The Boeing Company 2009 Annual Report 2009 Annual Report
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Boeing Signature DOC Blue
Modern Slavery Statement 2020 This statement is made on behalf of Boeing UK1 pursuant to section 54(1) of the Modern Slavery Act 2015 (the “Act”). It sets out the activities taken by Boeing UK during the financial year ending 31 December 2020 to identify, prevent and mitigate modern slavery and human trafficking in its own operations, and supporting supply chains, as well as its continuing commitments. Boeing UK views liberty, human dignity and freedom from oppression as fundamental rights. Boeing UK categorically opposes all forms of modern slavery (including forced labour, debt bondage, trafficking in persons or animals, domestic slavery, deceptive recruitment practices, and use of threats or coercion), human trafficking, forced labour and child labour, and wholly supports the objectives of legislation designed to eradicate these crimes, including the Act. Boeing UK’s Business and Supply Chains Boeing has partnered with UK Government and businesses for more than 80 years and has a long tradition of aerospace leadership and innovation, investing nearly £200 million in infrastructure projects, growing the local aerospace sector, creating jobs and driving innovation for mutual benefit. Between 2015-2020, Boeing has spent more than £11 billion with UK suppliers. The Boeing Company continues to expand its product line and services to meet emerging customer needs. Boeing UK provides a broad range of capabilities including: supporting and sustaining commercial and military aircraft, designing, building and integrating military platforms and defence systems, creating advanced technology solutions, developing and manufacturing components for new, more efficient members of Boeing’s commercial airplane family, and arranging innovative financing and service options for customers. -
Chart Change Notices Eas-1
17 SEP 21 CHART CHANGE NOTICES EAS-1 EASTERN EUROPE SPECIAL MANUAL q$i Jeppesen CHART CHANGE NOTICES highlight only significant changes affecting Jeppesen Charts, also regularly updated at www.jeppesen.com. IMPORTANT: CHECK FOR NOTAMS AND OTHER PERTINENT INFORMATION PRIOR TO FLIGHT. ENROUTE CHARTS FRA waypoint VOLBI (N4138.9 E01941.4) withdrawn. E LO-13, E LO-14. GENERAL GRID MORA (N41-N42, E019-E020) raised to 7700. According to Amendment 85 to ICAO Annex 10 all E LO-13, E LO-14. ACAS units shall be compliant with version 7.1 BELARUS after 1 January 2017. ATS ROUTES changed: AUSTRIA L29, INKUZ NCRP estbld at N5453.7 E02614.0; FRA waypoint estbld: MUGGU at N4756.2 LAFAT - INKUZ, 16NM, MEA FL80; INKUZ - E01554.7. E HI-9. RAMBE, 42NM, MEA FL100. E LO-10, E HI-4, FRA waypoint estbld: PIBIP at N4656.5 E01534.7. E HI-15. E HI-9, E LO-12. L749, EPFIN NCRP estbld at N5435.8 E02610.3; TEDRO - EPFIN - ZENIT, 62/16NM. E LO-10, FINLAND E HI-4, E HI-15. FRA waypoint estbld: OMZER at N6033.7 E02750.8 M856, Viciebsk VORDME (VTB) to OLAGO, and VULEZ at N6112.6 E02904.9. E HI-3. cruising levels chgd to NON-standard, ODD ITALY levels N-bound; Directional MAAs chgd: FL450 N-bound, FL280 S-bound. E LO-10, E LO-9. ATS ROUTE SYSTEM (LOW) revised within Milan M874, ANHOM NCRP estbld at N5439.9 E02615.2; FIR. For details refer to CCN 313. E LO-12. NELOK - ANHOM - ZENIT, 124/18NM. -
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August 2008 | Volume VII, Issue IV www.boeing.com/frontiers The Weapons Program team at Boeing is reinventing itself to better meet emerging warfighter needs. August 2008 Volume VII, Issue IV BOEING FRONTIERS ON THE COVER: Mike Dour performs final-assembly tasks on a Small Diameter Bomb in St. Charles, Mo. RICHARD RAU PHOTO COVER STORY RICHARD RAU PHOTO BULLSEYE | 12 Otis Stith uses ergonomic handling equipment to move a Joint Direct Attack Munition tailkit from the St. Charles, Mo., assembly line to the packaging area. He’s a member of the newly formed Weapons Programs organization, which is reinventing itself to better meet warfighter needs and deliver even greater capabilities to U.S. and allied forces. FEATURE STORY | 50 Rich history, strong future Turkey reveres its storied past as it moves confidently into a technologically capable, global future. With 65 percent of its population age 34 and under, the country is working to develop a tech-savvy work force. That’s important to Boeing, which is undertaking a cross-enterprise approach to doing business in this market—the home to customers in both the commercial and defense segments. BOEING FRONTIERS AUGUST 2008 3 Contents BOEING FRONTIERS A clean handoff | 22 In July, the first P-8A Poseidon achieved “factory complete” status as workers at the Boeing Commercial Airplanes factory in Renton, Wash., rolled it off the moving assembly line. Now, Integrated Defense Systems teammates will com- plete systems integration and functional checks. A load of assistance | 27 Boeing Commercial Airplanes’ structures engineer- ing team was spread thin supporting several development programs. -
The Army's Future Combat System (FCS)
