby XA-DUG » Tue Sep 27, 2011 5:51 pm

RJ_Delta wrote:Hoy se reportaron otros dos incidentes en Puerto Ordaz con aviones de Aserca.

Realmente todo esto, más que coincidencia está reflejando la dramática situación de las aerolíneas venezolanas y el impedimiento que tienen para conseguir dólares y realizar las inversiones correspondientes. Una consecuencia de la política con azufre de Chávez.

Así es, Ricardo. Yo hasta ayer me enteré de que Chávez ya se adueñó también de Aeropostal... En fin, tal vez pronto se arreglen las cosas en Venezuela.

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