32

It was tugged to that position via tug. Angle of photo + possibly trying to offset weight, from centerline. These planes are just being stored there. They'll be tugged to another location before they even bother to start them up, and I believe most don't have engines on at present. They are quite close together. (from @ratchetfreak's answer:) Turn the image ...


26

In the context of aircraft design and maintenance, the terms counterweight and ballast generally have separate and different meanings. Both concepts involve mass used to balance, dampen, or adjust forces about a rotational axis. While ballast could also be described as a type of counterweight, it is best understood as working within the frame of reference ...


22

As you've guessed, there are two options: a ferry flight, or shipping the aircraft in a container. Ferry flights are quite common; the recent Cirrus ditching in the Pacific was a ferry flight to Hawaii. As well as planning a suitable route and dealing with permits and paperwork, refueling etc., the ferry company may install extra fuel tanks to give more ...


21

Excerpt from McDonnell Douglas MD-11 by Arthur A C Steffen: The remaining eight aircraft were delivered bare-metal with a corrosion protection coating, except for the rudder which has to be painted prior to being installed and balanced, and was completed in the full livery in the carrier's modern paint facilities. The above text is in reference to KLM's ...


20

There's seldom a reason for manufacturers to design and build their own black boxes. It's expensive to run a production line to design, build a test a few. It's just cheaper to get an agreement with a company to make them for you. The second photo below shows a popular recurring model from Honeywell, which appears to have been used on the A330, B737 and B777....


20

turn the image around as if you are coming to land; it's actually 16L a perfectly normal runway number.


19

Although robots have taken over many jobs in the process of manufacturing things like cars, airliners are much larger and more complex. In some ways it has more in common with constructing a building than assembling a vehicle. There is a much larger variety of tasks to be performed over a much larger area. That being said, many parts of the manufacturing ...


16

Most of your questions seem to be answered by the current answers/comments, but since you are wanting more detail... 1) Did the plane, highlighted with a yellow circle, need to reverse to line up so neatly even though it just turned (I assume). Is the turning radius really that small that it takes very little space for a big plane to change direction so ...


15

Manufacturers typically plan their aircraft production well into the future, which includes having a buyer lined up for each aircraft, so they will know their position in the production line and have an anticipated date for delivery. An order means that the buyer has agreed to purchase a certain aircraft in the production line, at a certain price. The buyer ...


13

There is hardly anything that can't be found with the help of a few friends and the Library of Congress. "Истребитель МИГ-15 (MiG-15 Fighter)" ISBN 9785857290194 Pp.52-57. Plant No.1 (Kuibyshev): MiG-15 MiG-15bis MiG-15Pbis UTI MiG-15bis 1949 Plan 550 Actual 510 1950 Plan 300 350 50 ...


12

Aviation is very energy-hungry. While hydrogen is quite efficient in terms of energy per mass (141.8 MJ/kg), it is awful in terms of energy per volume. Aircraft today use their wings for fuel storage, which helps to reduce bending loads and uses a volume unsuitable to transport payload. This will not work for hydrogen. The biggest problem is storage, and ...


11

Economy of scale is a factor. Even the most produced airliners, the B737 and the A320, are delivered in a few hundred units every year. A robot is an investment - a big one, since robot costs are proportional to size, task, precision etc. Divide the investment cost over the production number, and when is the investment going to be recouped? And the work ...


10

Trademark law is a tricky thing: Two companies can use the same mark (name) as long as they are in different areas of business - like Apple (the computer company) & Apple (the record label that published The Beatles) (which got incredibly complicated when iTunes happened and the computer company entered the music business). Even within the same business ...


10

The counterweights in the original question were from a Boeing 747 rudder, so I will explain what their purpose is. John Walter's answer covers all applications of balances and ballast well enough, so I just want to explain why control surfaces need balances. The short answer is: To bring the center of gravity on or even ahead of the elastic line of the ...


8

How do makers get data from aircraft in flight The data is usually transmitted using something like ACARS which is a system used in aircraft to transmit data in flight using underlying radio and satellite communications systems. The communications infrastructure is typically provided by large multinational companies who specialise in this job. See ARINC, ...


