Samsonite

Looks very nice, but 2,100 THB per night is too much for a Soi 6 address, Jacuzzi or no Jacuzzi (and no elevator).

The U.S. Federal Aviation Administration (FAA) issued a Type Certificate to Airbus for its A380 on 29 December 2006, but I cannot find anything on their reasoning for certifying it without a fuel tank inerting system. Politics as usual, probably. Guess what?! Airbus has their own eltib. See the following web site: http://www.eaawatch.net/CAT_Allegations.html

More on fuel tank inerting systems: "Although 10 years have passed since this recommendation was issued, the FAA’s recent actions indicate positive movement, particularly in the development of a practical fuel tank inerting system. Boeing is making a flammability reduction system a basic feature in the design of the new 787 Dreamliner aircraft. Boeing has also designed a flammability reduction system and delivered these systems on production models of the 747 and 737 NG. The first B-737 equipped with a flammability reduction system was delivered on December 8, 2005, to Southwest Airlines. The next design to receive a flammability reduction system will be the B-777. The European Aviation Safety Agency (EASA) will certify the new Airbus A380 transport aircraft without a fuel tank inerting system, instead relying on minimizing ignition sources and maintaining the fuel tank temperature below the ignition point. Ironically, Airbus has been investigating the use of inerting systems for cargo compartments, rather than staying with the increasing cost of Halon fire protection. Both the Safety Board and the FAA submitted comments opposing the Airbus approach." The full article, the most recent I could find, is dated November 2006 and can be found here, http://www.ntsb.gov/recs/mostwanted/explosive_tanks.htm

Well, well, well......looks like they will be buying "glue" in Toulouse after all. "Airbus prepares to shift to all-composite barrel on A350 XWB Friday May 25, 2007 Airbus is set to make yet another design change to its A350 XWB, this time dumping composite panels on an aluminum frame for an all-composite barrel...." Story here: http://www.atwonline.com/news/story.html?storyID=9009

Those statements mean more than your finger gestures, but, the answer to what they, Boeing, are doing to combat the possible damage from a lightning strike is in the very article you posted, dated in March of last year. They had the solution or were working on the solution to the problem before the article was written. "Boeing is taking a multilayered approach to lightning protection of the 787 fuel tank: • The initial lightning strike must be dispersed quickly around the airframe to prevent concentrated damage. Also, the airplane's electronic flight instruments must be shielded from disruption by the intense electromagnetic field. To accomplish this, Boeing will embed a thin metal mesh or foil in the outer layers of the composite fuselage and wings. • A slight gap between a wing-skin fastener and the hole it goes into could be a source of sparking as current jumps the gap. Boeing will install each fastener precisely and seal it on the inside to ensure a snug, spark-free fit. • Inside the wings, any gap along the edges where wing skin meets internal structural spars could cause a spraying out of electrons in a lightning strike — a phenomenon called "edge glow." Boeing will seal the edges with nonconducting goop or glass fiber. • And, in case the efforts to shut out ignition sources fail, Boeing will install a nitrogen-generating system (NGS) that reduces flammable vapor in the wing tanks by filling the space above the fuel with inert gas." And, BTW, Airbus refused to put a fuel inerting system in the A380 and has sought a exemption from having to comply with the regulations. Here from another article is basically the same information, but slightly more detailed. "The task of making the 787 lightning-proof has been exacting, says Strode. “We’re dealing with a combination of not just pressure due to corporate concerns, but also that this is the first all-new aircraft to comply with new regulations dealing with ignition sources. These are very challenging for an all-metal wing, let alone the unique characteristics of a composite wing,” he adds. To shield the 787’s avionics and other more-electric systems from the focused energy of a lightning strike, and to prevent concentrated damage or system disruption, a thin metal foil or mesh is embedded in the outer layers of the composite fuselage and wing, minimising changes to the electromagnetic field. To be on the safe side, and to meet the demands of the new requirements, a nitrogen fuel tank inerting system will be standard. Perfect fit Within the Mitsubishi Heavy Industries (MHI)-built wing each fastener is being designed to slot in precisely and will be sealed on the inside to ensure a spark-free fit. Boeing and MHI also plan to seal the internal edges within the wing structure, where the composite skin meets the metallic ribs and other fittings, with a non-conducting glassfibre material. “We’re winding down rapidly now on this, and we should have the basic design within a month*,” says Strode, who adds that “testing to validate that will continue”." *Article was dated 9 months ago.

This board seems to attract more than its share of adolescents.

That article was Dated March 5, 2006, and the technology moves quickly. You don't spend this much time and money on a project and not cover such a situation. There is too much a stake to take the risk of losing a plane and then the market because someone didn't think to install a lightning arrestor. Following your line of thinking, you better not fly on any Airbus 340s since it was stated in the article you referenced that ".....the Airbus A340, which carries fuel in its composite horizontal tail — a structure as big as the wing on a narrow-body jet. More than 300 of those operate worldwide, with no reports of lightning problems since first flight in 1991."

