The New Boing Finished In 2008

The Boeing Company [NYSE: BA] in 2008 recorded 662 net commercial airplane orders, bringing its backlog of unfilled commercial orders to more than 3,700 airplanes.

The Next-Generation 737 remained the company's best seller, with 484 chosen last year by customers from nearly every region of the world. Demand for the all-new 787 Dreamliner also remained strong with 93 ordered, primarily by Middle East customers.

"While we clearly faced obstacles, 2008 also was a time of accomplishment at Commercial Airplanes," said Scott Carson, Boeing Commercial Airplanes president and chief executive officer, who noted that the 2008 order total was the eighth highest on record. "We are leaders in commercial aviation and with that comes the responsibility to deliver the best value to our customers, our shareholders and our communities.

"With a balanced base of customers from all regions of the world, from airlines with varied business models, and with strong orders across our product line, we are now focused on executing this strong backlog position," Carson added.

The twin-aisle 777 captured 54 orders from customers in Europe, the Middle East, North America and Asia. The 767-300ER (Extended Range) logged 28 orders, and the 747-8 Intercontinental added three to the orders list.

During 2008, 375 airplanes were delivered to customers worldwide: 290 737s (including six Boeing Business Jets), 14 747s, 10 767s and 61 777s. Deliveries were affected by a strike that halted commercial production for several weeks.

Boeing also debuted the first 777 Freighter and began flight testing on that program, while the first P-8A Poseidon - a derivative of the Next-Generation 737 for use by the U.S. Navy - completed final assembly. In June, the first 767 Boeing Converted Freighter was delivered, 1 of 26 freighter conversions completed during the year. And, major structural and systems tests were successfully completed on the 787 Dreamliner.

Commercial Airplanes achieved several important milestones in 2008, including the 700th 777 delivery and the 5,000th order for the Next-Generation 737. The 40th anniversary of the rollout of the 747 was celebrated, as was the delivery of the 1,400th 747. Additionally, major assembly was started on the new 747-8. Boeing Business Jets also delivered the first BBJ 3, a new, larger version based on the Boeing Next-Generation 737-900ER.

Other Boeing Commercial Airplanes highlights in 2008 included:

Reaffirming Boeing's environmental leadership by collaborating with global airline customers on demonstration flights using sustainable biofuels and advanced air traffic management concepts.

Seven Boeing Commercial Airplanes manufacturing sites earning ISO 14001 environmental certification: Renton, Auburn and Frederickson, Wash.; Salt Lake City, Utah; Winnipeg, Canada; and Bankstown and Fishermen's Bend, Australia.

Improving Services response time to 97.2 percent from 96 percent in 2007 for airplane customers' more than 10,000 urgent requests through our 24/7 Operations Center.

Partnering with government and industry to successfully meet a 10-year goal to reduce the U.S. commercial aviation accident rate by 80 percent.

Giant Ski

While reading through an old issue of Model Airplane News, I came across an article about float-flying off water. It started me thinking about how much fun it would be to fly off snow with skis. First on my agenda was to pick some suitable subjects to modify for ski installation. That was the easy part, because my Stinson L-5 Sentinel and Cessna L-19 Bird Dog were just begging to get out of winter storage and be drafted back into service. They are both 1/4-scale tail-draggers and are very suitable for trudging through snow. After working out a few logistics, I cleared a spot on the drafting table and got started. My intent was to come up with a ski design that was simple, easy to build and would use up some of that “leftover” material we all seem to have lying around the shop.

SKI DESIGN

To get a better feel for the design requirements for skis, I took a quick look through some full-size aviation magazines for possible articles on winter flying. I came across an issue of the EAA magazine Sport Aviation. This particular issue had a short article about winter flying with skis. The article contained some neat color photos of two Piper J-3 Cubs on a snow-covered runway at a grass field. The J-3 is probably the most common aircraft that’s outfitted with different brands of ski; and this supplied me with a few ideas on designing a simple, yet effective, set of skis for my own 1/4-scale models.

After measuring the skis and fuselages of the Cubs in the photos, I calculated their comparative lengths, and used these figures to plan the dimensions of my skis. I then generated a rough draft of the full-size drawings for the 1/4-scale skis following the tried-and-true “That looks-about-right” formula (here’s to good old eyeball engineering!). The length of the skis would be approximately 50 percent of the fuselage length, and the axel pivot point would be at 30 to 40 percent of the ski length aft of the ski nose. For the width, I just picked a number that “felt” right.

