astoronny
Probatorem orbis terrarum
Зачем их звать?
Дизайн узкофюзеляжных самолетов
101
Местный
На F-35 уже заходили осмотреться.
G8000
Старожил
Ролик про UpNext на LinkedIn. Не многим будет доступно, к сожалению
www.linkedin.com
#cessnacitation #flighttest #innovation #decarbonisation #futureofflight #sustainability | Airbus Aircraft | 26 comments
We are thrilled to share a major leap forward for the Airbus UpNext eXtra Performance Wing demonstrator! âï¸ A pair of extra-special wings â with folding wingtips â have been fitted to our #CessnaCitation VII test aircraft in Cazaux, France. The aircraft is now transformed, sporting a...
www.linkedin.com
G8000
Старожил
задняя кромка, спойлеры
G8000
Старожил
складная секция, шарнир и элерон
G8000
Старожил
G8000
Старожил
G8000
Старожил
G8000
Старожил
исследование защиты от удара молнии
G8000
Старожил
типы соединения гидро-газовых магистралей
G8000
Старожил
Статья Dragon Aviation Capital (Singapore)
The Embraer E195-E2 is carving out a niche that Boeing cannot ignore. With recent upgrades reducing fuel burn by another 2.5%, the aircraft is now more than 12% more efficient than rivals like the Boeing 737 MAX 8. Its smaller frame avoids excess capacity on thin routes, while a new cabin layout adds four extra seats without compromising comfort. These improvements translate into over $5 million in added revenue potential per aircraft, making the E2 an appealing choice for airlines targeting medium-haul, lower-demand routes where the 737 may be too heavy and costly.Beyond fuel savings, the E195-E2 is built for flexibility. Its short-field performance allows operations from constrained airports like London City, while a 3,000-nautical-mile range opens up new point-to-point markets. Airlines also benefit from lower maintenance costs, upgraded avionics, and reduced engine degradation, which together add up to millions in life cycle value. With carriers like Azul, Porter, KLM Cityhopper, and Binter Canarias already investing, the E2 is proving it can reshape regional and transcontinental networks. Boeing’s delays and limited offerings in this segment only strengthen Embraer’s position.
На рынке узкофюзеляжных самолетов Боинг не может конкурировать с Е195-Е2 и А220. Б737 продается в нише 200-230 пассажиров, при том что МАХ10 пока нет. Следующим по продажам идет 787-9. "Средние" и "Большие" широкофюзеляжные это территория Боинг. Авиакомпании сейчас зажаты между очередью в ожидании поставки новых и нелетающими по техническим или иным причинам самолетами
The Embraer E195-E2 is carving out a niche that Boeing cannot ignore. With recent upgrades reducing fuel burn by another 2.5%, the aircraft is now more than 12% more efficient than rivals like the Boeing 737 MAX 8. Its smaller frame avoids excess capacity on thin routes, while a new cabin layout adds four extra seats without compromising comfort. These improvements translate into over $5 million in added revenue potential per aircraft, making the E2 an appealing choice for airlines targeting medium-haul, lower-demand routes where the 737 may be too heavy and costly.Beyond fuel savings, the E195-E2 is built for flexibility. Its short-field performance allows operations from constrained airports like London City, while a 3,000-nautical-mile range opens up new point-to-point markets. Airlines also benefit from lower maintenance costs, upgraded avionics, and reduced engine degradation, which together add up to millions in life cycle value. With carriers like Azul, Porter, KLM Cityhopper, and Binter Canarias already investing, the E2 is proving it can reshape regional and transcontinental networks. Boeing’s delays and limited offerings in this segment only strengthen Embraer’s position.
На рынке узкофюзеляжных самолетов Боинг не может конкурировать с Е195-Е2 и А220. Б737 продается в нише 200-230 пассажиров, при том что МАХ10 пока нет. Следующим по продажам идет 787-9. "Средние" и "Большие" широкофюзеляжные это территория Боинг. Авиакомпании сейчас зажаты между очередью в ожидании поставки новых и нелетающими по техническим или иным причинам самолетами
Fed14400
Местный
если честно, то создается впечатление, что сингапур пытается выбить скидочку у боинга ... перед заключением очередной сделки ... такие у них уже есть, а эмбрееров у них нет ... и зоопарк никто плодить скорее всего не будет ...
у них во флоте примерно пополам арбузов и бобиков ... и еще заказано 50+ бобиков ...
