Randy's Journal

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Recent Comments

It's good to have competition - to give customers the very best in what they deserve. It's good to keep innovating your products - to stay ahead of the times. And it's good to keep doing what you are so good at over the years... 'Boeing: Building planes from the past, to the present and into the future'. It's enjoyable reading your blog, and your views of the aviation industry.

Chris T., Malaysia

This article confirms that Boeing's fuselage composite barrel for the 787 is the correct choice. The article also tells you implicitly that 777-300ER will dominate the market until 2016. Now, Boeing has one more year to think about 777-300ER replacement. Boeing has a lot of time.


That was pretty interesting about the 20% more emissions from the Airbus vs. the Boeing jet. I'd be curious (even though it is small in comparison to the overall flight) is there a way to have pre-rotation of the tires before landing to 1) cut down on the rubber smoke and 2) elongating the life of the aircraft tire?

Brent B., Bellevue, Washington

With this new regulation from the FAA, is Boeing planning to replace the 747 with the world's largest twin engine aircraft? It seems like the next logical step. I imagine that Boeing is only really limited my engine size and thrust rating.

Kevin, Calgary, Alberta, Canada

Are either of these two (too?) far-fetched concepts at all feasible? 1) Using aluminum with helium bubbled through it while molten to make an ultra-light metal for aircraft structural beams or using an insulating foam with helium bubbled through it to help make aircraft a little less heavier than air? 2) Building an aircraft like "Thunderbird 2" with the passenger/freight section in the form of a self-contained secure unit to be picked up by the aircraft. The passenger unit could be loaded elsewhere (city centre even) and transported out to the waiting aircraft to be picked up and locked in place.

Graham C., Luxembourg

Thanks for providing this blog. Finally, people like myself who are aviation enthusiasts the world over, can find some credible info, online, about the "insider" trends & info about airplanes from the most sought after airframe maker on planet earth: B-O-E-I-N-G. How awesome is that? I'll check the site on a frequent basis, now that I've found out about it....then onto Airliners.net.

Jason F., Ashburn, Virginia

I hope this isn't too far off topic, but I found your post about the closing of the Boeing plant in Long Beach, CA with the last 717. I happened to be there last night and was dismayed to see the beautiful "Fly DC Jets" sign dark. Do you know if there are any plans or efforts underway to save the sign?

John B., Manhattan Beach, California

John, the sign will indeed be preserved, and will be a prominent fixture as part of the Douglas Park construction project across from the factory. The building the sign is currently on is not occupied, so power to the building and sign is turned off right now to preserve electricity.

Randy Baseler

Congratulations with the 747 LCF DreamLifter and an interesting Blog. If this is what Boeing can do to a 747 then imagine what Boeing can do for present & future customers. Talk about a great product (the 747) supporting an even greater product (the 787). In today's competitive airline environment the DreamLifter and Dreamliner inherit similar characteristics to that of the Wooden Horse of Troy. Can't wait for the maiden flight.

Joe, Australia

With the latest FAA ETOPS announcement, why would any airline purchase the Airbus A340-500 or A340-600 now? Unless Airbus will be giving them away, which may be a possibility, the Boeing 777 family just became more valuable to any airline who is operating it now and in the future. With the Airbus response to a long range twin many years away in the A350 family, Boeing should enjoy a virtual monopoly with their own 777/787 family. Way to go Boeing for having the correct insight years ago.

Mark, Newport Beach, California

It will be great if Boeing could build a new 747 with the exact dimensions of the A380 or better. Boeing has the knowledge, finances and technological know how. Come on Boeing, what are you waiting for?

Roger J., England

I was wondering if the design engineers for the 747-8I ever thought about or discussed about making the center wing box area on the 747-8I out of light weight carbon composites? Can it be done? Is it possible to do it on the 747-8I and if it can be done, is it too late in the design and development process to do it? How about the area just under the center fuselage were the ram air ducts, landing gear, wing to body flaring is? Can those panels be made out of composites because it looks like it's just a shroud were the ram air ducts are? Then again, I am sure the design engineers have thought out side of the box and were open to any input from those at Boeing to make the 747-8I lighter. You know it will be great to finally see the 747-8I in flight testing and see the actual performance numbers and be surprised that this new 747-8I performs better than expected. Are the shrouds around the engines made out of light weight composites? Is it possible? Just trying to think of ways to make the plane lighter. I guess the 747 hump can't be made out of composites because of the expansion and contraction differences between composites and aluminum.

Tim, Baltimore, Maryland

What is my dream of the future 737 series? My 737RS (replacement study) planes have 6 different models. The smallest one carries about 100-110 in 1 class and the second smallest one is similar to 737-600 nowadays. They share the smallest and similar wings, which is smaller than the 737NGs nowadays. Then, the two models are close to the class of 737-700 and 737-800 nowadays. And the largest two are close to 737-900ER and 757-200. The largest two can have 4x2 main landing gears. This is my little idea about 737RS (replacement study). These sizes optimize the market needs and extend the 737 market. Hope that all of you share more about the new 737!

Glen L, Beverly Hills, California

In regards to Boeing vs. Airbus, I like and prefer Boeing probably because I am a citizen of the USA. I've flown other airliners like the L1011 to Hawaii but other than that I've flown basically Boeing products. As far as creature comfort, the elbow to elbow seating arrangement on a 737 can be annoying especially on flights longer than 2 hrs. The 757's are a lot more comfy because of the wider seats. I was curious on why can't Boeing just put a little tweak on the width of the fuselage to make the 737's a little more comfortable for passengers as well as I think more appealing to more airlines.

Andrew, Wasilla, Alaska

With the FAA abolishing ETOPS and allowing qualified Twin jets to fly over 5 hours away from a diversion airport, I feel Boeing's long standing vision of point to point travel with fuel efficient twin jets just got the biggest seal of approval Boeing could have hoped for, as if the market hadn't already spoken loudly enough with the 777s absolute trouncing of Airbus A340 product. I feel vindication is in the air, literally, for many people who have long argued that the steady but sure trend toward twinjets over 4-engined aircraft is here to stay.

Alexander R., Edinburgh, Scotland