MATERIALS

The materials I used for the skis are well-known by all modelers and, depending on the weight of your model, the skis can be made of 1/18, 3/16 or 1/4-inch-thick lite-ply or luane (the plywood material used to skin interior household doors). For models that weigh up to about 15 pounds, use 1/8 inch thick material. For models of 25 pounds or more, I recommend 1/4-inch-thick material (both the L-5 and L-19 are in the lower 20s, so I chose to use 1/4-inch thick lite-ply). I’ve found that metal skis generally mean trouble because snow really likes to stick to cold metal. Wooden skis seem to work better; but just be sure you sand the bottoms silky smooth, seal them well with polyester resin, polyurethane, or epoxy and then apply a good grade of wax. We’ve successfully used beeswax, as well as high grade automotive paste wax. The wax will prevent the snow from sticking and also will allow the model to really slide across the snow.

Lay out the patterns on a flat piece of material and cut the outlines to shape. To get the nose of the ski to bend up and match the curve of the stiffener, a series of cuts is made across the skis top surface. These cuts are only 1/2 the material thickness deep and are only required in the nose area that needs to bend. This process is called “kerbing” and I simply used a utility knife to score these cuts. Just prior to bending this kerbed area, I also fill the cuts with glue so that when all the glue sets, this area will be nice and strong. The center stiffener and the two axle mounts are made of various types of plywood. For 1/4-scale models, the center stiffener is 1/2-inch thick, exterior grade, house construction plywood, and the two axle mounts are 1/4-inch thick, aircraft plywood. I also like to add spacers to each side of the axle supports so that the final thickness is the same as the wheels that I use on that model. This makes the process of switching from wheels to skis and back again, very easy and fast.

The entire assembly is glued together with 20-minute epoxy and clamped in place to cure. After curing, all the areas are sanded and then coated with epoxy and sanded again. Next, they are painted with a couple of coats of paint and topped off with some clear polyurethane or epoxy.

FUSELAGE CONSIDERATIONS

One of the neatest things about this design is the ease with which you can switch from wheels to skis. This is very important when you get that unexpected snowfall and last minute calls from your flying buddies to meet them at the field. It will take only a few minutes to change from wheels to skis.

There is only one modification needed for the fuselage; two pairs of eyehooks need to be installed to act as attachment points for the cables. Install two in front of the landing gear, one on each side. Attach the skis’ nose bungee and safety cable (more on these later) to these eyehooks ahead of the landing gear. The other two eyehooks go aft of the landing gear, (again, one on each side of the fuselage), the rear-extension limiting cables will be attached to these. To make these attachments sturdy, I simply epoxy some hardwood blocks inside the fuselage and permanently screw the eyehooks into place (see photos). I leave these in place all year long, so I do not have to make any changes when the weather makes an unexpected turn. I painted these eyehooks to match the fuselage and this way, they just get camouflaged and disappear very nicely.

SKI SETUP

To set up your skis properly, there are two basic, yet very important alignments to maintain.

Toe in: The skis must be parallel to each other, as well as to the fuselage centerline (a function of the landing gear’s axle toe in adjustment).

Angle of attack: The skis’ angle of attack must be approximately 10 degrees positive while the aircraft is in flight (a function of the bungee and aft limiting cable adjustments).

The nose bungee is big rubber bands that lift the tips of the skis. To limit how high the ski noses rise, you have to adjust the lengths of the rear-limiting cables. I like to make these adjustments on the workbench with the skis mounted on the axles (held in place with wheel collars) and the airplane’s tail propped up. To get the required 10 degrees of ski nose-up attitude, I keep the skis flat on the bench and then raise the tail so that the plane’s nose is set at a flight attitude of negative 10 degrees. A stack of paint cans works very well here! If you’ve set everything up properly, when you lift the model off the bench, the bungee cords will lift the noses of the skis and make the aft limiting cable taut. When the model is placed on the ground, the aft cables should slacken and the skis should lie flat. It’s important that they also be able to pivot freely on the axles. As an added safety measure, I suggest you run a “safety cable” alongside the nose bungee. This cable is adjusted when the model is sitting on the ground in the normal “at rest” attitude. The safety cable is attached at the same spots as the bungee, yet at this attitude, this cable should be taut. The idea here is that in the event of a bungee failing, you do not want the ski to turn nose-down on you in flight as it makes for a very messy landing. To make it easy to attach the bungee cords and cables, I install line connectors or some other form of “quick disconnect” device at the fuselage attachment points. Old control-line connectors work well and you might also find similar connectors in a fishing-tackle store.

