When the 77W retirements start we will see if they choose a smaller aircraft or a 4% larger one. It will be very interesting to see. Of course, we'll need more visibility of where performance of both airframes sit relative to one another. 789 vs A359 would indicate that airlines are happy to take o...Jump to post
The Engineers on the 777X are NOT the same Engineers on the 737Max. And they won't be the same nor the Management that oversaw the 737Mx program, And? that's if the project management team even still Works FOR Boeing. From what has been uncovered by the 737MAX debacle, the engineers had their hands...Jump to post
The 777X exceeds the box limit when it doesn't matter - and falls within the box limit when it does.Jump to post
Doing it for a living, even winning awards, does not mean you're good at it. Plenty of managers win tons of money before high-tailing it ahead of catastrophic failure. Assumptions can be eliminated. Plenty of work in the financial world has proven this over and over again. No, I don't assume the tr...Jump to post
The post above prompted a thought about shrinking to profit. Without turning this into an A vs. B - the risk exposure to Norwegian would have been much reduced if they could have ordered the A321XLR when formulating their business plan. Obviously its irrelevant to DY now - but the XLR might be the a...Jump to post
I agree. Most engineers will tell you most automated test suites are garbage. Testers tend to get rewarded in proportion to the number of tests they generate, so they tend to do countless variations on themes rather than doing more themes because that's the easy way to make the numbers look good. M...Jump to post
Sigh, nope. You, have, it, backwards. Start FROM the goal/outcome, prove the mathematical requirements to reach the goal, and then implement a system aligned/compliant to the math. That leaves no assumptions. That's the difference between a REAL process engineer and an outdated old guard who can't ...Jump to post
Why are you continually going on about random systems?!? There is nothing random about it. Furthermore, you again demonstrate your failure to understand the implications of testing, blind or otherwise. You have ASSUMED that by training someone - they then are able to react as you ASSUME when that tr...Jump to post
Faulting Boeing for undertesting an impossible to test system is ridiculous. You have to make some assumptions about human behavior in that scenario, and those assumptions have to be the outcome basis of training. Now, Boeing ROYALLY screwed up pilot training, so you got me there, but the rest of y...Jump to post
Nope, putting process before maths is a surefire path to failure. You match the process to the math. You match your manufacturing to your design. What a load of ____. If folks don't test to ensure their assumptions are correct - that says more about the standards of their work and the accepted stan...Jump to post
Your trust and feelings on the matter are immaterial. Can you look at the math and prove it's faulty? Can you look at the materials and manufacturing processes behind the base parameters of the math and prove they don't meet spec? If not, you don't get a seat at the table to say they can't do their...Jump to post
P&W need to get their existing house in order first before looking at adding an extension. GTF problems need to be sorted, and fixes need to prove themselves over time. If Airbus do an A322, or if P&W can do a thrust bump for the 321XLR, then they can creep the existing GTF a little. As for ...Jump to post
There are a number of component problems, which are not unusual with a new program. However, the supply chain is unable to keep up with spares and there does not appear to be a plan to redesign parts to improve reliability. Some fundamental problems that larger, mature programs aren’t facing. There...Jump to post
How many city pairs would an XLR open compared to a Max9? If there is no tangible additions, then paying the premium for an XLR doesn't stack up. An A321N might - if it delivers better performance over the existing mission set of Alaska. edit: Can the 737-10 reliably do west coast from ANC? [can the...Jump to post
If the slide's figures are accurate (and I'm doing the math correctly), Aeroflot is assuming a higher average speed for the MC21 by about 55 kilometers/hour to get its superior GASK figure. Is that realistic? CFRP wing spar enables thinner wing with lower critical Mach number. Entirely realistic :b...Jump to post
Imagine if another 737 were to crash as a result of a design or manufacturing fault shortly after the RTS? Confidence in the model - and in the company - would be shattered. While the latter would be repairable, the former probably wouldn't. A USA government funded agency charged with safety of the...Jump to post
Or find a better way to weave the tape to prevent delamination at lower thickness... Good luck with that! Mitsubishi's already working on this for a future MRJ. They're looking to cut 30% off the required thickness. Having worked with Mitsubishi on MRJ - thankfully briefly - I'd advise you don't ho...Jump to post
https://www.ainonline.com/aviation-news ... ty-upgrade
GE reckons the gap to -1000 pkC is 3-3.5%.
GE reckons the gap to -1000-TEN is 1.5%.
Given the GEnx is already 2% more efficient then the Trent 1000 TEN (see Air New Zealand) and is still awaiting PIPs from the GE9X program, it wouldn't be a tough target for GE at all. That's 4-5% better fuel burn in total if not more. Do you have a link please? https://www.flightglobal.com/fleets/...Jump to post
Could GE be persuaded to do a smaller GEnx?
Cutting the weight down to <5 Tonne and thrust down to maybe 265 kN or less might allow for a lightened, smaller winged, shorter range A330-500 to be launched.
Is there the market? Not sure its a worthwhile investment or not with the A321XLR.
