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  #11  
Old 18-02-2009, 12:31
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Allá voyyyy
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  #12  
Old 18-02-2009, 13:01
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He estado mirando la discusión de pilotosdeIberia. Es la eterna discusión sobre el sexo de los angeles. Sobre ese tema hay muchisimo escrito y muy bien argumentado. La discusión de pilotosdeiberia es muy interesante, pero en pprune y varias más, puedes leer miles de post en torno a ese tema.
Mi opinión personal es, que los mejores son los canadienses de la Bombardier. Elijen lo bueno de los americanos y lo bueno de los europeos y lo juntan. Si a mi me preguntas que avión me gusta para corto, te diría que el CRJ, aunque el 200 va un poco corto de motor. Esa opinión además, coincide con la del explotador. En mayor ocupación, el 757 es una maravilla, pero si le preguntas al explotador te dirá que la familia del 320 y si es pro boeing la del 737. Como piloto me gustan los dos y cada uno tiene sus ventajas, pero en lineas donde se hacen muchas tomas a la semana prefiero un avión donde sepas lo que hace el otro piloto cuando aterrizas o despegas y no lo tengas que adivinar por las reacciones del avión. Puede ser que el 320 sea muy moderno y comodo, pero un solo accidente hace que no merezca la pena tanta modernidad y yo le veo muy especialito en las tomas, por las leyes de vuelo y porque no tienes un feedback del stick del otro piloto. Los gases automáticos van muy bien aunque no se muevan las palancas.
Para largo radio, sin duda, Airbus. Ahi coincidimos, este piloto y muchisimos empresarios. El 777 es una maravilla, no hay duda y me encantaría volarlo. Pero en largo, la mesa del airbus es una bendición. No se como pueden pasar tanto tiempo los pilotos de Boeing sin un sitio donde apoyarse. El resto de mecanismos están a la altura de Boeing y el factor despegue-aterrizaje del corto-medio queda muy diluido en largo.
El momento algido del tema me parece que será con la próxima generación. A350 vs 787. Ambos son modelos de largo. En corto le auguro a Bombardier un gran futuro y el que más creo que venderá es Airbus. Si Airbus fuera un poco más con las opiniones de los pilotos, se agradecería mucho, pero parece que su tendencia sea a eliminar al piloto en lugar de ayudarle.
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  #13  
Old 18-02-2009, 13:19
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1600VTS 1600VTS is offline
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Gracias por tu opinión.

Si no entiendo mal, las críticas a la familia A320 no son extensibles a la A330/340, al menos en parte ¿NO?
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  #14  
Old 18-02-2009, 14:25
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^^^ Más o menos. Las críticas, si son aplicables desde el momento en el que comparten los mismos sistemas, con sus mismos inconvenientes. Lo que en mi opinión es muy distinto son, las ventajas o requisitos de unos sistemas en vuelos de largo y las de corto, por la diferencia entre el tiempo que duran las fases del vuelo, que son, despegue, subida, crucero, aproximación y aterrizaje. Por ejemplo, el automatismo de control de centro de gravedad que tiene el A340. Se trata de un depósito de combustible de 5000 kilos en el estabilizador trasero que el avión usa a partir de los 25000 pies de altitud, para mejorar el centro de gravedad de manera que reduce el consumo en un tanto por ciento maravilloso. Eso no reportaría ninguna ventaja a un 320, sino por el contrario, solo inconvenientes.
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  #15  
Old 19-02-2009, 11:12
Pepele Pepele is offline
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Predeterminado A380 en Getafe?

Ayer por la tarde, concretamente sobre las 18,30 h., volvía a Madrid por la R4, cuando, cerca de Getafe, ví despegar y girar hacia el oeste y después al sur, lo que podría ser un A380.

Iba conduciendo, pero a pesar de estar lejos, me pareció que podía ser la "ballena" de Airbús.

Por el tamaño y forma podría ser.

Desgraciadamente no pude parar y aunque llevaba una cámara en el coche, no pude tomar ninguna fotografía.