Последнее редактирование:
G8000
Старожил
Свежий ролик от MENTOUR
Я смог найти статьи которые проскаивали на экране
Oleg EvdokimovOleg Evdokimov Rethink the A220 — Not the A319neo
www.linkedin.com
www.flightglobal.com
Я думаю лучшая аналитка у них от Leeham News & Analysis которая за paywall
Я смог найти статьи которые проскаивали на экране
Oleg EvdokimovOleg Evdokimov Rethink the A220 — Not the A319neo
Rethink the A220 â Not the A319neo The aviation industry celebrates innovation, yet often overlooks reliability. The Airbus A220 arrived with bold promises â fuel efficiency, cabin comfort, and a⦠| Oleg Evdokimov | 12 comments
Rethink the A220 â Not the A319neo The aviation industry celebrates innovation, yet often overlooks reliability. The Airbus A220 arrived with bold promises â fuel efficiency, cabin comfort, and a future-ready footprint. But for many operators, especially outside North America, it delivered...
www.linkedin.com
The aviation industry celebrates innovation, yet often overlooks reliability. The Airbus A220 arrived with bold promises — fuel efficiency, cabin comfort, and a future-ready footprint. But for many operators, especially outside North America, it delivered something else entirely:
Technical breakdowns. Grounded fleets. Mounting losses.
Let’s look at reality.
Engine woes: The Pratt & Whitney PW1500G became the Achilles heel. Airlines report removals after as few as 800 cycles — not the advertised 5,000+. Spare parts delays of 6+ months left dozens of A220s parked indefinitely.
Climate sensitivity: In Africa, South Asia, and the Middle East, harsh operating environments exposed vulnerabilities. EgyptAir, Air Tanzania, and Iraqi Airways either abandoned the A220 or refused future deliveries.
Fleet retreat:
EgyptAir fully exited its A220 program — selling all 12 aircraft, many for teardown.
AirBaltic, operating a pure A220 fleet, canceled over 4,500 flights in 2025 due to engine shortages.
Korean Air parked 40% of its A220s despite growth projections.
Meanwhile…
The A319neo, which Airbus quietly shelved, remains unmatched in specific missions:
Can operate from 1700–1800 meter runways where A220 or A320 can’t. 
Performs reliably in high-altitude and high-temperature conditions. 
Offers higher payload flexibility and range for remote or premium routes.
Airports like Florence, Gibraltar, Jersey, Vagar, Bern — they depend on aircraft like the A319neo. Not because of nostalgia, but because of physics.
So why decommission a proven product while investing in a platform that repeatedly fails its global users?
Aviation isn’t just about new materials and pretty cabins. It’s about delivering value across diverse geographies, climates, and markets. The A319neo still does that.
Airbus needs boldness — not in hype, but in humility. Revisit the A319neo. Rethink the A220.
Technical breakdowns. Grounded fleets. Mounting losses.Let’s look at reality.
Engine woes: The Pratt & Whitney PW1500G became the Achilles heel. Airlines report removals after as few as 800 cycles — not the advertised 5,000+. Spare parts delays of 6+ months left dozens of A220s parked indefinitely. Climate sensitivity: In Africa, South Asia, and the Middle East, harsh operating environments exposed vulnerabilities. EgyptAir, Air Tanzania, and Iraqi Airways either abandoned the A220 or refused future deliveries. Fleet retreat:EgyptAir fully exited its A220 program — selling all 12 aircraft, many for teardown.
AirBaltic, operating a pure A220 fleet, canceled over 4,500 flights in 2025 due to engine shortages.
Korean Air parked 40% of its A220s despite growth projections.
Meanwhile…
The A319neo, which Airbus quietly shelved, remains unmatched in specific missions:
Can operate from 1700–1800 meter runways where A220 or A320 can’t. Performs reliably in high-altitude and high-temperature conditions. Offers higher payload flexibility and range for remote or premium routes.Airports like Florence, Gibraltar, Jersey, Vagar, Bern — they depend on aircraft like the A319neo. Not because of nostalgia, but because of physics.
So why decommission a proven product while investing in a platform that repeatedly fails its global users?
Aviation isn’t just about new materials and pretty cabins. It’s about delivering value across diverse geographies, climates, and markets. The A319neo still does that.
Airbus needs boldness — not in hype, but in humility. Revisit the A319neo. Rethink the A220.
A220-500 could spur Airbus to seek second engine option
Airbus chief executive Guillaume Faury has signalled that the airframer will consider offering a second powerplant option for the A220 once it embarks on developing a larger variant of the twinjet. The A220 currently has two models - the -100 and -300 - which are exclusively powered by Pratt & ...
www.flightglobal.com
Airbus chief executive Guillaume Faury has signalled that the airframer will consider offering a second powerplant option for the A220 once it embarks on developing a larger variant of the twinjet.
The A220 currently has two models – the -100 and -300 – which are exclusively powered by Pratt & Whitney PW1500G engines.
