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I prefer hardcover books to my e-book, I compose my blog stories in a notebook with a pen before I commit them to the electronic ether forever, and I would still happily be using my iPhone 4 if the battery hadn't failed. When I had to replace my phone a few months ago, I only moved up to the 5s because the 4 was no longer available.
In college, my friends referred to me as the "Old Man" and in residency I was called "OB" I would have preferred OG, but we don't often get to choose our monikers, and I guess I'm not gangsta' enough. Consequently, it has been an enlightening, and often times frustrating task as I seek to put my house on autopilot for the year that we will be gone.
We are all, by any practical definition of the words, foolproof and incapable of error. Growing up, we didn't worry much about home security. We never locked our doors, even when we went on vacation. I'm sure our doors had locks, but we never used them. I was a latch-key kid without a key. Fast-forward to now and the situation has changed somewhat. It's 40 years later and I'm living in the U. My car has been vandalized at work, and I frequently get threats of harm to me personally, my property, and my family.
I have a concealed weapons permit and even though I live in a gated community patrolled by police officers, and my next door neighbor is a police officer, I now lock my doors and I have a home alarm system with video monitoring.
I can see my house from here! When we first moved to Myrtle Beach, we didn't have the budget to activate the security system, and not ever having one, I didn't really miss it. We travel a lot though, so as soon as we could, we signed up for home monitoring. The monitoring includes the security system as well as smoke detectors.
The original security system for our house is hard-wired and was probably installed when the house was first built in As such, it was a little antiquated but functional. My biggest gripe was that it was not very convenient to use. Over the past several years, I have updated the system and added some enhanced security features. Adding battery back-up means the basic system functions continue to work even when the power is off.
Modern security systems can interact with the house as a whole. Security cameras allow me to see what's happening in and around my house in real time and they keep an electronic video record of events, but what's really cool is my ability to control aspects of my house remotely.
When I had the cameras installed, they threw in a plug-in controller for lamps, etc. Modern plug-in modules work much the same way as the old-school timers people would plug lamps into. These newer plug-ins can be programmed from anywhere you have internet access.
In addition, they can be programmed to turn on if one of the motion detectors senses movement, and they can even be programmed to follow a random on-off schedule. Installed just ignore the cosmetic work that needs completion. As I researched other add-ons for the system, I discovered hard-wired, programmable light switches that can also be controlled by the security system.
These super cool devices replace any wall switch and still function to turn lights on and off. These too can interact with the security system, coming on with motion or programming.
However leaks happen. There are well documented cases of large chunks of ice falling from the sky from time to time and smashing through roofs. These could only come from an aircraft. The most likely scenario is that a leak will form as ice on the fuselage when the aircraft passes through cold air at cruise altitude then drop off when the ice thaws as the aircraft descends. This is known coyly as blue ice because another word that rhymes with "blue" is a little too close to the truth.
Aircraft drop many metres during turbulence. It might feel like that from the way your coffee cup is jumping around but highly unlikely. According to airline pilots, when they hit one of these potholes in the sky the aircraft might bump by around five metres. In wild and severe turbulence, an aircraft might fall, or experience a "deviation in altitude" in pilot-speak, of around 30 metres, but that is extremely rare. Apart from the danger of passengers clonking their heads on the overhead bins or scalding themselves with hot beverages, turbulence is not a safety issue.
Aircraft are built to withstand extreme g-forces. The wings won't fall off, nor will an engine. Pilots hook up with flight attendants. This is a scandalous untruth that seeks to besmirch the reputation of highly skilled and dedicated professionals.
Actually, they do. Not all but some. Pilots and cabin crew might be away from their base overnight, they stay in the same hotels, they hang out together, some will party and the layover can become a playover. Pretty much like any other profession. And just like the office affair, the other crew members will get to know, and it often ends in tears.
However most pilots and cabin crew are so drained by the time they reach their away-from-home hotel room all they want to do is order room service, watch a TV show that their child did not select and sleep.
Upgrades, doors and toilets: The nine biggest myths about air travel. Michael Gebicki , Jul 13 Since this is United we are talking about , they have seats in the The ER with United varies in seats from say to about plus. The extremes of certain models range and packed to the windows with seats arent often good indicators of how specific airlines use them for their lucrative routes. For comparisons, seats on the would be nm range, just kg per pax, no other payload.
