HDTenEightyP/NetNews huggingface dataset:
From: RJSulliv@cen.ex.ac.uk (R.J.Sullivan)
Newsgroups: sci.aeronautics
Subject: Helicopter Aerodynamics
Date: 7 Jan 93 21:33:30 GMT
Organization: Computer Unit. - University of Exeter. UK

I would be very grateful for any recommendations of textbooks which
discuss the aspects of aerodynamics which are pertinent to
helicopters. I am looking for something along the lines of John
Anderson's excellent series in general aerodynamic theory but specific
to rotary wing aircraft.

Thanks in advance,

Dr Rob Sullivan
--
- - - -
Robert Sullivan           JANET    : sullivan.rj@uk.ac.exeter
Theoretical Physics Dept. UUCP     : sullivan.rj%exeter.ac.uk@ukc.uucp
University of Exeter      BITNET   : sullivan.rj%exeter.ac.uk@UKACRL
Stocker Road              Internet : sullivan.rj%exeter.ac.uk@cunyvm.cuny.edu
Exeter                    Tel      : +44 392 264198
Devon EX4 4QL, UK         Fax      : +44 392 264111

"One must be open-minded --
 --but not so open-minded that one's brains fall out."
Newsgroups: sci.aeronautics
From: medin@dscs.arc.nasa.gov (Milo S. Medin)
Subject: Re: Unflattering descriptions
Organization: NASA Science Internet Office
Date: Sat, 9 Jan 1993 06:04:47 GMT

In article <1993Jan7.201825.5078@aw2.fsl.ca.boeing.com> gcr8829@aw2.fsl.ca.boeing.com (Gustav C. Rettke) writes:

.
.
.
>>>F-15 Eagle : "Living proof of the American theory that even a brick will
>>>fly if you hang enough engines on it."
>
>

This is another version of an old NASA saying, "With enough thrust, anything
will fly."

						Thanks,
						   Milo
From: jmmatthe@apgea.army.mil (Jeffrey M. Matthews <jmmatthe>)
Newsgroups: sci.aeronautics
Subject: Re: Unflattering descriptions
Date: 11 Jan 93 13:59:55 GMT
Organization: CRDEC APG

In article <1993Jan7.020155.26211@massey.ac.nz> news@massey.ac.nz (USENET News System) writes:
>In article <lkmemtINNe38@appserv.Eng.Sun.COM> fiddler@concertina.Eng.Sun.COM (steve hix) writes:
>>Grumman AgCat.
>>
>>Once proposed to the Army as a close-support aircraft.  It was (is)
>>rugged, could carry a good load, and is very maneuverable.
>>
>>Just try to get any general to sign off on buying a biplane in the
>>age of jet aircraft, though...
>>
>Well, there is a re-engined AgCat that operates from the field I often fly from
>that sports a turbine up front. The long pointy nose looks a lot better than the
>fat lump that graced the front before surgery. It's a lot quieter too.
>
>The worlds first (turbo) jet biplane?

Fat lump?   Damnation, son--we're talking about the best looking and best
sounding small engine ever to grace an airframe.  Maybe you should move
to rec.aviation.dogwhistle.

But they do go a long time between adventures, them dogwhistles.

J. Matthews
Newsgroups: sci.aeronautics
From: lbs@texhrc.uucp (Lindy Sisk)
Subject: Re: Unflattering descriptions
Followup-To: sci.aeronautics
Summary: Another Phantom Name
Organization: Texaco EPTD
Date: Wed, 6 Jan 1993 13:48:50 GMT

The F-4 Phantom was also known as The Rhino, because it was in fact
as ugly as a rhinocerous.


-- 
Linden B. (Lindy) Sisk              | Voice: +1-713-432-3294   Ham: AK5N
Senior Research Electrical Engineer | Fax:   +1-713-432-6908 Bix: lbsisk
Texaco, Inc.  P.O. Box 425          | MCIMail: lbsisk    CIS: 72047,2645
Bellaire, TX 77402-0425             |        Internet: sisklb@texaco.com
From: fiddler@concertina.Eng.Sun.COM (steve hix)
Newsgroups: sci.aeronautics
Subject: Re: Unflattering descriptions
Date: 6 Jan 1993 20:02:37 GMT
Organization: Sun
NNTP-Posting-Host: concertina

In article <bob1.726333584@cos> bob1@cos.com (Bob Blackshaw) writes:
>
>There is a humpbacked biplane they use for cropdusting. Ugliest thing
>I ever saw, but it flies. Can't remember who builds it.