To make it easier to remove the wheels from my models, I replace the usual wheel collars with cotter pins that go into small holes drilled through the end of the axles.

TIPS ON SNOW FLYING

With all the shop work finished, now it’s time to head to the field. The toughest part is waiting for the snow and then having it arrive at just the right time, like on a Friday night so that Saturday can be a day at the field with nice fresh snow. I live on Long Island, NY, and we don’t usually get much snow, but last winter we had so much snow that it was difficult to get to the field! Regardless of how much snow we get, when we get an opportunity like this, the “Snow Bird Squadron” gets together and makes it to the field for some really great, off-ski flights.

When flying off snow, remember these tips:

• You’ll need to apply slightly more power to taxi. If you have no ski attached to the tail wheel, the rudder will also need a blast of power for turning.
  
• You’ll need more power for takeoff, and the skis will have to “plane” on the snow before you’ll be able to build up air speed. To overcome torque, apply the throttle gradually and smoothly and feed in the rudder as required (just as if you were flying off a green runway). You may need a bit more elevator to prevent the model from attempting to nose over, but once the speed builds up and the skis are “on plane,” you’ll be able to release the elevator. When it’s equipped with skis, your model will not fly as fast because skis increase drag. When flying with wheels, don’t expect to pull up as steeply.
  
• Increase power during landings and use a slightly nose-high, three-point, or wheel-landing approach to keep the tips of the skis up. For short-field operations with my L-5, I particularly like the “I have arrived, three-point, plop” type of landing. The fun part for me is just shooting touch-and-go’s one after another.
  

Using scale-snow skis is a really easy way to extend your flying season. Before heading out, make sure all your radio gear is up to snuff. Cold weather wreaks havoc with batteries, as well as people. Just dress warmly, you don’t want frostbitten ears, toes or flying thumbs and be sure to take along some hot coffee or hot chocolate. Oh yes, and sunglasses are definitely in order—enjoy!

A380 In Single Class

Air Austral, the airline based in Saint Denis, La Reunion, has signed a Memorandum of Understanding with Airbus for the purchase of two A380s in a single-class configuration. In such a configuration, the A380 will offer unprecedented level of fuel economy, further emphasising the eco-efficient nature of the aircraft.

In a single-class configuration the aircraft will seat around 840 passengers in the widest economy class seats and the service proven quietest cabin in the sky. Air Austral plans to operate the A380 through one of its subsidiaries on its high-density route from La Reunion to Paris, France. No engine choice has been made at this stage.

“Our vision is to provide a low cost-high quality service on the heavy traffic route between La Reunion and Paris and the A380 allows us to make this vision a reality,” said Gerard Etheve, President of Air Austral. “The A380 has the lowest cost per seat and is the most environment-friendly aircraft flying today while at the same time providing a high level of passenger comfort. This will enable Air Austral to better connect La Reunion to France at a lower fare”, he added.
John Leahy, Airbus Chief Operating Officer Customers, added: “Air Austral ‘s selection shows the potential of the A380 in the market of today and tomorrow. The real benefits of “doing more with less” now is a reality offered to the market and we congratulate Air Austral on making their vision into a real strategy for this important market segment”.

Being greener, cleaner, quieter and smarter, the A380 is already setting new standards for air transport and the environment. In addition to offering unequalled levels of passenger comfort, space and quietness in the cabin, the A380 has unmatched levels of operating cost and fuel efficiency, consuming with 840 passengers less than two liters per passenger per 100 kilometers.
The A380 not only complies with today’s noise limits, it is also significantly quieter than any other large aircraft flying today. With a range of 8 200 nm / 15 200 km, the A380 is the ideal equipment to alleviate traffic congestion at busy airports, while coping with growth. Firm orders for the aircraft stand at 198 from 16 customers.

