Vazduhoplovi

[HKS]

Donre slike. Od repa il76 moze da se napravi jos jedan avion, neki mig 17

Послато са Redmi Note 7 помоћу Тапатока

[snork]

Kad pomenu rep i materijal za još jedan avion, setih se slike koja je već bila par puta u ovoj temi. MAKS 2013, naša Lasta 95 ponosno izložena pored Tu-144 - i manja od njegovog repa. Kakve zemlje, takvi i avioni.

[zuzazu]

@snork , dobro si zapazio. IL96 je fotkan u Istanbulu. U Minsku je vec bio kraj obdanice, oblacno, a koristio sam i kameru sa telefona tako da je puno šuma.
Minsk, megalomanska zgrada iz cijeg sredista izvire toranj k.l.
Dve paralelne piste i manevarske povrsine u ocajnom stanju.
Nebrojene platforme sa brdom neupotrebljivih aviona ostavljenih da trunu. Od TU 134 do B747

Nevezano za ovo gore.
Boeing je morao da otera CEO Denis Muilenburga koji je firmu uveo u najvecu dubiozu od nastanka. Otpremnina je bila 60 mil. $. Da nagrade mukicu...
Rekoh da je ovaj svet naopako mesto.

U Minsku videh prelepi B757 iz Turkmenistana, i pomislih “zasto nisu stavili LEAP na ovu avioncinu, i pojeli 321 NEO?”. Posle toga zaguglam, i ...

https://www.google.com/amp/s/www.avgeek ... 7-797/amp/

[H4wkeye]

To je danasnji svet, ljudi se nagradjuju kad parave ovakva sranja kao sto je Boeing uradio. Sigurno mu tesko palo, sa sve ovih 60 miliona. Bas su ga kaznili.

[Geza]

It’s Not Just Software. New Safety Risks Under Scrutiny on Boeing’s 737 Max.
https://www.nytimes.com/2020/01/05/busi ... DFuf8OTEVk

The company and regulators are looking into everything from the wiring on the plane to its engines.


Even as Boeing inches closer to getting the 737 Max back in the air, new problems with the plane are emerging that go beyond the software that played a role in two deadly crashes.

As part of the work to return the Max to service, the company and regulators have scrutinized every aspect of the jet, uncovering new potential design flaws.

At the request of the Federal Aviation Administration, Boeing conducted an internal audit in December to determine whether it had accurately assessed the dangers of key systems given new assumptions about how long it might take pilots to respond to emergencies, according to a senior engineer at Boeing and three people familiar with the matter.

Among the most pressing issues discovered were previously unreported concerns with the wiring that helps control the tail of the Max.

The company is looking at whether two bundles of critical wiring are too close together and could cause a short circuit. A short in that area could lead to a crash if pilots did not respond correctly, the people said. Boeing is still trying to determine whether that scenario could actually occur on a flight and, if so, whether it will need to separate the wire bundles in the roughly 800 Max jets that have already been built. The company says that the fix, if needed, is relatively simple.

The company informed the F.A.A. about the potential vulnerability last month, and Boeing’s new chief executive discussed possible changes to the wiring on an internal conference call last week, according to one of the people and the Boeing engineer, who spoke on the condition of anonymity to discuss internal deliberations.

The company may eventually need to look into whether the same problem exists on the 737 NG, the predecessor to the Max. There are currently about 6,800 of those planes in service.

The senior Boeing engineer said that finding such problems and fixing them was not unusual and not particular to the Max or to Boeing.

The emergence of new troubles with the Max threatens to extend a crisis that is consuming one of America’s most influential companies and disrupting the global aviation business. The Max has been grounded since March, after two crashes killed 346 people. The crashes were caused in part by new software on the Max, MCAS, which triggered erroneously and sent the planes into nose dives. Boeing has developed a fix for the software, but it has not yet been approved, and the process of returning the plane to service has taken much longer than Boeing expected.

The Max is Boeing’s most important plane, with about 5,000 ordered by airlines around the world. But as the grounding has dragged on, Boeing said it would temporarily shut down its 737 factory, jolting thousands of suppliers and stoking the concern of President Trump.