Already been done. They have two kits available for the airlines. One will dry in an hour or two and will be good until the next scheduled maintenance. This will be good in cases of "ramp rash" where a ground vehicle bumps into an aircraft. The other system takes about 12 hours or so to dry, but will last the life of the airframe. BTW, your Air Force related article is dated, 20 January 2000. Your article, "How really safe are composites?" is dated, 13 December 2001, a month after the crash in question. I believe what they eventually found out was the vertical tail fin on that Airbus wasn't even bolted on, it was glued on. Since that time Airbus has gone back and retrofitted each such aircraft with nuts and bolts to make sure that doesn't happen again.

Another perfect example of the inability of some to have an intelligent discussion on any subject without getting personal.

They are both major losers and painfully naive if they thing these same things or worst haven't happened in Europe. But, hell, you can't reason with fools and this is a perfect example. When confronted with facts, in this case, Boeing is building a new airplane on time, they resort to personal attacks on individuals in an effort to draw attention away from the accomplishment.

"Final Assembly Begins on First Boeing 787 Dreamliner EVERETT, Wash., May 21, 2007 -- Final assembly of the all-new Boeing [NYSE: BA] 787 Dreamliner began today with a ceremony in Everett, Wash. "Today we begin assembling the first airplane of a new generation," said Scott Strode, 787 vice president of Airplane Definition and Production. "The 787 not only will revolutionize air travel, it represents a new way of building airplanes." With 568 firm orders from 44 airlines, the 787 is the fastest-selling new airplane in aviation history. The 787 production system was designed using Lean manufacturing techniques in a simplified final assembly process. "The 787 production system is the culmination of the lessons we've learned building previous airplanes," said Steve Westby, 787 vice president of Manufacturing and Quality. "Using composites on the 787 airframe has a number of manufacturing advantages. We are able to build huge structure in just one piece, which means we essentially have six major end items coming together in final assembly -- the forward, center and aft fuselage sections, the wings, the horizontal stabilizer and the vertical fin. " Since the 787 is assembled from these large assemblies rather than many smaller pieces, traditional monument assembly tools are not necessary. Portable tools, designed with ergonomics in mind, move the assemblies into place. No overhead cranes are used to move airplane structure. "A composite airframe also means less waste in production and fewer hazardous materials used during the assembly process," Westby said. "This is good news for the environment and for our team of manufacturing technicians building the airplane." Although the first airplane will take about seven weeks to assemble, the 787 team looks to continuously improve flow time as production ramps up. Ultimately, a 787 will roll out of the factory every three days. The first 787 will roll out of the factory on July 8, 2007." http://www.boeing.com/news/releases/2007/q2/070521c_nr.html

Everything you wanted to know about the new Boeing 787, http://www.designnews.com/info/CA6440245.html

You really need to get over it. Considering your sad and juvenile use of your fingers, you need to grow up and get over it.

What wacky posted is word for word from that 2 year old article. Go back 3 messages to post 144 and you will see wacky stated, "I have rechecked the article and on this occasion I admit I forgot to check the articles date." Hence, no argument. Do you think Boeing would be this far into the B787 program if they they hadn't tested the material? Your negative bias has apparently effected your ability to think clearly or logically when it come to anything to do with Boeing.

You have repeatedly demonstrated you wouldn't know reality if it walked up and slapped you across the face. Sheeezzzzzzzz!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! Purposely quoting out of date articles is hardly honest!

Just like you, wacky, to quote a two year old article describing the first barrel they ever made 2 1/2 years ago. Are you totally without conscience or shame? Here is the article, dated June 2005, http://www.businessweek.com/magazine/conte...38037_mz011.htm An acquaintance, an engineer by trade, recently toured the Boeing visitor center in Everett, Washington. There was a 787 fuselage section in the Exhibit Hall, which was freely available for examination and touching. He grabbed the exposed end of the exterior shell, which is about 5mm thick, and tried bending it, without success. He then pounded on it with his fist to see how it would react and said there was no movement as it was very rigid, more so than the traditional aluminum shell.

Early September, if not before.

I always have a British breakfast with at least two eggs and a glass of milk every morning I'm Pattaya. It really does help. Also a small supplement of Zinc won't hurt. However, Zinc is not one of those things where if a little is good, a lot must be better. You should not take more than 40mg of Zinc a day. A good daily vitamin for men also is a good idea.

Oh, my Buddha! Stateside prices in Pattaya. Other than the pussy, it is getting to the point it is not worth making the trip anymore.

Where is the entrance to the hotel? Do you walk through the cafe or bar to get to your room? Who is the butch on the home page?

The Grottino is only 3 1/2 short blocks further up Sukhumvit Road from Soi 11, making NEP still within walking range. The current rate at the Grottino is 1,900 THB a night.

Sick. Not funny!

I hope you are right, but....T.I.T.

The wooden and brass trouser hanger and the air freshner were minor items that had little to nothing to do with my review of that place. However, a thief is a thief.

Another genius that can't even spell. As you just signed on and came straight to this thread to leave your insult, you are probably that coward fatboyfat using another name.