The A can do nm with pax and less fuel. How expensive is the to purchase? Maybe a reason why United ordered only This makes sense because of the drama. It is about time but before getting excited we need to see concrete stuff as there is not much trust left in the current Boeing management.
If the article is correct its a twin aisle so that does change things if it actually is something more than Vapor Ware. Carbon fiber body sections can reasonably be made non-round.
I would guess such an analysis has been made. We could see that a single aisle aircraft started to have trouble with weight at around passengers using our normalized seating rule set. This would with normal OEM seating rules be around passengers.
At the same time the dual aisle aircraft becomes stronger the more seats one assumes. Twin aisle frontal drag has been a trade of on bigger jets vs single aisle as well as cost to build. Think F with a fuselage that was designed for a fan and hosed up the rest of the drag reductions as the main tools to assist were missing. Is this LNA made or from Boeing?
Who will pay that? Is there any technological break thru??? This is not true. A fuselage with a 10 foot circular cross section and a length of feet will have approximately twice the wetted surface area and twice the skin friction drag of a fuselage with the same 10 foot circular cross section but one-half the length, i. This is one reason why seat airliners with 90 rows of 2 seats across are not more efficient than seat airliners with 30 rows of 6 seats across.
This is also why there are no seat aircraft with 50 rows of 6 seats of across, fewer rows of more seats across gives higher frontal area but shorter length and less wetted surface area and skin friction drag for a seat aircraft. Somewhere between and seats, 6 seats across becomes less efficient than 7 or 8 seats across.
More skin area per passenger seat also means more weight per passenger seat if one is not using weightless material for the surface skin. This means our engines need to produce 3,lbf each to keep a constant Mach of 0. The 7,lbf of drag is composed of 4,lbf of Parasitic drag or drag independent of lift and 3,lbf of Induced drag or drag caused by lift.
There are other drag factors, but these are the main ones and the ones we have discussed. The important ones are Air friction drag and Induced drag. This is why aircraft designers try to minimize the total surface of the aircraft at the same time as they try to make the wingspan as wide as possible. I assumed that the article being referred to was the Aviation Week article that Mr. Hamilton gives a link to in the second sentence of his post.
Another reason why the A seats, 24 rows is so efficient vs the A seats, 29 rows. So a twin aisle should not be bad. A step further would be 8-abreast seating. A very short A Boeing with 8-abreast seats 30 rows against A seats 40 rows. This could get interesting. As far as I remember and can see, Induced Drag is the same as what you call skin friction drag. The key here for me is twin aisle.
Flying any more than 5 hours on a single aisle aircraft is torture. Not only do the passengers need that little but of extra room, the crew need it to operate and relax in. You could use Afamily and in 5-abreast, with wider seats and a wider aisle and still have better ecos than twin aisles, but no airline would do that. On single aisle the crew could rest in the cargo bay.
Also even the biggest and have only 1. Walking through a 0. Airbus is suggesting 0. But for sure Boeing planes mostly can have only narrow aisles. If boarding and deplaning is a problem just use more manpower for cleaning. Unfortunately for Boeing Airbus has the A probably close to ready for launch. Also several A users have said quite loudly they are very interested in an A These would be 2 very low risk killer blows that Airbus can deliver in pretty short order.
It may work in Corp. Boeing pp presentation. What happened to x or MAX? It might still provisionally work on the WS dude-types. And those airline buyers will have a quiver of A32x trained pilots that will need minimal training to fly a instead of a A 5-Lite would be disappointing.
The original NMA with pax and nm would be interesting. Longer ranges in aircraft are useful not just to fly the long routes, but also because they create operational flexibility. Yes it is most efficient to have dedicated , , nm aircraft each on specific routes.
But what happens when your one nm aircraft breaks down? The firm configuration for the from was interesting. OEW But the has t OEW. Some configurations only have nm range with max MZFW, while other configurations of the same plane A can have over nm range. The ALR shows nearly exact pax at nm. At that point the curve is so steep and payload is decreasing so much that no pilot would plan a flight in that area.
