Wisk’s Post

Was Boeing CEO David Calhoun’s insistence that a new jetliner needs to be 20-30% better than current equipment unrealistic? Does the industry need 20-30% performance improvement to make the difference in profits or 10-15% is sufficient? Does Aviation industry count more on incremental than game-changing technologies? Game changing technologies take a long time to industrialize. For example, the idea of a commercial geared turbofan was suggested in the 1970s, but didn’t enter service until 2016. Which Aviation Technologies will make a new jetliner 20-30% performance improvement and how long will it take? So, we won't see a new jetliner anytime soon as David Calhoun suggested? _______________________________________________________________________________________________

Did you know : On The LEAP Engine family, each fan blade is not only lightweight but so durable that each individual blade is strong enough to support the weight of a wide-body airplane like the Airbus A350 or Boeing 787.

I've said this before, but it continues to be an exciting time for new jetliner concepts — from the JetZero blended wing body, which I recently shared, to Ron Epstein’s high-wing/propfan jetliner, and plenty of other developments such as hypersonic propulsion offering hope to airlines grappling with high fuel prices and other challenges. So, is a new jetliner concept a good one? Richard Aboulafia seems to think so in Aviation Week Network! Here, Richard explores four principles indicating the likeliness of a successful new jetliner launch — from new technology lead times to the retrofittable aspect of most promising new aviation technologies such as sustainable aviation fuel. Taking these principles into account — a new jetliner certainly looks like a game changer for the future of Aerospace and Defense! And it's extremely cool. Check out Richard’s article here: https://ifs.link/1aYoz2 #Jetliner #AerpsoaceandDefense #HypersonicPropulsion

Internal assessments conducted by Embraer have determined that the Brazilian company has the technological know-how and manufacturing might to develop a next-generation narrow-body aircraft, its first in that market segment. This is according to people familiar with the company's strategy and planning. And why not??? They have a customer base that have flight paths that will without doubt require an increase in seats. Majority if not all of the smaller airports that airlines fly Embraer into have or are expanding to accommodate more people through their gates. Embraer have always had enough growth with the aircraft size they manufacture but their research for future growth would without a doubt see that when airports grow for capacity, so does the size of the aircraft. For me, this must happen to protect their future!!! What is your business doing to protect itself for the next 10-20 years????

Did you know that the Boeing 787 Dreamliner has two distinct engine manufacturers to choose from? The state-of-the-art aircraft can be manufactured with a Rolls Royce (Trent 1000) engine or General Electric. Both engines share their pros and cons; however, General Electric seems to have power over most of the engine market.

This is a great quote to describe progress last month in our race to start passenger flying in electric aircraft; “there are decades where nothing happens; and there are weeks where decades happen.” (VLADIMIR LENIN). A few highlights: 1. Beta Technologies opened their new factory in Burlington, Vermont. I visited early this year with Eli Flint and we were amazed at the pace and energy of this company - it's a start-up on steroids. These guys made a big decision to start production with a conventional take-off aircraft (as opposed to most others who are going straight for vertical take-off & landings). Keeping it simple! https://lnkd.in/esHBuYGT 2. Joby Aircraft delivered their first eVTOL to the U.S. Air Force (for those serving, look out for this stunning aircraft at Edwards Air Force base.) The Air Force & NASA will now be able to have hands-on operational experience of flying electric aircraft; allowing them to support the entire eVTOL industry going forward. https://lnkd.in/eG69dGmX 3. In Europe, EASA, published its final proposed rules (called an 'opinion') that will control how electric aircraft will be governed and flown in the E.U. They seemed to have really listened to the industry and associated stake holders. If this last draft is set into law by the European Commission (the next step of the process) it promises to make Europe, at the moment, the most attractive launch market for eVTOL manufacturers. https://lnkd.in/ezqdvkfW Let's hope October can deliver the same rate of progress, then our new sector in aviation really will be flying...

THE BOEING 777-300ER'S ENGINE IS AS WIDE AS A 737 FUSELAGE Here is a comparison showing just how huge the mighty GE90-115B engines used on the Boeing 777-300ER are. If you look at all three images, you will see that the width of the engine is almost as wide as the entire fuselage of a Boeing 737. One engine can produce up to 115,000 lb of thrust...

Boeing 707 Fuselage Legacy (sound ON for easy narration)... 1,000 x 707s; 2,000 x 727s; 12,000 x 737s & 1,000 757s share the same original 707 fuselage design. Enabling Boeing to pool resources & use the same tooling, over & over again. As we look back on the milestones that have shaped the aviation industry, it's hard not to marvel at the ingenuity and foresight embedded in the design of the Boeing 707, which was later directly used as the fuselage cross-sections of; 720, 727, 737 & 757. The 707 wasn't just a breakthrough in commercial aviation; it was a foundational blueprint that set the stage for a series of innovative Boeing aircraft, demonstrating the power of leveraging a successful design... Next story: Which Country, Surprisingly, Owns the USA's Largest Refinery? https://lnkd.in/g_DQQJFu

As I said few years ago; supersonic aircrafts with private jets are economically very profitable. The problem of Concorde wasn’t its supersonic technologies; it was its business model… Should Concorde aircraft was a private jet product; it would have been still today one of the best business products in the aviation manufacturing industry… With a strong business model; supersonic aircrafts like Bombardier 8000 will be a money making machine. To make it even better; let power supersonic jets, yachts, ships, heavy duty machines, defense systems, other transportation systems and the electricity generation with hydrogen fuels! This is what will be my next venture after industrializing, digitalizing and decarbonizing the construction industry.

The OEMs are under pressure to supply multiple aspects of the engines market. From keeping the new in-service fleet active to meeting Boeing & Airbus production targets and producing LLPs for mature engines, how are OEMs balancing these pressures? What is the impact on R&D resources for projects such as SAF and alternative propulsion technology? Join us next week >> https://utm.io/ufOYw #AEEUR #AviationWeek