Airbus is an EADS Company

Boeing 787 Dreamliner

US plane manufacturer Boeing has unveiled its 787 Dreamliner - the firm's first all-new jet since 1995. It is the only big commercial aircraft made mostly of carbon fibre rather than aluminium and is billed as the most environmentally friendly ever built. Boeing says the 787 is much more fuel efficient than its competitors and produces 20% less CO2.The firm says it already has more than 600 orders. The first test flight is expected in August or September. Sunday was chosen for Dreamliner's premiere as it is 8 July, or, in the American date style, 07/08/07.

Compare Boeing and Airbus planes

An audience of thousands were in attendance in Everett, Washington state near Seattle as the aircraft was presented to the media. "Our journey began some six years ago when we knew we were on the cusp of delivering valuable new technologies," Mike Bair, who heads the 787 programme, told the crowd.

Competition
Hours earlier, Boeing said it had received 35 new orders for the plane.
The orders, from Air Berlin and a Kuwaiti leasing firm, mean Boeing now has 677 orders from 47 customers for the midsize, long-haul jet. It is due to go into service next year, with Japan's All Nippon Airways set to be the first recipient as a reward for placing orders for 50 of the aircraft.
Carbon fibre, which is lighter and more durable than aluminium, makes up about 50% of the plane's structure, including the fuselage and wings.This is intended to make the 787 fuel efficient. Boeing says the composite materials also mean air in the cabin can be more humid, leaving long-haul passengers less jetlagged.

Envrionment
Phil Clapp, president of the National Environmental Trust, a non-partisan US group, told the BBC that the 787 was a "major step forward" but not the sole solution to aviation emissions. Some environmentalists say the lower operating costs will make air travel cheaper and simply encourage more people to fly.

The Dreamliner is Boeing's first all-new plane since the 777, which began flying in 1995.
It is crucial to Boeing's success, just as Airbus is pinning its hopes for the future on its forthcoming A380. However, the two are very different planes with different aims.
The European firm sees its superjumbo plane as a response to airline calls for a bigger plane to meet increasing passenger numbers flying between major hubs.

Smaller planes

Boeing is taking a different tack, predicting that the future growth sector will be for additional medium-sized planes that can service smaller airports. Airbus is currently developing the A350, which is more of a direct rival to the 787, but it is not expected to roll out the plane until about 2011. Boeing received a boost at the Paris air show with an order for 50 of the aircraft from ILFC. Orders from plane-leasing companies - among the biggest global buyers of aircraft - are often seen as an indication of how a model will succeed in the long term. Assembly of the first Dreamliner began in May, although Boeing says that when full operation is under way, it will take just three days to put together each aircraft in final assembly

PMDG MD-11

PMDG continues our lineage of fine airliner simulations with another popular heavy airliner, the PMDG MD-11! Born out of airline requirements for a "modern new DC-10" the MD-11 is a superb example of aircraft engineering from the era when modern computer processing power was beginning to bring truly new ideas, safety and capability to the cockpit of transport airplanes.

Highly automated and employing innovative new approaches to the pilot/airplane interface, the MD-11 took the McDonnell Douglas widebody line into the future with fully automated flight modes, aircraft system status pages, failure onsequence displays and clearly thought out pilot controls. One of the most advanced airplanes ever produced by Douglas, the MD-11 has been largely missing from desktop simulation... Until Now !

PRODUCT FEATURES:

Exterior Model:
3DS Max MD-11 Model - Both engine variants included, accurately modeled to the smallest details and completed with high resolution textures.
BONUS MD-11F Model - Having emerged as one of the most popular large freighters, an additional model representing the cargo version is also included complete with animated main deck cargo door (both the fore and aft main deck cargo door variants are modeled).
Airplane Animations - All of the animated parts on the exterior model bring the MD-11 to life. Realistic gear, flap, spoiler and slat movement, opening passenger and cargo doors, wings that flex in response to aerodynamic and stress loads, and of course an Air Driven Generator (ADG) all animated using the most current 3D design industry standard techniques.

Virtual Cockpit:
Dynamic Virtual Cockpit - Designed and animated using the same proprietary techniques developed for PMDG's award-winning 747-400 product line, Virtual Cockpit users will truly enjoy the sensation of "being there" when flying this simulator from the fully animated 3D virtual cockpit.
Wing Views - Enjoy your flight from different locations in and around the aircraft, including multiple views of the wings.