8

There are two big factors at play here: scale and throughput. First, automation is very good at repetitive tasks. The Wolfsburg plant produces over 800,000 cars per year. It's taken 25 years to make almost 600 Typhoons. That means yearly production is different by four orders of magnitude. It's a lot easier to justify the cost of buying, installing, and ...


7

You can often get to Reykavic airport in Iceland for crossing the Atlantic. If that hop is still too far you can install extra fuel tanks in the cargo hold and/or passenger area temporarily.


7

For the general question, the answer will be "it depends on the aircraft." Specifically for the 787, though, the '7E7' program was officially announced on January 29, 2003. The program was later renamed to 787. It received its type certificate on August 26, 2011 and flew its first passenger revenue flight on October 26, 2011. So, from the time the program ...


7

First off, the thud and deceleration may be more related to the conditions as well as the runway length than pilot skill, but lets discuss some of your questions. 1) Please elaborate on the stress tolerances built into various parts of the landing gear of common commercial aircraft, such as the Airbus A320 and Boeing 737? This is a complex question to ...


7

You don't want an aircraft that just 'works'- rather, you want an aircraft that satisfies your needs. The first flight is usually made by a prototype and does just that- it flies and pretty much nothing else. Only once you start the flight tests do you understand the airframe limitations and whether the aircraft meets the requirements; usually, a number of ...


6

Here in Russia we have two main reasons: Conservatism in Aviation sphere. Costs. All that is new is very difficult to promote in Russian aviation. And I'm talking not only about aircraft. The main reason for this is red tape. And "reliability"... It is assumed here that if something works well for many years, then it is better to leave it that way and ...


6

Designing "better", upgraded part is a lot of work. And then everything has to be thoroughly tested to work together, which is even more work. That's why aircraft manufacturers usually choose to upgrade as few parts as possible and only those where most significant benefit is expected. Take for example 737. The type was upgraded with new engines several ...


6

Aerion is planning a supersonic business jet which has a projected completion year of 2021: Here's an article Forbes have written about it.


6

A radome, or nose cone, is essentially a structural cover serving a different purpose than the fuselage. These are made separate because they a special material invisible to the radar mounted beneath them. They are different shapes or sizes depending on the customer specific component they cover (radar antennas) and can be easily removed or replaced. The ...


6

It's doable, but not easy. Unless the aircraft was designed with that in mind, even then it does pose challenges. An example would be the Boeing 787: The two different engine models compatible with the 787 use a standard electrical interface to allow an aircraft to be fitted with either Rolls-Royce Trent 1000 or General Electric GEnx engines. This ...


5

A long product cycle means that the lifecycle of a product spans a long time. Aircraft models are often produced for more than 30 years (the 737 and 747 are now approximately 50 years in production). At the same time, the capital expenses to build a production line are enormous. And in starting up a production line there are always teething troubles which ...


5

But, just how much documentation would actually be delivered to the customer? Could it indeed be 170+ tonnes' worth? The days of delivery of air carrier aircraft technical manuals being delivered by paper manuals are over, so it's certain that 170 tonnes of paper aren't now delivered. Whether or not, if you printed one copy of every manual available and ...


5

The answer is basically no for aircraft not under warranty, but... I've participated in numerous AD related activities on the OEM side, and I've never seen an AD with a commercial policy incorporated into it that dictated who pays for compliance, kits, or labor. So strictly speaking, the aircraft operator is on the hook once an aircraft is out of ...


5

I am interpreting your question as asking whether an owner of an aircraft is responsible for complying with ADs that were issued before the aircraft was manufactured. Short answer: yes. There are several types of ADs that affect your aircraft. Some of them apply to all aircraft of a specific type, some apply to specific serial numbers or model numbers, and ...


4

Here you have pictures of wing upper cover being handled and transported: (Image Source: www.airbus.com) Wing upper cover is biggest single composite component on A350XWB. Additionaly try google: "wing upper cover A350", "wing lower cover A350". Those are the biggest. And you can see them in various stages in google.


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