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Post by kiwithrottlejockey on Jun 13, 2013 11:15:04 GMT 12
Most people didn't even know where NZ was back then (some still don't now) and TEAL was seen as an adjunct to QANTAS and BOAC as an onward air service from Sydney and Melbourne. I suppose the true international route to LA might have had something to do with this as well. That would have been BCPA on the North American route way back, although they went to San Francisco instead of Los Angeles. So we had BOAC, QANTAS, TEAL and BCPA....an ALL RED British Empire group of airlines.
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Post by bell407 on Jun 13, 2013 17:03:03 GMT 12
As for the new schemes. My personal view would have been the removal of the Koru and had the ferm, done in silver extended up the tail. I agree with this, that would look awesome, I also would have liked to seen a stylised NZ flag on the fin much like the British airways jets have that coool looking modern airbrushed national flag and the new American Airlines livery as seen Here
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Post by alexjc on Jun 14, 2013 7:46:31 GMT 12
As for the new schemes. My personal view would have been the removal of the Koru and had the ferm, done in silver extended up the tail. I agree with this, that would look awesome, I also would have liked to seen a stylised NZ flag on the fin much like the British airways jets have that coool looking modern airbrushed national flag and the new American Airlines livery as seen HereYeah, I agree that a more stylized fernlike emblem to give a more 'all' New Zealand look. The title of the airline already explains itself. Dropping the Koru or downsizing it would be a big leap. But then it would just get an even bigger moan from that certain 12% of the population that believes it's owed everything.
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Post by Dave Homewood on Jun 14, 2013 8:23:55 GMT 12
I most definitely don't agree with dropping the koru - which is already a styilised fern frond anyway.
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Post by kiwithrottlejockey on Jun 14, 2013 9:05:44 GMT 12
I would love to see a 737 in this historic livery before the last of them leaves Air NZ service....
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Post by slackie on Jun 15, 2013 8:40:33 GMT 12
According to aircrew, the number of "spotters" lining the fences when they arrive in the back B77W far exceeds the white ones....so they're still attracting interest!
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Post by flyjoe180 on Jun 15, 2013 10:11:09 GMT 12
They have generated interest and that must be the corporate marketing aim. The silver fern is a widely known NZ symbol, and the koru is the established emblem of the company. I quite like the new clean white look.
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Post by corsair67 on Jun 15, 2013 11:55:59 GMT 12
Dump the koru and replace it with a banana - to represent the continuing slide of a once great nation to virtual Banana Republic status under successive NZ govts and Fonterra...... I think it is sad that Air New Zealand is effectively walking away from its heritage by dropping the teal (Pacific Blue) colour scheme, and I wonder if all those who can't see what all the fuss is about would be so accommodating if the PR idiots at Air New Zealand were suggesting renamimg the airline Air Aotearoa?
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Post by ZacYates on Jun 15, 2013 16:21:03 GMT 12
I think it's a shame about the loss of teal but I love the new, mainly white scheme on the 787. I'd love to build a model of one.
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Post by beagle on Jun 15, 2013 17:32:23 GMT 12
I most definitely don't agree with dropping the koru - which is already a styilised fern frond anyway. They could drop the size of it and put it in front or behind the Air NZ wording
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Post by alexjc on Jun 15, 2013 19:52:48 GMT 12
On the Air NZ FB site someone suggested moving the Koru to wrap around the cockpit and the fern on the tail...I'm crap at art but some here are good at photoshop...let see some ideas?
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Post by kiwithrottlejockey on Jun 30, 2013 16:48:24 GMT 12
What Dreamliners are made ofAir New Zealand will be the first airline in the world to take delivery of the new model of Boeing's Dreamliner — dubbed the "seven late seven" after years of costly delays. Aviation reporter Grant Bradley went to the USA to check it out.By GRANT BRADLEY - Weekend Herald | 5:30AM - Saturday, June 29, 2013Air New Zealand is getting the next model of the plane, the 787-9, a stretched version with greater range and passenger capacity than the 787-8.IN steamy South Carolina, Boeing is cooking up a big part of the future of air travel.
