Also worth a look, if you want to riffle selectively through two hours of previously live-streamed footage, is this long YouTube segment from New China TV. There are several interesting views of the C919 taxying and the maiden flight itself.
I was perusing a couple of news articles earlier in the week relating to the Word Trade Organization’s latest intervention in the Boeing / Airbus spat.
A sentence or two hiding at the very bottom of an article by Simon Jack in the BBC News website caught my eye. The United States and Europe, he says, are not the only countries who are giving questionable subsidies to aircraft manufacturers. Bombardier, he says, receives governmental subsidies from the Canadian government. An even bigger threat to the A+B (Airbus and Boeing) duopoly is making itself known, not necessarily for the right reasons, in the east. It’s a company I’d never heard of previously, but I’m not terribly familiar with the highly competitive world of commercial civil aviation.
Jack thinks the least regarded threat to A+B comes from COMAC, the Commercial Aircraft Corporation of China, Ltd. Established in 2008, COMAC is currently engaged in the production of a couple of aircraft, which are intended for China’s rapidly expanding internal airline market.
The first jet to be marketed is the ARJ21, originally developed by Aviation Industry Corporation of China, and which looks very much like a scaled down (some sites less charitably say “warmed over”) DC-9 / MD-90. This may be partly due to the fact that the factories producing the ARJ21 are the same factories that participated in the abortive attempt to build the MD-90 in China, which ceased after two examples (of the 40 proposed) were completed in 2000. COMAC’s claims for the ARJ21 as a wholly indigenous product are further undermined by its wing, which is a product of the Antonov Design Bureau in the Ukraine, and the engines and avionics, which are are predominantly American.
The ARJ21 was a key project in the 10th Five-Year Plan of China which began March 2002. The fact that by December 2016 only six aircraft have been produced, and only two of these are in airline service in China, is perhaps indicative of the struggle that the project has encountered. COMAC has been trying for several years to gain American FAA type approval for the ARJ21, a necessary step for its products to operate globally, and that this has not been forthcoming.
COMAC’s other product, The 168-seat C919, is intended to be a direct competitor with A320 and venerable Boeing 737 families. Although looking good at its roll-out (see the YouTube video below) with a projected first flight in 2017, the development path may conceivably be as rocky as the ARJ21.
It’s certainly very tempting to think COMAC is waiting in the wings for some kind of coup, but one also needs to consider that the competition is in some cases very well established already. Embraer and Bombardier, while admittedly competing for third place behind A+B. demonstrate that COMAC has a longer march to market than our amorphous fear of Chinese business may suggest, however justified we may feel considering their near stranglehold on multiple sinews of world manufacturing.
A quick look through Wikipedia will produce the following figures of aircraft which its editors (reasonably) feel to be comparable with the ARJ-21 and C919.
Boeing 737 family (9,247 units produced) – 737 MAX forthcoming
Airbus A320 family (7,297 units produced) – A320neo forthcoming
Embraer E-Jets (1158 units produced)
Bombardier CRJ700 series (788 units produced)
Bombardier CSeries (10 units produced)
Sukhoi Superjet 100 (114 units produced)
Antonov An-148 (39 units produced)
Mitsubishi Regional Jet (4 units produced)
Irkut MC-21 (1 units produced)
Of particular interest are the recognizably Russian types produced under the umbrella of UAC, the United Aircraft Corporation.
Vladimir Putin created UAC in 2006 by merging governmental holdings of Ilyushin, Irkut, Sukhoi, Tupolev, and Yakovlev into a new company in which the Russian government holds a majority stake. UAC effectively consolidates Russian private and state-owned companies engaged in the production of commercial and military aircraft. While some western journalists may perceive a commercial threat from COMAC, it would seem to be that a star rising slightly nearer in the east might also bear scrutiny.
Articles mentioned in the text are listed below.
Simon Jack at http://www.bbc.com/news/business-38131611 Exclusive: WTO rules Boeing’s state subsidies illegal (28 November 2016). The article discussed the subsidies paid by the State of Washington to encourage Boeing to build the wings of the 777x aircraft there.
A later article (in the same day) http://www.bbc.com/news/business-38131617 Boeing tax break ruled unlawful by WTO said that the United States government has been given 90 days to drop the special tax exemption or subsidy.
The New York Times mentioned http://www.nytimes.com/2016/11/28/business/international/world-trade-organization-rules-against-boeing-tax-break-for-new-jet.html? that this was the latest volley in a spat between Airbus and Boeing dating back 12 years in which each side has accused the other of raking in millions of dollars in special governmental aid.
