That's just some sort of crazy science fiction. https://cimg1.ibsrv.net/gimg/pprune....4e6fb24db4.jpg And although the engine is the biggest, it is not the most powerful one. |
Originally Posted by Buster15
(Post 10354151)
Less than sonic you can be sure of that.
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Originally Posted by Buster15
(Post 10354151)
Less than sonic you can be sure of that.
More like a bull whip where just the tip goes sonic but the innards are moving more slowly I was in a western act once as the dummy where the cowboy snapped the whip several times for effect and then lashed out at me and wrapped it around my body before the sonic tip finished up the wrap now much slower |
This article popped up on my newsfeed. Seems the GE9X engines are not quite ready yet. The logistics of moving them back to the factory are a story in itself: https://www.flightglobal.com/news/ar...r-issu-460379/
GE Aviation is recalling four GE9X powerplants from Boeing to address a previously disclosed engine compressor issue that already forced Boeing to delay the 777X's first flight. News of the recall surfaced in a 19 August regulatory filing with the US Department of Transportation (DOT) by Russia's Volga-Dnepr Airlines, which has applied for rights to fly the engines from Washington state to Ohio. |
Interesting that in this day and age they contracted the job with the "Russian" Antonov (vs Ukrainian). |
I fully appreciate the complexities of modern aviation manufacturing and production, but phrases like 'more haste, less speed' and 'it looks like carelessness' keep popping into my head. GE has already told investors that having already faced a US$600 million cashflow hit so far, it could face a further US$800 million hit if the MAX remains grounded and faces further exposure through its aircraft leasing unit.
https://www.cnbc.com/2019/07/31/ge-w...g-737-max.html The GE9X problems pushing the first 777X flight into 2020 and deliveries perhaps into 2021 is not helpful to Boeing or GE cashflow, given the other problems. With 150 777Xs on order Emirates won't be pleased either. https://www.flightglobal.com/news/ar...o-2020-459877/ I don't know why people are wary of folding wing tips. After all we have seen how Boeing takes as long as necessary to thoroughly test all aspects of new models and ensures crews are fully aware of and trained in all aspects of the monitoring, dynamics and control systems are thoroughly documented in every detail (including simulator training for all) with sensors that are multiply redundant, ensuring no unexpected malfunctions or system faults could arise to confuse crews or cause accidents, because safety comes first. I have every confidence that the folding wing tips will have been developed, tested and documented with training to be provided to the same high standards. https://www.airlineratings.com/wp-co...85075200_n.jpg |
Originally Posted by atakacs
(Post 10550370)
Interesting that in this day and age they contracted the job with the "Russian" Antonov (vs Ukrainian).
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Originally Posted by DaveReidUK
(Post 10550607)
Perhaps their bid was cheaper.
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Originally Posted by Turbine D
(Post 10550692)
US-based airlines are unable to transport the massive GE9Xs, which ship on a stand measuring roughly 8 x 4 x 4m (26 x 14 x 13ft) and weighing 36,000lb (16,300kg). GE had used Antonov aircraft before to transport GE90s to Boeing in the early stages of the GE90 powered 777 program.
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Original post by RTM Boy: I fully appreciate the complexities of modern aviation manufacturing and production, but phrases like 'more haste, less speed' and 'it looks like carelessness' keep popping into my head. GE has already told investors that having already faced a US$600 million cashflow hit so far, it could face a further US$800 million hit if the MAX remains grounded and faces further exposure through its aircraft leasing unit. https://www.cnbc.com/2019/07/31/ge-w...g-737-max.html The GE9X problems pushing the first 777X flight into 2020 and deliveries perhaps into 2021 is not helpful to Boeing or GE cashflow, given the other problems. With 150 777Xs on order Emirates won't be pleased either. I bet you Rolls Royce wishes they would discovered the sulfidation/corrosion problem on the Trent 1000 engine in the early stages of certification before having so many engines in revenue service with various airlines. |
Originally Posted by Turbine D
(Post 10550692)
US-based airlines are unable to transport the massive GE9Xs, which ship on a stand measuring roughly 8 x 4 x 4m (26 x 14 x 13ft) and weighing 36,000lb (16,300kg). GE had used Antonov aircraft before to transport GE90s to Boeing in the early stages of the GE90 powered 777 program.
https://en.m.wikipedia.org/wiki/Boeing_Dreamlifter In house, designed and built by highly reputable company, verified by globally trusted Authority! Be lucky David |
Originally Posted by The AvgasDinosaur
(Post 10550737)
May I suggest Boeing’s own B.744F derivative the ‘Boeing Dreamlifter’ https://en.m.wikipedia.org/wiki/Boeing_Dreamlifter In house, designed and built by highly reputable company, verified by globally trusted Authority! Be lucky David Yes, but according to the article you posted: It is an extensively modified Boeing 747-400 that is used exclusively for transporting Boeing 787 Dreamliner aircraft components to Boeing's assembly plants from suppliers around the world. |
Merika has been folding wingtips since before World War II. |
Originally Posted by DaveReidUK
(Post 10550607)
Perhaps their (Volga-Dnepr's) bid was cheaper than Antonov Airlines'.
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Turbine, I don't know about the GE9X, but you can transport a GE90 (or GEnx) in a 747F - the catch being you need to remove the fan module and ship it as two pieces. That's actually fairly easy with a GEnx due to the modular design, somewhat more involved with a GE90.
