Via Cranky Flyer, blogger Jon Ostrower has a look at early drawings of Boeing's next transport airplane, which could fly as early as 2025:
The yet-to-be-launched NMA is slated to arrive in 2025. First with the base model, the NMA-6X (225 passengers at 5,000nm) and the NMA-7X (265 passengers at 4,500nm) two years later, according to two people familiar with Boeing’s planning today.
Elements adapted from existing aircraft are apparent across this early iteration of the NMA design: A 737 Max-style tail cone, larger 787/777X-sized cabin windows, and a 757/767/777-style wind screen. The door arrangement matches that of Boeing’s last “small twin,” the 767-200, very strongly suggesting a twin-aisle design.
Equally important is what’s not visible. The angle doesn’t show the most distinctive – and potentially technically challenging – aspect of the design. The ovoid shape of the fuselage isn’t readily apparent, but the curve in the future nose hints at the ‘hybrid design.”
The aim of such a design is to maximize the passenger space in the cabin; notionally a seven-abreast 2-3-2 twin-aisle economy arrangement above the floor with room for a single-aisle-sized cargo hold below, according to those familiar with the design. The debate between North American and Asian airlines over the shape and capacity of the belly (and ensuing wing-sizing and engine thrust capabilities) was detailed last week by Bloomberg News’ Julie Johnsson.
These early images only hint at Boeing's direction. The final airplane design will look much different. But Boeing's strategy is interesting, and probably the right one: build a fuel-efficient mid-size airplane for trans-Atlantic flights to add a host of new city pairs to the mix. Just as one example, American has sometimes flown a 767 from Raleigh, N.C., to London; I've been on the flight a few times. It's always half-empty. That's a perfect route for a 737-size airplane that has the range of a 787.
Of course, I live in Chicago, which still has the second-busiest airport in the world, and from where one can get a nonstop flight to almost as many countries as from Heathrow. But having more city pairs could reduce the pressure on cities like Chicago, Miami, and Los Angeles, and make flying overseas more convenient for everyone.
I'm looking forward to riding on the 797 in a few years. We'll see what it looks like, and how scared Airbus is, well before then.
I'm writing a response to an RFP today, so I'll have to read these when I get a chance:
There were two more stories in my inbox this morning, but they deserve their own post after lunch.
In the last seven days, these things have happened:
Can't wait to see what the next week will bring...
Saturday and Sunday, the Apollo Chorus sang Verdi's "Requiem" three times in its entirety (one dress rehearsal, two performances), not including going back over specific passages before Sunday's performance to clean up some bits. So I'm a little tired.
Here are some of the things I haven't had time to read yet:
Other stuff is going on, which I'll report when I have confirmation.
Pilot Patrick Smith takes airlines to task for scheduling lots of little planes instead of fewer, larger planes as they did in the past:
What’s happened is three things. First, aircraft and engine technology has advanced to the point where smaller jets with limited capacity can be profitable even on long segments. And many of these planes are operated by low-paying regional carriers, two whom the airlines have outsourced much of their domestic flying. Second, the U.S. airline industry has fragmented. There are more airlines flying between more cities. Probably the biggest factor, though, is the way airlines have come to use frequency as a selling point. In a lot of ways, frequency of flights has become the holy grail of airline marketing. Why offer three daily nonstops to LAX using 300-seat planes, when you can offer six flights using 150-seat planes? And so here we are: there are city-pairs all across America connected by a dozen, fifteen, or even twenty flights a day — all in narrow-body jets carrying fewer than 200 people.
Airlines don’t sell frequency so much as they sell the promise, or the illusion of it. Under optimum circumstances, it works for both the industry and its customers. But when the weather doesn’t cooperate, it can be a disaster. The question for the consumer is this: would you prefer ten flights a day that might arrive on time, or five flights a day that will arrive on time?
He included in his post photos of American DC-10s at LaGuardia in the 1980s, which I can scarcely remember. But I do remember that the Boeing 757 was designed to get 250 passengers to that specific airport, with its relatively short runways that end in Flushing Bay.
Eurostar will launch London-to-Amsterdam service on April 4th. Airlines are worried:
Currently, a Londoner bound for Amsterdam by train can expect the journey to take a little under five hours, with a change of trains in Brussels. The new service will reach speeds of up to 186 miles per hour and cancel the need to change in Brussels, shaving off over an hour.