Cockpit Features:
Complete Avionics - Sharp vector graphic cockpit displays bring the PMDG MD-11 vividly to life.
Cockpit Systems - Aircraft Systems modeled to the degree of accuracy you've come to expect only from PMDG. Whether using the 2D or Virtual Cockpit, all cockpit switches, buttons knobs and controls work as they do on the MD-11. Developed with comprehensive support of PMDG's MD-11 Technical Advisors, to ensure everything is simulated correctly including fuel, hydraulics, pneumatics/air conditioning/cabin pressurization and all other secondary systems. When applicable automatic and manual modes are simulated, including system redundancy, interdependency and failure consequences.

Internal Lighting - Modeled using a proprietary technique developed by PMDG specifically for the MD-11, you will be amazed at the range of lighting and customization options available

including:
Flood lighting and panel back-lighting independently controlled for different sections of the cockpit with variable intensity that can be increased and dimmed to 256 levels of intensity in a true 'rheostat' style Effect of flood and label lighting varies for different times of the day
Dome lighting can be applied on top of flood lighting
Widescreen Support - 2D Panel supports both standard and widescreen monitors with unique artwork for each.

Additional Features:
Fully Immersive Sound - To increase the level of immersion, PMDG has included the unique sound of nearly every aspect of the MD-11 airplane. Hundreds of individuals switches, knobs, and controls were recorded expressly for the purpose of providing audio-tactile feedback as never before presented in a PMDG simulation. The sound package (included with the product) covers every sound you would expect to hear in the MD-11 cockpit, from the first click of the battery switch to the roar of the engines in flight. Interactive Load Manager - Adjust the weight of the fuel, passenger and cargo load for each flight. Add-on Liveries - As is always the case at PMDG, numerous free add-on liveries are available for most real-world MD-11 and MD-11F operators.

Additional MD-11 Details:
LSAS (Longitudinal Stability Augmentation System)
RCWS (Roll control Wheel Steering)
Interactive FMS with three MCDUs - All major functionality operating to match its real world counterpart Cockpit layout/windows management - Correct pilot perspective when using main 2D panel view.
Innovative methods to allow customizable display of essential flight controls (FCP/ECP) into main view when flying from the 2D panel view.
One-click configuration of panel windows for specific tasks e.g. 4th DU (SD display) + SDCP (System Display Cotrol Panel) + related overhead panel part, Engine Starters + Fuel switches + Overhead Ignition panel etc.

Failures Simulation - Unique MD-11 alerting system with over 400 crew alerting messages. The MD-11 takes crew alerting a step further however, by displaying dynamic lists of "consequences" related to system failures in order to help the crew maintain airplane and situational awareness during abnormal operations. The crew alerting and consequences system is fully modeled within the PMDG MD-11. Airline Options - Dozens of airline options featured for customized airplane operations.

System Depth - MD-11 systems are very advanced and complex. However, all main systems (hyd, air, fuel, electrics) have automatic controllers that reconfigure the systems for the appropriate phase of flight and handle failures and abnormal situations just as is done on the actual airplane. When operated in auto mode, the airplane manages itself programmatically with minimal pilot interface (e.g. no need to ever turn on/off fuel pumps, engine bleeds and packs etc. the controllers will do this for you). Just as on the real aircraft, the crew can switch systems to manual mode for specific control of any of the highly detailed systems.

F5-E Tiger Jet

30-1/2" wingspan, 51" long, 35 oz. flying weight. This camouflage painted F-5 is an almost-ready-to-fly jet. The only additional items you need are a 6-channel transmitter, receiver, and a lithium battery charger that can charge the included 4 cell 2200 mAh flight battery; everything else is included. Some easy assembly is required: you must glue the wings and tail onto the fuselage and install the control horns and pushrods to the pre-installed servos. A set of retracts are included. The main gear must be screwed into the wings and connected to the pre-installed retract servos. The steerable/retractable nose gear is pre-installed. The airplane includes 9 pre-installed servos, a 70mm ducted fan unit with out runner brushless motor, a 40A speed control, a 4 cell 2200 mAh lipoly battery pack, retractable landing gear and assorted hardware. Assembly takes only a couple of hours. This jet has plenty of power to take off from a smooth surface or runway.

