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Boeing 777 X Plane 34 ##BEST##


The Boeing 777X is the latest series of the long-range, wide-body, twin-engine jetliners in the Boeing 777 family from Boeing Commercial Airplanes. The 777X features new GE9X engines, new composite wings with folding wingtips, greater cabin width and seating capacity, and technologies from the Boeing 787. The 777X was launched in November 2013 with two variants: the 777-8 and the 777-9. The 777-8 provides seating for 384 passengers and has a range of 8,730 nmi (16,170 km) while the 777-9 has seating for 426 passengers and a range of over 7,285 nmi (13,500 km).




boeing 777 x plane 34


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In April 2017, the initial one-piece wing spar came onto the assembly jig and was about to enter lay-up in June; first parts assembly for the initial -9, a static test airframe, were underway in the purpose-built wing center near Everett, Washington. Four -9s, a fatigue-test airframe, and two -8s were planned for testing. Tests of avionics, power and integrated systems continue in Boeing Field laboratories and were integrated into an "Airplane Zero" in 2017 as 70% detailed design was done by June 2017.[25]


The 777X production techniques were expected to be major cost-cutters. The Fuselage Automated Upright Build (FAUB) system was developed and quietly tested in Anacortes, Washington, 40 miles north of the 777 Everett assembly plant. A major leap in automated production, it drills the tens of thousands of holes in the fuselage more quickly, accurately, and safely. The wings are the first produced by Boeing in composite and not out-sourced like for the 787, and production is largely automated as well. The specifically built billion-dollar factory has excess capacity, laying the foundation for the company's expected future programs: the New Midsize Airplane (NMA) and later the New Small Airplane to replace the 737.[30]


Freeflight: In this option you can set up a custom flight scenario. Pick a plane and start flying, or customize the experience with additional options. The Freeflight section has additional details.


Modify Flight: Tap this to modify the flight conditions. Similar to the initial Freeflight screen, weather, time of day & failures can be adjusted here. Tap the plane icon in the bottom right corner to return to the flight. Note this option is not available in tutorials or challenges.


You can adjust the Payload Weight to simulate passengers, baggage or cargo. An airplane can typically stay in the air at very high weights, but it will have a hard time getting off the ground initially.


VOR signals (that is, signals from a Very High Frequency Omnidirectional Range transmitter) were the next chronological step in navigational technology. VOR transmitters work by sending a series of 360 discrete little carrier tones on a main frequency. Each of these carriers is oriented along a different radial from the station, one of 360 just like on a compass rose. Thus, when a pilot is flying along and tunes in the main VOR frequency, s/he then fine tunes the navigation display to tell which of the 360 radials the aircraft is flying, and also whether the transmitter station is in front of or behind the plane.


For small, general aviation planes, select the country the aircraft is registered in from the drop down, then type in up to five additional characters. For airliners, your callsign should be your airline and flight number (e.g., American flight 123 would have a registration of AAL 123). You can also reset to default or randomize the registration if desired.


VOR navigation: Very High Frequency Omnidirectional Range navigation; this is navigation based on radio signals sent out by a VOR beacon. Light airplanes often track these signals using an Omni-Bearing Indicator, or OBI.


During a presentation of fourth-quarter earnings last week, Boeing officials said they expect to deliver the first 777X passenger plane in late 2023. The company has completed engine and airplane performance testing for the 777X, flown more than 1,800 flight hours and is close to beginning certification flight testing under Federal Aviation Administration supervision. German flag carrier Lufthansa will be the first customer for the 777X passenger plane. Boeing says it has 334 orders from eight airlines for the passenger model, with the 777-8 designed to go against the Airbus A350 and the 777-9 for a new market segment.


The plane should be attractive to cargo haulers because it has a payload capacity nearly identical to the 747-400 freighter while offering a 25% improvement in fuel efficiency, emissions and operating costs. Technological improvements include a new carbon-fiber composite wing and fuel-efficient engines. With a range of 4,410 nautical miles, the 777X will enable airlines to make fewer stops and reduce landing fees on long-haul routes.


