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#21
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"Denyav" wrote in message
... You mean foreign nationals, or Americans born in other countries By definition foreign nationals who came here on dual intent temporary visas. Then are you saying that 38% of doctors in the US are not citizens? My family like most here were immigrants. Are you a rascist? No,thats only a snapshot of current job market here. I fail to see the significance of your statistics on foreign born employees. The US has always been a nation of immigrants. BTW do you know what happens if you significantly exceed MTOW of any plane? Yes Jarg |
#22
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Then are you saying that 38% of doctors in the US are not citizens?
When they came here they were not citizens or immigrants (permanent residents),they were like all other foreign professionals, on temporary visas. After 1965 the numbers of US Immigration Lawyers skyrocketed,for a reason I guess.I fail to see the significance of your statistics on foreign born employees. The US has always been a nation of immigrants. I fail to see the significance of your statistics on foreign born employees. The US has always been a nation of immigrants. US immigration policies are not very consistent and vey much depend on what our ruling elite has in mind. For example US immigration policies before 1920s were relaxed,followed by very restrictive policies between 1920s and 1965. Current US immigration policy that had been jump started by the most junior Kennedy in 1964 is again a very relaxed policy. BTW do you know what happens if you significantly exceed MTOW of any plane? Yes Thats good. |
#23
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"Pooh Bear" wrote in message ... Jarg wrote: "Pooh Bear" wrote in message ... Jarg wrote: "G Farris" wrote in message ... In article EdD2d.65358$D%.13394@attbi_s51, says... Now, Airbus is comming out with the 380, a full length double decker. Boeing decided not to extend its 747 top the full length. Let's hope that Boeing made the right decision. Why should we hope that?? Because we like American companies to be successful as it translates into more jobs and more money for Americans! *We* like European companies to be succesful for much the same reason. Graham Really? So Airbus' success is a good thing for the Irish? Not sure if Shorts ( Belfast ) get a look in on Airbus contracts. I know of no Aerospace manufacturing in the Republic. Am pretty sure that Shorts don't have any Airbus contracts - think they worked pretty much exclusively on Bombardier and Boeing. Besides, Shorts (Belfast) is in Northern Ireland so British.....(running to avoid the obvious politcal bomb here) |
#24
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"Pooh Bear" wrote in message
... Peter Stickney wrote: In article , Pooh Bear writes: wrote: One wonders if the Concorde would have been such an economic loser if they had focused more on the long haul Pacific routes and less on the Atlantic though national pride and regs probably wouldn't allow the hubs to be SF and LA instead of London and Paris. BA actually made good money on Concorde for a significant number of years - hence why they were keen to get it fixed and re-introduced after the Paris crash. They had the interiors refitted too.Of course 9/11 had reduced passenger numbers by the time it was back in service. The made money on it - only after the R&D and production funds were written off by the Government, and British Airways was basically made a gisft of them. They made enough out of them to pay the operating costs, but nowhere near enough to cover development and construction. Agreed, but that wasn't their problem. It was a political decision by the British and French governments to design and build the plane. Concordes were 'forced' on their national airlines when no-one else would buy them after the oil price hikes of the 70s - never mind environmental 'issues'. As for the Pacific routes - no way. Not with a Concorde sized and performance airframe. Pax capacity was never going to be realistic for more general use. The Pacific stage lengths are much too long. Uhuh. Concorde's range was marginal for the North Atlantic run, especially if you consider an emergency that requires deceleration to subsonic speed. (A Concorde's subsonic ceiling is below 30,000'. Fuel economy at those heights, for that airplane, stink on ice. The only way it was allowed for the Atlantic run with that limitation was becasue on the Great Circle route from England or France (Yes, England, Scotland's a bit closer) you're never more than about 800 miles from a divert airfield. It worked ! To make the Pacific run, you've got to be able to divert (worst case) ha;fway between San Francisco and Hawaii - that's on the order of 1300 miles. (IIRC, the California-Honolulu leg is the longest single stage on the planet.) That would have required something like the Boeing 2707, or its Lockheed competitor (L-1000?) Those were much bigger than Concorde - about 4 times the size, and 3 times th epassenger capacity. And, it should be pointed out, also a far more expensive proposition. And, it should also be pointed out, never flew. John |
#25
