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Aircraft Stretch/Shrink  
User currently offlineVidens From Argentina, joined Mar 2004, 133 posts, RR: 0
Posted (9 years 10 months 3 weeks 3 days 2 hours ago) and read 3587 times:

How easy or difficult is it to engineer a follow-up variant of an aircraft?
Examples would be A318 thru A321, B757-200 to B757-300, A330-200 to A330-300, etc...
I'm not asking about differences between A342/3 and A345/6, and other designs that are way more radical...

Answers appreciated,
Videns



Travel? Why would i travel if I can watch it on TV?
4 replies: All unread, jump to last
 
User currently offlineQantasA332 From Australia, joined Dec 2003, 1500 posts, RR: 25
Reply 1, posted (9 years 10 months 3 weeks 3 days 1 hour ago) and read 3174 times:

It's understandably difficult to measure exactly how 'hard' or 'easy' engineering a stretch/shrink design is, but at least in relation to designing a completely new aircraft, stretches and shrinks are relatively easy (not that the word 'easy' even remotely applies). This is due mostly to the fact that the wing design and most of the systems and flight controls are usually pretty much the same. Again, this 'easiness' is only relative!

Cheers,
QantasA332


User currently offlineTobi3334 From Germany, joined Sep 2004, 146 posts, RR: 3
Reply 2, posted (9 years 10 months 3 weeks 2 days 22 hours ago) and read 1866 times:

I'm also wandering about the streching of aircrafts.

The lenght differences beween 737-600 and -900 or 777-200 to -300 for example are extreme and all this with the same wing (?not sure) and the same body cross section dimension.

I think this is just possible with a lot of strengthening.

But are all types of an aircraft realy equal robust?

Are Boeing and Airbus oversize some parts (maybe the wing) when they develop a "short" plane with the look to future and maybe some extensions?

Greetings
Tobi



User currently offlineA350 From Germany, joined Nov 2004, 1101 posts, RR: 22
Reply 3, posted (9 years 10 months 3 weeks 2 days 12 hours ago) and read 1647 times:

Are Boeing and Airbus oversize some parts (maybe the wing) when they develop a "short" plane with the look to future and maybe some extensions?

Yes - if the manufacturer directly plans the possibility stretched version.

But remember: the tail fin has to become LARGER when you shorten the fuselage. That's one of the points where "easy" is relative.

A350



Photography - the art of observing, not the art of arranging
User currently offlineJustplanesmart From United States of America, joined Mar 2001, 722 posts, RR: 2
Reply 4, posted (9 years 10 months 3 weeks 1 day 22 hours ago) and read 1598 times:

The wing on the 767 could be said to have been "oversized" for the initial 767-200 model. When United ordered 30 in 1978, they were looking at an airplane for use on one-stop transcontinental service. However, the wing was designed to work for an intercontinental jet using three engines of the type used on the 757. Clearly, the wing had a lot of growth available, and although the tri-jet (to be called 777) never went ahead, the 767 became the plane for that market as the 767-300ER.


"So many planes; so little time..."
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