If the would have This firm configuration from Sep was an assuption, hence the name Dreamliner LOL and it worked, till end of Boeing got orders. But now karma rules that it is another nightmare and Boeing has to pay to keep in the air. Probably not food or crew, practice may vary with operator. Scott as always a wonderful insight thank you. Can you please dig out something good please? This is the bleed valve corrosion problem found in aircraft coming out of storage.
All aircraft must be inspected and valve operation verified before next flight. Is this the reason Airbus is working on new wings? They will certainly be ready in the nm market. I really do hope the normal competition resumes. Very good for us all. However the costs for Boeing will be much higher than for Airbus.
Airbus will be focussed on H2 for short range aircraft. Carbon wings a given? EIS ish 4. They should build it in Seattle but Boeing undoubtedly will compete it. Pricing is going to be interesting. Interesting on the engine selection. The was either PW or RR. This part of the new plane could be quite an aggressive competition.
I guessing the customers airlines are going to want multi-source. Agree, competition is good for us all. Wings are important for A and A, not for Aplus. Good would be reworking the airport gates. There are not many D gates anyway, not many and left in service. LH2 on short range with engine pods seems good.
Note confusion in this thread as to one versus two aisles, you know what the A32x series is, and the smaller A which is not in the market capacity being talked about in this thread. What with the expected Long term effects on social distancing, I would opine that dual isle would be a better long term solution. That being said- with the current crop of power point rangers- a dual isle probably will NEVER pencil out.
If social distancing is still an issue when this plane EIS than there is no market for this plane and airbus goes bankrupt. Following below is part of a comment that I posted on Mr. Why did Boeing pick the designations and for the designs it is currently shopping around to airlines? Could it perhaps have internal designs studies to which designations ,, , , or have been assigned?
If so, are these designs smaller or larger than a 0r ? Sometimes people can be looking straight at something and still not see what they are looking at in plain sight.
The biggest challenge was the production system. It would take a long time to go from a green field to 38 aircraft per month and it would be tough to compete in this market. Feb 02, Those assembly efforts will begin this year.
The maximum takeoff weight MTOW will be metric tons tons , and takeoff, climb, and flight performance will be comparable to the Aneo. Airbus has logged over orders for the new model, which is expected to be ready for commercial operation by I suspect that this part of a comment that I posted on Mr.
Back to the past? Below is an excerpt from a Aviation Week article at the link after the excerpt. Nice to see some encouraging news from Boeing regarding clean sheet planes. Spun fuselage is a lot automation, but, you still have to rivet the stringers into the barrel. In other words, you can reduce a lot and more so if the design is new that deals with it, but wings will not be and you can only reduce so much touch labor.
Getting robots right is not easy but it is the way forward for volume production of parts designed specially for those robots.
That is the main reason having the major parts production and FAL close to Electroimpact that will make and program most of the robots this time with built-in quality control function. Boeing MO is to build it someplace else and infrastructure and proximity to the experts be damned. Is it possible to create a 3 member family where the smallest variant is efficient enough to compete with the A?
From looking at other families, it seems the smallest variant is always the foster child that nobody wants anyway , A, , A, A, X Or will it be another stillborn? It is normal to start with the smaller one, like , then as you get to know the design margins you stretch it and improve the design and reduce cost to as Engine improvements roll in you increase the thrust and you stop before it gets too much , , A Like going from the 85k up to the ER k Engines.
We will see what Boeing and its customers can afford. Not necessarily, the started at because of what launch customers wanted and never went smaller but rather longer.
Later chapters may have shrunk, to get more range and better airfield performance not just lower cost where capacity not needed, note that Boeing eventually offered runway length reduction kits for at least one long model. Shorter versions should be more attractive to business users for international dealings because of greater range.
Other business uses include employee shuttles — General Motors operated CV turboprops for years, between its many plants in North America. Walmart retail stores had a significant fleet of simple airplanes, because Sam Walton insisted that staff be at stores not in HQ in Arkansas and executives needed to go see them.
