P8 was supposed to rotisserie in the line to cut in the lower doors. Stuffing happens elsewhere.
We also did the C40 mods in Wichita, while it was still open.
Air Force One order - resolved. 747-8
- Thread starter MikeD
- Start date
We also did the C40 mods in Wichita, while it was still open.
Bear
Well-Known Member
A saga worth retelling as the AF goes forward with AF1...
Next Marine One helicopter achieves first flight
Discussion in 'Defense News' started by NewsBot, Today at 11:53.
The VH-92A is a modified version of the Sikorsky S-92 medium-lift helicopter with upgraded communications and executive-style interior enhancements. It will replace the aging VH-3D Sea King and VH-60N WhiteHawk helicopters currently used by the presidential air fleet. The Marine Corps HMX-1 squadron will operate the aircraft.
The VH-92A is expected to enter service in 2020. Its predecessor program for the VH-71 Kestrel was canceled in 2009 due to cost overruns and mismanagement pushed the price tag of the program to over $13 billion.
now lets go back how the Navy arrived at this point with the Prez's new Marine One
http://gizmodo.com/the-13-billion-presidential-helicopters-we-scrapped-an-978480541
The VH-3D Sea Kings that currently shuttle the POTUS around have been ready for retirement since 2003. So why has it taken so long to find a suitable replacement?
In 2003, the DoD issued a Request for Proposals (basically an open solicitation bid sent out to defense contractors when the government wants new gear) for 23 new helicopters to replace the entire existing fleet—Sea Kings and NightHawks alike—designated the VXX proposal. Only two groups responded: Sikorsky (working with GE, Northrop, and others), which proposed a derivative of the H-92 Superhawk and chopper transport of choice for many heads of state; and AgustaWestland (along with Bell and Lockheed), which put forth the VH-71 Kestrel an American version of AugustaWestland's very successful EH101 Merlin medium lift helicopter.
By January 2005, the Navy decided to go with the VH-71, redesignating it the US101. This 18-seat (4 crew, 14 passengers) all-weather helicopter measures 64 feet long and 22 feet high with a 61-foot rotor diameter powered by three 2,520HP GE CT7-8E turboshafts. It was originally designed as a Combat Search and Rescue platform. The Navy awarded the initial $1.7 billion contract to AugustaWestland, pre-production design began, and that's where the trouble started.
The project was immediately beset by cost overruns, and by 2007—two years its kickoff—the development and retrofit costs alone had ballooned by 40 percent ($2.4 billion) over initial estimates. By 2008, building the entire fleet of 23 whirly-birds would cost a staggering $11.2 billion—$400 million per bird, about what an Air Force One 747 would run you—up from $4.2 billion just three years before.
This near-tripling of cost did not sit well with the newly elected Obama administration. Running on a platform of change and fiscal responsibility after nearly a decade of ongoing military incursions into the Middle East, the incoming administration viewed the bloated VXX program as a meaty means of demonstrating both campaign promises to a waiting American public.
By the end of 2009, the White House and DoD had reached a decision on the program. Upon signing the joint House and Senate Defense Appropriation Bill for FY 2010, the president sealed the fate of the VH-71. The bill appropriated $130 million in total for the VXX program. $100 million went towards recouping the programs various technology R&D costs while the remaining paid the Navy for its initial program studies. The administration was washing its hands of this R&Debacle, there would be no Kestrel for the foreseeable future.
With the program effectively back at square one, the US Navy published another RFP for a next-gen presidential helicopter. Lockheed quickly jumped ship and signed on with Sikorsky's proposed S-92 while Boeing has made a few vague rumblings about taking up with AugustaWestland to give the VH-71 another shot (and if not the Kestrel, perhaps an Osprey or a Chinook).
As Lexington Institute analyst Loren Thompson, told Defence News in 2010, "I do not believe that the story of VH-71 is over... Secretary Gates has not made a convincing case for terminating the program, and there is no alternative helicopter that can satisfy range and payload requirements while still landing on the White House lawn."
Whether or not the program moves forward in the next few years makes no difference to the nine VH-71s that had already been completed when the program was led out behind the woodshed. In June of 2011, the US government sold them to Canada for a tidy sum of $164 million (more than paying for the FY 2010 appropriations tab). They'll be used for spare parts for our Northern neighbor's existing fleet of CH-149 Cormorants, another SAR derivative of the AH101. Word is, Canada might be eyeing them for use as VIP transports as well. [Defense Industry Daily - Wikipedia - Air Force Tech - Lockheed - Helis - Images: AP]
Next Marine One helicopter achieves first flight
Discussion in 'Defense News' started by NewsBot, Today at 11:53.
The VH-92A is a modified version of the Sikorsky S-92 medium-lift helicopter with upgraded communications and executive-style interior enhancements. It will replace the aging VH-3D Sea King and VH-60N WhiteHawk helicopters currently used by the presidential air fleet. The Marine Corps HMX-1 squadron will operate the aircraft.
