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Izveidoja dzukovs · 22.03.2009 · 929 ziņas
— Ziņas · 929LAPA 21 / 38 · IELĀDĒ…
08.03.2015 15:53 · (rediģēts)
Es ko, pareizi sapratu - airBaltic grib atteikties no CS300??? Vai arī es nepareizi ko iztulkoju... Ir kādam precīzāka info? Ja viņi atsakās - tad es nesaprotu - jaunas lidmašīnas mums neredzēt labākajā gadījumā vēl paris gadus.......ValdisM rakstīja
08.03.2015 16:21
nē, doma ir tāda - airbalticam pašam naudas nav, lai šos aparātus nopirktu, tāpēc airbaltics grib, lai kāds cits nopērk viņu aparātus un viņi tad īrētu tos - en.wikipedia.org/wiki/Leaseback
08.03.2015 17:51
Un beigās tas sanāk izdevīgāk nekā pašīem aizņemties tīru naudu lidaparātu iegādei? Tas ka pašiem uzreiz nav tik liela piķa, tas skaidrs....mārtiņš rakstījanē, doma ir tāda - airbalticam pašam naudas nav, lai šos aparātus nopirktu, tāpēc airbaltics grib, lai kāds cits nopērk viņu aparātus un viņi tad īrētu tos - en.wikipedia.org/wiki/Leaseback
08.03.2015 19:20
Nav jau runa par to, kas izdevīgāk, bet gan - ko var atļauties. Un atļauties nolikt 13x US$ 71 million (kopā ~923 US$ mil par 13 lidmašīnām) BT nevar. Un lasot pēdējā laika ziņas - nekādu investoru arī nav izdevies atrast. Tie joki ar nemaksāšanu lidostai - arī par kaut ko liecina (kura normāla banka vai līzinga kompānija dos naudu pie šādām spēlēm?). Vienīgā opcija tad paliek - īrēt no kāda. Bet vienalga tas gandrīz miljards liekas par traku priekš Boltika...
08.03.2015 23:21
Rietumu pasaulē bankas naudu šādām lietām nedod vispār. Summas pārāk lielas un riski pārāk milzīgi. Priekš tam ir aviācijas līzinga kompānijas, kurām ir dikti dziļas kabatas un kuras ļoti labi saprot ar ko spēlējas. Es domāju, airbaltic gadījumā tā ir vienīgā iespēja kā attīstīties, un galu galā šādi sekmīgi operē daudzas kompānijas un tieši līzinga fakta dēļ pamanās arī diezgan efektīvi "optimizēt" nodokļus
09.03.2015 01:45 · (rediģēts)
:)
Paldiesiņš. Palika nedaudz skaidrāk. Tātad visā visumā Baltikam joprojām pastāv plāns tikt pie jaunām lidmašīnām, tikai tiek meklēti ceļi kā to izdarīt.
Tas ir labi, te es esmu ieinteresēts ne tikai kā spoters (arī tas nenoliedzami), bet arī kā klients, jo sakarā ar to, ka pēdējā laikā strādāju ārpus Latvijas sanāk biežāk lidot :), tiesa vienā maršrutā RIX -OSL :) un te baltikam ir diezgan sīva konkurence.
09.03.2015 02:10 · (rediģēts)
Nu viņu pasūtījums nav tik milzīgs, lai bombardieris baigi ar atlaidēm mētātos. Bet Baltiks neko nepērk. Iedomājies operatīvo līzingu, kur elektriķu kompānija pasūta 10 Renault Kangoo, lai darbinieki varētu uz izsaukumiem doties - kompānija īre autiņus, bet kad līzinga periods ir beidzies, viņiem mašīnas nepieder, tās tiek vai nu nodotas nākamajiem, vai notirgotas. Tad nu sanāk lielā rēķināšana, kā sanāk izdevīgāk - varbūt, ka Baltikam šis variants būs pat izdevīgāks, jo mēs nezinām cik CS300 būs vērts. teiksim pēc 10 gadiem, pirmo D cheku sagaidot. Ja pasūtījumi neaizies un nekādu konkurenci Boeingiem vai Airbusiem CS sērijai nesanāks sastādīt, lidmašīnai otreizējais tirgus var arī neatrasties, tas nozīmē, ka baltiks būs "iestrēdzis" ar pamatlīdzekli, kas ir pazaudējis vērtību ātrāk, nekā likumdošana vispār atļauj tos norakstītAsis rakstījap.s. Vienīgi nedomāju, ka Baltiks pērk šīs lidmašīnas par pamatcenu..... domāju, ka lētāk....