Boeing looked at making the Large Cargo Freighter - aka the 'Dreamlifter' - available 'for hire' for transporting outsized cargo. Two things killed that - first off it would have complicated the certification and operation of the LCF relative to having it dedicated to moving 787 bits (read more time and money). However the real show stopper was that the four LCFs are already booked pretty solid simply supporting 787 production. In fact, if one gets pranged (or worse) and is out of service for any length of time, it'll affect the 787 production rate. I was in a meeting many moons ago where it was proposed that they contract to build a fifth LCF while the tooling and expertise was still available - where it was pointed out that only have four would be seriously limiting (especially if one got damaged). They got turned down because upper management didn't want to spend the money. |
Originally Posted by tdracer
(Post 10550988)
I was in a meeting many moons ago where it was proposed that they contract to build a fifth LCF while the tooling and expertise was still available - where it was pointed out that only have four would be seriously limiting (especially if one got damaged). They got turned down because upper management didn't want to spend the money. Speculate to accumulate. |
Shipping The GE9X Engine
Here is a video that depicts shipping a GE9X engine from Victorville to Peebles, GE's outdoor testing facility in Ohio:
https://www.youtube.com/watch?v=4PMJ...ature=youtu.be |
Given that GE manufactures these engines (to my knowledge) in Ohio, can someone tell me how are GE is planning on shipping them to Washington State for installation in 777X's when production actually gets going? I doubt it will be via AN-124s.
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Originally Posted by SeenItAll
(Post 10552618)
Given that GE manufactures these engines (to my knowledge) in Ohio, can someone tell me how are GE is planning on shipping them to Washington State for installation in 777X's when production actually gets going? I doubt it will be via AN-124s.
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Originally Posted by SeenItAll
(Post 10552618)
Given that GE manufactures these engines (to my knowledge) in Ohio, can someone tell me how are GE is planning on shipping them to Washington State for installation in 777X's when production actually gets going? I doubt it will be via AN-124s.
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Originally Posted by tdracer
(Post 10550988)
Boeing looked at making the Large Cargo Freighter - aka the 'Dreamlifter' - available 'for hire' for transporting outsized cargo. Two things killed that - first off it would have complicated the certification and operation of the LCF relative to having it dedicated to moving 787 bits (read more time and money).
Point of note, I personally detest that nickname "Dreamlifter". If the 747 is "Queen of the Sky", then the LCF is "Drag Queen of the Sky." |
Originally Posted by Turbine D
(Post 10552627)
It will be mainly by truck using the interstate highway system or other roads where clearances have been thoroughly checked out, day or night. If need be, engines can be shipped by heavy lift aircraft, e.g., AN-124s. This was done in the early days of the GE90 production to support Boeing's 777 aircraft schedules at the time.
See https://www.wsdot.wa.gov/data/tools/...mainline=false for the final push through Washington State. |
Originally Posted by SeenItAll
(Post 10552772)
A post above says that their carrier is 14 feet wide and 13 feet tall. While the 14 feet wide can be handled as special wide-load transport, 13 feet tall plus about 2 feet of truck bed height gives you a need for at least 15 feet of clearance. I don't know what interstates they travel on, but the ones that I travel on have a lot of bridges that don't exceed 14-some feet of clearance. It must end up being a pretty convoluted route.
See https://www.wsdot.wa.gov/data/tools/...mainline=false for the final push through Washington State. Often the convoy creeps through the countryside at very low speeds in the wee small hours, over some weeks. So leasing an An 124 is massively more efficient. I think the airship delusion gets reinvigorated every time one of these big lumps must get moved from A to B. |
Rail? That's how they get the 737 fueselage from spirit |
Originally Posted by JLWSanDiego
(Post 10552895)
Rail? That's how they get the 737 fuselage from spirit |
It might not make it through the tunnels through the Cascades, which are already woefully inadequate for modern shipping needs. (US infrastructure lags the rest of the world, but I digress.) I suppose it is possible that they plan to ship it through the Panama Canal, that might end up being cost effective
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Surely you could squeeze a 9x into a C-5, no?
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You guys are quite funny. Seriously is the C5 up for corporate chartering? |
Originally Posted by atakacs
(Post 10553437)
You guys are quite funny. Seriously in the C5 up for corporate chartering? Educated guess is that they might ship the production GE9x as two modules (the fan module separate). The plan was to use a similar modular design to the GEnx, so it wouldn't add that much work to attach the fan to the rest after it arrived at final assembly. Certainly cheaper than charting an A124 for every single engine delivery. |
Originally Posted by samusi01
(Post 10553483)
Winemaker,
The two principle railroad tunnels are unsuitable (Stampede) and marginal at best (Cascade/Stevens Pass). The latter has been slightly enlarged but clearances are still quite close. I don't recall if the snow sheds on Snoqualmie would be limiting at all for this type of load. |
I guess an AIRBUS BELUGA is not PC for the job. I'm sure they would be only too pleased to do the job for Boeing.;)
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Winemaker, there is no rail through Snoq Pass any longer... the main rail line goes to Easton, then turns South through Lester...
the fuselage train goes through Stevens Pass.. Remember this? https://cimg3.ibsrv.net/gimg/pprune....ad781b336c.jpg Here is the route: https://cimg5.ibsrv.net/gimg/pprune....471e3eb953.png |
Originally Posted by DaveReidUK
(Post 10352373)
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