The speed range is moderate with very good manners. Difficult to stall, the jet will slow to a crawl and still maintain full control. Great to land, the approach is easy to control and smooth landings are easy to do. For 6 channels: Ailerons (2 servos), Elevator (2 servos), Rudder, Nose wheel steering, Retracts (3 servos) and Throttle.

Luxuriant plane of hote

Airbus promise the plane ready to revolutionize the air transport udara.A380 with the capacities more , wide chair, balmier for foot/feet in comparing the plane jumbo-jet now. A plane jumbo at the price of US$ 275 million promise affluence a air transport,revolution air transport of air is is even needed by the larger ones factory to build her .kabin more in the form of hotel fly to be compared to to be referred by the plane .fasilitas a hotel have star [to] of 5 the you require is in this plane start from bar with live music, center Gym,room, TV/video personal even modern bathroom with hot water and cool water.

Design with concept triple deck,yang consist of deck to the, deck especial and lower deck.deck above ready to reach 102 passenger of business class and 103 class ekonomi.For deck especial consist of 22 passenger and 328 class ekonomi.deck under to cargo the ready to load 12 pallet.
Biggest plane in this world start in raft in toulese,prancis 7 mei 2004 ago opened by prime minister jean-pierre raffarin.

For this making have is remarkable matter. the plane have the length of 73 M centre assembling in toulouse.by each;every shares made in the different state.perancis do the radome, nose cutting, middle body [of] plane and wing box. spanyol till the middle stomach and plane tail Plane.Inggris develop;build the wing as wide as 79,8 M and jerman make the vertical tail and stern.

observers of air transport estimate, plane A380 estimated will revolutionize the industry .hal this proven at have enlisted him of 11 tired firm 129 order. Since paris show 2003 uliginous France, Emirates, Federal Express,ILFC,Korea Air,Qatas,Qatar Airways.For Sout Asian Malaysia Airlines and Singapore Airlines.

Airbus A380 with newest machine Trent 900 Rolls-Royce or GP7200 Engine Alliance with his machine fuel mean more economical 20% in comparing with the plane jumbo-jet sekarang.A380 Dapat reach the distance as far as 16.800 KM without desisting and its operating expenses cheaper even also 17% for passenger and 30 % for plane cargo

Category and classification

Heavier than air

The plane heavier than air referred aerodin, what enter in this category is autogiro, helicopter, girokopter and winged plane remain to. Winged plane fixed generally use the combustion machine in the in the form of piston machine with propeller or turbine machine jet propulsion or turboprop to yield the motivation move the plane, then movement of air in wing yield the impellent of to the above of, which make this plane can fly. As exemption, winged plane fixed also is the don't use the machine, for example glider, which only using the warm front and gravitation style. Helicopter and autogiro use the rotary wing and machine to yield the impellent of to the above of, and helicopter is also use the machine to yield the motivation forwards.



Lighter than air

Plane which is is lighter than air to be referred aerostat, what enter in this category is air-ship and balloon. Aerostat use the style float to fly on the air, is such as used the boat to float above water. This plane generally use the gas be like helium, hydrogen, or hot weather to yield the style float the. Perbedaaan air by water air ballon is that air ballon more following of wind current, is while air-ship have the system propulsi for motivation forwards and control system.

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Airplane History

The plane heavier than air controled the flight of first time by Wright Brother ( Orville Wright and Wilbur Wright) by using plane of device alone named Flyer launched in the year 1903 in United States.

Besides Wright your, is noted some inventors of other plane which find the plane for example Samuel F Cody doing his action in field Fanborough, year English of 1910. Is while for lighter than air plane have flown far before all. Air transport is first time its by using the hot air ballon found by a nationality so called French Joseph Montgolfier and Etiene Montgolfier happened in the year 1782, is then completed by a so called Germany Ferdinand von Zeppelin by balloon modification in form of used cheroot to bring the passenger and goods in the year 1900.

In the year the next year of balloon Zeppelin after transportation of ship accident air shall Zeppelin at journey trans-Atlantik in New Jersey 1936 marking the ending of of era Zeppelin though still weared nearing World war II. After epoch Wright, plane experiencing of many modification either from designing to wake up, plane machine and form to fulfill requirement of air transportation.

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