Vazduhoplovi

[Velja]

Sve je to bila maska od papira, balast celom društvu, neefikasno leglo parazita koje se moralo prodati budzašto bilo kome da bi ga doveo u red i učinio modernom aviokompanijom sa srećnim pilotima, aviomehaničarima, stjuardesama itd...
Dobro jutro

[ljuba]

Pazi, simulacija života je mnogo lepša od pravog zivota - to prvo naučiš na zapadu Treba samo što duže ostati u njoj..

Verstuurd vanaf mijn SM-G950F met Tapatalk

[Cica Maca]

Plavu ili crvenu? He, he, he...

http://youtu.be/A9vGMMPM5Lg

Sent from my HTC Desire 825 using Tapatalk

[zuzazu]

Da li je Erbas napravio najvecu prodaju aviona u istoriji vazduhoplovstva?


Airbus just inked its biggest airplane order ever

The Indigo Partners deal is the single largest order by number of aircraft that any individual plane maker has received. But at this stage, it's still a memorandum of understanding, a non-binding agreement that needs to be finalized before it is considered a firm order.

http://money.cnn.com/2017/11/15/news/co ... index.html

Ko je Indigo? Kompanija koja ima akcije u vise aviokomapanija. Velikom narudzbinom postizu i 50% nizu cenu od deklarisane.

At the November 2017 Dubai Air Show, Indigo Partners signed a memorandum of understanding for 430 Airbus at the Dubai air show : 273 A320neos and 157 A321neos for $49.5 billion at list prices

https://en.wikipedia.org/wiki/Indigo_Partners

Sta je ''memorandum of understanding''? A memorandum of understanding (MOU) is a nonbinding (необавезујући, prim. zuzazu) agreement between two or more parties outlining the terms and details of an understanding, including each parties' requirements and responsibilities. MOUs are not legally binding but are viewed as serious documents by the law.

https://www.investopedia.com/terms/m/mou.asp

Kako to izgleda u stvarnosti?

2012 god Pegazus je potpisao: prvo pismo o namerama, a zatim i ugovor o kupovini 75 aviona Airbus 320 NEO sa mogucnoscu prosirenja narudzbine na 100 aviona.

http://www.airbus.com/newsroom/press-re ... craft.html

Danas, pet godina kasnije, u floti se nalazi 24 aviona, Dvadesetak polovnih. lizovanih od stranih kompanija (ne NEO) i 3-4 nova uzeta od Airbusa direktno (NEO).

Avijacija nije ono sto mali Djokica misli, kad odluci da ga premerava.

Interesantno je sta ce biti sa narudzbinom A320 NEO koju je postavila Er Srbija. Sadasnji Busevi su lizovani po posebnim cenama upravo od firmi iza kojih stoji Etihad (cene su vece od trzisnih), a Etihad koji stoji iza kupovine novih aviona, kao veliki kupac sigurno ih dobija po posebnim cenama. Realizacija dolaska novih aviona je 2018 do 2020.

A evo i u kakvim je problemima Airbus i kako lazu :

....But for airlines, the airplane hasn't quite delivered the financial returns operators sought — especially when compared with cheaper, more fuel-efficient twin-engine jets like the Boeing 787 and 777, and even the Airbus A350. "The A380, I'll be honest with you, has not been a wildly successful aircraft given that [Emirates] is the main operator of the plane," Delta CEO Ed Bastian told Business Insider in an interview. "Most operators of the A380 I've talked to are not thrilled with the performance of the A380 given the cost."

http://www.businessinsider.com/emirates ... ng-2017-10

Mogu oni da prave giga mega spotove, prikrivaju uzroke udesa, i velicaju svoje avione koliko hoce, kada je stvarnost drugacija

[Ivan]

Pitao sam strica koji je ozbiljan avio inzenjer sta misli o boing vs airbus sa tehnicke strane. Inace radi u pratt&whitney, a radio je i u volvo aero/embraer, a sin mu radi kao mehanicar u unitedu.

Kaze da bi dao blagu prednost boingu jer je intuitivniji za rad, ima dosta ozbiljnije prirucnike i service manuale itd., lakse je obuciti mehanicare, ali opet da ekipa koja savlada airbus ga radi bez problema.
Kaze da posebno boing mehanicari zaziru od airbusa jer im je komplikovan za rad, dok iskusni airbus mehanicar moze raditi boinga...

Dalje zavisi od modela do modela, ali ovo je neki generalizovani imparcijalni pogled sa inzenjerske/mehanicarske strane.

[Geza]

Interjet praises Superjet despite continuing maintenance needs
https://www.flightglobal.com/news/artic ... en-443424/

Interjet chief executive Jose Luis Garza calls the Sukhoi Superjet 100 a "money-making machine" despite continuing extra maintenance needs.