Boeing has a delightful range of different aircraft available for airlines. If a carrier is just starting out, small in size, or needs aircraft for shorter routes, the popular 737 series springs to mind. If a company is looking for long-range and plenty of capacity, perhaps a 777 is what is required. However, what about the 787 Dreamliner? It is evidently an excellent plane and useful in mid-markets, such as long-haul routes with less demand. Yet is it a better choice for airlines than the upcoming 777X?


Let us imagine we are a new airline that has $1 billion from investors to acquire Boeing aircraft, which plane would we choose? Naturally, we are going to be looking for the aircraft that can give us the most return on our dollars and be the most profitable on our routes. While some of these jets might present a better customer experience, this is highly subjective at this point in time and could be speculative. The 777X is not yet in service and we can only assume. Therefore, this factor should be ignored for this comparison.


Below is a list of each aircraft and their key specifications in a two-class setting. It's important to note that airlines don't generally purchase planes at their list price, softening bagging significant discounts.


A notable edge that the 777X will have on the 787 is its cargo offering. The 777-8 Freighter sent waves across the industry when it was revealed that Qatar Airways would launch the aircraft with 34-unit order plus 16 options. The plane will be the biggest cargo twinjet in the world, with its payload capacity nearly the same as the 747-400 Freighter. It will also provide a 25% improvement in fuel efficiency.


Ultimately, the deciding factors come down to the needs of the individual airlines. Different operators have different requirements. Therefore, those looking to go the extra distance may not even question the decision about which plane to take on if they had to choose between the two types. However, other firms may be content with snapping up the current crop of Boeing's widebodies.


Boeing highlights that the 777X will provide 10% lower fuel use and emissions and 10% lower operating costs than its competition. The company is also excited about the plane's roomy and wide cabin. It even highlights that it has new custom architecture and innovations from the 787. Therefore, the jet will undoubtedly have significant inspiration from the trusted Dreamliner.


"My view of the 777 family and specifically the X and our passenger and trader versions of these airplanes, it will find its way into a market where it is on its own. That widebody world used to be a three-way race between the 747, which we kept alive, maybe too long, but we did; the 380, which does not exist; and the 777. And now the 777 will be on its own, and it was the most efficient of all of them, anyway."


The 737-max10 to replace the A321neo-LR, gosh... Being upset is one thing, but making such idiotic decisions is really sad. Let's hope that these telescopic landing gears do better than the MCAS did on the 800-max. Why is the max 10 even certified to fly? Either the engine position will take the plane into an uncontrollable nose up or the low landing landing gears with the long fuselage will scratch the runway during take off...


The 737-max10 to replace the A321neo-LR, gosh... Being upset is one thing, but making such idiotic decisions is really sad. Let's hope that these telescopic landing gears do better than the MCAS did on the 800-max. Why is the max 10 even certified to fly? Either the engine position will take the plane into an uncontrollable nose up or the low landing landing gears with the long fuselage will scratch the runway during take off and landing... If aviation had a Frankenstein... the top sponsor would be Qatar.


As usual, I thought al-Baker was just 'making noises' about the a350. Then yesterday I watch the newly released vids of the damage on the a350. If that's what Airbus regards as "superficial" then I hate to imagine how they define substantial damage. Not an al-Baker fanboy, but I understand by his decision to ground the airplanes.


Agree. There relatively few cities in the 700nm difference zone, which can be reached with the A321XLR but not the Max10, out of DOH: Some cities in West Africa (Dakar, Banjul, Nouakchott, Monrovia, Freetown), a few in Southern Africa (Cape Town, Windhoek) and a few in South East Asia (Jakarta, Kuching, Taipeh). But many of them - except perhaps some West African ones, generate enough traffic for a larger plane. And missing out on a...


Agree. There relatively few cities in the 700nm difference zone, which can be reached with the A321XLR but not the Max10, out of DOH: Some cities in West Africa (Dakar, Banjul, Nouakchott, Monrovia, Freetown), a few in Southern Africa (Cape Town, Windhoek) and a few in South East Asia (Jakarta, Kuching, Taipeh). But many of them - except perhaps some West African ones, generate enough traffic for a larger plane. And missing out on a niche offering to Nouakchott or Monrovia is not the end of the world.


And what can happen if Al Baker finds reason to get into a spat with Boeing and terminates the relationship someday as is with Airbus now. Then who can they buy planes from after that, Russia's Ilyushin?


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