The A is single aisle and has the grandfathering rights advantage over any clean sheet. Airbus can reengine at any time and add a new wing for more range. I dont remember any numbers about the economic penalty for going twin-aisle, it clearly results in increased drag and weight. Retz and Sankrithi have come up with several methods of developing a composite fuselage design to accommodate a seven-abreast twin-aisle configuration ideal for quick loading of passengers and cargo.
Corrections are welcome-. It came about when the F as designed was a turkey re supersonic. He concluded that the presence of wing adds an extra volume at that point and by indenting and reducing the volume of the fuselage it could lead to a smoother area distribution, which in turn would reduce the wave drag. The two shapes in the middle reflect the identical cross-sectional area distribution.
The F performed poorly due to high wave drag and failed to achieve a supersonic flight. The FA was later able to achieve Mach 1. Nobody set out to design the airplane with an upper deck.
The large volume of passenger planes fuselages, especially wide bodies compared to the tiny forward fuselage cross sections of the then fighter jets. I dont think its helped the speed at all, as the highly swept wing meant that was more of a factor. Remember passenger jets have shaped fairings at the belly for the wing fuselage junction and for the that was considerable as well — including to stow the 4 sets of undercarriage units.
The Engine design are a function of the mission mix. Operators that quickly want a stretch with as long range flying as possible would select the most high Tech engine offered not fearing unplanned Engine shop visits. Saved weight- etc It took a few years to find out the spot welding was a fatigue nightmare and bonded skin panels could hide corrosion without any easily noticed delamination.
Aluminum and carbon in contact and with a bit of moisture make a weak battery, and over time result in corrosion- hard to detect. What follows is a cliffs notes version of following events since the full story is known by very few but includes yours truly.
Thus the technique called coldworking came to be. A small firm called industrial wire and metalforming IWMF got involved- and later became Fatigue technology — a process used all over the world today. And at almost the same time- a dual impact magnetic riveting process was developed which also provided significant fatigue improvement. Further development of the dual magnetic process became the foundation of Electroimpact whose major factory is next to the Everett plant.
And in later years invested in a lot of unused by Boeing in Renton property and which is now filled with Apartments and Malls etc. There is lots of work on out of autoclave baking, the car industry that counts seconds to make parts is all over it like BMW.
Boeing most likely have been designing, manufacturing parts and tested them to figure out what the robots like that give the quality and precision needed. Whitcomb found that the drag was proportional to the discontinuity in the cross-sectional area throughout the length of the airplane. The YF made its first flight in Oct 53 after which it required major design as mentioned above with the new design YFA making its first flight in Dec Clearly it was ahead on the area ruling of its fuselage with its performance exceeding expectations.
I understand Grumman had done its own research based on information from captured German work. BTW -one of the reasons the has a high cruise speed is partly due to the upper deck bulge and its effects re the Area rule as it tweaked the cross section changes as the wings came into the plot.
The Swept wings on the ME had nothing to do with the delay to Mach, the ME could not even come close in level flight and all aircraft of that era did in a dive. The ME engines were the future though the diversion into the Nene design delayed that for some early years. It pretty much does. The standard configuration for airliners of swept wing, and jet engines on pods was first done by Junkers for a late war bomber design that wasnt built.
Geeze- when I mentioned the possible advantages of an elliptical body cross section for a twin isle and mentioned the Area rule effects of the hump, I certainly did NOT intend to cause such a involved — major discussion as to did it help or not re the So in an attempt to provide some rationale and a few facts and data and articles I will post a few links and extracts with the hope that little or no further discussion re area rule is needed.
The Convair used a similar solution, adding bumps called antishock bodies to the trailing edge of the upper wing. The remains the fastest U. The new design was introduced on the , improving its cruise speed and lowering drag, with the side effect of slightly increasing capacity of passengers.
As a result, the experiences lower drag than a comparable airliner that lacks the bulged fuselage. The aircraft can therefore travel slightly faster than its competitors for the same amount of fuel. If we compare the maximum speeds of airliners, we find that the is quoted as being capable of Mach 0. While the advantage is a small one, it does appear to give the Boeing the distinction of being the fastest commercial airliner in service today.
It has an intercontinental range of 7, nautical miles 8, mi or 13, km. The passenger version can accommodate passengers in a typical three-class layout or passengers in a typical two-class layout.