Alguien en el foro podría decirme algo al respecto.
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  #16  
Old 14-03-2009, 22:02
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Predeterminado Bombardier C-Series: Venta de hasta 60 aviones a Lufthansa (Swiss)

Cita:
Bombardier Aerospace announced today that Deutsche Lufthansa AG, the launch customer for the CSeries aircraft program, has signed a firm purchase agreement for 30 CSeries model CS100 (formerly C110) single-aisle aircraft. These aircraft will be operated by Lufthansa’s subsidiary Swiss International Air Lines Ltd. The agreement also includes options on an additional 30 CSeries aircraft.

Based on list price, the contract value for the 30 CS100 aircraft is approximately $1.53 billion US.

The Lufthansa Group became the launch customer for the CSeries aircraft family in July 2008 when it signed a Letter of Interest (LOI) for up to 60 aircraft, including 30 options.

“Our purchase agreement with Bombardier for CSeries aircraft is a renewal of Lufthansa’s commitment to commercial success balanced by environmental and business policies oriented toward sustainability and passenger comfort,” said Nico Buchholz, Senior Vice President, Corporate Fleet, Lufthansa. “We are proud to be the launch customer for the CSeries family of aircraft which meets our requirements for sustainable fleet development including significant reductions in fuel burn and noise, as well as offering flexibility for the future.”

“Having Lufthansa - known throughout the airline industry for its stringent engineering and technical standards - sign this purchase agreement for our CSeries aircraft, confirms their confidence in the airplane and the future of the program,” said Gary R. Scott, President, Bombardier Commercial Aircraft. “We, at Bombardier, are delighted to have Lufthansa working with us from the beginning as we develop a family of aircraft designed specifically to meet the needs of the 100- to 149-seat market segment.”

Bombardier Aerospace also today announced the launch of new model designations for its game-changing CSeries family of aircraft. The 110-seat configuration (previously known as the C110 aircraft) will be designated the CSeries model CS100 aircraft and the 130-seat configuration (formerly the C130 aircraft) will be designated the CSeries model CS300 aircraft.

The 110-seat and 130-seat CSeries family of aircraft brings unmatched passenger comfort, performance, and operating economics, benefiting from the latest technological advancements, including: fourth-generation aerodynamics; increased use of composites and advanced aluminium alloys in structures; the very latest in system technologies, such as fly-by-wire, electric brakes, and a next-generation engine – the Pratt & Whitney PurePowerTM PW1000G engine. PurePowerTM represents a significant breakthrough in turbofan technology, especially on the environmental front where it will set new benchmarks from dramatically reduced fuel burn, noise, and emissions.

At time of entry into service in 2013, the CSeries family of aircraft will be the greenest single-aisle aircraft in its class. These game-changing aircraft will emit 20* per cent less CO2 and 50* per cent less NOx, fly four* times quieter, and deliver dramatic energy savings – 20* per cent fuel burn advantage as well as 15* per cent improved cash operating costs versus current in-production aircraft of similar size. The CSeries aircraft will set a new benchmark in the industry, consuming as little as two litres of fuel per passenger per 100 kilometres in its more dense seating layouts*.

The CS100 and CS300 aircraft models will share a new common centerline engine and have the same crew type rating, operating and maintenance procedures. Each of the aircraft models will also have operational flexibility to permit utilization on both short-haul and transcontinental routes.

In addition to Bombardier’s fourth-generation transonic composite wing design, the company is also using its Reconfigurable Engineering Flight Simulator II (REFS II) to develop customized ‘fly-by-wire’ control laws specific to CSeries aircraft. This simulator is the first of many devices planned, as part of an extensive integrated test regime, to ensure the CSeries aircraft achieves consistently high levels of reliability when it enters service.
Fecha: 11 de marzo de 2009
Fuente: Bombardier.com [+]

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  #17  
Old 16-03-2009, 23:20
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GatoVolador GatoVolador is offline
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Predeterminado Hablando del C-Series

La prensa canadiense dice que Air Canadá sustituirá sus A319 y A320 más veteranos por C-Series.

Curioso.... Un A319, todavía. Pero... ¿Un A320?
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  #18  
Old 17-03-2009, 00:43
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1600VTS 1600VTS is offline
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Un par de renders más del CSeries.