Boeing abruptly fired its chief executive late last month after he alienated the F.A.A. and airline customers. His successor is now contending with the fallout, as Boeing’s share price has fallen by 21 percent and the company faces tens of billions of dollars in charges related to the grounding.

Regulators have suggested that the Max could be approved to fly again by the spring, a timetable that could still hold. The company says that even if it needs to fix the wiring issue, it would only take one to two hours per plane to separate the wiring bundles on the Max using a clamp.

“We are working closely with the F.A.A. and other regulators on a robust and thorough certification process to ensure a safe and compliant design,” Gordon Johndroe, a Boeing spokesman, said in a statement. “We identified these issues as part of that rigorous process, and we are working with the F.A.A. to perform the appropriate analysis. It would be premature to speculate as to whether this analysis will lead to any design changes.”

Investigations by international regulators into the cause of the two Max crashes determined that pilots of those flights did not respond as quickly or effectively as Boeing and the F.A.A., using accepted industry standards, presumed they would when designing and evaluating the MCAS software.

So in developing a software update for the Max, Boeing and the F.A.A. recognized that the previous industry assumptions should be changed, and that they needed to consider what would happen if it took crews much longer to act in the face of emergencies.

Using that new set of assumptions about pilot reactions, Boeing discovered that if two wire bundles placed close together toward the rear of the plane caused an electrical short, it could lead to a catastrophic accident. The wiring connects to the motor that controls the stabilizer, the horizontal fin on a plane’s tail, sending signals from the flight control computer that can push the nose down or lift it up.

If pilots did not recognize the problem and quickly take appropriate action, the plane could go into a nose dive, the senior Boeing engineer said. Under those circumstances, a short could bring a plane down in the same way that the MCAS software did on both doomed flights, forcing the stabilizer’s motor to run uncontrollably.

Boeing is still working to determine how likely it is that the wires could actually short circuit. The company does not want to make changes to the plane’s wiring if it doesn't have to, fearing that additional damage could be done during a repair.

The engines on the Max have also become a focus of scrutiny for regulators. CFM International, the joint venture between General Electric and Safran that manufactures the engines, has told the F.A.A. it discovered a possible weakness in one of the engines’ rotors, which could cause the part to shatter. The likelihood of that failure is remote and regulators aren’t requiring an immediate fix, though they are looking to require that airlines inspect as many Max engines as possible before the plane returns to service, an F.A.A. official said.

A 737 MAX production line inside the Boeing factory in Renton last month.Credit...Stephen Brashear/Getty Images
Boeing also recently told the F.A.A. that it had discovered a manufacturing problem that left the plane’s engines vulnerable to a lightning strike.

While assembling the Max, workers at Boeing’s Renton factory had ground down the outer shell of a panel that sits atop the engine housing in an effort to ensure a better fit into the plane. In doing so, they inadvertently removed the coating that insulates the panel from a lightning strike, taking away a crucial protection for the fuel tank and fuel lines. The F.A.A. is developing a directive that will require the company to restore lightning protection to the engine panel and Boeing is already in the process of resolving the issue.

“The F.A.A. and Boeing are analyzing certain findings from a recent review of the proposed modifications to the Boeing 737 MAX,” an F.A.A. spokesman, Lynn Lunsford, said in a statement. “As part of its continuing oversight, the agency will ensure that all safety related issues identified during this process are addressed before the aircraft is approved for return to passenger service.”

The new issues pose additional challenges for Boeing’s leadership. Late last month, the company’s board fired chief executive Dennis A. Muilenburg. He is being replaced on an interim basis by Greg Smith, the former chief financial officer. Next week, David Calhoun, until recently the nonexecutive chairman of Boeing’s board, will take over as chief executive.

On an internal conference call last Thursday, the question of changing the wiring on the Max came up, according to the senior Boeing engineer and another person familiar with the matter. At one point, a Boeing employee asked about whether the fix would need to be made to every plane in the fleet if the issue was found to be low risk. Mr. Smith replied that if changes were needed, they would have to be comprehensive.

