matthttp://www.ft.com/cms/s/0/4d2375b6-9c12-11e0-bef9-00144feabdc0.html?ftcamp=rss#axzz1QPuxOgxf
A320 NEO Total order seems to be 594 comitments
mattLeap X on the 737 could work if the landing gear could be modified if that is that simple, again what the weight trade of would be compared to the increase efficiency and relatively lower weight of the leap X is unknown. Mind you saying that if Leap X could work then why not one of the pure power offerings.
RR seam to have been taken out of the market by the pure power engine, and the V2500 is getting a bit old now. Bombardier seems to be fighting a very up hill struggle. The good thing about bombardier is that they have made a very deft deal with the C919 and will get a lot of trade from the national Chinese airlines.
I do not understand your point about the shrouded prop fan, this would in effect by the same as current engines, nothing different in that regards. The weight saving benifits alone for not having a shrowd will help the airlines travel a little bit further. However it does creat the old problem of a dead mans chair not to mention noise issues.
If Boeing has the 787 figured out specially the barrel sections for the fuselage, it may be thinking of offering a scalled down 787 as a new replacement for the 737.
mattSame boat as NEO (well, a wingbox mod is actually needed for the sharklets so the whole lot is getting wrapped into 1 as I understand it).
A change in Al alloys used, or a small change in rivet pitch would probably accomplish the same thing.
Fair points! didnt think that NEO was having to go through some sort of certification.
Fair point, ok i see where you were coming from, sorry! I gets it now.
If they are going to have to re certify the 737 why not just make the mods for the skins as you suggest (rivet pitch or what ever it is that is causing the problem) and also the wing box at the same time and roll out a new 737….
That would be a good move…
Could Boeing replace the tail assembly with new materials to make the aircraft lighter?
mattSo what do you do when propfan equipped competitors enter the market in ~2030 and have a 25% reduction in fuel consumption?
Design another all new frame less than 10 years after delivering the first 2020 one?
I believe that the open rotor is going to come a lot earlier than 2030… A lot earlier. The russians are already flying the open rotor on the AN-70 if i am not mistaken and PW have made a step towards open rotor with the GTF engine.
There were rumours a few years ago that GE was looking at open rotor again and the military forum may still have some articles that we put on their some time ago.
Airbus is a step ahead in the development game and can position it self to counter Boeings counter moves easily I believe. Although admittidly it will have to get rid of the A400M some how as that seems to be a massive drain on its resources according to the FT.Com articles.
mattLeap-X supposedly fits, maybe with a nose gear mod.
GTF will fit with a full landing gear mod.
Both will need wing/wingbox/pylon mods anyway.
Absolutely completely not.
But that wing box mod will need certification…It also still would not get over some of the skin crack issues that the 737 have identified would it? I guess boeing could completely redo the aircraft and ensure those crack issues are gone also.
mattYou mean the`Estimated price tag’
No way to know the final fly away price here, its to early.
Sukhoi have not put up any price afaik.
Only fact they stated is that its gonna be lower than its competitors, so go figure.
hmm and the competitors arent really that stable when it comes to pricing. I presume the closest competitor is the F-35 since the F-22 is not going to be sold and has stopped production.
mattIt seems as if the 787 development has left Boeing in a check’d position, not yet check mated but not far…
With some of the structural issues on the 737 coming up recently, and the apparently limiting wing height of the 737 meaning that it cannot fit a bigger diameter engine how will they be able to offer a new engine upgrade, with similar benifits?
They have already started to put winglets on the 737 but boeing will need more to be competitive.
On the other hand
The A320 NEO are mainly Asian orders so their is still a large european market which has not made large scale purchase, ofcourse excluding the leasing firms, I suppose to would they be pressured into buying Airbus?
I am also assuming as are a few business and finance papers that Boeing will have its hands full for a few years with the 787 and wont be able to afford a new high technology aircraft.
Could you re-engine the 737 with an open rotor engine?
mattWhat are the costs of the PAK FA and the FGFA, they cant be both $100 million a plane can they?
mattDo you think they would need one? Plus I am not sure if the Heron would be big enough or have the required electrical power to work a air to air radard and data comunications equipment.