Forbes’ article http://www.forbes.com/sites/scotthamilton5/2016/11/28/wto-boeing-ruling-gives-airbus-good-pr-but-its-meaningless/#1a1e8c0c4a3c was interesting in that it pointed out that
the WTO has no enforcement powers, the United States was likely to appeal the ruling and that this particular case will be echoing round the courts for at least two more years.
Just occasionally, my casual browsing dredges up something unexpected, interesting, and aviation-related.
A couple of days ago, on Saturday (October 29th) it seems that Lufthansa flew their last commercial flights using the Boeing 737. The 737 is known as ‘Bobby’ or ‘Bobby Boeing’ by Lufthansa, who were the launch customers of the type in the late 1960s. ‘Bobby’ is being replaced by what Lufthansa describes as “quieter and more fuel efficient” equipment produced by Bombardier and Embraer. Lufthansa press releases also mention the present and future line of Airbus products as replacements for ‘Bobby’ on some routes.
This Ken Fielding photo from 1972 shows a Lufthansa 737 in an early livery and, as Ken says, it’s notable for the logo of the 1972 Munich Olympic Games on the aft fuselage.
Should you desire to brush up on your German, here’s a YouTube video from a group of German plane-spotters commemorating the event. Its is, as they say a slightly sad event as an original customer retires a machine that was once the backbone of its short-haul fleet This is not simply auf wiedersehen, it’s farewell, Bobby.
Those were the days. I was looking at a picture the other day of N70700, the prototype Boeing 707 (or more properly the Boeing 367-80 Stratoliner) which flew around this date in 1954. I started wondering about VC10s. I remember seeing them around and about during my travels and indeed they served BOAC / British Airways until 1981. I always remember thinking how graceful they were. I also have a vague memory of a Dr. Who story which involved VC10s or an airport, or both, in some way. I must confess I was watching it from the hallway so I don’t remember all the details.
There is one association that many Brits will have with the VC-10 and that’s mostly because of this bloke. If there was anyone you wanted to see jetting around the world in the First-Class compartment of a VC10 it was the late, great Alan Whicker (1921 – 2013). He may have had an amazing title image for the series in the 1980s standing beside a runway as a British Airways Concorde took off (and all without ear defenders) but for me the VC10 is a symbol of British sophistication and grace in the air during my impressionable youth.
The VC10 was designed to operate on long-distance routes from the shorter runways of the era and especially was designed to maximise hot and high performance for operations from African airports. Allegedly a VC10 still holds the record for the fastest crossing of the Atlantic by a subsonic jet airliner at a shade over 5 hours. I’m also fascinated to read in Wikipedia that the original plan for the Super VC10 involved lengthening the fuselage by 28 feet, although after some worries over production schedules this was cut to around 13 feet.
And while I’m here, some rather charming YouTube footage from 1968. The second commercial, as the comments suggest, seems to be fascinated by the main undercarriage of the VC10. Who am I to complain?
The politics of the VC-10, the Boeing 707 and the intervention of the British government in aircraft production are fairly well summarized in the Wikipedia article on the VC10 so I won’t go into any of that here.
On the lighter side, a couple of pictures of the lowest known pass by a VC10 at a UK airshow – G-ARVM appearing at the 1977 Silver Jubilee air show on 14-15 May at White Waltham airfield in Berkshire. – go to the VC10.net Memories page.
Another footnote which I feel requires inclusion is this BBC News website article from May 2016 reporting that a collection of Alan Whicker’s personal papers had been donated to the British Film Institute’s National Archive.
It is not my intention to dwell too much on air disasters in this blog, but while I was thinking about the explosion aboard Viking G-AIVL in 1950 (see an earlier post), I thought that I could probably write a little bit about an air crash which had a tangential effect on me personally.
When I was a small child, my parents told me the story of a Junkers that crashed in the Kent village of Meopham, a few miles from where we lived in Rochester. My great-grandfather was one of two village policemen in Meopham at the time. The way my father told the story, a German airliner, probably a Ju 52, crashed before the outbreak of the Second World War. There was a significant loss of life in the crash, which became known as the Meopham Air Disaster. The passengers were rich and their personal effects, including ladies’ jewellery, were scattered around the countryside. Not all the jewellery was recovered, and my great-grandfather and several other policemen who had been drafted in were ordered to secure the wreckage and personal belongings.