10.03.2015 01:49
Mārtiņš jau šķiet ļoti labi apskaidroja, es tik savas pārdomas un sapratni par to visu izsaku - bankām un parastiem naudas maisiem nav nekādas poņas par aviāciju un naudas ir tik lielas, ka šie tam vispār klāt neķeras nekādā veidā. Visas tās avio-līzinga kompānijas tomēr pārstāv aviācijā izglītoti un zinoši cilvēki. Zināšanas + milzīgs naudas maks ir nepieciešams šajā biznesā.
01.04.2015 13:24
Šodien, svinīgā ceremonijā, Latvijas aviokoncerns "WingsBaltic" ekspluatācijā nodos pirmo vietējā ražojuma aviolaineri - "LV-300". Pirmā lidmašīna tiks nodota Krievijas nacionālajai aviokompānijai "Aeroflot".
"Šī Latvijas aviācijai ir liela diena. Mēs esam radījuši efektīvu un konkurētspējīgu starpkontinentālu aviolaineri 300 pasažieru pārvadāšanai. Pateicoties mūsu vietējiem inžinieriem, kas radīja īpaši efektīvus spārnus, LV-300 ir ekonomiskāks pat par Boeing 787," norāda "WingsBaltic" valdes priekšsēdētājs Pēteris Džurašvili.
"Aeroflot" pārstāvis preses konferencē Arēnā "Rīga" skaidroja, ka: ""Aeroflot" ir atteikusies no Boeing 787 lidmašīnu pasūtījuma, dodot priekšroku kaimiņvalsts ražojumam. Mūsu Baltijas partneri sevi ir pieteikuši ļoti nopietni lielajā aviācijas tirgū. Izvērtējot visus ekonomiskos aspektus, mēs nolēmām priekšroku dot LV-300."
Kā zināms, Lidmašīnas "LV-300" projekts tika uzsākts 2009. gadā. Tagad, pēc 6. gadiem, lidmašīna ir sertificēta un var doties pie saviem īpašniekiem. Jau pēc nedēļas ekspluatācijā tiks nodots arī otrs laineris (Aviokompānijai "British Airways").
Tuvākā gada laikā tiek plānots restrukturizēt Rīgas centrāltirgu, lai tajā varētu veikt sērijveida fizelāžu ražošanu. Tas ļaus vietējam koncernam paaugstināt ražošanas tempus. Lai varētu plānveidīgi apmierināt pieprasījumu, "WingsBaltic" mēnesī jāražo 15 aviolaineri. Šo skaitli kompānija cer sasniegt līdz 2017. gada 1. aprīlim.
01.04.2015 15:51
31.07.2015 04:59
Cerams, ka varētu būt pavērsiens MH370 lietā: Malaysia has sent a team to the French Indian Ocean island of Reunion to determine whether debris which washed up there is from missing flight MH370.
02.08.2015 02:49
Apstiprināja, ka detaļa ir no Boeing 777. Neviens cits 777 tur "tuvumā" gabalos nav nekad sadalījies. Dodu 99,9%, ka tā ir detaļa no meklētā aparāta...Jorsh rakstījaCerams, ka varētu būt pavērsiens MH370 lietā: Malaysia has sent a team to the French Indian Ocean island of Reunion to determine whether debris which washed up there is from missing flight MH370.