Mr. Smith’s sober response served as an immediate contrast to Mr. Muilenburg, who repeatedly made overly optimistic projections about what was needed to get the Max back into service.

Boeing was already confronting a number of problems with the 737 Max and its predecessor.

In recent simulator tests with crews from American, Southwest and United Airlines and Aeromexico, many pilots did not use the prescribed emergency procedures to handle problems with the flights, raising the possibility that regulators could mandate flight simulator training or change the procedures before clearing the plane to fly. The F.A.A. is evaluating Boeing’s analysis of the testing.

Still, there are signs that Boeing is making progress toward getting the Max flying again. Regulators from Europe plan to fly to Seattle this week to test the new software in a flight simulator, a sign that international authorities believe the company is far enough along that its fix is ready for serious evaluation, according to two people familiar with the matter.

Government officials believe that the plane may be cleared for a certification test flight as soon as this month, where the company must demonstrate the plane meets all the safety requirements. The flight — the regulator’s final exam for the Max — is a significant milestone and one of the last hurdles the company needs to clear for regulators to lift the grounding.

American Airlines and Southwest Airlines are currently planning to use the Max for commercial flights in April, while United Airlines has scheduled Max flights for June.

“Our highest priority is ensuring the 737 Max meets all safety and regulatory requirements before it returns to service,” Mr. Johndroe said.

[H4wkeye]

Boeing je sjebao Max samo tako. Cujem Turci su skoro naplatili neku kompenzaciju zbog toga sto im ne lete avioni.

[zuzazu]

Er Srbiji 2,5 miliona evra za 80.000 praznih sedišta

Činjenica je da je Aerodrom Niš prošle godine imao oko 70.000 putnika više nego 2018, a da je ovakav rast u najvećem rezultat pokretanja 12 linija Er Srbije sredinom jula. Međutim, od ukupnog prošlogodišnjeg broja putnika „Viz er“, „Rajaner“ i „Svis“ prevezli su oko 335.000 njih, a „Er Srbija“ je na svim tim linijama prevezla oko 65.000. Država je za period jul-decembar 2019. godine sa Er Srbijom ugovorila kapacitete za 144.000 putnika, a prevezeno je i prodato karata za oko 65.000 putnika, što znači da ona sa 2,5 miliona evra – koliko iznosi državna subvencija za pola godine, pokriva troškove i takozvanu razumnu dobit za skoro 80.000 praznih mesta u avionima. Popunjenost aviona Er Srbije je manja od 50 odsto i to je sada nesporno – kaže za Danas Bojan Avramović, bivši direktor Regionalne razvojne agencije „Jug“, koja je u vreme dok je bio na njenom čelu kroz studije i elaborate uređivala poslovanje „Konstantina Velikog“ u redovnom saobraćaju.

On dodaje da je sada, takođe, lako uporediti rezultat u vreme dok je aerodrom bio u vlasništvu grada Niša, kada je bez subvencija imao 355.000 putnika, i danas, kada je „iz budžeta bačeno 2,5 miliona evra za 65.000 putnika koje je prevezla Er Srbija.

– I tu nije kraj. Niški aerodrom je ponovo gubitaš i prima direktne subvencije za pokriće operativnih troškova, kao što ih prima i aerodrom u Kraljevu, gde je „Er Srbija“ primila 2,7 miliona evra za jednu i po liniju u Kraljevu. Tako će, dakle, država u konačnom godišnje ukupno plaćati najmanje devet miliona evra raznoraznih subvencija za oko 150.000 putnika koje će „Er Srbija“ prevesti na oba ova aerodroma. I sve to bez novca za investicije koje su preko potrebne na oba aerodroma i mere se desetinama miliona evra. To je potpuno neodrživo i besmisleno.

