Plane Talking has been serving it up to Boeing ever since the blog launched at the end of September.

A few retards in the juvenile aviation world have said the blog is therefore biased towards Airbus. It is always nice to hear from an aviation subset that thinks about airliners at the same level of sophistication as exhibited by the crowds of Hord or Folden supporters at Mt Panorama on a race day. The air transport issue being discussed here is what is happening to a new jet that Qantas endorsed with a huge order for which it is now left looking look like a patsy.

The next new jet design from Airbus, the A350 twin jet, is not scheduled to enter service until 2013 leaving Boeing very lonely in centre stage for some time to come. The A350 project will get exactly the same scrutiny from those who impartially do their job of analysing and reporting air transport as the Dreamliner 787, even if it took a few of them an unduly long time to pay closer attention.

There is a very serious issue with the Airbus A330 type following the QF 72 emergency diversion to Learmonth in WA on 7 October. Why did part of the US made air data inertial reference unit go beserk and then, contrary to specifications, override the other back up components of that system causing an inflight upset that injured dozens of passengers, some seriously, before the pilots regained control?

Airbus has the sole responsibility for the final integration of all of the systems that go into its airliners regardless of where they are made. The continuing investigation of that accident by the Australian Transport Safety Bureau in conjunction with Airbus, Qantas and key standards and accident investigation authorities abroad is the single most important inquiry it has ever embarked upon.

If Plane Talking strayed more into defence related aviation, and it probably will from time to time, the considerable problems of the Airbus A400 military transport would also be under the spotlight, although fortunately as it seems at this moment, Australia did not order any of them. The A400 is struggling with issues with its large and custom designed turbo prop engines. Ironically, if it keeps struggling for a few years longer it will look very badly timed, as a new generation of engine, the GTF or geared turbo fan, takes its place in the sun and very likely renders obsolete all current propeller driving power plants.

Airbus is still struggling with the legacy of ludicrous delays to its giant A380 airliner, although its long delayed debut with Singapore Airlines and Qantas has been very smooth. Emirates has not initially been able to use its A380s as reliably as the other two early customers for the type, and it will be interesting to see just how the big jet looks in terms of its early in-service records by the end of its first two years of commercial operations at end of next October.

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