SkymonsterAsia will be the only place to fly on an ANA 787 for quite a while – the JCAB have told ANA that irrespective of what Boeing achieve in certification they will not award ANA/787 ETOPS for at least a year after service entry.
Andy
SkymonsterAs for the missed payload range, this is true. But it appears the first 787s in service will still offer a 15% improvement on the A330 (and I think around 19%to 21% on the 767). After the first batch, there should be improvements
It’d be pretty bad if a new design was not more efficient than one that had been in production for over a decade despite the fact that the A330 continues to sell well. And as for “after the first batch”, SHOULD is not a particularly reassuring word when it comes to the 787 program.
Andy
SkymonsterYour cynicism is getting old and tiresome.
Are you completely ignorant of the events in Japan?
Or do you just not realise that several extremely important parts used to construct the 787 come from Japan? (Mid fuselage section, wing box, wings and fixed trailing edges)s
Spoken like the true Boeing fanboy we know and love! 😮
Of course I’m aware of what’s happened in Japan and that they build parts of the Plastic Pig there – clearly I wouldn’t have posted the comment otherwise! But it goes to illustrate the utter folly of Boeing’s decision to extend the supply chain for major sub assemblies over such distances as they now put up a justification for possible further delays on a natural disaster – clearly you profess to know far more about world geography than I, but last time I checked Seattle was less susceptible to earthquakes than Japan. :rolleyes:
Andy
SkymonsterSo now it seems:
* Boeing is admitting it won’t meet payload/range performance targets – although they say it will meet the mission requirements of it’s customers
* Boeing is saying the program might be affected by the disaster in Japan (is this the first time a natural disaster is used as a potential excuse for delays in an airliner program?
Andy
SkymonsterJust those Andy? 😉
Well, he did ask! 😀
2186 flights to date – but remember I worked for BD for nine years during which I flew hundreds of times, then at Swissair for two years during which I flew back and forth to Zurich most weeks, and I’ve also got close to 600 flights in my log book as a PPL.
Andy
SkymonsterNice one’s Tony…
Now, get back to fixing aeroplanes and stop taking pics! :rolleyes: 😀 Shhh! I won’t tell, honest! :diablo:
Andy
SkymonsterCaledonian is a tricky one because of who owns the brand. But in general retro colour schemes appeal more to the enthusiast than the travelling passengers and they are expensive – not only for the one off paint job but also if the airplane gets dinged or needs a panel/rudder change – many of these are pre-painted with the standard livery and thus don’t look good on retro-birds.
Andy
SkymonsterUh oh!!! This could get messy – like it did last time! 😮 But, seeing as you ask and the spreadsheet is easy to cut and past… :p
Types (with number of different aircraft registrations flown for each type – I don’t have the number of flights by type):
Aerotrike Spirit (1), Airbus A.300 (8), Airbus A.310 (7), Airbus A.318 (2), Airbus A.319 (27), Airbus A.320 (46), Airbus A.321 (28), Airbus A.330 (29), Airbus A.340 (19), Airbus A.380 (4), Antonov AN-2 (1), Antonov AN-32 (1), ATR ATR-42 (1), ATR ATR-72 (1), BAC / Aerospaciale Concorde (1), BAC 1-11 (3), BAe 146 / Avro RJ (50), BAe ATP (8), BAe Jetstream (2), Beech Be58 Baron (1), Beech Be65 Queen Air (1), Bell 206 Jetranger (1), Britten Norman Trislander (3), Boeing 707 (2), Boeing 727 (29), Boeing 737 (116), Boeing 747 (64), Boeing 757 (46), Boeing 767 (30), Boeing 777 (45), Canadair Regional Jet (48), Cessna 150 (9), Cessna 152 (6), Cessna 172 Skyhawk (7), Cessna 208 Caravan (1), Cessna 210 Centurion (1), Convair 580 (1), Curtiss C-46 Commando (2), De Havilland DH-104 Dove (1), De Havilland DH-106 Comet (2), De Havilland DHC-1 Chipmunk (1), De Havilland DHC-2 Beaver (2), De Havilland DHC-3 Otter (1), De Havilland DHC-6 Twin Otter (2), De Havilland DHC-7 Dash-7 (5), De Havilland DHC-8 Dash-8 (8), Diamond DV-20 Katana (1), Dornier 328 (1), Douglas DC-3 (6), Douglas DC-4 (1), Embraer EMB-120 Brasilia (1), Embraer ERJ.135 (1), Embraer ERJ.145 (21), Embraer ERJ.170 (7), Embraer ERJ.190 (3), Fokker 50 (3), Fokker 70 (4), Fokker 100 (13), Fokker F-27 (8), Fokker F-28 (2), Ford Trimotor (1), Ilyushin IL-18 (2), Lockheed Constellation (1), Lockheed L-1011 TriStar (5), Lockheed L-188 Electra (1), MDC DC-10 (6), MDC DC-9 (21), MDC MD-11 (5), MDC MD-80 (25), MDC MD-90 (1), Piper PA-22 (1), Piper PA-23 (1), Piper PA-28 (13), Piper PA-44 (1), Pitts S-2 (1), Robin HR.100/200B Royal (1), Robinson R.22 (1), Swearingen SA-227 Metro III (1), Saab 2000 (3), Saab 340 (3), Schleicher Ka7 Rhonadler (1), Scottish Aviation Twin Pioneer (1), Sud SE-210 Caravelle (1), Short 360 (3), Sikorsky S-61 (1), Tupolev TU-134 (2), Vickers Viscount (2), Westland WG-30 (1), Yakovlev YAK-52 (1), (Glider) (1)