Izvor: Danas

[blaugrana]

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[ikac2000]

Just hours ago, passengers on WizzAir flight W67876 were evacuated via emergency slides. This flight was supposed to bound for Paris Beauvais Airport, but had to abort takeoff at Debrecen Airport in Hungary.

https://samchui.com/2020/01/05/passenge ... hNREWQxmJ0

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[H4wkeye]

Er Srbiji 2,5 miliona evra za 80.000 praznih sedišta

Činjenica je da je Aerodrom Niš prošle godine imao oko 70.000 putnika više nego 2018, a da je ovakav rast u najvećem rezultat pokretanja 12 linija Er Srbije sredinom jula. Međutim, od ukupnog prošlogodišnjeg broja putnika „Viz er“, „Rajaner“ i „Svis“ prevezli su oko 335.000 njih, a „Er Srbija“ je na svim tim linijama prevezla oko 65.000. Država je za period jul-decembar 2019. godine sa Er Srbijom ugovorila kapacitete za 144.000 putnika, a prevezeno je i prodato karata za oko 65.000 putnika, što znači da ona sa 2,5 miliona evra – koliko iznosi državna subvencija za pola godine, pokriva troškove i takozvanu razumnu dobit za skoro 80.000 praznih mesta u avionima. Popunjenost aviona Er Srbije je manja od 50 odsto i to je sada nesporno – kaže za Danas Bojan Avramović, bivši direktor Regionalne razvojne agencije „Jug“, koja je u vreme dok je bio na njenom čelu kroz studije i elaborate uređivala poslovanje „Konstantina Velikog“ u redovnom saobraćaju.

On dodaje da je sada, takođe, lako uporediti rezultat u vreme dok je aerodrom bio u vlasništvu grada Niša, kada je bez subvencija imao 355.000 putnika, i danas, kada je „iz budžeta bačeno 2,5 miliona evra za 65.000 putnika koje je prevezla Er Srbija.

– I tu nije kraj. Niški aerodrom je ponovo gubitaš i prima direktne subvencije za pokriće operativnih troškova, kao što ih prima i aerodrom u Kraljevu, gde je „Er Srbija“ primila 2,7 miliona evra za jednu i po liniju u Kraljevu. Tako će, dakle, država u konačnom godišnje ukupno plaćati najmanje devet miliona evra raznoraznih subvencija za oko 150.000 putnika koje će „Er Srbija“ prevesti na oba ova aerodroma. I sve to bez novca za investicije koje su preko potrebne na oba aerodroma i mere se desetinama miliona evra. To je potpuno neodrživo i besmisleno.

Izvor: Danas

Znaci u prevodu, Ryanair i Wizz su prevozili dosta putnika, onda je AirSerbia uletela, izgurala njih na nekim linijima i prevozi upola manje putnika sve sa subvencijom drzave. To je isto kao da te pare bacaju u vatru i pale. Razumeo bih subvencije za recimo nabavku novih aviona ili nesto, na linijama/lokacijama gde imaju veliku popunjenost i profit.

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Koj aerodrom?

[blaugrana]

Minhen

Jos malo



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[H4wkeye]

Vrh Odlicna lokacija za posmatranje.

[zuzazu]

Znaci u prevodu, Ryanair i Wizz su prevozili dosta putnika, onda je AirSerbia uletela, izgurala njih na nekim linijima i prevozi upola manje putnika sve sa subvencijom drzave. To je isto kao da te pare bacaju u vatru i pale. Razumeo bih subvencije za recimo nabavku novih aviona ili nesto, na linijama/lokacijama gde imaju veliku popunjenost i profit.

Tamo neke godine, posle promena 5og Oktobra, verovatno isto po politickom nalogu, JAT Airways je poceo da leti INI-ZRH. Odradio sam dosta takvih letova, koje su dobijali samo “odlikasi”, tj. radilo se po kazni, jer nas ni JAT, a ni grad Niš nisu tretirali nikako drugacije nego kao stoku. Ne preterujem u ovoj poslednjoj reci. Punjenje kabine je prosto bilo zakucano na 40%. Mozda manje, a nikada vise. Kada su se Nislijama zapusila usta, JAT se povukao, a grad Nis je subvencionisao Montenegro Erlajnz upravo sa 60% po letu, jer mi je i kolega iz Montenegra rekao da ni oni nista bolje nisu imali punjenje. Nislije su se hbalile kako eto MN moze da leti, a nacionalni JAT nije mogao, a cutali su koliko im novca daju.