My mistake above israel seems to have a UAV large enough, not sure about electrical power requirements.
Israel unveils world’s largest UAV
Published 23 February 2010
The Eitan is 79 feet long, has a wingspan of 86 feet — about the size of a Boeing 737 airliner — and can stay aloft for 20 hours at high altitude; powered by a 1,200-horsepower turbojet engine, it has a maximum altitude of 40,000 feet and can carry hundreds of pounds of equipment, such as high-resolution cameras and electronic systems and presumably weapons; Israel says the UAV has the capability of reaching the Gulf
The Eitan // Source: aviationnews.eu
Israel Aerospace Industries (IAI) has unveiled a long-range UAV is yet another signal of the country’s preparation for a military strike against Iran’s nuclear capabilities. The UAV is a big technological breakthrough for a defense industry that has carved a niche for itself in the global arms market.
UPI reports that the 4.5-ton Heron TP, dubbed the Eitan (Hebrew for “strong”), is 79 feet long. It has a wingspan of 86 feet — about the size of a Boeing 737 airliner — and stay aloft for 20 hours at high altitude, a capability Israeli UAVs have hitherto lacked.
mattA very valuable input…:rolleyes:
A very valuable input………. :rolleyes: :rolleyes:
On a serious note, its just my opinion… that is what this is isnt it?
DRDO/HAL would have caused delay the FGFA and it still might…
mattFrom the Russian thread
http://www.flightglobal.com/articles/2011/06/18/357486/paris-russias-air-force-gets-real.html
Not very promising for India.
Its a good thing! atleast the IAF will get a 5th gen aircraft this decade this way… If it was upto HAL/ADA or DRDO we would not see anything till 2060..
Edit: Changed the it into a if…
mattSingapore has apparently been thinking about a modified hawk for aew role. Been in contact with the manufacturers already
mattThis would be good news!!
mattIaf calls for next HAL head to be ex iaf.
IAF Seeks Direct Control of HAL to Stem Eroding Combat-Edge
(Source: Times of India; published June 24, 2011)
NEW DELHI — With an eye on the future and fed up with the “bureaucratic culture” pervading Hindustan Aeronautics Ltd (HAL), the country’s only aircraft manufacturer, IAF now wants the control of the navratna defence PSU.
IAF has asked the defence ministry (MoD) to appoint one of its three-star officers, instead of a bureaucrat, as the chairman and managing director of HAL once the present incumbent Ashok Nayak retires on October 31.
MoD sources confirmed IAF had even proposed the name of present assistant chief of air staff (operations & space), Air Vice Marshal M Matheswaran, a top-notch fighter pilot now approved for the air marshal rank, for the HAL post.
“The matter is being examined…no final decision has been taken,” said a source. Simultaneously, a panel of names has also been drawn up to include Pawan Hans chief R K Tyagi, a defence accounts service officer S N Mishra, who earlier was joint secretary (aerospace) in MoD, and MSTC chairman S K Tripathi, among others.
SNIP—–
IAF contends the HAL chief should be someone who “understands aerospace concepts” and can “transform” HAL into a cutting-edge company, capable of delivering on time, to stem its fast-eroding combat edge. The force is down to just about 32 fighter squadrons from a “sanctioned strength” of 39.5 squadrons.
Most ongoing HAL projects like the ones for the Tejas light combat aircraft, Dhruv advanced light helicopters and indigenous production of Sukhoi-30MKI fighters as well as Hawk AJTs (advanced jet trainers) are all running behind schedule.
SNIP—
An even bigger project will be the joint development of the stealth FGFA with Russia for which the $295 million preliminary design contract was inked last December. The cost of designing, infrastructure build-up, prototype development and flight testing of FGFA is pegged at $11 billion. India and Russia will chip in $5.5 billion each.
Moreover, each of the 250-300 FGFA India hopes to begin inducting from 2020 onwards will cost around $100 million each. Consequently, India will spend upwards of $35 billion over the next two decades on the FGFA.
-ends-
mattWhy do you want a 1980s derived engine?
Sign In