Grumman AgCat.

Once proposed to the Army as a close-support aircraft.  It was (is)
rugged, could carry a good load, and is very maneuverable.

Just try to get any general to sign off on buying a biplane in the
age of jet aircraft, though...



--
-------------------------------------------------------
| Some things are too important not to give away      |
| to everybody else and have none left for yourself.  |
|------------------------ Dieter the car salesman-----|
From: john@newave.newave.mn.org (John A. Weeks III)
Newsgroups: sci.aeronautics
Subject: Re: Unflattering descriptions
Date: 9 Jan 93 18:27:43 GMT
Organization: Newave Communications, Ltd, Lake Wobegon, MN

In <1993Jan6.134850.27749@texhrc.uucp> lbs@texhrc.uucp (Lindy Sisk) writes:
> The F-4 Phantom was also known as The Rhino [...]

I have also heard it called a "brick" or "slick brick" by a friend who
did time in Viet Nam.  This was because the F-4 demonstrated the theory
that, given enough power, even a brick could be made to fly.

-john-

-- 
==============================================================================
John A. Weeks III		(612) 942-6969		    john@newave.mn.org
Newave Communications, Ltd.			    ..!uunet!tcnet!newave!john
From: jbatka@desire.wright.edu
Newsgroups: sci.aeronautics
Subject: Re: Unflattering descriptions
Date: 4 Jan 93 11:45:25 EST
Organization:  Wright State University 

> A-7 Corsair - "SLUF" - Slow Little Ugly Fucker. 
> 
 ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^
Don't foret

B-52 Stratofortress - "BUFF" - Big Ugly Fat Fucker.

I'm sure you'll get lots of responses with this one.


-- 

   Jim Batka  | Always remember ...                        | Buckaroo
   Modemman   |    No matter where you go, there you are!  |   Bonzai
--------------+--------------------------------------------+--------------
              | Work Email:  BATKAJ@CCMAIL.DAYTON.SAIC.COM | Elvis is
              | Home Email:  JBATKA@DESIRE.WRIGHT.EDU      |   DEAD!
--------------+--------------------------------------------+--------------
Newsgroups: sci.aeronautics
From: pt@geovision.gvc.com (Paul Tomblin)
Subject: Re: Kidney Transplant Info. Needed
Reply-To: pt@geovision.gvc.com
Organization: Not officially GeoVision Systems Inc., Ottawa, Ontario
Date: Thu, 7 Jan 1993 04:26:21 GMT

I saw this in sci.aeronautics - I know it was xposted to:
newsgroups sci.math.symbolic, sci.math.num-analysis, sci.math, sci.math.stat,
sci.comp-aided, sci.astro, sci.bio, sci.med, sci.misc, sci.physics, sci.edu,
sci.aeronautics, comp.robotics, sci.engr, sci.engr.civil, sci.engr.mech

ramin@crchh775.BNR.CA (Ramin Moshiri-Tafreshi) writes:
>I would appreciate any information on Kidney Transplant options in the
>USA.  Does anyonebody have information on Kidney transplant centers (all,
>or the ones in southern US) such as the number and success rate of their 
>transplants.

I dunno - but if you want us to calculate the Reynolds number of your kidney
machine, you've come to the right group...

Please try and keep this stuff to the right groups.  Of that group, I
suppose sci.bio and sci.med are about the only ones remotely connected to
the request.

[WTFIIWTBNR,A]

-- 
Paul Tomblin, pt@compass.gvc.com
(This is not an official opinion of GeoVision Systems Inc.)
"If you can read this, you're not looking through the Hubble Space Telescope"
Newsgroups: sci.aeronautics
From: elgersma@src.honeywell.com (Mike Elgersma)
Subject: Re: Helicopter Aerodynamics
Organization: Honeywell Systems & Research Center
Date: Thu, 7 Jan 1993 18:53:32 GMT

In article <C0Hsnv.Cz9@cen.ex.ac.uk> RJSulliv@cen.ex.ac.uk (R.J.Sullivan) writes:
>I would be very grateful for any recommendations of textbooks which
>discuss the aspects of aerodynamics which are pertinent to helicopters.

"Rotary-Wing Aerodynamics," by W. Z. Stepniewski and C. N. Keys, Dover, 1984.

This book contains the following two volumes bound as one:

Volume 1: Basic Theory of Rotor Dynamics (With Application to Helicopters),
          by W. Z. Stepniewski, 1979.