Prema tome, do dolaska LCC, gace su skidali ili drzava ili Nis, sve u svemu na stetu gradjana.

Sada kada su uspeli u nameri da oteraju low cost prevoznike, iz samo njima poznatih razloga, nastavlja se ista prica. Punjenje nije ni 50%. Los izbor linija, visoke cene karata, letovi koji se otkazuju...

Kada ode AV, otici ce pod led i njegovo prvorodjeno cedo Er Srbija. Zao mi je sto ce oni koji su se zdusno zalagali da se JATu polome noge, posipati pepelom, ili ih jednostavno nece biti.
Mozda ce i Perici sa T6, koji je bio prvi u lucenju pljuvacke, narasti jajca, pa ce ponovo postati kriticar nacionalnog prevoznika. Za sada zna odakle vetar duva, pa mudro cuti...

[ikac2000]

To znaci da si me dosta puta ti vozio za Cirih Leteo sam stalno tu liniju.

Van politike, Nislije su bile ponosne na tu liniju.

Kako i sada letim do Nisa stalno, imam opciju ili Dortmund sa Wizzom ili AS iz Hahna, ali nikada nisam koristio AS, jer mi je pouzdanost da ce biti leta daleko veca kod Wizza.

Inace sam leteo Ryanom iz Dizeldorf Weezea, ali su ga na zalost sklonili. Velika vecina putnika nije bila iz Nisa i okoline, nego Pazar i sl...

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[H4wkeye]

Znaci u prevodu, Ryanair i Wizz su prevozili dosta putnika, onda je AirSerbia uletela, izgurala njih na nekim linijima i prevozi upola manje putnika sve sa subvencijom drzave. To je isto kao da te pare bacaju u vatru i pale. Razumeo bih subvencije za recimo nabavku novih aviona ili nesto, na linijama/lokacijama gde imaju veliku popunjenost i profit.

Tamo neke godine, posle promena 5og Oktobra, verovatno isto po politickom nalogu, JAT Airways je poceo da leti INI-ZRH. Odradio sam dosta takvih letova, koje su dobijali samo “odlikasi”, tj. radilo se po kazni, jer nas ni JAT, a ni grad Niš nisu tretirali nikako drugacije nego kao stoku. Ne preterujem u ovoj poslednjoj reci. Punjenje kabine je prosto bilo zakucano na 40%. Mozda manje, a nikada vise. Kada su se Nislijama zapusila usta, JAT se povukao, a grad Nis je subvencionisao Montenegro Erlajnz upravo sa 60% po letu, jer mi je i kolega iz Montenegra rekao da ni oni nista bolje nisu imali punjenje. Nislije su se hbalile kako eto MN moze da leti, a nacionalni JAT nije mogao, a cutali su koliko im novca daju.

Prema tome, do dolaska LCC, gace su skidali ili drzava ili Nis, sve u svemu na stetu gradjana.

Sada kada su uspeli u nameri da oteraju low cost prevoznike, iz samo njima poznatih razloga, nastavlja se ista prica. Punjenje nije ni 50%. Los izbor linija, visoke cene karata, letovi koji se otkazuju...

Kada ode AV, otici ce pod led i njegovo prvorodjeno cedo Er Srbija. Zao mi je sto ce oni koji su se zdusno zalagali da se JATu polome noge, posipati pepelom, ili ih jednostavno nece biti.
Mozda ce i Perici sa T6, koji je bio prvi u lucenju pljuvacke, narasti jajca, pa ce ponovo postati kriticar nacionalnog prevoznika. Za sada zna odakle vetar duva, pa mudro cuti...

Strasno. To je izgleda neki patern za nacionalne avio prevoznike. Mislim da je bilo i primera po nekim Evropskim, znam za Alitaliju da finansijski kubure nesto pa im davali pare. Nek lepo puste Ryanair i Wizz da lete ILI neka smanje cene da budu slicne bar njima. Ovako ako je let od Nisa do neke destinacije sa Wizzom tipa 40 evra a AS 80, pa niko nije lud da daje duplo.

Ili neka restruktuiraju AS u low cost.