The VH-92A is expected to enter service in 2020. Its predecessor program for the VH-71 Kestrel was canceled in 2009 due to cost overruns and mismanagement pushed the price tag of the program to over $13 billion.
now lets go back how the Navy arrived at this point with the Prez's new Marine One
http://gizmodo.com/the-13-billion-presidential-helicopters-we-scrapped-an-978480541
The VH-3D Sea Kings that currently shuttle the POTUS around have been ready for retirement since 2003. So why has it taken so long to find a suitable replacement?
In 2003, the DoD issued a Request for Proposals (basically an open solicitation bid sent out to defense contractors when the government wants new gear) for 23 new helicopters to replace the entire existing fleet—Sea Kings and NightHawks alike—designated the VXX proposal. Only two groups responded: Sikorsky (working with GE, Northrop, and others), which proposed a derivative of the H-92 Superhawk and chopper transport of choice for many heads of state; and AgustaWestland (along with Bell and Lockheed), which put forth the VH-71 Kestrel an American version of AugustaWestland's very successful EH101 Merlin medium lift helicopter.
By January 2005, the Navy decided to go with the VH-71, redesignating it the US101. This 18-seat (4 crew, 14 passengers) all-weather helicopter measures 64 feet long and 22 feet high with a 61-foot rotor diameter powered by three 2,520HP GE CT7-8E turboshafts. It was originally designed as a Combat Search and Rescue platform. The Navy awarded the initial $1.7 billion contract to AugustaWestland, pre-production design began, and that's where the trouble started.
The project was immediately beset by cost overruns, and by 2007—two years its kickoff—the development and retrofit costs alone had ballooned by 40 percent ($2.4 billion) over initial estimates. By 2008, building the entire fleet of 23 whirly-birds would cost a staggering $11.2 billion—$400 million per bird, about what an Air Force One 747 would run you—up from $4.2 billion just three years before.
This near-tripling of cost did not sit well with the newly elected Obama administration. Running on a platform of change and fiscal responsibility after nearly a decade of ongoing military incursions into the Middle East, the incoming administration viewed the bloated VXX program as a meaty means of demonstrating both campaign promises to a waiting American public.
By the end of 2009, the White House and DoD had reached a decision on the program. Upon signing the joint House and Senate Defense Appropriation Bill for FY 2010, the president sealed the fate of the VH-71. The bill appropriated $130 million in total for the VXX program. $100 million went towards recouping the programs various technology R&D costs while the remaining paid the Navy for its initial program studies. The administration was washing its hands of this R&Debacle, there would be no Kestrel for the foreseeable future.
With the program effectively back at square one, the US Navy published another RFP for a next-gen presidential helicopter. Lockheed quickly jumped ship and signed on with Sikorsky's proposed S-92 while Boeing has made a few vague rumblings about taking up with AugustaWestland to give the VH-71 another shot (and if not the Kestrel, perhaps an Osprey or a Chinook).
As Lexington Institute analyst Loren Thompson, told Defence News in 2010, "I do not believe that the story of VH-71 is over... Secretary Gates has not made a convincing case for terminating the program, and there is no alternative helicopter that can satisfy range and payload requirements while still landing on the White House lawn."
Whether or not the program moves forward in the next few years makes no difference to the nine VH-71s that had already been completed when the program was led out behind the woodshed. In June of 2011, the US government sold them to Canada for a tidy sum of $164 million (more than paying for the FY 2010 appropriations tab). They'll be used for spare parts for our Northern neighbor's existing fleet of CH-149 Cormorants, another SAR derivative of the AH101. Word is, Canada might be eyeing them for use as VIP transports as well. [Defense Industry Daily - Wikipedia - Air Force Tech - Lockheed - Helis - Images: AP]
Roger Roger
Bottom of the list
Given this, and assuming this isn't a typical Donnie Deal where nothing is as advertised (yeah, kind of a big leap to make at this point) this is actually a pretty good solution I think.
Skåning
Well-Known Member
BigZ
Well-Known Member
That dude is Russian too btw
fholbert
Mod's - Please don't edit my posts!
My neighbors kids are in the FFA. They are raising a goat.
FFA raised it to 1500 hours of goat farming before you can your professional license.
Autothrust Blue
"Well, on the Brasilia..."
Senor Cartgage Mortgage. Bad credit? No credit? NO PROBALO
v1valarob
Well-Known Member
fholbert
Mod's - Please don't edit my posts!
FFA ATP = Animal Trainer Professional
dustoff17
Still trying to reach the Top Shelf
Yup, same organization if you think about it........
Roger Roger
Bottom of the list
Home lawns, escrow, refinancin'...
Bear
Well-Known Member
About that pair of Boeing 747 jetliners abandoned by a bankrupt Russian airline.
https://financialtribune.com/articl...-air-turned-down-boeing-s-offer-for-two-747-8
In Boeing’s talks with Iran Air after major powers signed the nuclear deal with Iran in 2015, the American planemaker offered to sell two available wide-body 747-8 jetliners to the flag carrier, but the airline refused to take them.