In a near-new factory in Charleston, long strands of carbon fibre are impregnated with resin and then baked in a superheated autoclave or pressure cooker for eight hours to make the rear sections of 787 Dreamliner fuselages.
The materials are widely known in the aviation industry; just how Boeing strings them together, the temperature they're baked at and how critical lightning conducting copper mesh is inlaid into the composite remains the aviation giant's secret.
In the gleaming new plant, described by one local as "Fort Knox", Boeing is concerned about rivals from China, Russia, Brazil and Europe copying the process that it says gives it a competitive advantage. During a factory tour by journalists, five minders ensure they don't photograph anything that could give away Boeing's secret sauce from this historic city in the American South.
"We have invested a tremendous amount in this programme. To give that away to others who don't have it hands a competitive advantage to them," says Jack Jones, Boeing's South Carolina vice-president and general manager.
Intellectual property agreements with the company's many suppliers are "heavy", he says.The composite material is also used on the wings so instead of hundreds of sheets of aluminium bolted on to a framing with tens of thousands of metal fasteners the largely composite plane is lighter, stronger and more durable.
Lighter aircraft mean big savings for airlines struggling with consistently high fuel prices, but passengers notice the difference too.
Extra fuselage strength allows planes to have much bigger windows, optimised cabin pressure and higher humidity — more pleasant for long haul flights — because carbon fibre doesn't corrode like metals do.
The plane has more electrical power — 1.5MW of it — instead of mechanical systems and this helps make the Dreamliner what it is, cutting edge, but like most pioneering engineering feats, a nightmare at times.
Much of the work was outsourced around the world, aimed at saving money, sharing the risk — and helping garner major orders in suppliers' home countries such as Japan — but supply chain breakdowns initially led to major delays and billions of dollars of cost overruns for Boeing, which doesn't get paid until it delivers planes.
Some parts literally didn't fit and the plane earned the unwelcome nick name the "seven late seven" as frustrated airlines waited up to four years for planes they'd planned their fleets around.Boeing's Mark Jenks was around from the the beginning, working on what was known initially as "Project Yellowstone", launched in the wake of the 2001 terror attacks as financially strapped airlines looked for mid-size planes that were ultra-efficient.
Back in the plane-maker's main manufacturing base near Seattle, a meeting room looks out at over one of six giant hangar bays in this, the biggest building by volume in the world, apparently capable of fitting Disneyland within its perimeter.
Four 787s, nose to tail, move up the assembly line at the rate of seven to 10 a month, which he describes as "pulsing". At times in the past it was barely alive and Jenks, now vice-president of 787 aeroplane development talks candidly about the "ugliness" and struggles of the past.
"Clearly we learned a lot. New aeroplanes are really tough; whenever you do something of that magnitude you're going to learn things," he told the Weekend Herald.
Though he would do some things differently if he could wind the clock back, Jenks sticks by the outsourcing concept — it just needed more oversight and more direct Boeing involvement at the design stage of components.
"I still think the basic model is pretty good, but clearly we didn't hit the sweet spot immediately so we've made adjustments."Air New Zealand is getting the next model of the plane, the 787-9, a stretched version with greater range and passenger capacity than the 787-8. The project is back on track and is moving up the assembly line, if years late. "There are some things we absolutely do differently, in fact, we have done them differently on the dash-9," says Jenks.
Despite the delays and recent high profile battery problems, with a few notable dropouts — for their own financial reasons — airlines have hung in with orders for the plane with a list price of around $200 million. Orders swelled to 920 aircraft over the past 10 days with the official launch of a super-stretched 10-series of the plane.
The Charleston plant is just two years old and, like most everything associated with the Dreamliner project, it has broken the mould and been controversial, staffed in the deep south by a non-union labour force a continent away from the Boeing's tribal manufacturing home, the union stronghold of Seattle in the Pacific north-west.
Tax breaks helped seal the deal to lure Boeing here to buy one of its struggling suppliers around the time of a crippling strike in 2008.
Workers in Seattle were worried and remain uncomfortable about the move. Machinists union Local 751 spokeswoman Connie Kelliher tells the Herald: "I've been here 30 years and I've seen them go across the street and around the world."