Volume 2: Performance Predictions of Helicopters,
          by C. N. Keys, edited by W. Z. Stepniewski, 1979, 1981.

---------------------------------------
Mike Elgersma
elgersma@src.honeywell.com
----------------------------------------------------

Newsgroups: sci.aeronautics
From: pt@geovision.gvc.com (Paul Tomblin)
Subject: Re: Unflattering descriptions
Reply-To: pt@geovision.gvc.com
Organization: Not officially GeoVision Systems Inc., Ottawa, Ontario
Date: Thu, 7 Jan 1993 12:15:50 GMT

news@massey.ac.nz (USENET News System) writes:

>In article <lkmemtINNe38@appserv.Eng.Sun.COM> fiddler@concertina.Eng.Sun.COM (steve hix) writes:
>>Grumman AgCat.
>Well, there is a re-engined AgCat that operates from the field I often fly from
>that sports a turbine up front. The long pointy nose looks a lot better than the
>fat lump that graced the front before surgery. It's a lot quieter too.

>The worlds first (turbo) jet biplane?

I've seen pictures of a Polish cropduster biplane that was a real jet, not a
turboprop.  The idea was that Kerosene is a lot easier to come by in Eastern
Europe than av-gas.


-- 
Paul Tomblin, pt@compass.gvc.com
(This is not an official opinion of GeoVision Systems Inc.)
"I need that trephination stuff like I need another hole in the head"
    --  Kim L. Greer in alt.folklore.urban
Newsgroups: sci.aeronautics
From: ntaib@silver.ucs.indiana.edu (Iskandar Taib)
Subject: Re: Unflattering descriptions
Organization: Indiana University
Date: Tue, 12 Jan 1993 05:23:05 GMT

In article <lkmegqINNe33@appserv.Eng.Sun.COM> fiddler@concertina.Eng.Sun.COM (steve hix) writes:
>In article <MTANNER.93Jan5125110@gmuvax2.gmu.edu> mtanner@gmuvax2.gmu.edu (Michael C. Tanner) writes:
>>In article <1993Jan4.120010.5708@mr.med.ge.com> szopinsk@picard.med.ge.com (Jerry Szopinski Mfg 4-6983) writes:
>>
>>   B-26 Marauder - Widow Maker.
>>
>>AKA "The Baltimore Whore" (because it had "no visible means of support", an
>>                          old legalism for proving prostitution


Also called "The Incredible Prostitute" for the same reason.





-- 
-------------------------------------------------------------------------------
Iskandar Taib                          | The only thing worse than Peach ala
Internet: NTAIB@SILVER.UCS.INDIANA.EDU |    Frog is Frog ala Peach
Bitnet:   NTAIB@IUBACS                 !
From: meb4593@galileo.rtn.ca.boeing.com (Michael Bain)
Newsgroups: sci.aeronautics
Subject: Re: Tire burn-out on landings
Date: 4 Jan 93 22:03:31 GMT
Organization: Boeing Commercial Airplane Group, Seattle

todamhyp@unlv.edu (Brian M. Huey) writes:
>	I am neither a pilot nor an airliner engineer. However,
>everytime I watch a airliner land, a cloud of smoke is produced when
>the wheels come in contact from the ground due to friction. Couldn't
>this cloud and the effect of friction be lessened by inducing a
>angular velocity upon the wheels to match the airliners speed with
>respect to the runway?

Interestingly, this was the first suggestion that I submitted when I
started working for Boeing, even though I'm a computer weenie rather
than an aero weenie.  I suggested it to be motor driven or "wind
vanes". 

It was turned down (of course).  The explanation was that the weight
for the system (and complexity) wouldn't be worth it.  



-- 
Michael Bain                                            (206) 234-6942
Boeing Commercial Airplane Group           meb4593@icdfs.ca.boeing.com
Seattle, WA 98124

Newsgroups: sci.aeronautics
From: SNOMCB <SNOMCB@mvs.sas.com>
Subject: Blue Angels sched.?
Date: Wed, 13 Jan 1993 04:10:00 GMT
Organization: SAS Institute Inc.

 
  Would somebody in-the-know please post a schedule of appearances
  for the Blue Angels, Golden Knights, Snow Birds, etc.
 
Thank you
Mike
SAS Institute Inc.
Cary, NC 
Newsgroups: sci.aeronautics
From: mtanner@gmuvax2.gmu.edu (Michael C. Tanner)
Subject: Re: Unflattering descriptions
Organization: George Mason University, Fairfax, Virginia, USA
Date: 5 Jan 93 12:51:10

In article <1993Jan4.120010.5708@mr.med.ge.com> szopinsk@picard.med.ge.com (Jerry Szopinski Mfg 4-6983) writes:

   B-26 Marauder - Widow Maker.