02.08.2015 15:57
Avarējušās Boeing meklējumi: Uzpeld lidmašīnas durvis - es gan teiktu, ka izskaloja, nevis uzpeldēja, bet tas jau ir nebūtiski...
27.08.2015 19:11
Tā kā nemācēju ielikt te PDF tad iekpēju no Wall Steet Journal vakardienas rakstu par flightradar.
Stockholm
It’s 11 o’clock. Does your airline know where your flight is? Maybe not, but a couple of aviation geeks who crowdsourced a global tracking network do.
wsj.com/articles/the-men-wh…
Who Knows Where Almost Every Flight Is Right Now?
Sweden’s Flightradar24 has thousands of receivers world-wide tracking
planes
Flightradar24’s chief executive Fredrik Lindahl, left, with Mikael Robertsson, a co-founder of the global plane
tracking service, at the company’s Stockholm headquarters. PHOTO:
By SCOTT MCCARTNEY
Who Knows Where Almost Every Flight Is Right Now?
The disappearance of Malaysia Airlines Flight 370 in March 2014 left the traveling public
dismayed that airlines don’t constantly track airplanes. In that vacuum, Flightradar24,
based here, has become the go-to source of information on tracking planes. The
operation relies on volunteers world-wide with 7,500 receivers installed on roofs, towers,
islands and ships.
Flightradar24’s website is used by airlines, airports, Boeing and Airbus operations
centers and news agencies. Airport workers use it to check on arriving flights. Car
services use it to keep tabs on arriving customers. Want to follow your spouse’s arrival
time on a flight from Dubai, or figure out what just flew over your house? Flightradar24
can track it in real-time.
“Flightradar24 is to aviation kind of like Facebook is to social media,” said Mark Young, a medical evacuation pilot in Montrose, Colo., who volunteers in Civil Air Patrol searchand-rescue missions. He’s put up Flightradar24 receivers in areas of Colorado, Arizona and Utah where the Federal Aviation Administration doesn’t have low-altitude radar coverage. In exchange he gets data from Flightradar24 that helps locate missing airplanes.
“We’re using it to save lives,” he says.
Flightradar24 showed how airlines were routinely flying over conflict at the Ukraine-Russia border when Malaysia Airlines Flight 17 was shot down with 298 people aboard on July 17, 2014. And it collected data that first pointed investigators to conclude that a
Germanwings pilot intentionally flew an Airbus A320 into the French Alps, killing all 150 people onboard on March 24.
A Flightradar24 receiver surrounded by model airplanes. The flight-tracking firm has sent 7,500 of the small black
boxes to volunteers around the world. PHOTO: FELIX ODELL FOR THE WALL
Most planes manufactured in the last 10 years and many others retrofitted with new equipment transmit their location and a lot of other data through technology called ADS-B: Automatic Dependent Surveillance-Broadcast. It is a crucial part of nextgeneration
air-traffic control and will someday replace radar, which can be slightly inaccurate and slow, by plotting airplanes via the position they transmit. It is already being used by air-traffic controllers in some countries, including parts of the U.S. But
widespread use is still many years and billions of dollars away.
Flightradar24 founders Mikael Robertsson, 39, and Olov Lindberg, 38, friends from an early 1990s computer-programming society, heard about ADS-B and realized they could buy a couple of small receivers, put antennas on the roofs of their houses—one south of Stockholm and one north of the city—and track planes flying over Stockholm. They added the airplane-tracking feed to their main business: an airline-ticket price comparison search site, similar to Kayak, that they started in 2006.
The flight tracking brought visitors to their site. Soon fans were asking if they could install receivers in their homes and add data to the site, first in Gothenburg, Sweden, then in Norway, then Poland. An antenna goes on the roof of a house and is wired to the receiver inside, which connects to the Internet and feeds data to the website. “Suddenly we had data from 10 receivers and we started to draw planes on Google Maps,” says Mr. Robertsson. “But we had no idea how to make money with it.”