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  #19  
Old 17-03-2009, 11:28
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Predeterminado Problemillas del A380 de Emirates

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  #20  
Old 30-03-2009, 15:07
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Thumbs up SAS también pone el ojo en el C-Series

Parece que al C-Series le salen nuevas Novias.

Cita:
SAS eyes CSeries potential as narrowbody successors slip

Bombardier's CSeries has emerged as a more serious fleet renewal candidate for Scandinavian Star Alliance member SAS, should Airbus and Boeing fail to deliver a fuel-efficient narrowbody successor by the middle of next decade.

Last year SAS launched an ambitious strategy, targeting a 20% reduction in its total carbon dioxide emissions by 2020. This goal assumes annual passenger growth of 4%, coupled with savings evenly split between technological developments - such as alternative fuels, next-generation aircraft and engines - and operational measures.

But now SAS, which styles itself as "the world's most environmentally conscious airline", says it may have to revise its climate-based fleet strategy since both Airbus and Boeing have pushed back their single aisle successor timelines. "We are disappointed regarding the delay. However our environmental goal to 2020 still remains," says SAS.

A few years ago, successors to the Airbus A320 and Boeing 737 were expected by the second half of the next decade. Now senior executives at the two big airframers say they do not expect their new narrowbodies to become available before 2020.



SAS environment director Niels Eirik Nertun says: "We are delayed because Airbus and Boeing have been delayed. It means that we have to reconsider our previous [fleet] plans."

The backbone of SAS' fleet consists of older Boeing MD-80s and 737s, which have been earmarked for replacement between 2014 and 2020 with aircraft that are far more fuel efficient than current models.

SAS fleet strategy chief Niklas Hardange says that if a next generation single aisle is delayed until 2020, the company will consider the Bombardier model which is due to enter service in 2013.

In its annual report, SAS says it will be operating only 40% of its original MD-80 fleet by the end of 2009. It adds that the MD-80s and 737 Classics will need to be replaced from 2014, but SAS also notes: "The replacement of older aircraft will depend on the emergence of new technology."

Lufthansa earlier this month became a launch customer for the Pratt & Whitney GTF-powered CSeries, firming a letter of interest covering 30 CS100s for its Swiss subsidiary.
Cita:
Lessor LCI orders 20 CSeries including first CS300s

Operating lessor Lease Corporation International has emerged as the second firm customer for the Bombardier CSeries twin-jet, with a firm purchase agreement for 20 of the type.

LCI's deal including three CS100s and 17 CS300s, making it the first customer for the larger 149-seat version.

The deal also includes options on an additional 20 CSeries aircraft.

Bombardier's CS100 - launched by Lufthansa's order for 30 earlier this month - carries a $42.7 million list price while the CS300's is $49.9 million.

Irish-based LCI will take delivery of all three CS100 aircraft in the second quarter of 2014. The CS300 will be first handed over in the first quarter of 2015.

The CS300 delivery schedule will be quite aggressive as the operating lessor will take all 17 aircraft in 2015 and 2016.

"We feel there is a window of opportunity in this market as other manufacturers are not rushing with alternatives to their current products," LCI chief investment officer Tasos Michael tells ATI sister publication Commercial Aviation Online.

"We feel the transaction made a lot of sense in terms of timing, technology and opportunity in the cycle."

Lufthansa's commitment to the aircraft type has "greatly enhanced" the lessor's confidence in the product, he adds.

Commercial Aviation Online originally revealed in January that the lessor was preparing to sign for the CSeries.

LCI says the transaction has been complex, because the CSeries is a new aircraft family involving a new technology engine - the Pratt & Whitney PW1000G - and promising improved economics over currently-available products.

Bombardier claims the aircraft will be quieter, emit 20% less carbon dioxide and 50% less nitrogen oxides, and deliver dramatic energy savings - a 20% fuel-burn advantage as well as 15% improved cash operating costs, versus current in-production aircraft of similar size.

"It is a step forward in technology," says Michael. "We are confident about the testing of this programme and that it will be delivered in a timely manner."
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