AKA "The Baltimore Whore" (because it had "no visible means of support", an
                          old legalism for proving prostitution -- pilots were
                          leary of the short narrow chord wing, and Martin was 
                          in Baltimore)

I've also heard "One a Day in Tampa Bay".  Transition training was in Florida
and they had a lot of accidents.

-- mike
Newsgroups: sci.aeronautics
From: bowers@rigel.dfrf.nasa.gov (Al Bowers)
Subject: Re: Speed of sound (Re: MACH 8)
Organization: NASA Dryden, Edwards, Cal.
	<1992Dec16.230933.16563@cirrus.com> <72541@cup.portal.com>
Date: Tue, 29 Dec 1992 16:18:36 GMT


In article <72541@cup.portal.com> pls@cup.portal.com (Paul L Schauble) writes:

>> Mach 1 flying about 50-100 feet above the ground over the desert. 

>How low can you go in a supersonic aircraft before things like ground effect
>and shock waves bouncing off the ground make flying difficult?

A lot lower than you would want to fly the aircraft.  The Australians
are particularly good at this sort of thing with their F-111As.  They
usually practice their coastal defence exercises by coming in off the
water at 20 to 30 feet (TFR) at Mach 1.2.  Typical fuel burns are just
over 100,000 pounds per hour for _EACH_ engine at those sorts of
conditions (you obviously don't do it for very long).  A fully loaded
-111 at 20 feet off of the water leaves quite a roostertail in the
water...

I don't know of any other larger aircraft that does this
supersonically, which makes the -111 so impressiver.  I imagine a B-1
(A or B) could do it, but I don't know that they are used like this...

--
Al Bowers                       bowers@rigel.dfrf.nasa.gov
NASA F-18 High Alpha Research Vehicle, Lead Aero
NASA, Dryden Flight Research Facility, Edwards, California
From: bozek@ecs.umass.edu
Newsgroups: sci.aeronautics
Subject: Re: Unflattering descriptions
Date: 8 Jan 93 12:05:08 GMT
Followup-To: sci.aeronautics

In article <1993Jan6.134850.27749@texhrc.uucp>, lbs@texhrc.uucp (Lindy Sisk) writes:
> The F-4 Phantom was also known as The Rhino, because it was in fact
> as ugly as a rhinocerous.

     One time in Turkey, calling in target for the valley below us

we had a pair of Phantoms grace us.

I thought they were beautiful. F14's, 15's 18's,... A10's seam pale

in comparison. Each to his own.
Newsgroups: sci.aeronautics
From: oneil@worf.arc.nasa.gov.arc.nasa.gov (Don O'Neil)
Subject: Hot Wire Anemometers
Date: Tue, 5 Jan 93 13:34:32 PST
X-Received: by usenet.pa.dec.com; id AA28496; Tue, 5 Jan 93 13:32:24 -0800
X-Received: by inet-gw-2.pa.dec.com; id AA03028; Tue, 5 Jan 93 13:32:06 -0800
X-Received: by worf.arc.nasa.gov.arc.nasa.gov (16.6/1.2); Tue, 5 Jan 93 13:34:32 -0800
X-To: sci.aeronautics.usenet
X-Mailer: Elm [revision: 66.25]

Does anybody have any decent information on automated Hot Wire Anemometer    
measurements? Please EMAIL to oneil@worf.arc.nasa.gov.
Thanks.
From: bwb1@ns1.cc.lehigh.edu (BRENT W. BENSON)
Newsgroups: sci.aeronautics
Subject: Re: Teach-Yourself-AERO books etc.. (was Re: Helicopter Aerodynam
Date: 8 Jan 93 15:57:02 GMT
Organization: Lehigh University

In article <1993Jan8.013747.20024@trl.oz.au>, hall@trl.oz.au (Roger Hall) writes
:
>Greetings from down-under,
>
>I am an engineer working in communications/software engineering with
>a love of sailing. I have been teaching myself aerodynamics relevant to
>sailing for my own interest/hobby/pastime etc..
>
>Specifically, I'm interested in subsonic, finite wing, thin foil analysis
>in order to optimise my yacht performance subject to class constraints
>(this is a long term goal).
>
>Do the other texts in John Anderson's series cover detail on such aspects,
>particularly numerical techniques on finite wing panel/vortex lattice...
>methods for Navier-Stokes and/or Euler-Lagrange problems? Are there other
>methods I should consider?
>
>Are there any aero experts who wont be too bored by sub-sonic flow stuff
>to steer me in the right direction? Indeed, is there anyone who shares
>similar sailing theory interest and has already done all this?
>
>Then there's the hydrodynamics stuff.. Anyone know about wave-making drag
>on hulls!
>
>Thanks in advance,
>regards
>Roger.
>
Looks like you and I share interests, but are at about the same level of
competence so I can't be of much help to you.