The Army’s Future Combat System (FCS): Background and Issues for Congress Andrew Feickert Specialist in Military Ground Forces August 3, 2009 Congressional Research Service 7-5700 www.crs.gov RL32888 CRS Report for Congress Prepared for Members and Committees of Congress The Army’s Future Combat System (FCS): Background and Issues for Congress Summary The Future Combat System (FCS) was a multiyear, multibillion dollar program at the heart of the Army’s transformation efforts. It was to be the Army’s major research, development, and acquisition program consisting of 14 manned and unmanned systems tied together by an extensive communications and information network. FCS was intended to replace current systems such as the M-1 Abrams tank and the M-2 Bradley infantry fighting vehicle. The FCS program has been characterized by the Army and others as a high-risk venture due to the advanced technologies involved and the challenge of networking all of the FCS subsystems together so that FCS-equipped units could function as intended. The FCS program exists in a dynamic national security environment which ultimately played a role in determining the program’s fate. Some questioned if FCS, envisioned and designed prior to September 11, 2001, to combat conventional land forces, was relevant in current and anticipated future conflicts where counterinsurgency and stabilization operations are expected to be the norm. The Army contended, however, that FCS was relevant throughout the “entire spectrum of conflict” and that a number of FCS technologies and systems were effectively used in counterinsurgency and stabilization campaigns in Iraq and Afghanistan. -
The Boeing Company 2012 Annual Report at Boeing, We Aspire to Be the Strongest, Best and Best-Integrated Aerospace- Based Company in the World— for Today and Tomorrow
The Boeing Company 2012 Annual Report At Boeing, we aspire to be the strongest, best and best-integrated aerospace- based company in the world— for today and tomorrow. The Boeing Company Contents Boeing is the world’s largest aerospace Operational Summary 1 company and leading manufacturer Message From Our Chairman 2 of commercial airplanes and defense, space and security systems. The top The Executive Council 7 U.S. exporter, Boeing supports airlines and U.S. and allied government cus- Financial Results 8 tomers in more than 150 countries. Our Form 10-K 9 products and tailored services include commercial and military aircraft, satel- Selected Programs, lites, weapons, electronic and defense Products and Services 122 systems, launch systems, advanced Shareholder Information 129 information and communication sys- Cover photo: The liquid tems, and performance-based logistics Board of Directors 130 hydrogen–powered high- and training. With corporate offices in Company Officers 130 altitude long-endurance Chicago, Boeing employs more than Phantom Eye unmanned 174,000 people across the United aircraft system States and in 70 countries. In addition, Photo above: The new our enterprise leverages the talents of 737 MAX—designed for hundreds of thousands of skilled people maximum efficiency, reliabil- working for Boeing suppliers worldwide. ity and customer appeal Financial Highlights U.S. dollars in millions except per share data 2012 2011 2010 2009 2008 Revenues 81,698 68,735 64,306 68,281 60,909 Net earnings 3,900 4,018 3,307 1,312 2,672 Earnings per share* 5.11 5.33 4.46 1.87 3.65 Operating margins 7.7% 8.5% 7.7% 3.1% 6.5% Operating cash flow 7,508 4,023 2,952 5,603 (401) Contractual backlog 372,355 339,657 303,955 296,500 323,860 Total backlog† 390,228 355,432 320,826 315,558 351,926 * Represents diluted earnings per share from continuing operations. -
The Boeing Company 2004 Annual Report the Boeing Company 2004 Annual Report
BC112_Final Cover0302 3/6/05 10:49 PM Page fc1 The Boeing Company The Boeing Company The Boeing Company 2004 Annual Report 100 North Riverside Plaza Chicago, IL 60606-1596 U.S.A. 2004 Annual Report 0707-AR-050707-AR-05 Boeing ifc_ibc_0304 03.04.05 4:06 PM Page ifc1 Vision 2016: People working Shareholder Information The Boeing Company Electronic Proxy Receipt and Voting Duplicate Shareholder Accounts World Headquarters Shareholders have the option of voting their Registered shareholders with duplicate together as a global enterprise The Boeing Company proxies by Internet or telephone, instead of accounts may contact EquiServe for 100 North Riverside Plaza returning their proxy cards through the mail. instructions regarding the consolidation of Chicago, IL 60606-1596 Instructions are in the proxy statement and those accounts. The Company recom- for aerospace leadership. U.S.A. attached to the proxy card for the annual mends that registered shareholders always 312-544-2000 meeting. use the same form of their names in all Registered shareholders can go to stock transactions to be handled in the Strategies Values Transfer Agent, Registrar, Dividend www.econsent.com/ba to sign up to same account. Registered shareholders Run healthy core businesses Leadership Paying Agent and Plan Administrator receive their annual report and proxy state- may also ask EquiServe to eliminate excess The transfer agent is responsible for ment in an electronic format in the future. mailings of annual reports going to share- Leverage strengths into new products and services Integrity shareholder records, issuance of stock, Beneficial owners may contact the brokers holders in the same household. -
