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FAQ

Will the Airbus A380 be the next Boeing 747?
No. Never.The Boeing 747 was the outcome of a real demand placed by the then forceful head, Juan Trippe, of a real airline, Pan-Am. He wanted a high-capacity double- decker but was convinced by Boeing to accept a wide-body twin-aisle product instead.As soon as it was launched, it set off a wave of “me, too!” among the airlines. (Not the “#metoo” kind!) You had to have 747s in your fleet to be counted.Once it entered service, there was nothing till 2007 to challenge it (the DC-10, L-1011, and MD-11 all fell by the wayside).The Airbus A380 was the brainchild of Airbus execs who foresaw a need for a super-high-capacity aircraft to go in and out of slot-constrained airports, like the ones in India and China.Maybe there was some hubris involved, too.Sales were disappointing, and the line was facing closure until Emirates placed an order for 36 more on January 18 this year.The new Boeing 747, too has got a new lease of life from a recent Forder.Airbus says China is aware that it is open to industrial co-operation on the A380, but faces a challenge to persuade the country’s airlines to buy the superjumbo.“We need to convince the airlines that they can increase their market share and increase tremendously their image by buying the A380 and operating them from big Chinese hubs,” says Airbus commercial aircraft president Fabrice Brégier.“The Chinese market will be the biggest in the world and I believe the biggest market deserves the biggest aircraft.”Brégier describes as “premature” reports that Airbus has offered China an opportunity to participate on the programme, but stresses the manufacturer’s strong relationship with Beijing, “so they know that we’re open to an industrial co-operation, for instance, on the A380, but the challenge is more commercial.”China Southern is the only Chinese operator of the A380, with five in its fleet.Despite its best efforts, Airbus is struggling to sell the A380 to sceptical customers. And while Singapore Airlines’ new cabin is spectacular, that on its own will not convince the market.Although Airbus chief Tom Enders may call the updated cabin “breathtaking”, SIA cannot make a compelling business case for more of the type, even when its crowded Changi hub is factored in.Malaysia Airlines appears committed to removing its fleet of six A380s from regular service and converting them to enable high-density pilgrimage flights. And while Qantas chief executive Alan Joyce made headlines with his “I’d have to be drunk to order more” quip, far more damaging was his assertion that the double-decker, powered by older-generation engines, is far less efficient than the latest wide-body twins.Most airlines are unconvinced they can regularly fill a high percentage of an A380’s 400-odd seats, while the new management at Airbus may not see a long-term future in an aircraft that is slipping back into unprofitability.China and India will decide the fate of the A380.If they don’t take it, it will be curtains.
Airbus seems to be filling way more airline orders than Boeing. Is Airbus putting Boeing out of business?
Airbus will never put Boeing out of business, nor will Boeing do that to Airbus.Think about this - do you think the buyers (Airlines, leasing companies) want to have one, and only one supplier of airframes, with all the pricing consequences that entails? No sir, the best leverage in price negotiation is having an alternative.What do you suppose the suppliers and subcontractors (there are many, many around the globe) think of the idea of a single customer? Do you realize that a huge % of suppliers count BOTH Airbus and Boeing as customers? The two “competitors” share the very same industrial ecosystem. Don’t even get me started on the biggest of the suppliers - the engine people: RR, PW, GE, CFM .If you really, really dig under the covers, you’ll even find that A and B do business with each other ,)
Why do patients have to fill out forms when visiting a doctor? Why isn't there a "Facebook connect" for patient history/information?
