Nice to know USA can still do something very well. I mean, just take a look at this. Considering the 747 first flew in 1969, this might be called just another evolutionary step. Yeah, and my Lexus is just like a model T.
I mean--just look at those wings. I wonder how many hours in the wind-tunnel were spent on those winglets, or pylons, or the nacelles. This should just blow away the Airbus A380 which is stupid and UGLY by comparison. (or not) I mention UGLY because aerodynamics is one of those places where aesthetics are a reliable indicator of performance. And just remember, Boeing is one of those places that underwent a concerted Predator assault following the SPEEA strike in 2000. And they still did THIS!
and the A380
Boeing's 747-8 vs A380: A titanic tussle
What is the better option – the Airbus A380 or the Boeing 747-8? We consider the two giants’ pros and cons as the airframers square up at Asian Aerospace
© Flight International
With Asia set to be a key driver of ultra-large-aircraft demand, Airbus and Boeing will be using Asian Aerospace as the ideal showcase for their offerings. Until the emergence ofBoeing’s 747-8 as a firm programme last year, Airbus had the 400-plus-seat market all to itself with its 550-seat A380, but now faces a serious challenge in both the passenger and freighter sectors from the 450-seat 747-8, so expect the two sides to exchange blows as they explain why their offering is the right solution for the world’s congested passenger and freight routes.
The 747-8 family was launched in November as a major derivative of the 747-400, on the back of 34 orders from cargo carriers Cargolux and Nippon Cargo Airlines. Powered by a bleed-enabled version of the 787’s General Electric GEnx, the new family incorporates a slight stretch, increased weights, revised wing with raked wingtips and upgrades to the cabin and flightdeck. Compared with the 747-400, the changes provide the 747-8 Intercontinental passenger model with 34 more seats in a three-class layout (to 450 seats), increased range – to 14,800km (8,000nm) – and improved efficiency, with a 16% lower fuel burn per seat and 8% lower operating cost per seat. The -8 Freighter provides 16% more revenue volume than the 747-400ERF, while revenue payload increases by almost 20% to 133.9t (294,900lb). more
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