I am currently mucking my way through Abbott and Denhoff "Theory of Wing
Sections"  recommended on this bulletin board, and Moran "Theoretical and
computational Aerodynamics" found in the library.
Useful books about sail and hull theory are Ross Garrett "The Symmetry of
Sailing" and Marchaj "Aerohydrodynamics of Sailing - 2nd ed". These are
pretty limited in theory, and Marchaj is poorly organized, leading me also to
look for better sources. Please share with me what you find.

Some time back when I first subscribed to this newsgroup there was a very
spirited and prolonged discussion about how wings generate lift, couched in
layman's terms. I wish I had saved this info....anyone have it?

Brent
Newsgroups: sci.aeronautics
From: doshay@ursa.arc.nasa.gov (David Doshay)
Subject: Re: Kidney Transplant Net Cop  -- NOT HERE!!
Organization: NASA-Ames Biocomputation Center
Date: Wed, 6 Jan 1993 17:59:48 GMT

I agree. I feel for the person and family of the person that needs a kidney
transplant, so I'll just shrug my shoulders and assume they just posted to
everywhere they read news in a blind panic, but ........... it seems that about
10% of what I see here is what is supposed to be here.


YUP!!! PLEASE POST TO THE RIGHT GROUP!!!!!!!!!!!!!!!!

David		doshay@soma.arc.nasa.gov

The thought police insist I tell you:
my thoughts, not NASA's
 
Newsgroups: sci.aeronautics
From: bob1@cos.com (Bob Blackshaw)
Subject: Re: Tire burn-out on landings
Organization: Corporation for Open Systems
Distribution: na 
Date: Tue, 5 Jan 1993 20:08:31 GMT

In <1281@galileo.rtn.ca.boeing.com> meb4593@galileo.rtn.ca.boeing.com (Michael Bain) writes:

>todamhyp@unlv.edu (Brian M. Huey) writes:
>>	I am neither a pilot nor an airliner engineer. However,
>>everytime I watch a airliner land, a cloud of smoke is produced when
>>the wheels come in contact from the ground due to friction. Couldn't
>>this cloud and the effect of friction be lessened by inducing a
>>angular velocity upon the wheels to match the airliners speed with
>>respect to the runway?

>Interestingly, this was the first suggestion that I submitted when I
>started working for Boeing, even though I'm a computer weenie rather
>than an aero weenie.  I suggested it to be motor driven or "wind
>vanes". 

>It was turned down (of course).  The explanation was that the weight
>for the system (and complexity) wouldn't be worth it.  

Guess they don't have to pay for the tires. Note to Layne Cook, I
have tried twice to e-mail you regarding my earlier post on this
thread, but both bounced. The gist of my message was that like
Michael, I'm a computer/communications weenie not an aero weenie.
Actually, we use the term propellor-head here, which might seem
apt :-).

I guess that the electric motor idea won't fly because it would
displace the brake mechanism. Even though they use wheel mounted
motors on electric autos, they still have room for inboard brakes.
This would be just a bit difficult on a 747 or 1011, let alone a
Cessna 172.


>-- 
>Michael Bain                                            (206) 234-6942
>Boeing Commercial Airplane Group           meb4593@icdfs.ca.boeing.com
>Seattle, WA 98124

Bob, who has absolutely nothing to do with aircraft and still can't
find the plans for his RC Beech Staggerwing :-(.

Newsgroups: sci.aeronautics
From: ghamlin@dale.cts.com (Garrett Hamlin)
Subject: Re: Looking for information for buying second hand aircraft
Organization: Titan Linkabit Corporation
X-Newsreader: Tin 1.1 PL5
Distribution: na
Date: Mon, 4 Jan 1993 02:12:01 GMT


Perhaps the best way to start looking for used general aviation 
aircraft is to go to your local small airport and pick up a copy
of "Trade-A-Plane."   This magazine will give you some dealers'
phone numbers, and some idea of what's out there in your price
range.  While you're there, you might want to talk to a flight 
school for advice.  Also, look for aircraft buyer/seller bbs's
advertised in "Flying" and other magazines, where you can call
in with your computer and shop around.  