The PowerJet SaM146 engines on the SSJ100 require additional ground maintenance due to several service bulletins, he said on the sidelines of the ISTAT Latin America conference in Bogota on 16 November.

The work is more a "nuisance" than a serious operational concern, he says, adding that the engine manufacturer is providing on-going support, including spare engines, to Interjet.

The engine work on the SSJ100s is separate from a Russian airworthiness directive in December 2016 that temporarily grounded the airline's fleet until inspections of stabiliser attachment bands were completed.

"As we expected, there have been certain problems like any new type," says Garza on the Superjet. "We are satisfied. It is a money-making machine."

He adds that Interjet negotiated a "sweet deal" with the airframer for the SSJ100, with the capital cost of 10 aircraft roughly equal to the pre-delivery payment for one Airbus A320.

Interjet operates 16 SSJ100s with firm orders for another eight, Flight Fleets Analyzer shows.

The airline plans to shift the 93-seat aircraft away from its congested Mexico City base to develop its domestic network elsewhere in Mexico, says Garza. It hopes that this move will help improve operational dispatch reliability to 90% in 2018.

Interjet's fleet of operational SSJ100s, which does not include the one aircraft that is always out of service for maintenance or other work, is "close to 90%" currently, says Garza.

Long-term, the carrier aims for an operational dispatch reliability for the aircraft of around 95%, he says.

Stefano Marazzani, chief executive of the Venice-based marketing arm SuperJet International, speaking on the sidelines of the ALTA Leaders Forum says that Garza was likely referring to the availability, rather than the technical reliability, of the SSJ100. He adds that the dispatch reliability of the global fleet is around 99%.

Interjet debuted its first SSJ100 in September 2013, with Garza at the time saying the aircraft's "performance is far superior to any other new type entering service".

In addition to the Superjets, Interjet also operates 50 A320s and six Airbus A321s, Fleets Analyzer shows.

[zuzazu]

Engine Issues Are Forcing Some Airlines to Choose Less-Efficient Planes

https://thepointsguy.com/2017/05/a32neo-engine-issues/

A320neo launch customer Qatar Airways rejected its order of the jet after engine problems arose.

JetBlue recently announced that it will take delivery of 11 A321s in 2018 — and these will have older engines, known as ceo, or “current engine option,” rather than the Pratt & Whitney engines.

The PW1100G issues are related to its new engine technology, known as a geared turbofan. A software glitch from the engine was sending false errors to the pilot’s displays in the cockpit, and of course flights can’t depart when there are warning messages coming from the engines.

Early adopter airlines including IndiGo, Go Air and Lufthansa have been forced to let their engines spool up and run for several minutes before heading to the runway to take off. Additionally, a phenomenon called rotor bowing has been occurring within the PW1100G engines. Rotor bowing takes place when temperature differences within the engine cause misalignments of certain parts within the engine. The extended engine warm-up times have been unacceptable to the airlines.

IndiGo and Spirit Airlines have banned their A320neos from flying above 30,000 feet. Cold temperatures have reportedly caused the engine’s bleed air system to freeze shut, which can affect things such as the anti-icing system. Spirit has parked at least two of its five new A320neos at DFW Airport, awaiting swap-outs of the brand-new PW1100G engines.

This year, through the end of March, Airbus had received orders for 19 A320ceo aircraft and only one of its A320neo counterpart, according to a report from Airbus. In the US, only low-cost carriers — Frontier, JetBlue, Spirit and Virgin America — have ordered the A320neo, while more established carriers such as Alaska, American, Southwest and United have ordered its competitor, the Boeing 737 MAX, which only comes with the CFM LEAP 1-B engine.

[delano]

I onda neko cita vake tesktove, pa idu komentari kako je Erbas krs i slicno, a nidje veze, mada to radite cesto i vi Boing fan bojsi
Jos ova zadnja recenica kako su jace kompanije narucile MAX, valdja treba da kaze jos nesto sem da je nabavka aviona = politika.

[Cica Maca]

A politika je jedna velika k....!

Sent from my SONY Experia mobile

[Ji 4Tze]

A avioni su vretenastog oblika pa...

[zuzazu]

I onda neko cita vake tesktove, pa idu komentari kako je Erbas krs i slicno, a nidje veze, mada to radite cesto i vi Boing fan bojsi
Jos ova zadnja recenica kako su jace kompanije narucile MAX, valdja treba da kaze jos nesto sem da je nabavka aviona = politika.