There are many (many) reasons - so I'll list a few of the ones that I can think of off-hand.Here in the U.S. - we have a multi-party system: Provider-Payer-Patient (unlike other countries that have either a single payer - or universal coverage - or both). Given all the competing interests - at various times - incentives are often mis-aligned around the sharing of actual patient dataThose mis-aligned incentives have not, historically, focused on patient-centered solutions.  That's starting to change - but slowly - and only fairly recently.Small practices are the proverbial "last mile" in healthcare - so many are still paper basedThere are still tens/hundreds of thousands of small practices (1-9 docs) - and a lot of healthcare is still delivered through the small practice demographicThere are many types of specialties - and practice types - and they have different needs around patient data (an optometrist's needs are different from a dentist - which is different from a cardiologist)Both sides of the equation - doctors and patients - are very mobile (we move, change employers - doctors move, change practices) - and there is no "centralized" data store with each persons digitized health information.As we move and age - and unless we have a chronic condition - our health data can become relatively obsolete - fairly quickly (lab results from a year ago are of limited use today)Most of us (in terms of the population as a whole) are only infrequent users of the healthcare system more broadly (cold, flu, stomach, UTI etc....). In other words, we're pretty healthy, so issues around healthcare (and it's use) is a lower priorityThere is a significant loss of productivity when a practice moves from paper to electronic health records (thus the government "stimulus" funding - which is working - but still a long way to go)The penalties for PHI data breach under HIPAA are significant - so there has been a reluctance/fear to rely on electronic data.  This is also why the vast majority of data breaches are paper-based (typically USPS)This is why solutions like Google Health - and Revolution Health before them - failed - and closed completely (as in please remove your data - the service will no longer be available)All of which are contributing factors to why the U.S. Healthcare System looks like this:===============Chart Source: Mary Meeker - USA, Inc. (2011) - link here:http://www.kpcb.com/insights/usa...
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How many rolled quarters could fill a Boeing 737 to capacity?
The main issue here would be weight and not space. A 737 max 8 has a maximum payload of 46,040 pounds or 20,882 kilograms. All quarters since 1965 weigh 5.670 grams. Each roll consists of 40 quarters for 10$. This means that each roll would weigh 226.8 grams. From here the math is pretty simple. In order to convert grams to kilograms you simply divide by 1000. This means that each roll of quarters weighs .2268 kilograms a piece. If we take that number and divide it from the max payload of a 737(20,882kg) you get 92,072 when rounded. So loaded to the top with nothing but rolls of quarters you could fit 92,072 rolls on the plane. That equates to $3,682,880. Now wether or not 92,000 rolls of quarters would fit in a 737 is a different question. But assuming all seats and other components made for passengers are removed and there is no luggage, it is pretty safe to assume that 92,000 rolls would fit.
How can I become Boeing factory pilot?
I was recruited for that job by Boeing, so I can relate my experience.There are so few such positions, and the pilots hold them for such a long time, that I suspect no one has gotten one by simply filling out an application, making the cut, being interviewed, and then being hired.It’s a job in which it’s critical that pilots work together far more closely than at an airline. And, you can imagine that current Boeing pilots meet plenty of other qualified pilots. In my experience, when they need to hire a new pilot, they reach out to someone whom they know will blend into the current team.My story: I had a degree in aerospace engineering and was a USAF pilot who had done well enough to be flying in the Presidential Wing (89th MAW) at Andrews. Andrews was also headquarters to Air Force Systems Command (AFSC). AFSC is responsible for specifications and acquisitions of new aircraft and system. I knew and flew with the four-star AFSC commander, and I flew the AFSC test bed aircraft based at Andrews, “on loan” from the 89th.One day, back in 1979, I flew the AFSC commander to the Boeing plant, where he was to spend a few days with engineers. I walked the assembly line with the general and the engineers and made a connection with them. We got along well.The afternoon of the second day, one of them invited me to his office, where I discovered he was the head of Boeing’s test pilot program. They were hiring new pilots for the upcoming 757/767 development and he offered me a job. I hadn’t realized that all the questions over the past two days had been my interview, for a job I didn’t even know to apply for. I imagine that’s how most of them are hired. It seems unlikely they shuffle through applications hoping to find someone.PS: So, how did that turn out for me? Back then, I thought that the be-all-and-end-all of flying was to be an airline pilot, so I declined. Duhhh! I had no idea how boring airline flying is and how deregulation (passed a few months before I got this offer) would destroy the airline career that I so hoped to enjoy. After deregulation, the old fabled airline pilot job simply no longer existed, but I knew nothing about business and so, at that point, was clueless about what was to come.Contrast airline flying to the rewarding, interesting, and challenging fly career of a Boeing test pilot and, if I could go back, I’d say, “Thank you, and YES!”