The next version of the aircraft, the , is in development, and scheduled to enter service in The new design was introduced on the , improving its cruise speed and lowering drag, with the side effect of slightly increasing capacity on passenger flights. Strange explanation for the hump by Bubba!
The hump came from the nose door for the freighter versions, the cockpit had to be above it. It wasnt, as some thought, mainly for fuselage wing area rule, and when they needed to extend to upper deck of course they are going to use simple aerodynamic principles to get the best airflow.
Of course some sources say many things, even NASA gets it wrong that whys its important to consider the comments of the people at the time making high level decisions. Puuuhlease folks — NO where in my initial post mention as to WHY the Hump- but only its effects re area rule and the transonic region. And simply related the possibility of an elliptical cross section re a twin isle passenger plane and a crude comparison re B Having worked on Minuteman, Saturn, , B-1, b-2, , and a few other programs and dealt with all levels of management in Boeing and Rockwell , and involved with fastening issues such as TaperLoks, Coldworking, Magnetic Riveting EMR.
Bubba2 I understood your original comment without any problem, and also your follow-up comments. Boeing is proceeding methodically here.
They tested the idea of a new twin with airlines awhile back. Now they are testing the idea with the supply chain. They will get their ducks in arrow before proceeding. We all knew they would develop a new airplane. It has to meet all the criteria of the market, be competitive, and have a good business case.
That will be evaluated going forward. What you mean is — BA have been talking about a new plane for a long time, and they are still talking about a new plane, and we all knew they prefer to talk than to build. Nobody knew they would develope a new airplane, and guess what, they have not, during all the time they have been saying they will.
Boeing has the resources to do this, if they choose. The argument to the contrary has never been very realistic, as noted earlier. As always, it will be a matter of execution and timing. But they were never going to walk away from the market. What and Where are these resources — please provide what you call data, others call facts, or evidence.
What do you mean to say — for thee last time they had the resources they gave the resources away. They do not have the resources, but even if Jandals And Jet Planes 2020 they did.. Read Wikipedia about the , Boeing was able to borrow very big, it was still delivering s and s at a good rate, the launch customer for was still taking delivery of s. As always, I note that paper airplane work and more basic work often continues behind the scenes.
One program stuck in hangers for major, expensive fuselage revision CoViD will decrease appetite for new airframes for many years. Mass layoffs to reduce cash burn. When there is nothing of any insight added just the same corporate phrase its not worth reading no commenting on. The usual group here can believe whatever it wishes.
Their track record speaks for itself. Boeing will develop a new commercial aircraft. The financial analysis given here is a result of confirmation bias, selecting only those facts or opinions that support their views. Along with the usual insistence that their views are correct, while experts with far more knowledge and experience are wrong. Hence the track record. The truth is that the broader industry consensus is much more positive, and that is what ultimately will drive the reality.
The usual individual here can believe whatever he wishes. His track record speaks for itself. Boeing will struggle to develop a new commercial aircraft. The gloomy financial analysis ignored here is a result of confirmation bias, selecting only those facts or opinions that support his view.
Along with the usual insistence that his views are correct, while experts with far more knowledge and experience are wrong. The truth is that the broader industry consensus is much more negative, and that is what ultimately will drive the reality. Like an 18 year old with her first credit card, those LeBoutin shoes and Gucci bag on going straight on it. I would bet a good amount the revolver stays in place and becomes the credit card to fund the next aircraft.
BA and the too big to fail fail to understand that WS makes more money crashing and burning a company than it does with the sage industrial development of very old fashioned tech, one that crashes and burns all by itself, and that time and again. Boeing might outsource alot to proven partners like the Japanese and use well respected partners like Spirit, Liebherr..
Alan M. A and rewinged earlier variants looming while Boing waffles, fires engineers and skilled workers.. The market segment: Fairly easy, — — Pax in 2 class layout for routes under nm. The Aneo does reach its limits there without an upgraded wing and engine. So the plane would need to be a SA with about the same diameter as the A, it would need to be slightly longer than the A 44,5m — and this is where the trouble starts.
How should that work out for the Pax version?
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