Operators (with number of flights flown on each operator):
Aer Lingus (4), Aer Lingus Commuter (2), Aero Peru (1), Aeroflot (4), Air Algerie (2), Air Astana (2), Air Atlantique (2), Air Atlantique Classic Flight (3), Air China (1), Air Colombia (1), Air Dolomiti (2), Air France (11), Air Mauritius (2), Air New Zealand (2), Air Nippon (1), Air Toulouse (2), Aires (2), Airtours International (2), Airworld (2), Alaska Airlines (3), Alitalia Express (4), All Nippon Airways (4), American Airlines (17), American Trans Air (5), Amiskwi Air (1), Ansett Australia (2), Astraeus (bmi) (1), ATESA – Aero Taxis Ecuatorianos S.A. (1), Augsburg Airways / Team Lufthansa (6), Aurigny Air Services (3), Avianca Colombia (5), Aviogenex (2), B.A. Connect (3), Bakota Sky Ltd (1), bmi British Midland Regional (22), bmibaby (15), Bombardier Aircraft (1), British Air Ferries / Manx (2), British Airtours (4), British Airways (37), British Airways Citiexpress (10), British Asia Airways (1), British International (2), British Midland (b.m.i.) (388), British Midland Airways (2), British World (1), Brussels Airlines (5), Brymon Airways (4), Buffalo Airways (2), Busy Bee (22), Cathay Pacific (7), Chandler Air Service (5), Chautauqua A/L / United Express (2), China Northern (2), China Southern (1), China Xinhua (1), CityJet (2), CityJet / Air France (10), Cityline / Lufthansa Regional (6), Civil Flying School (1), Comair / Delta Connection (3), Constellation Historical Society (1), Contact Air / Lufthansa Regional (1), Continental Airlines (12), CORAL – Coronado Airlines (1), Court Air (1), Croatia Airlines (1), Crossair (7), CSA (2), CTA (3), Daimler Benz / Dornier Aircraft (1), Dakota National Air (1), Dan Air Services (5), Delta Airlines (54), Donair (1), Double Eagle Aviation (1), Duo Airways (9), , Experimental Aircraft Association / Eastern Air Transport (1), Eastern Airways (1), easyJet (6), easyJet Switzerland (3), East Midlands Flying School (553), Egyptair (1), Emirates Airline (25), Eurocity Express (1), Eurowings (4), Eurowings / Lufthansa Regional (4), First Air (2), Flightline / Swiss European Airlines (1), FlyBE (5), FlyBE / Air France (8), Fred Olsen (2), Fuerza Aerea del Peru (1), Garuda Indonesia (7), G-CDON Group (72), Go Fly (2), GoJet / United Express (2), Grand Canyon Airlines (1), Gulf Air (3), Hainan Airlines (1), Hambrair Ltd (2), Heliflight UK (1), Helvetic Airways / Swiss Airlines (4), Horizon Air (1), Hudgin Aviation (1), Iberia (1), Icelandair (2), Interflug (3), Jet Airways (1), Kenmore Air (1), Kenya Airways (2), Kingfisher Airlines (1), KLM Cityhopper (4), KLM Royal Dutch Airlines (8), KLM UK (2), La Tur / Garuda Indonesia (2), Leading Edge Aviation (1), Lloyd Aereo Boliviano (5), London City Airways (11), Long Beach Flying Club (4), LOT Polish Airlines (1), Lufthansa (126), Lufthansa Cityline (28), Maersk Air Ltd / British Airways (17), Manx Airlines (6), Marathon Flight School (2), Mesa Airlines / United Express(1), MyTravel Lite (2), Naples Air Center (8), Newark & Notts Gliding Club (2), Northwest Airlines (6), Oman Air (1), Orion Airways (2), Ormond Beach Aviation (46), Oxford Air Services (1), Pilot Flight Training (1), Prism Aviation (8), Qantas (3), S.A.A. Historic Flight (8), Sabena (1), SAETA (1), SAO – Servicio Aereo Oriental (1), Scandinavian (27), Scandinavian Eurolink (1), Shuttle America / United Express (4), Singapore Airlines (21), Skyways (1), Skywest / Delta Connection (3), Skywest / United Express (7), SN Brussels Airlines (9), South African Airways (7), Southwest Airlines (5), Spanair (1), Spirit Aviation (1), Starair (2), Swedair / British Midland (1), Swiss European Airlines (1), Swiss International Air Lines (15), Swissair (103), Swissair Asia (2), TAP Air Portugal (6), TAVIC – T.A. Virgen de Carmen (1), Ted (5), Trans States Airlines / United Express (1), Tucson Aeroservice Center (1), Turkish Airlines (1), U.S. Airways (12), United Air Services / Hunting (2), United Airlines (116), Universal Avia / Air Ukraine (1), Venture Pacific Airways (1), Virgin Atlantic (12), Wayman Aviation (1), Wingspan New Zealand (1), Zimbabwe Express Airlines (1)
Andy
SkymonsterAs i know Business jet are much faster then normal flights. Thanks
What makes you think that? Some of the larger biz jets cruise at a somewhat higher altitude (flight level) than airliners and are quicker in terms of time-to-climb. And there are a few fairly quick biz jets (Cessna 680 Citation X for example). But for the most part biz jets cruise at a broadly similar speeds to jet airliners, and in some cases (Cessna 500/500 Citation for example – sometimes known as the Slowtation) typically cruise more slowly than jet airliners. The only significant time savings a biz jet will give over an airliner are less pre-flight / checkin time, and maybe less taxi in / taxi out / holding time as a result of using less congested airports.