That pair of intercontinental jumbo planes were originally built for Russia’s OJSC Transaero Airlines that went bankrupt in 2015.
The American company tried to include the planes in the contract it secured with Iran Air later in December 2016—an offer the Iranian company refused, CNN reported on Wednesday quoting an anonymous person familiar with the matter.
The first Boeing delivery is to be delivered to Iran in April 2018, as many customers are standing in line prior to Iran Air.
So why did Iran Air miss the chance to receive two available planes? The airline says they could not be delivered rapidly after all.
“They made an offer. We did assessments and held negotiations in this regard. The planes had problems that would have delayed the delivery by at least one and a half years,” Farhad Parvaresh, former CEO of Iran Air—also known as Homa—told Financial Tribune.
“So Homa could not accept them with such a delivery schedule,” he added, without elaborating on the planes’ “problems”.
To fulfill its demand for wide-body jets, Iran Air opted for 777s. Its $17-billion order includes 50 of Boeing’s narrow-body 737MAX-8s, 15 wide-body 777-300ERs and 15 777-9s, which are to be delivered to Iran Air over 10 years.
“Iran Air was never really interested in 747s. It’s always wanted 777s. Even though Boeing may have offered them, Iran Air was never obliged to take them as part of its planned multibillion dollar deal. My understanding is that Iran Air actually preferred the 777-300ER and 777-9, in the same way that Emirates does with a view to emulating their business model to capture growth through its Tehran hub. Quad-jets are done for, as we can see with the recent rate cut on the A380, which Iran Air also rejected.”
Ahmad said Iran Air’s rejection of the 747-8s signals a shift away from large quads to 777s to form the eventual backbone of its fleet, without letting concerns over the US government approval of the deliveries affect its development plans.
“Boeing has indicated first deliveries of Iran Air’s 777-300ERs will take place next year, so it’s likely and hopeful that the Trump Administration will finally sign off this deal and allow it to proceed,” he said.
“Boeing will, of course, be telling the US government that missing out would mean ceding a huge market to Airbus and it would hurt US jobs.”
Boeing CEO Dennis Muilenburg recently said Boeing is “continuing to make steady progress” regarding its Iran business.
“All of this is being governed by US government policy and we’re staying completely within that licensing process, stepping our way through the gates. That is moving forward on track and we still expect to begin delivering airplanes next year,” he told reporters on July 26.
https://financialtribune.com/articl...-air-turned-down-boeing-s-offer-for-two-747-8
In Boeing’s talks with Iran Air after major powers signed the nuclear deal with Iran in 2015, the American planemaker offered to sell two available wide-body 747-8 jetliners to the flag carrier, but the airline refused to take them.
That pair of intercontinental jumbo planes were originally built for Russia’s OJSC Transaero Airlines that went bankrupt in 2015.
The American company tried to include the planes in the contract it secured with Iran Air later in December 2016—an offer the Iranian company refused, CNN reported on Wednesday quoting an anonymous person familiar with the matter.
The first Boeing delivery is to be delivered to Iran in April 2018, as many customers are standing in line prior to Iran Air.
So why did Iran Air miss the chance to receive two available planes? The airline says they could not be delivered rapidly after all.
“They made an offer. We did assessments and held negotiations in this regard. The planes had problems that would have delayed the delivery by at least one and a half years,” Farhad Parvaresh, former CEO of Iran Air—also known as Homa—told Financial Tribune.
“So Homa could not accept them with such a delivery schedule,” he added, without elaborating on the planes’ “problems”.
To fulfill its demand for wide-body jets, Iran Air opted for 777s. Its $17-billion order includes 50 of Boeing’s narrow-body 737MAX-8s, 15 wide-body 777-300ERs and 15 777-9s, which are to be delivered to Iran Air over 10 years.
“Iran Air was never really interested in 747s. It’s always wanted 777s. Even though Boeing may have offered them, Iran Air was never obliged to take them as part of its planned multibillion dollar deal. My understanding is that Iran Air actually preferred the 777-300ER and 777-9, in the same way that Emirates does with a view to emulating their business model to capture growth through its Tehran hub. Quad-jets are done for, as we can see with the recent rate cut on the A380, which Iran Air also rejected.”
Ahmad said Iran Air’s rejection of the 747-8s signals a shift away from large quads to 777s to form the eventual backbone of its fleet, without letting concerns over the US government approval of the deliveries affect its development plans.
“Boeing has indicated first deliveries of Iran Air’s 777-300ERs will take place next year, so it’s likely and hopeful that the Trump Administration will finally sign off this deal and allow it to proceed,” he said.
“Boeing will, of course, be telling the US government that missing out would mean ceding a huge market to Airbus and it would hurt US jobs.”
Boeing CEO Dennis Muilenburg recently said Boeing is “continuing to make steady progress” regarding its Iran business.
“All of this is being governed by US government policy and we’re staying completely within that licensing process, stepping our way through the gates. That is moving forward on track and we still expect to begin delivering airplanes next year,” he told reporters on July 26.
A number of A340s that just recently entered storage here where I am.
