Comments for AirInsight http://airinsight.com Fri, 18 May 2012 12:59:53 +0000 hourly 1 http://wordpress.org/?v=3.3.2 Comment on Defining MAX by keesje http://airinsight.com/2012/05/16/defining-max/#comment-3880 keesje Fri, 18 May 2012 12:59:53 +0000 http://airinsight.com/?p=4145#comment-3880 Nice summary about the ongoing MAX development. IMO Farnborough is crusial for the project. The false start with the mercy order from AA, the alarming prices Southwest apparently negotiated, the amazing large Im-Ex financed Lionair and Norwegian orders. Time for some regular, non political orders from mainstream airlines with average disounts. Adding up all improvements sofar I have the feeling the 737 MAX is approaching a 10% improvement over the 737 NG. Southwest is deffering NG "4 yrs" after 2013. A first sign of airlines starting to avoid receiving the last current generation NB, with quick economic write-offs. Airbus and Boeing are trying to downplay this while promoting their new ones. Dancing on ice.. Nice summary about the ongoing MAX development. IMO Farnborough is crusial for the project. The false start with the mercy order from AA, the alarming prices Southwest apparently negotiated, the amazing large Im-Ex financed Lionair and Norwegian orders. Time for some regular, non political orders from mainstream airlines with average disounts.

Adding up all improvements sofar I have the feeling the 737 MAX is approaching a 10% improvement over the 737 NG. Southwest is deffering NG “4 yrs” after 2013. A first sign of airlines starting to avoid receiving the last current generation NB, with quick economic write-offs. Airbus and Boeing are trying to downplay this while promoting their new ones. Dancing on ice..

]]> Comment on More A350 XWB Progress by Normand Hamel http://airinsight.com/2012/03/14/more-a350-xwb-progress/#comment-3875 Normand Hamel Thu, 17 May 2012 18:34:36 +0000 http://airinsight.com/?p=3824#comment-3875 "We note with great interest how Airbus provides program information. Rather than the method used by Boeing on the 787 for a while, with regular conference calls every 90 days, Airbus sends out a picture and words to describe what one is seeing. Boeing canceled the calls as the 787 program ran into repeated delays. Doing these calls must have been agony for the 787 team. The analysts’ questions were forthright and touched every nerve. By providing information in this measured and controlled way, Airbus sends a signal that it is making progress, without the ability for analysts to probe." I would expect Bombardier to do the same with the CSeries. It would be interesting to compare the progress that is made on the two programmes since they both are at about the same stage of fabrication. Boeing aggravated an already extremely serious situation on the 787 by trying to hide the truth. In the end it caught up with them and hurt their image considerably more than if they had remained frank and open all along. “We note with great interest how Airbus provides program information. Rather than the method used by Boeing on the 787 for a while, with regular conference calls every 90 days, Airbus sends out a picture and words to describe what one is seeing. Boeing canceled the calls as the 787 program ran into repeated delays. Doing these calls must have been agony for the 787 team. The analysts’ questions were forthright and touched every nerve.

By providing information in this measured and controlled way, Airbus sends a signal that it is making progress, without the ability for analysts to probe.”

I would expect Bombardier to do the same with the CSeries. It would be interesting to compare the progress that is made on the two programmes since they both are at about the same stage of fabrication.

Boeing aggravated an already extremely serious situation on the 787 by trying to hide the truth. In the end it caught up with them and hurt their image considerably more than if they had remained frank and open all along.

]]> Comment on Combining American, US Airways: Which hubs survive? by leehamnet http://airinsight.com/2012/04/23/combining-american-us-airways-which-hubs-survive/#comment-3861 leehamnet Tue, 15 May 2012 22:11:28 +0000 http://airinsight.com/?p=4011#comment-3861 Both survive. Both survive.

]]> Comment on Combining American, US Airways: Which hubs survive? by BDC http://airinsight.com/2012/04/23/combining-american-us-airways-which-hubs-survive/#comment-3860 BDC Tue, 15 May 2012 22:09:36 +0000 http://airinsight.com/?p=4011#comment-3860 Any thoughts as to the hub discussion regarding PHX and DFW? Any thoughts as to the hub discussion regarding PHX and DFW?

]]> Comment on The Resurgence of the Turboprop in Regional Operations by keesje http://airinsight.com/2012/05/15/the-resurgence-of-the-turboprop-in-regional-operations/#comment-3854 keesje Tue, 15 May 2012 15:23:03 +0000 http://airinsight.com/?p=4072#comment-3854 I think recent improvements on the ATR-72-600 caused it to dramatically out-sell the Q400. The ATR is a bit wider, higher, bigger and a further stretch is not unlikely IMO. For the Q400 it might be a challenge.. Q400: http://www.cbsnews.com/images/2009/02/13/image4800200.gif ATR : http://www.cebupacificair.com/aboutus/fleet/images/atr_cross_section.jpg Maybe Bombardier can use the China build C-Series fuselage at some point to build a 100+ turbo prop. The Chinese are building their "own" slightly bigger prop though.. http://i.flamber.ru/files/st2/1211922554/1252242926_f.jpg, guess who's angry.. GE and PW Canada are developing suitable engines. http://www.flightglobal.com/news/articles/in-focus-turboprop-engine-duel-strikes-up-for-90-seater-368727/ I think recent improvements on the ATR-72-600 caused it to dramatically out-sell the Q400. The ATR is a bit wider, higher, bigger and a further stretch is not unlikely IMO. For the Q400 it might be a challenge..