I appreciate this doesn’t answer your question specifically, but terms of LTN-IBZ a biz jet will offer a broadly similar flight time to an airliner (again with the caveat that airlines pad their block times to allow for delays into and out of busy airports) and in terms of LTN-NWI a lot depends on the routing – via airways not sure, but a quick hop in the open FIR at fairly low level (its only 89 miles direct between LTN and NWI) shouldn’t take that much more than 20 minutes airborne time.
Andy
Andy
SkymonsterBuying standby lights is pretty much a thing of the past now – unlike in the golden age of Laker Skytrain (and the competition he created with his all-standby flights), these days standby tickets are not really marketed anymore – standby is largely confinded to passengers changing flights at the last minute onto already full flights. Even lastminute don’t really do standby – they sometimes sell seats cheap very close to departure to help clear airline unsold inventory, but once bought from lastminute the ticket is usually not issued on a standby basis
The reasons for standby as a form of revenue travel (note its still very prevalent for industry discount/staff tickets) are primarily (1) a lot of flights are going full (2) processing standby passengers involves a lot of work at the last minute before dispatching a flight which risks a flight delay (3) security – needing to supply passenger details [APIS] well in advance of departure and (4) there’s less market for standby now as the really cheap fares couldn’t be made much cheaper on a standby basis- a high proportion of the cheapest fares is tax which cannot be circumvented
Andy
SkymonsterLike the Yakety-Yak!
Andy
SkymonsterExactly how many B777 and how many B747 frames did Hainan order?
Zero 747s if the Reuters article is correct – it says 38 aircraft of which 6 777s and 32 787s – not much room for any 747s in that!
Andy
SkymonsterPS: Whilst I am against random-ness in applying extra checks (case in point, at one time there was an edict that one in three passengers had to be selected for additional screening at my local airport, come what may – i.e. there was a “quota”), I am certainly NOT AGAINST all types of selective screening.
Intelligence-led selectivism, profiling, etc are all absolutely fine in my book as long as they selection is based around sound logic and reasoning and is used as an additional layer to standard security. But selection is somewhat different to randomness.
Andy
Skymonsterin the mean time the extremely skilled and constantly tested professionals that you call ‘goons’ will continue to do there best to protect you and continue to take your crap in the mean time.
The problem is that for reasons I can appreciate (but wouldn’t accept if applied to myself), that those who perform screening tasks are essentially told what to do, and have to do it. It is on that basis I call them “goons”. I don’t care whether you – or they – think what I say is “crap”. As far as I’m concerned, there is a lack of logic about the way screening (i.e. random screening) is performed and I believe that there’s no point in just accepting something that we don’t like – we need to make the point when necessary, because if we don’t nothing will ever change.
So if I’m asked by an airport screener whether I mind whether I’m subjected to an additional random check (the words “would you mind” are utter crap-speak if ever I heard any, because there is essentially no choice in the matter if I want to travel), then of course I’m going to say – yes, I certainly do mind, and explain why I mind.
Andy
SkymonsterI have to say skymonster, that is some random logic. Since when is anything in life 100% certain? Random checks are there to be a deterrent
I understand what you’re saying, but I disagree… A deterrant is appropriate in some instances – even when the “threat” could involve loss of life. But in airline security terms we’re talking the potential loss of hundreds of lives in one go. That shouldn’t be left to randomness or deterrance (or cost cutting or budget constraints) – that should be as certain as we can make it with the current level of knowledge of the types of threat. I simply do not accept the tacit admission that “standard” screening cannot detect everything, and yet “enhanced” screening is effected on a random basis. By leaving the door open through randomness, the people who enact and apply such policies are messing with hundreds of people’s lives. Bluntly, I believe that when I fly my life is more at risk than it need be, simply because the authorities chose not to screen everyone to the same level.
Andy
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