The prospect has already generated a palpable buzz, and the 900 tickets offered a day (starting at a reasonable $47 one way) are likely to sell out fast. But it’s not clear how the service will fare if it extends beyond two trains a day (as it likely will) on a route where price competition with airlines is already fierce. ... Can a train trip that takes more than than three-and-a-half hours succeed in competing with a flight time of scarcely an hour?
The tentative answer provides an interesting snapshot of just how much European travel has changed: 20 years ago, a train taking more than three hours would struggle to compete with an hour-long flight. Today, however, such as service is at a distinct advantage. It’s not necessarily the case that speed and comfort have necessarily skyrocketed for train travel (though there are indeed more fast routes now on offer). It’s because—especially for shorter distances—flying has become increasingly hellish and time-consuming.
Yep. And seriously, €50 return fares to Amsterdam sound really enticing. Hell, at €100, it's still cheaper than flying and takes less time. St. Pancras is in the center of London; Amsterdam's Centraal station is (you will be surprised to learn) also central. Next time I'm in the UK, I will seriously consider taking a day-trip to the Netherlands.
Over the weekend I made a couple of minor updates to Weather Now, and today I'm going to spend some time taking it off its Azure Web Role and moving it to an Azure Website. That will (a) save me money and (b) make deployments a lot easier.
Meanwhile, a number of articles bubbled up overnight that I'll try to read at lunchtime:
Back to Azure deployment strategies.
What a day. I thought I'd have more time to catch up on reading up to this point, but life intervened. So an hour from now, when I'm cut off from all telecommunications for 9 hours, I plan to sleep. And if I wake, I'll read these articles that I'm leaving open in Chrome:
And now, I head to my airplane.
I drove up to Milwaukee and back today for work, so not a lot of time to write today. I will only point to pilot Patrick Smith's observation that 2017 was the safest year ever for commercial aviation—and this had nothing to do with the president:
One. Of the more than two billion people who flew commercially last year worldwide, that’s the number who were killed in airline accidents. One person. That unfortunate soul was a passenger on board an ATR turboprop that crashed after takeoff in Canada in December. Twenty-four others on the plane survived.
Thus 2017 becomes the safest year in the history of civil aviation.
It was 2013 that held that honor previously, but the fact is that flying has become so safe that year-over-year comparisons are increasingly academic. Instead of playing the same game every January, it’s better to look from a wider, more macro perspective. What we see is a trend that began about thirty years ago, and has since reached the point where air safety, as we know it, and what we now expect of it, has been radically transformed.
The big question is, how did we get here?
No, it has nothing to do with Donald Trump, who this week shocked absolutely nobody by taking credit for the good news in a typically preposterous Twitter message. “Since taking office I have been very strict on commercial aviation,” Trump tweeted. Whatever policies or measures he’s referring to, they exist only in his imagination and are better left unexplored. In typical fashion, instead of congratulating the thousands of professionals who helped make this happen, he congratulated himself, having done virtually nothing.
There are three very real things, on the other hand, we can thank, all of which precede Trump’s presidency....
It's kind of amazing, when you think about it. The last time the U.S. experienced a major air disaster was 16 years ago, when American 587 crashed in Queens.
Photographer Mark Holtzman flew a Cessna 206 over the Rose Bowl on Monday—and captured one of the coolest aerial photos I've ever seen. He explains the shot in The Atlantic:
I’m always talking with them. It’s run under the Pasadena Police, so I get a clearance. They don’t want anybody just flying around during a big event like that, even though you theoretically can. So I was on a discreet frequency, the same frequency as the B-2, talking to them. They know me now.
Unlike film, the way you shoot digital is you shoot wider and crop it in. It’s hard. Things are happening really quick. It’s very fluid. I’m flying at 100 miles per hour. They are flying 200 miles an hour in the other [direction]. So, that’s 300 miles per hour. Things happen really quickly.
For me, my goal was to put the B-2 inside the stadium, preferably in the grass. And I don’t want to block any of the names or other stuff. For this picture, if you block the flag, it takes away from it.
So, first you’re trying to find the B-2 as it is flying toward you. Everything is fluid. I am moving around. They have to be on their target and you have to be on yours. There are no shortcuts. Sometimes it works and sometimes it doesn’t.
You have to see this photo.