But Faury indicates that a larger third variant, tentatively called the A220-500, is a programme likely to emerge in the future because it would offer a “complete family” at the lower end of Airbus’s product range.
“In that sense we think it could call for dual-sourcing of engines at the right point in time, if engine manufacturers are ready to go there,” he tells FlightGlobal.
Faury has not identified a potential second powerplant supplier, but the A320neo family is offered with Pratt & Whitney and CFM International engines.
While operational issues have been affecting in-service A220s – and their resolution hampered by supply-chain problems – Faury says this situation is not the primary driver for a second engine option.
“The reason we go single- or double-source on engines is less due to risk and supply and more for strategic and contractual reasons,” he says.
“It’s more difficult to be double-sourced on widebodies because the volumes are smaller and investments bigger than on single-aisle. We’re very happy to have double-source on single-aisle, that works very well.”
Faury has previously referred to the A220-500 as a “when, not if” project, but stresses that it remains a low priority given the focus on ramping-up output – as well as cutting the production cost – of the current A220 models. Airbus has 520 A220s in its backlog, of which 483 are the larger -300 variant.
The A220 currently has two models – the -100 and -300 – which are exclusively powered by Pratt & Whitney PW1500G engines.
But Faury indicates that a larger third variant, tentatively called the A220-500, is a programme likely to emerge in the future because it would offer a “complete family” at the lower end of Airbus’s product range.
“In that sense we think it could call for dual-sourcing of engines at the right point in time, if engine manufacturers are ready to go there,” he tells FlightGlobal.
Faury has not identified a potential second powerplant supplier, but the A320neo family is offered with Pratt & Whitney and CFM International engines.
While operational issues have been affecting in-service A220s – and their resolution hampered by supply-chain problems – Faury says this situation is not the primary driver for a second engine option.
“The reason we go single- or double-source on engines is less due to risk and supply and more for strategic and contractual reasons,” he says.
“It’s more difficult to be double-sourced on widebodies because the volumes are smaller and investments bigger than on single-aisle. We’re very happy to have double-source on single-aisle, that works very well.”
Faury has previously referred to the A220-500 as a “when, not if” project, but stresses that it remains a low priority given the focus on ramping-up output – as well as cutting the production cost – of the current A220 models. Airbus has 520 A220s in its backlog, of which 483 are the larger -300 variant.
Я думаю лучшая аналитка у них от Leeham News & Analysis которая за paywall
Инженер-109
фельдмаршал
Людей на планете все больше, автоматические поезда - уже, грузовики - даже на М11 поехали, пилотов - вон из кокпита, комбайны - могут убирать поле "сами" и т.д. и т.п. Этак мы коммунизм случайно не построим - "каждому по потребностям, от каждого по способностям"? Прям конкретно "призрак" просматривается 
G8000
Старожил
и что это значит в вашем представлении?
propoysk
Местный
Что в целом у E-2 с продажами как-то не очень в сравнении с первым поколением.
G8000
Старожил
По гуглу я понял что они продают около 50+ Е2 в год.У них заказов на 3+ лет в вперед судя по вашим цифрам. это хороший показатель для программы. Рынок на 100-130 пассажиров не такой большой как для 200 пассажиров, на порядок. В будущем рынок Е195 это все старые региональные джеты на 100+ пассажиров.
Основная проблема таких небольших производителей при разработке это досуп к поставщикам и способность навязать поставщикам низкую закупочную стоимость комплектующих. Это можно бы было обсудить в ветке про оутсорсинг и внутренне производство но там сейчас в обсуждении идет массированный ракетный обстрел,так что им не до этого.
Основной заказчик МАХ7 это SOUTHWEST, а они берут этот самолет по минимально возможной низкой цене. Так что собирая каждый МАХ7 Боинг не зарабатывает на каждом сборочном слоте как если бы вместо этого на этом же месте он собирал МАХ8 или МАХ9 для другого заказчика. Так что производство МАХ7 это скорее потерянная прибыль. Аналогичная ситуация с А319.
Так что все нормально у Е195.
propoysk
Местный
Зато на E175-E2 ни одного заказа. При тысяче на E-175.
G8000
Старожил
аналогичная ситуация с А220-100. Эту модификацию тоже никто не заказывает. Но это не делает программу А220 слабой или невыгодной. Нужно правильно определять потребности рынка. CS100 вообще не надо было делать, а сразу делать CS300 и CS500. Бомбардье боялись жесткого ответа от А и Б потому и думали что если сделают маленький вариант то будут "ниже радаров" конкурентов. Так себе мотивация выходить на рынок с лучшим продуктом чем у конкурентов.
175Е2 тоже не то что надо рынку, зато 195Е2 получился.