Space Shuttle Solid Rocket Motor Plume Pressure and Heat Rate Measurements
2012 New Orleans Conferences Space Shuttle Solid Rocket Motor Plume Pressure and Heat Rate Measurements Journal: 2012 New Orleans Conferences Manuscript ID: Draft luMeetingID: 2227 Date Submitted by the Author: n/a Contact Author: Struchen, Leah http://mc.manuscriptcentral.com/aiaa-mfd12 Page 1 of 23 2012 New Orleans Conferences Space Shuttle Solid Rocket Motor Plume Pressure and Heat Rate Measurements Wulf von Eckroth, Ph.D.,1 Leah Struchen,2 Tom Trovillion, Ph.D.,3 Rafael Perez, Ph.D.,4 and Shaun Nerolich5 United Space Alliance, LLC., Kennedy Space Center, FL, 32780 and Chris Parlier6 NASA, Kennedy Space Center, FL, 32899 The Solid Rocket Booster (SRB) Main Flame Deflector (MFD) at Launch Complex 39A was instrumented with sensors to measure heat rates, pressures, and temperatures on the final three Space Shuttle launches. Because the SRB plume is hot and erosive, a robust Tungsten Piston Calorimeter was developed to compliment measurements made by off-the- shelf sensors. Witness materials were installed and their melting and erosion response to the Mach 2 / 4000°F / 4-second duration plume was observed. The data show that the specification used for the design of the MFD thermal protection system over-predicts heat rates by a factor of 3 and under-predicts pressures by a factor of 2. These findings will be used to baseline NASA Computational Fluid Dynamics (CFD) models and develop innovative MFD designs for the Space Launch System (SLS) before this vehicle becomes operational in 2017. Nomenclature KSC = Kennedy Space Center FEM = Finite Element Model MSFC = Marshall Space Flight Center PSD = power spectral density USA = United Space Alliance, LLC. -
WRAP THESIS Shimada 2012.Pdf
University of Warwick institutional repository: http://go.warwick.ac.uk/wrap A Thesis Submitted for the Degree of PhD at the University of Warwick http://go.warwick.ac.uk/wrap/54056 This thesis is made available online and is protected by original copyright. Please scroll down to view the document itself. Please refer to the repository record for this item for information to help you to cite it. Our policy information is available from the repository home page. EU-US AIRPLANE SUBSIDY DISPUTES AIRBUS vs. BOEING By Stephen Shimada A thesis submitted in partial fulfillment of the requirements for the degree of Doctor of Philosophy in Politics University of Warwick, Department of Politics and International Studies June, 2012 TABLE OF CONTENTS TABLE OF CONTENTS .............................................................................. I ACKNOWLEDGEMENTS ........................................................................ VI DECLARATION ................................................................................... VIII ABSTRACT .............................................................................................IX ABBREVIATIONS ...................................................................................XI INTRODUCTION ..................................................................................... 1 LITERATURE REVIEW ............................................................................. 5 RESEARCH OBJECTIVES ......................................................................... 8 RESEARCH QUESTIONS -
Aviation Week & Space Technology
STARTS AFTER PAGE 34 Using AI To Boost How Emirates Is Extending ATM Efficiency Maintenance Intervals ™ $14.95 JANUARY 13-26, 2020 2020 THE YEAR OF SUSTAINABILITY RICH MEDIA EXCLUSIVE Digital Edition Copyright Notice The content contained in this digital edition (“Digital Material”), as well as its selection and arrangement, is owned by Informa. and its affiliated companies, licensors, and suppliers, and is protected by their respective copyright, trademark and other proprietary rights. Upon payment of the subscription price, if applicable, you are hereby authorized to view, download, copy, and print Digital Material solely for your own personal, non-commercial use, provided that by doing any of the foregoing, you acknowledge that (i) you do not and will not acquire any ownership rights of any kind in the Digital Material or any portion thereof, (ii) you must preserve all copyright and other proprietary notices included in any downloaded Digital Material, and (iii) you must comply in all respects with the use restrictions set forth below and in the Informa Privacy Policy and the Informa Terms of Use (the “Use Restrictions”), each of which is hereby incorporated by reference. Any use not in accordance with, and any failure to comply fully with, the Use Restrictions is expressly prohibited by law, and may result in severe civil and criminal penalties. Violators will be prosecuted to the maximum possible extent. You may not modify, publish, license, transmit (including by way of email, facsimile or other electronic means), transfer, sell, reproduce (including by copying or posting on any network computer), create derivative works from, display, store, or in any way exploit, broadcast, disseminate or distribute, in any format or media of any kind, any of the Digital Material, in whole or in part, without the express prior written consent of Informa. -