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"Pooh Bear" wrote in message ... Kevin Brooks wrote: "R. David Steele" /OMEGA wrote in message ... What is the advantage that the 7E7 or the Dreamliner have over the rest of the line? I assume that the market niche for the 757 and 767 is still there. It is just that they are not large enough to support the lines or just use other aircraft to cover that niche. 7E7 will offer airlines a new airframe (they can't fly the same old ones forever) No ? No. Aircraft have definite service lives. Surprised you did not know that. My fave large a/c is still the 747 ( not keen on 777 - feels cramped to me - and I'm sure that factor will be a great seller for A380 ) . 747's been around a while hasn't it ! ;-) Uhmmm...they still build them, that is correct. A lot of the older, higher hour airframes were either converted to cargo use, put out to pasture, or both. Modern version of 737s still sell well and how old is that design originally ? Yep, they still build them. Again, the original versions have gotten kind of long in the totth, and retirements have already begun. Even some ancient 727s were only recently pensioned off in the US. Exactly--they don't last forever, do they? with what is promised to be unparalleled efficiency. Airlines have to maximize efficiency in order to remain profitable. Note I got my replaced-airframe list off-kilter (see other message in this thread). Fuel efficiency ( cost per seat-mile ) is what it's about. This factor is skewed by amortised cost of old but serviceable a/c - like the 727s I just mentioend. Not efficient - but the lease purchase was paid off decades back. I tell you what--you want to start up a new low-cost airline here in the states with 727's, be my guest---but don't be planning on getting many financial backers. What was your point to all of this? According to an article in the August 04 Air International, Boeing sees a potnetially lucrative market for the 7E7 as a replacement for older airframes nearing or exceeding their 20th anniversary in the next few years (according to the article, some 1500 aircraft total meet that description in the niches the 7E7 would fill). You apparently think otherwise--fine. I am willing to go out on a limb here (not really) and state that Boeing knows more about it than you do. Brooks Graham |
#26
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"Pooh Bear" wrote in message ... Kevin Brooks wrote: "Pooh Bear" wrote in message ... Jarg wrote: Because we like American companies to be successful as it translates into more jobs and more money for Americans! *We* like European companies to be succesful for much the same reason. Trouble seeing past your nose, eh? Forest getting in the way of the trees? Nope. The folks at Smith's Aerospace (which last I heard was still a European based firm) might like to see the 7E7 succeed, as they are providing a couple of major systems for it. If it doesn't succeed I'm sure they'll pick up business elsewhere. They're an avionics supplier, their product isn't tied to a single airframe. Pretty poor business view, IMO. "Ahhh, forget about bothering over those sales--surely we can sell it elsewhere"? Likewise Rolls Royce would not mind continuing to sell engines for it. Rolls Royce are probably rather more interested in the Trent 900 sales that'll come from the A380 ( 4 per a/c too ! ) right now - and they're firm orders ! 7E7 has firm orders too--you keep forgetting that, don't you? Or do you just have a serious reading comprehension problem? They are the launch engine provider after all. Some ten nations have companies contributing to the 7E7 work right now. But not making. Ahhh! So companies should consider future business as irrelevant, eh? Maiden flight is scheduled for 2007--not that far off, now is it? One can only assume with the business sense you have demonstrated thus far, that you are not employed in any kind of key business decisionmaking role. Brooks Graham |
#27
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"Kevin Brooks" wrote in message ... 7E7 will offer airlines a new airframe (they can't fly the same old ones forever) No ? No. Aircraft have definite service lives. Surprised you did not know that. What's the service life of a DC-3? |
#28
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In article ,
I tell you what--you want to start up a new low-cost airline here in the states with 727's, be my guest---but don't be planning on getting many financial backers. I read somewhere (I vaguely recollect the NY Times Magazine, but could be wrong on that) some time ago that 727's were favored by drug runners. Huge cargo capacity, able to land and take off from dirt fields, and cheap enough that if they need to abandon it someplace, it's no great loss. |
#29
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In article ,