"No one here was very happy that we didn't get a bigger piece to be manufactured here — that was the initial reaction — but since then the members have been doing everything they can to make sure that plane gets delivered as quickly as possible."
She says it was experienced Seattle workers who helped solve the problem with Japanese-made batteries. "The good news is the members here have the skills and expertise to fix the problems that were imported from around the world. With the grounding, the members were again the ones who were helping fabricate the battery boxes that solved the problem. If there's a problem on an aeroplane, you want our members to fix it."
In Charleston, Jones is doing everything he can to ensure his 6000-plus workers don't become members of any union. There's a strong corporate culture, including compulsory wear of Boeing-issue T-shirts every day except Friday when workers can show their football and Nascar allegiances.
The company has already invested $1 billion and has announced it will spend the same amount again in a state that had a high unemployment rate.
Production is stepping up in Charleston where Jones says Boeing took something of a punt.
"Building aeroplanes is not for the faint-hearted — you can't have mistakes at 35,000 ft."• Grant Bradley travelled to Charleston courtesy of Boeing and Air NZ.www.nzherald.co.nz/technology/news/article.cfm?c_id=5&objectid=10893645
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Post by beagle on Aug 17, 2014 21:19:45 GMT 12
I have been thinking lately about the new black and white scheme. Where the fern is at the back, why is there the extra black above the fern. is it to high light the fern more ? I have been wondering what if they took that away and left the fern with just black frongs sticking on that side. Wouldn't that be enough. Then while on you tube tonight, just found this video. from 2.40 to 2.46
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Post by nuuumannn on Aug 26, 2014 14:20:36 GMT 12
Here's a couple of pics of one of the Dash 8s in the new livery taken with my phone. NEQ was painted up at the beginning of the month and the rest are soon to follow. Here's one of NEQ in the same place taken awhile back for comparison of colours.
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Post by harrysone on Aug 26, 2014 16:00:25 GMT 12
I still like the teal
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Post by nuuumannn on Aug 26, 2014 16:28:46 GMT 12
Well, Harry, it'll be around for a little while yet, but you better get your camera out so you can keep a record and wallow in the past a bit longer, because its gonna go eventually...
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Post by beagle on Aug 26, 2014 16:37:14 GMT 12
Always good to have a change, yes the nostalgia of the teal would have been nice to keep but having just 2 colours, black and white in stock is probably saving them thousands a year.
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Post by johnnyfalcon on Aug 26, 2014 18:48:13 GMT 12
Aren't they phasing the Q300s out? New paint job on an 'old' aeroplane?
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Post by nuuumannn on Aug 27, 2014 13:45:55 GMT 12
News to me. Mt Cook are equipping with ATR-72 600s and some Q300 routes are being flown by these, but no word of Dash 8s being phased out. Theres life in the old girl yet, Johnny. The operable Beech 1900 fleet has been reduced and a number have been grounded for spares and the Q300s are taking over some of the Beech routes to make up the shortfall.
The Dash 8 is an 'old' aeroplane, but in terms of when they were built, the fleet is younger than the ATR-72 500s operated by Mt Cook. The Q300s are not ten years old yet.
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Post by nuuumannn on Aug 27, 2014 14:04:58 GMT 12
I had to snigger at this, Corsair, but I have a question. From a business standpoint, why would Air New Zealand be interested in commemmorating TEAL? It was majority foreign owned and controlled, its management had no choice over its fleet or the routes it operated and by consequence its growth was deliberately quashed in favour of its foreign owners' interests. Also, the aircraft it was forced to operate were either obsolescent or with limited potential. What airline would be proud of that kind of restriction imposed upon it? TEAL: Take Electras And Like it! As for not commemmorating the past, when TEAL became Air New Zealand it eventually adopted a new name and the koru as its emblem. Every subsequent Air NZ aircraft has worn the koru; it is a symbol of the airline's independence and (arguably) freedom from the shackles that were imposed upon it as TEAL. And for those of you who feel the current Air NZ management have no sense of history, the 787s have the same registrations as Air NZs first airliners (the first aircraft bought out of choice and not against management decision), the DC-8s.
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