WIederling wrote:The HAW-Hamburg link is munged:
some historic overview:
Slug71 wrote:What if it used the A350's MLG? I'm clueless on the technical side of these things, but if the A359 is good for 280T, couldn't you combine another set which would be good for 560T?
Taxi645 wrote:Slug71 wrote:What if it used the A350's MLG? I'm clueless on the technical side of these things, but if the A359 is good for 280T, couldn't you combine another set which would be good for 560T?
One perhaps could, although even a slightly stretched A380-850NEO probably wouldn't need a 560MTOW if they keep the range reasonable when using GTF engines. At 560MTOW the improvement in induced drag would be very marginal, that's why I was looking in a much more reduced MTOW.
Slug71 wrote:Agreed. But the A359 already uses a 4-wheel bogie. Most likely more advanced (?lighter?) than the 4-wheel bogie currently used on the A380. So no need to redesign anything, other than fitting.
Whatever off-the-shelf parts (or close to) from the A350 that it (A380) can use, the better. Airbus has to lower production costs on the A380 to keep low rate production sustainable. Remember, a rate cut to 6 per year is a possibility. That should help with costs on the A350 too, you would think?
Taxi645 wrote:Perhaps someone more technically inclined would be so kind to step in and expand a bit on the feasibility of the A380 front bogie being stored in the wing?
WIederling wrote:Taxi645 wrote:Perhaps someone more technically inclined would be so kind to step in and expand a bit on the feasibility of the A380 front bogie being stored in the wing?
The A380 wing skin is an Al multi layer "composite" load bearing item. If you start to break it for gear doors ...
Load bearing structure is unbroken going from wingtip to wingtip.
Taxi645 wrote:2 Apart from being technically possible, how big a change would this be? Is this something so far reaching that you could effectively start from scratch?
In addition, we are also changing the arrangement into a conventional design that puts the MLG behind the wing box instead of on each side of a shrunken cargo compartment. The 747-8, which has a higher MTOW than my A38X, employs this design. The revised arrangement has multiple benefits: first, it allows 2 more LD-3 spots in the underbelly. Second, it enables significantly shrinking the flat pressure bulkheads that surround the “T”-shape aft cargo compartment in the A388. For reference, look at the layout of that rear cargo compartment. It is ~32 feet long. It requires, on each of its sides, a flat pressure bulkhead. In addition, a pressure bulkhead goes underneath the cabin floor from the compartment to the fuselage sidewall. The side bulkheads are ~5.5ft tall, the underfloor bulkheads are ~6 feet wide. Thus we have ~350ft2 of flat pressure bulkheads. These bulkheads are extremely heavy: it is structurally very difficult to pressurize a flat object. If we remove them, and replace this section of the plane, which is covered by the belly fairing, with fuselage tube instead, we’re looking at huge savings. Yes, we have to pressurize the walls around the revised layout, but this is a much more compact area. If the bulkheads weigh 15lbs/ft2, and we replace them with half as much fuselage area at less than a third of bulkhead weight per area, we realize 2-3,000lbs in weight savings. Let's be conservative and taken a 2,000lb weight saving from the exchange.
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