He also said he sees a new NB around 2030, so that would seem to put the kibosh on extensive changes like rewinging.Jump to post
How do you distinguish them on the 787 - they look almost exactly the same?Jump to post
From reading the article, this just sounds like another MTOW increase for the A321. Airbus redefined what the suffix LR meant with the A321LR. All the LR represents is a 7,000lbs MTOW increase (3.5%). The ER on 737-900ER was an MTOW increase of 13,000lbs (7.8%). The LR on on the 777LR represents a ...Jump to post
James Hogan Bio from knighthoodcapital.com: - James Hogan is the founder and Executive Chairman of Knighthood Capital. He recently served as President and CEO of the Etihad Aviation Group, which he built into a US$20 billion multi billion dollar losing enterprise, achieving failing to achieve the m...Jump to post
Polot wrote:I might have missed something in this thread, where is this 5% improvement number coming from exactly?
Tristarsteve wrote:Just need to find some proof.
There is no longer a PW4098. Pratt bought back all examples. While some made it into museams, none are in flying condition. They we're all replaced by PW4090s at Pratt's expense. Lightsaber Huh? Why would this be? Did Not meet NOx emission requirements and fuel burn. Was pushing the design outside ...Jump to post
So it maybe that the design of a super large fan with its super large containment and/or or its installations on an airframe becomes difficult. So a solution maybe to build 4 engine aeroplanes with each engine having half thrust of the equivalent twin. This may be a way of balancing the required sc...Jump to post
That might tie in nicely with an A 320 family replacement. Or re-winging. If they can get it grandfathered. Boeing tried giving the 747 a new wing with a reduced sweep angle several times, but wasn't allowed to do it without certifying it as a new aircraft. If that is the case, I could see Airbus g...Jump to post
parapente wrote:That might tie in nicely with an A 320 family replacement.
Flight reporting a 10% drag reduction, 5% fuel reduction over an 800nm stage length, and can maintain this at mach 0.79, not 0.75 as previously thought.Jump to post
Concorde did in testing go higher than 60000ft. AXDN did so and I seem to remember that F-WTSB also went very high. From some forum : - here is some information from Andr Turcat's book "Concorde essais d'hier, batailles d'aujourd'hui" on that subject: March, 16th, 1973: ...They wore press...Jump to post
fcogafa wrote:6 x B787-9 for BOC
https://www.flightglobal.com/news/artic ... 9s-447186/
I don't know if they knew it at the time they ordered, but I think this post from lowbank (who I think works for RR) covers it: - I believe there was a significant difference in SFC between the two engine, the ten addresses that issue. So maybe it will start to pick up more orders now. Until the TEN...Jump to post
jagraham wrote:The 789 is better, but by less than 5%. Except for MTOW and resultant range.
With a higher aspect ratio wing than the 787, the heavier it is, the more advantage it should see. I know some claim the fuel burn comparison to the 787 is worse at range, but I'm not buying it. Parasitic drag should be similar between a 787-9 and A330-900. Induced drag should favour the A330-900. ...Jump to post
I really wonder how efficient the aircraft is at its extreme range. My bet is it's very good at shorter ranges compared to the 787, but at longer ranges its efficiency drops off and both the 787 and A350 will be much better. Nice to have the flexibility, but I think if you're mostly flying very long...Jump to post
parapente wrote:It will be one hell of an aircraft imho.
Even rate 13 is well short of 400 engines, but this from Leeham : - Oct. 5, 2017, © Leeham Co.: Airbus is gearing up to increase the production rate of the A350 from 2018’s planned 10/mo to 13/mo, perhaps as early as the following year, LNC has learned. Anyway, I'm not meaning to contradict. It's in...Jump to post
Well this was the reason for my question as airbus only goes to rate 10 at the end of the year. Even with spare engines that's less than 300 deliveries.Jump to post
One of the little nuggets was that the cost reductions achieved on the XWB for the A359 was working well, with the loss per engine cut to £1.5 million. But this is a lot of money when you are making c 400 engines annually. They're making nothing like 400 XWB's annually. Are you saying these cost re...Jump to post
Hawaii to Europe would be a sure way to lose money fast. Europeans just have a lot more choices closer to home (cheaper) than flying all the way to Hawaii. They have choices closer to home that are cheaper than flying to Hawaii, but those choices are nothing like Hawaii. Don't get me wrong, the Can...Jump to post
The manufacturer expects its solutions to the Trent 1000 problems, including redesigned parts, to be "fully embodied" in the fleet by 2022.