The duo bought 10 more receivers, which cost a few hundred dollars each, and installed them in far-flung areas such as Greenland to track planes across the north Atlantic and the Maldives in the Indian Ocean. Amateur radio buffs and plane-spotter hobbyists
contacted the company about installing more receivers. A volunteer wrote software for them that would extract all kinds of data from the ADS-B signal.
A typical Flightradar24 view of air traffic across the globe. Airplanes that are yellow are tracked real-time through
the firm’s network of receivers; airplanes that are orange are depicted with data from the U.S. Federal Aviation
Administration with a five-minute delay.
In addition to a flight’s call sign, position, altitude, airspeed and heading, ADS-B also broadcasts a plane’s origin and destination. If requested by air-traffic controllers, ADS-B will even transmit data such as settings of cockpit instruments and how much fuel is left.
Air-traffic controllers directing planes toward London’s hyper-busy Heathrow Airport
already routinely use ADS-B to double check pilots. The data displayed on a controller’s screen shows the altitude selected in the autopilot, so if a flight is told to descend to 5,000 feet, the controller can make sure the pilot didn’t mistakenly dial in 4,000 feet.
In the U.S., the FAA issued a $1.8 billion ADS-B contract to Exelis Inc., a unit of communications-technology company Harris Corp. Exelis has installed 634 ground stations and receivers on oil rigs in the Gulf of Mexico. Air-traffic controllers are already using ADS-B over the Gulf, where there is no radar coverage. ADS-B also has been used at select airports to space airplanes precisely behind one another: Jets with the technology can talk to each other and adjust speed to maintain safe separation.
The FAA has required all planes, including private propeller planes, to be equipped with
ADS-B transmitters by 2020. Once that happens, radar will eventually be phased out.
Flightradar24 doesn’t aspire to be a fail-safe system used to direct airplanes like Exelis.
To be used for air-traffic control operations, systems have to be secure, redundant and subjected to rigorous testing.
But Flightradar24, and other, smaller ADS-B trackers like FlightAware and Planefinder, have already proven to have broad coverage. In 2010, a volcanic ash cloud shut down
travel in Europe and Flightradar24 became the source for news agencies and government
leaders to assess the impact. On April 16, 2010, four million visitors hit the site and
crashed servers. “That was the point we realized we could make something more out of this,” Mr. Robertsson says.
They started to invest in receivers and software and developed an app for smartphones that sells for $3.99. With 1.5 million registered users, the income has bought equipment to expand coverage, which back in 2010 was still mostly Europe.
By the summer of 2012, Messrs. Robertsson and Lindberg had 400 receivers up and running. They split their company in two and sold the airline-ticket-search site in January 2014, using the money to fund manufacturing of their own receivers. They also hired Fredrik Lindahl, 38, a longtime acquaintance with a background in online
marketing, as chief executive of Flightradar24.
Soon they were sending out 50 receivers a week. They screened each volunteer for location, preferring spots above obstructions and making sure they had multiple
receivers in key areas in case some go offline. Each receiver has a range of about 200
nautical miles and costs $500 to $600 including shipping.
Chris Servheen, a wildlife biologist who lives on a hill above Missoula, Mont.,
volunteered to host a receiver because he and his teenage sons were “interested in being
part of a network and contributing to information,” he says.
Now Mr. Servheen says they can identify planes flying overhead—Seattle traffic, cargo
flights from Asia and European flights into and out of San Francisco and Los Angeles.
“It’s like bird watching,” he says.
Lance Ginner, who pioneered satellite use for amateur radio in the 1960s, added
Flightradar24 receivers to mountaintop radio antenna sites he maintains in California.
“It’s just incredible in this day and age that you don’t know where an airplane is all the
time,” says Mr. Ginner, who lives near San Francisco. “The capability is there in the
plane. It’s not rocket science.”