Good luck!

--
Garrett C. Hamlin			email:	ghamlin@dale.cts.com
Titan Linkabit				Voice:	(619) 597-9065
3033 Science Park Road			Fax:	(619) 552-9638
San Diego, CA 92121

Newsgroups: sci.aeronautics.airliners
From: thumper@engin.umich.edu (Bob Topping)
Subject: Re: Aha!  The three-man 767 rears its ugly head...
X-Submission-Date: Thu, 07 Jan 93 14:46:44 EST
Organization: University of Michigan Engineering, Ann Arbor
X-Submission-Message-ID: <8kd=xb_@engin.umich.edu>
Date: 07 Jan 93 13:17:51 PST

>
>AvLeak didn't say, but it didn't sound like there were any plans to
>prototype it; the first two airframes would presumably be used as
>"deliverable prototypes" much as the 747-400 test planes were.  The planes
>will be pretty much stock, sent to Wichita for strengthening of the rear
>fuselage and other modifications, then returned to Seattle for the
>electronics.  Of course, this all assumes that the procurement passes the
>Japanese Diet.
>
>(I don't remember which of the N books about Boeing I read this in, but
>during testing of the 767's wing strength, they never found out how strong
>it really was; at 117% (or so, don't remember the exact number) of rated
>strength, the fuselage gave way.  I'll try to find where I read it.)
>

  I think it may have been in _Legend & Legacy: The Story of Boeing and
Its People_.  It the most recent Boeing book I've read, and I remember
that story fairly well.  Even if its not, its still an excellent book to
read.  Take it along on your next flight! :)

  Just found the reference:  Pg. 391, _L&L_

  	  The 767 emerged from a tremendous amount of wind tunnel
	work; it was what [Dean] Thornton called a "clean paper"
	airplane--everything started from scratch.  One of the de-
	sign's chief virtues was the potential growth built into
	the airplane; the wing, huge for the plane's overall size,
	was structurally so powerful that the static destruction
	test failed to break it.  The wing went far beyond the 100
	percent of design load limit, and it was not the wing that
	failed but the aft fuselage near the area of a rear cargo
	door.
	  "We extrapolated from that test all the data we needed to
	assure us the airplane had tremendous growth potential,"
	Ben Cosgrove remembered.  "We never did find out how much
	it would take to break the wing--the static test ended when
	the rear fuselage broke, and we decided to use the wing for
	other test purposes."

  
-- 
@ "Our lives are better left to chance;  ****      PLEASE!  E-Mail to:       @
@   I could have missed the pain, but    ****  bob.topping@um.cc.umich.edu   @
@   I'd have had to miss the dance."     ****  phy_astrclub@emunix.emich.edu @
@  Garth Brooks, The Dance.   @>-,'--    ****     :::RETURN OUR HURON!:::    @ 

Newsgroups: sci.aeronautics.airliners
From: kls@ohare.Chicago.COM (Karl Swartz)
Subject: Boeing link with Daimler-Benz on "jumbo jumbo?"
X-Submission-Date: Wed, 6 Jan 1993 11:46:38 GMT
Organization: Chicago Software Works
X-Submission-Message-ID: <1993Jan6.114638.11137@ohare.Chicago.COM>
Date: 06 Jan 93 04:26:44 PST

Boeing said today (Tuesday) that it has held discussions with Daimler-
Benz regarding development of a "jumbo jumbo" airliner that could
carry as many as 800 passengers on long-range routes.  Interesting to
say the least since Daimler-Benz's aerospace subsidiary is Deutsche
Airbus!

Also mentioned were discussions about the aircraft with British
Aerospace, also a member of the Airbus consortium.

Seems like an interesting approach to dealing with Airbus' threat to
build the plane if Boeing does too, despite there being insufficient
market for two such aircraft (if indeed there's even an adequate
market for one).  Last time Boeing tried to play politics to defuse
the Airbus threat (with the British and the 757) they didn't do too
well, though.

-- 
Karl Swartz	|INet	kls@ditka.chicago.com		
1-415/854-3409	|UUCP	uunet!decwrl!ditka!kls
		|Snail	2144 Sand Hill Rd., Menlo Park CA 94025, USA
 Send sci.aeronautics.airliners submissions to airliners@chicago.com

Newsgroups: sci.aeronautics.airliners