So what happens to the A338 frames?Jump to post
I see big oportunities in how planes are operated at airports. I'm going to introduce a new airport vehicle which I'll call AARDVARK1 (airport aircraft recover disembark vehicle also release o'K 1). This is an electrically powered vehicle - charged by the airport infrastructure so it doesn't need a ...Jump to post
gatibosgru wrote:I'm dying to get a ride in an A340. I'm secretly hoping my MUC-BOS on the A359 somehow gets swapped.
Yes, except for the MLG. https://en.wikipedia.org/wiki/Fleet_commonality "The A330 and A340 share many common features. The same cockpit is shared between the A330 and A340, however the A340 controls four engines instead of two on the A330. The A330 and A340 share the same wings, nose, tail an...Jump to post
shoulda, woulda. :-) 911 and the GFC each introduced strong step downs in travel demand. compare growth projections ~2000 and the actual development. For 2000 the A380 was started just right. ( extrapolate the pre 2000 curve.) ?nobody? could have known about 911 ( a major hit on demand ) ?nobody? c...Jump to post
The whole question of engines is correct. They should've selected the engines available around 2025, and that's when the whole project should've been launched. The market would've been desparate for a VLA then, and it would be made of carbon and have super efficient engines. There would be a signifi...Jump to post
lightsaber wrote:A 214m exclusion zone implies they know the bomb size:
It`s rumoured that the GP 7200 may get a PIP to make it compete more favourably with Trent 900. Since EA weren`t interested in updating the engine at the time of the last order which was virtually double this one, I`m sceptical that there really is competition for this latest order. If EA is willin...Jump to post
Hmm, I'm not sure that's true. RR engines on widebodies are know for being better at shorter ranges as they have an advantage at climb and descent. I think it's particularly at descent where a 3 spool can be throttled back further than a 2 spool. Also, RR's proposal for the A320NEO was a 3 spool. I...Jump to post
Blerg wrote:Their biggest mistake was getting into Alitalia but James Hogan was arrogant and self-confident so he ignored all the alarms that went off.
I dont think it optimum for all phases of flight or for all flight profiles, it would be designed around cruise optimisation which is better for longer flights. I have read that twin spool is better for short haul as the aircraft spends a higher proportion of a flight in climb and descent. Hmm, I'm...Jump to post
The intermediate compressor on a 2 spool is turning very slowly as it's on the same shaft as the fan. They're not very efficient, which is why I guess they're called 'booster' stages. Much better on a 2 spool to add stages to the HPC. Interestingly for the 'Advance' engine RR is moving more stages t...Jump to post
Please recall the GE9X will have variable cycle technology. There will be reduced turbine cooling at cruise, already in the LEAP engines. RR already has this for the 97. I think also the Trent 1000-TEN. Do you have a link? To my knowledge, the LEAP was the first variable cycle technology to hit the...Jump to post
lightsaber wrote:Please recall the GE9X will have variable cycle technology. There will be reduced turbine cooling at cruise, already in the LEAP engines.
keesje wrote:A next generation of RR/GE engines is worth waiting for.
Don't OPR efficiency gains diminish the higher you go?Jump to post
zeke wrote:The major component of drag in cruise is skin friction, they have been very quiet on how the extra wing area, extra engine nacelle area, and extra fuselage area is going to increase skin friction drag.
Aside from the fact one hasn't even flown yet, providing the sources of your research would be helpful. Otherwise, everything you posted is pure conjecture: Not all conjecture, there's also the analysis he saw. No idea who wrote it though as there's no source. One analysis I saw predicted the 779 w...Jump to post
Hmm. I can't see the numbers behind that, to be frankly. Who's analyses is that? He has a history of quoting stuff without a single source. It's an interesting topic, but pointless arguing about made up numbers. For the record, it's likely that the engine and wing will be better on the 777. The eng...Jump to post
Imho the "perfect" size fuselage for this segment is the 767, but it needs a new engine. Doesnt seem likely to happen. The 222 inch Airbus fuselage is too big imho and the 148/156 inch 737/A320 fuselage is too small. A twin aile that narrow is not efficient unless you go for a non-circula...Jump to post
There'll be a narrowbody realignment. The A320/321 will be rewinged and grow a bit. The C series will get a 500 and fill in the lower end of the market. Widebody's - I can see there being an A350-2000 or whatever it's called. I don't know what happens to the A330. I don't know if there'll be a const...Jump to post