STS-134 Press
CONTENTS Section Page STS-134 MISSION OVERVIEW ................................................................................................ 1 STS-134 TIMELINE OVERVIEW ............................................................................................... 9 MISSION PROFILE ................................................................................................................... 11 MISSION OBJECTIVES ............................................................................................................ 13 MISSION PERSONNEL ............................................................................................................. 15 STS-134 ENDEAVOUR CREW .................................................................................................. 17 PAYLOAD OVERVIEW .............................................................................................................. 25 ALPHA MAGNETIC SPECTROMETER-2 .................................................................................................. 25 EXPRESS LOGISTICS CARRIER 3 ......................................................................................................... 31 RENDEZVOUS & DOCKING ....................................................................................................... 43 UNDOCKING, SEPARATION AND DEPARTURE ....................................................................................... 44 SPACEWALKS ........................................................................................................................ -
The Army's Future Combat System (FCS)
= -*=72>8= :9:7*=42'&9=>89*2= a= &(0,74:3)=&3)=88:*8=+47=43,7*88= 3)7*<= *.(0*79= 5*(.&1.89=.3= .1.9&7>=74:3)=47(*8= &>=,3`=,**3= 43,7*88.43&1= *8*&7(-=*7;.(*= 18/1**= <<<_(78_,4;= -,222= =*5479=+47=43,7*88 Prepared for Members and Committees of Congress -*=72>8= :9:7*=42'&9=>89*2= a=&(0,74:3)=&3)=88:*8=+47=43,7*88= = :22&7>= The Future Combat System (FCS) was a multiyear, multibillion dollar program at the heart of the Army’s transformation efforts. It is was to be the Army’s major research, development, and acquisition program consisting of 14 manned and unmanned systems tied together by an extensive communications and information network. FCS was intended to replace current systems such as the M-1 Abrams tank and the M-2 Bradley infantry fighting vehicle. The FCS program has been characterized by the Army and others as a high-risk venture due to the advanced technologies involved and the challenge of networking all of the FCS subsystems together so that FCS-equipped units could function as intended. The FCS program exists in a dynamic national security environment which ultimately played a role in determining the program’s fate. Some questioned if FCS, envisioned and designed prior to September 11, 2001 to combat conventional land forces, was relevant in current and anticipated future conflicts where counterinsurgency and stabilization operations are expected to be the norm. The Army contended, however, that FCS was relevant throughout the “entire spectrum of conflict” and that a number of FCS technologies and systems were effectively used in counterinsurgency and stabilization campaigns in Iraq and Afghanistan. -
Aircraft Winglet Design
DEGREE PROJECT IN VEHICLE ENGINEERING, SECOND CYCLE, 15 CREDITS STOCKHOLM, SWEDEN 2020 Aircraft Winglet Design Increasing the aerodynamic efficiency of a wing HANLIN GONGZHANG ERIC AXTELIUS KTH ROYAL INSTITUTE OF TECHNOLOGY SCHOOL OF ENGINEERING SCIENCES 1 Abstract Aerodynamic drag can be decreased with respect to a wing’s geometry, and wingtip devices, so called winglets, play a vital role in wing design. The focus has been laid on studying the lift and drag forces generated by merging various winglet designs with a constrained aircraft wing. By using computational fluid dynamic (CFD) simulations alongside wind tunnel testing of scaled down 3D-printed models, one can evaluate such forces and determine each respective winglet’s contribution to the total lift and drag forces of the wing. At last, the efficiency of the wing was furtherly determined by evaluating its lift-to-drag ratios with the obtained lift and drag forces. The result from this study showed that the overall efficiency of the wing varied depending on the winglet design, with some designs noticeable more efficient than others according to the CFD-simulations. The shark fin-alike winglet was overall the most efficient design, followed shortly by the famous blended design found in many mid-sized airliners. The worst performing designs were surprisingly the fenced and spiroid designs, which had efficiencies on par with the wing without winglet. 2 Content Abstract 2 Introduction 4 Background 4 1.2 Purpose and structure of the thesis 4 1.3 Literature review 4 Method 9 2.1 Modelling