Q400: http://www.cbsnews.com/images/2009/02/13/image4800200.gif
ATR : http://www.cebupacificair.com/aboutus/fleet/images/atr_cross_section.jpg

Maybe Bombardier can use the China build C-Series fuselage at some point to build a 100+ turbo prop. The Chinese are building their “own” slightly bigger prop though.. http://i.flamber.ru/files/st2/1211922554/1252242926_f.jpg, guess who’s angry..

GE and PW Canada are developing suitable engines.
http://www.flightglobal.com/news/articles/in-focus-turboprop-engine-duel-strikes-up-for-90-seater-368727/

]]> Comment on The Resurgence of the Turboprop in Regional Operations by AirBoss http://airinsight.com/2012/05/15/the-resurgence-of-the-turboprop-in-regional-operations/#comment-3852 AirBoss Tue, 15 May 2012 11:15:20 +0000 http://airinsight.com/?p=4072#comment-3852 Agreed, specifically high speed turboprops and jets in the 70-90 certificated seat range, although less in two-cabin configuration, are the most likely 50-seat regional jet replacements, giving the nod to the Q400 and possible 90-seat development. Agreed, specifically high speed turboprops and jets in the 70-90 certificated seat range, although less in two-cabin configuration, are the most likely 50-seat regional jet replacements, giving the nod to the Q400 and possible 90-seat development.

]]> Comment on Airbus A320 Family Engine Selections by Roberto Alpizar http://airinsight.com/2012/05/11/airbus-a320-family-engine-selections/#comment-3845 Roberto Alpizar Mon, 14 May 2012 04:19:45 +0000 http://airinsight.com/?p=4097#comment-3845 Simple, CFM provides better Engine deals to the airlines. Why PW on CEO, the V2500 has better performance on High and Hot countries. The problem with the V2500, is that it has a real time getting sold as second hand engines.. Simple, CFM provides better Engine deals to the airlines. Why PW on CEO, the V2500 has better performance on High and Hot countries. The problem with the V2500, is that it has a real time getting sold as second hand engines..

]]> Comment on Gordon Autry, RIP by Lamar Warren http://airinsight.com/2012/03/14/gordon-autry-rip/#comment-3839 Lamar Warren Fri, 11 May 2012 21:01:15 +0000 http://airinsight.com/?p=3831#comment-3839 In the early 70' s I worked for RMA as Director Ground Operations, reporting to Ann Lawson, and of course, Gordon. That was a time of change at RMA, and even though Gordon did not always agree with me, he did respect my efforts, and I respected him. He was a true airline pioneer. RIP, Gordon In the early 70′ s I worked for RMA as Director Ground Operations, reporting to Ann Lawson, and of course, Gordon. That was a time of change at RMA, and even though Gordon did not always agree with me, he did respect my efforts, and I respected him.

He was a true airline pioneer. RIP, Gordon

]]> Comment on Aging Airplanes by Grunf http://airinsight.com/2012/05/08/aging-airplanes/#comment-3838 Grunf Fri, 11 May 2012 18:39:53 +0000 http://airinsight.com/?p=4094#comment-3838 Structure cracking on A380 was secondary so there was no need for specific inspections even if cracking occurred during the tests. Immediate attention is usually directed to Principal Structural elements (PSEs) or your primary structure. Since the elements that cracked are not part of the primary structure priority was, most probably, given to the structure that was defined to be primary. Structure cracking on A380 was secondary so there was no need for specific inspections even if cracking occurred during the tests.

Immediate attention is usually directed to Principal Structural elements (PSEs) or your primary structure. Since the elements that cracked are not part of the primary structure priority was, most probably, given to the structure that was defined to be primary.

]]> Comment on Airbus A320 Family Engine Selections by David http://airinsight.com/2012/05/11/airbus-a320-family-engine-selections/#comment-3835 David Fri, 11 May 2012 14:48:21 +0000 http://airinsight.com/?p=4097#comment-3835 Very interesting data. The question is WHY. Why does CFM dominate for the smaller aircraft and PW for the larger? Why the trend to PW in the CEO orders? Using the principles used in answering why for given orders, what's the anticipated outcome of the pending engine decisions? Very interesting data. The question is WHY. Why does CFM dominate for the smaller aircraft and PW for the larger? Why the trend to PW in the CEO orders? Using the principles used in answering why for given orders, what’s the anticipated outcome of the pending engine decisions?

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