Pooh Bear writes: Peter Stickney wrote: In article , Pooh Bear writes: wrote: One wonders if the Concorde would have been such an economic loser if they had focused more on the long haul Pacific routes and less on the Atlantic though national pride and regs probably wouldn't allow the hubs to be SF and LA instead of London and Paris. BA actually made good money on Concorde for a significant number of years - hence why they were keen to get it fixed and re-introduced after the Paris crash. They had the interiors refitted too.Of course 9/11 had reduced passenger numbers by the time it was back in service. The made money on it - only after the R&D and production funds were written off by the Government, and British Airways was basically made a gisft of them. They made enough out of them to pay the operating costs, but nowhere near enough to cover development and construction. Agreed, but that wasn't their problem. Actually, I'd say that it is. In the Real World, it still costs money to develop and produce something. That money gets paid out no matter what. If you can't make it back, its a net loss of resources. Now, I suppose that you could subscribe to the delusion that Government Money isn't really money, and so doesn't matter, but even the most Ardent Socialist would agree that it is a marker for resources spent that could have been spent otherwise. How many Dog Shelters in Battersea, or Labour Exchanges in East Acton could have been supported with the dosh that was dumped into Concorde? It was a political decision by the British and French governments to design and build the plane. Concordes were 'forced' on their national airlines when no-one else would buy them after the oil price hikes of the 70s - never mind environmental 'issues'. Actually, the bottom fell out of Concorde orders in the late '60s, before the oil proce hikes. Concorde was too limited. There was no growth in the airframe, and its operating economics were miserable by even 1960s standards, let alone amortizing R&D. But then again, it had been so long since the British Aviation Industry as a whole had actually sold enough airliners to amortize R&D that I wonder if they realized that they could. (The only airliners to make money for theri manufacturers were the Viscount and the BAC 1-11. (Well, the COmet IV may have, as well) Everythig else - Vikings, Ambassadors, Heralds, Britannias, Vanguards, VC.10s - (And those are only ht eones that made it into production) all ended up as losers, economically. As for the Pacific routes - no way. Not with a Concorde sized and performance airframe. Pax capacity was never going to be realistic for more general use. Passenger capacity has nothing to do with it, other than being the airplane's reason for existing. The real problems are fuel capacity and performance. Concorde didn't have any reserves available that could be diverted to either. Over the COncorde's career, there were enough such emergencies that there would have been at least 5 or 6 losses, in this context. The Pacific stage lengths are much too long. Uhuh. Without a doubt, for revenue service. An inflight emergency on the San Fran-Hawaii leg would have meant a lost airplane due to fuel exhaustion, in most cases. Plus, even the shorter legs are still damned long - Even if you duplicated the route of the Pan Am flying boats - San Francisco-Honolulu-Midway-Wake-Manila-Hong Kong - it's still unworkable wrt safety, and the stops would have added tremendously to the travel time, annoyed the passengers, and shortened the life of the airframes. Concorde's range was marginal for the North Atlantic run, especially if you consider an emergency that requires deceleration to subsonic speed. (A Concorde's subsonic ceiling is below 30,000'. Fuel economy at those heights, for that airplane, stink on ice. The only way it was allowed for the Atlantic run with that limitation was becasue on the Great Circle route from England or France (Yes, England, Scotland's a bit closer) you're never more than about 800 miles from a divert airfield. It worked ! Only over that particular route. To make the Pacific run, you've got to be able to divert (worst case) ha;fway between San Francisco and Hawaii - that's on the order of 1300 miles. (IIRC, the California-Honolulu leg is the longest single stage on the planet.) That would have required something like the Boeing 2707, or its Lockheed competitor (L-1000?) Those were much bigger than Concorde - about 4 times the size, and 3 times th epassenger capacity. And, it should be pointed out, also a far more expensive proposition. Would BA or AF have been even allowed rights to operate Pacific routes though? They would have had to have been able to demonstrate that they could fly the routes with a proper safety margin, first. It would have been possible, but embarassing, to stage Concordes across the U.S., if you wanted to run a through service from, say, London to Tokyo. BA and Braniff had an arrangement where Braniff flew a Concorde service to Florida from New York, ocerland. The U.S. (or Canadian) legs would have had to be subsonic, of course, and teh Concorde's low subsonic ceiling (Nothing you can do about that, either) hamstrung it in terms of range and speed - It's embarassing to by getting on what's supposed to be the World's Fastest Airliner, and having every 727 or DC-9 beat you from New York to LA or SFO. -- Pete Stickney A strong conviction that something must be done is the parent of many bad measures. -- Daniel Webster |
#30
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"Tom S." wrote in message ... "Kevin Brooks" wrote in message ... 7E7 will offer airlines a new airframe (they can't fly the same old ones forever) No ? No. Aircraft have definite service lives. Surprised you did not know that. What's the service life of a DC-3? Don't know--how many of them have you seen flying with major airlines of late? Brooks |
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