I later found out that it was a much older accident, that the machine in question was British, and that while the death toll was smaller, all aboard the aircraft had been killed.
Whilst I haven’t untangled all the threads of the story, especially relating to the passengers, there are a some very interesting facts which link the story of the Meopham crash to some notable events in British aviation and social history.
The Wikipedia Article summarizes what happened. “The Meopham Air Disaster occurred on 21 July 1930 when a Junkers F.13ge from Le Touquet to Croydon with two crew and four passengers crashed near Meopham, Kent, with the loss of all on board. The report of the inquiry into the accident were made public, the first time in the United Kingdom that an accident report had been published. The aircraft involved was Junkers F.13ge G-AAZK, c/n 2052.”
By another one of the strange coincidences of which I’m fond, the accident report, published in 1931, is still available in the collection of a library where I used to work in Kansas City. I suspect it’s probably the only copy in the United States. I looked it up on WorldCat and didn’t find many copies.
After a small amount of searching on the Web I found a few interesting, and in some cases downright weird snippets of information relating to the crash, which I hope to collate in further blog posts. I also wasn’t expecting to find new images – in fact I’d only ever seen one very grainy photograph, but ran across a YouTube video which was originally made by Pathe News. I will close this entry with that Pathe News newsreel.
There was a piece on the BBC Future website today titled “What Concorde was like to fly” (http://www.bbc.com/future/story/20141124-what-concorde-was-like-to-fly – Note: you might not be able to view this page in the United Kingdom, talk to the BBC about it) The article gave a link to a video on YouTube, in which Captain Brian Walpole talked about flying the Concorde and the occasion that he and a French test pilot rolled an empty Concorde. There are some images of the beast but fortunately (?!) none of the roll manoeuvre.
In the words of ‘Whispering’ Bob Harris – Nice.
I did see some footage years ago of the prototype Boeing 707 being rolled in 1955, and YouTube suggests in its related videos. I also recall seeing Chuck Yeager rolling he Bell X-1 but that’s a different kettle of fish.
My local airport is Joplin Regional Airport (IATA code JLN), which is about 30 miles from here. When I first flew into Joplin, it was a cold January night and I’d flown from London Gatwick to St. Louis in a TWA Boeing 747. Making the switch from the 747 to the TW Express BAe Jetstream 31 (below) was quite a leap. It was fun, however, except on one occasion when I disembarked in a rainstorm and picked up my checked you-can’t-carry-this-on backpack from a rain-soaked tarmac. That’s another story, and nothing was seriously damaged.
Fast forward a few years. When Susan and I went back to England in 2013 we flew from the new terminal at Joplin. We took an American Eagle ERJ-145 to Dallas-Fort Worth.
This is the only service out of Joplin, but it’s a jet, and DFW is a big hub. In 2013 We connected with a flight from DFW to London-Heathrow, and then from Heathrow to Newcastle.
I have to say that the flight from Dallas to Heathrow on an American Airlines Boeing 777 was one of the less pleasant experiences of my life. I assume the seating in cattle class has been moved even closer together. Fortunately we came back on a venerable BA 747 which was a little less painful.
But – as I found out recently, a new destination has been added to those available from DFW. Sydney, Australia. For a few months a 747-400ER made the trip, with an intermediate stop in Brisbane, and apparently on one occasion a highly intermediate stop in Noumea, New Caledonia when the pilots on the flight from Dallas felt they couldn’t make Brisbane for fuel.
However, from September 2014 QANTAS changed the equipment and now the flight is non-stop in an A380. Woohoo!
If you look closely at the QANTAS Kangaroo it’s wearing a Stetson and has a blue neckerchief with little white stars, suggestive of the American flag. A nice touch. I saw a logo on something (I don’t remember what) with the strapline “G’Day, Texas.”
The DFW – SYD route is currently the longest commercial air service in the world in terms of distance covered. Singapore Airlines used to fly from Newark, NJ to Singapore which was a longer, but that route has been cancelled. I note from Wikipedia “Since Flight 8 is both an overnight flight and crosses the International Date Line, it arrives in Sydney two days after departing Dallas.”
It’s nice to know that if we have the time, money and inclination we can get on a small plane in Joplin, get on an enormous plane in Dallas and fly non-stop to Sydney. Even if we have to cross the International Date Line and have some very interesting jet lag experiences as a result. 🙂