When Germanwings Flight 9525 crashed, French investigators immediately called
Flightradar24. The company’s receivers have a memory card that stores five hours of
data. Flightradar24 was able to download the memory card from a receiver 50 miles from
the crash site. It took 48 hours to analyze. “We found we had the autopilot data saved.
The pilot changed from cruising altitude down to 100 feet,” indicating he intentionally
flew the jet into the Alps, said Mr. Robertsson. Later when the plane’s black box data
recorder was found, the Flightradar24 conclusion was confirmed.
Several systems are competing to become the global standard for official flight tracking,
including Aireon LLC—an effort led by satellite firm Iridium, Canada’s air-traffic control
provider NAV Canada and others. The FAA and Exelis also are part of Aireon, which says
it expects to be in service in 2018.
A Flightradar24 receiver, about the size of a smartphone, includes a memory card that saves five hours of data
broadcast by airplanes overhead. Data from a receiver in the French Alps first tipped investigators that a
Germanwings pilot intentionally crashed an Airbus A320.
Airlines and air-traffic-control agencies say receivers mounted on satellites are necessary
to continuously track planes over large bodies of water. In addition to tracking, constant
surveillance can save time and fuel by giving planes more direct routing and quicker
altitude changes.
Flightradar24 thinks it can cobble together ocean coverage with receivers on islands,
ships, buoys and maybe even balloons to improve its flight-tracking services for consumers. There are already Flightradar24 receivers on islands between Alaska and Russia. There are also receivers on islands north of Brazil, on Madeira and the Azores islands in the Atlantic and Christmas Island in the Indian Ocean, as well as on a boat near Halifax, Nova Scotia. “Our main goal is to have global coverage,” Mr. Robertsson says.
02.10.2015 15:58
Norwegian sāks lidot no Korkas, Īrijā, uz Bostonu un JFK
irishtimes.com/business/transport-…
Ar ko šī ziņa īpaša? Ar to, ka lidojumi tiks izpildīti ar Boeing 737-800 tipa lidaparātiem. Izskatās, ka Norvēģi taisās Bostonā bāzēt pāris 738, lai lidotu uz Karību salām. Visticamāk, tas nozīmē to, ka jau pavisam drīz pie norvēģiem varēs nopirkt biļetes uz patāliem galamērķiem pa salīdzinoši lētām naudiņām, taču uz komfortu, laikam, īpaši nav ko cerēt
02.10.2015 19:40
Cerams. Ar savu Dreamlineri viņiem gan interesants tas biznesa plāns. Es, protams, katru dienu cenas nepētu, bet, kad intereses pēc čekoju RIX-LAX, ar Norvēģi sanāca dārgāk, kā ar AA/AY. Priekš kam izvēlēties lēto bez nekā (pat čemodāna iekšā nav cenā), ja lētāk var aizlidot ar Full Service aviokompāniju? Es saprotu, ka Dreamlineri ir dārgi operēt, bet nu tas ir sviests, ja cenas ziņā nevar konkurēt ar pilna servisa aviokompānijām. Vai arī tas bija izņēmums?mārtiņš rakstījaNorwegian sāks lidot no Korkas, Īrijā, uz Bostonu un JFK irishtimes.com/business/transport-… Ar ko šī ziņa īpaša? Ar to, ka lidojumi tiks izpildīti ar Boeing 737-800 tipa lidaparātiem. Izskatās, ka Norvēģi taisās Bostonā bāzēt pāris 738, lai lidotu uz Karību salām. Visticamāk, tas nozīmē to, ka jau pavisam drīz pie norvēģiem varēs nopirkt biļetes uz patāliem galamērķiem pa salīdzinoši lētām naudiņām, taču uz komfortu, laikam, īpaši nav ko cerēt
LAPA 21 / 38 · 929 ZIŅAS · IELĀDĒ…
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