Ja sam mislio da mozemo nesto da napisemo o ovome, nije bitno dal' je Erbas ili Boing, Ocigledno je rec o problemu koji Bus ima sa motorom P&W.

Pa, ako znas nesto sto bi podelio sa auditorijumom oko ovih stvari sa motorom - pocni...

Inace, nabavka aviona jeste politika. Lepo ti ide engleski i logicno rasudjivanje.

[delano]

Hocu da kazem da zbog neozbiljnosti P&W, Bus trpi stetu, sa jedne strane opravdano jer su ih sami izabrali za dobavljace, a sa druge strane a320 se nudi i sa CFM motorima, nije da kupci nemaju izbora. Verujem da ce P&W resiti problem, ipak je to nov i jako sofisticiran proizovd i ne trpi samo Airbus, i Bombardier je ove godine imao problem zbog istog motora, e sad P&W je u kratkom periodu dosao u situaciju da resava prboleme i sa pw1000g i sa motorom koji prave za F-35, a verujem da je ovo drugo prioritet jer su amerike ulupale nikad vecu lovu za njega.

[zuzazu]

Ne znam kako bih ovo nazvao?

Da li ''neozbiljnost'' kao sto ti kazes ili nekako drugacije?

P&W sertifikuje svoj motor za NEO - varijanta 1100 koji je prepun mana i propusta.

Neki kupci odustaju odmah, a neki ipak narucuju avion sa sve takvim problemima.

Airbus ipak isporucuje avion sa ovim motorima i ako su oni glavni uzrok odustajanja od NEO i degradiranja narudzbine na CEO?


Elem, ima sigurno vise od godinu i po da sam pisao da Qatar nije zadovoljan PW motorima u eksploataciji i da su osetjivi na pesak i hladjenje.

Qatar je trebao da bude i lounch customer NEO sa PW pa je odustao i prvi let je obavila Lufthansa koja je danas rame uz rame sa kompanijama koje kukaju.

Prvi let Airbus A321 je bio sa CFM u mesto sa PW.

U skoli smo ucili, a takav je primer bio i na DC9 sa JT9D, i na 733 sa CFM56-3, pa i na 738, da je temperaturno najosteljivija turbina visokog pritiska koja je odmah iza komore. Jedina preporuka je da se pre davanja pune snage saceka 3 minuta posle starta motora (za to vreme ne mozes ni da stignes na poletanje)m i da se posle sletanja saceka 3 minuta do gasenja motora, da bi se motor temperaturno stabilizovao.

Nije mi jasno u kom delu i na sta utice pesak, a kasnije su stigle primedbe iz Indiga i na vlagu i so (ko da su podmornica), Naime, otvori za hladjenje komore za sagorevanje se zapusavaju od soli u vazduhu.

Interesantno je da P&W 1100 ima problem sa savijanjem osovine i iza komore i ispred komore.

Obicno se motor ustartuje za minut, minut i 15 sekundi. Radi termalnog stabilizovanja P&W 1100 treba 6 minuta (!!!). I to zbog toga sto senzori salju podatak da turbina ima ''glitches'' (???).

P&W ima dugu istoriju stollinga kompresora i compressor surge (ne znam adekvatan prevod), tako da oni imaju problem i ispred komore i nastoje da ga rese manjim zazorom izmedju lopatice kompresora i zida motora. E, kod njih se osovina savija i ispred komore za sagorevanje tako da imaju problem i sa kompresorom.

Kod F35 problemi su bili sa fenom.

Izgleda da P&W na svojim najmodernijim motorima ima problem sa celim motorom.

I kao vrhunac svega, preko 30000ft (to je jaaaakooo nisko za avionm novi avioni normalno idu na 41000-43000ft), dolazi do zaledjivanja bleed air systema. Od bleedova se uzima vazduh za grejanje usnica motora, presurizaciju kabine, sistema za vodu u avionu, grejanja napadne ivice krila....

Samo da spomenem da je 787 resio sistem (i pioniri su u tome) da se kompletan vazduh ne uzima sa motora vec ga stvaraju elektricni generatori. Motor je rasterecen (bleedovi mu uzimaju dosta snage) a putnici udisu kvalitetniji vazduh.

Prema tome, imamo motor kome za start treba 6 minuta, koji ne daje vazduh tokom leta, kome se pregreva komora za sagorevanje. koji ima problem sa kompresorom i ''glitches'' u turbini - sertifikovan je ladno i ugradjuje se u Airbus?

I to tako leti...

[Heinz]

Možda Ivan ima neke info iz P&W.

[H4wkeye]

Jbt, kako je takav motor uopste i dosao da bude ugradjen na neki avion... I jos 6 minuta mu treba da se potpuno startuje.