Airbus is basically forcing Boeing to do something in response to A220 and the 6XW Tube (extra wide) won't cut it. It's just whether or not Boeing forces Airbus to respond by going to 7W for NMA/NSA. If Boeing goes 6W Airbus can stick with A320 tube. I don't think it's as simple as that. If it work...Jump to post
Completely disagree on the CFRP weight savings. The panels can be made thinner just fine. And Boeing's production process is the equivalent of a unibody, whereas Airbus' is panel on frame, so Boeing achieves greater weight efficiency at the same strength, even if small. Plus, a short/medium-haul pl...Jump to post
TFawkes wrote:Given the GEnx is already 2% more efficient then the Trent 1000 TEN (see Air New Zealand) and is still awaiting PIPs from the GE9X program, it wouldn't be a tough target for GE at all. That's 4-5% better fuel burn in total if not more.
RR will have a watertight contract on that - and Airbus will have had no interest in making sure there was a hole in that boat.
Furthermore, the Trent 7000 is beating fuel burn targets. RR have a way to go on other little issues, but GE would have a tough target.
Just another sign of Boeing's endemic cultural problems. Shareholder value is priority first, second, and third at the expense of cheapening everything else like safety and quality. It is a really dangerous game Boeing are playing. Imagine if another 737 were to crash as a result of a design or man...Jump to post
And bang a fancy new CFRP wing on the A321 and it claws both of those 2% increments back again, whilst still retaining huge commonality with the massive stock of existing A321's.... I doubt that. The Boeing NSA carbon/lithium fuselage tube and tail would be 1000kg lighter than the A321. Disagree th...Jump to post
Pierre tried to outdo his father by starting 3 Part 25 programs simultaneously and running transport business. With the crash of 2009, the bizjet division had to support the whole enterprise amid falling orders for the CRJs. He might have gotten away with one Part 25 program, maybe two in the best ...Jump to post
Ah, same as that big order for the CSeries in Africa.
When they are delivered I'll believe it.
Just had a thought.... The A321 wing area is 122.4 sqm, the flap area is 21.1 sqm and the flaps have a span of ~0.78 of the overall wing span. Which works out at an average chord (not MAC) of around 0.8m. If: - the flap track were adjusted such that the first 20% of aft travel were at 0 deg angle...Jump to post
OP deserves more respect as if pundits here are not aware that airlines and industries uses normalized cabin for calculating CASM. What a shame! Do they ____. Airbus and Boeing both pull all sorts of shenanigans when it comes to comparing performance per "seat". There is no single figure ...Jump to post
I believe with about 130 deliveries per year the Business Aircraft unit could slowly reduce the remaining debt. It will need a lot of discipline, obviously. I partially agree with the premise. But where does the money for investment in mid-life upgrades or in the next product come from? That is an ...Jump to post
Yeah, unfortunately its hard to see a future for a standalone EMB (who just may be the best run of all four big OEMs - Airbus, Boeing & Bombardier). If they had a runaway success in E2, then it'd be a different matter - but for whatever reason, its not gaining much market traction. It will be i...Jump to post
Yeah, unfortunately its hard to see a future for a standalone EMB (who just may be the best run of all four big OEMs - Airbus, Boeing & Bombardier).
If they had a runaway success in E2, then it'd be a different matter - but for whatever reason, its not gaining much market traction.
Maybe it is better idea for Airbus to go shopping again and buy Pratt and solve problems with GTF inhouse. I believe that would be illegal. I believe aircraft manufacturers are not allowed to manufacture their own engines. Correct me if I’m wrong. Why would that be illegal? Auto manufacturers make ...Jump to post
If boarding time was the be-all and end-all, then the A321 cabin-flex would have been optimised around boarding at a revised L2 door (they could have moved it a bit further ahead of the wing LE). Instead they got rid of the L2 door. Which should show exactly where priorities lie. Isn't that overlay...Jump to post
I’m sorry if this has already been suggested but I am finding this one of the more difficult threads to follow logically. Assuming (yes I know, a dangerous start already), that the concept will be a single aisle design, why could they not allow for it to use dual aerobridges at the front like a wid...Jump to post
I do not understand your comment about the velocities. In still air the velocity on the downside is more or less the velocity of the aircraft and on the top of the wing it’s the speed of the aircraft plus the extra velocity necessary to compensate for the longer way. But maybe I misunderstood your ...Jump to post
Nicely played by Quebec, who managed to increase their share at no cost (not sure how... Did they take on some of the debt?) and secured local jobs. This was their main goal all along. Congrats to Airbus. $591 million for an aircraft that cost $7b to develop is a good deal, I would say... It will o...Jump to post
Someone said it would be 500 million dollars. This deal is a little bit more than 500 million dollars, but as a bonus Airbus (via Stelia) got more than Bombardier's stake in Airbus Canada Limited Partnership. The guy was not too wrong in his estimation. Broken clocks are right twice a day. Why aren...Jump to post
Here is the plan. 1. Transform the partnership into a limited liability corporation 2. Airbus acquired BBD's part at 500 million dollars 3. The new company *Airbus Canada Inc." increases its capital by creating new shares offered at NYSE and TSE. The dilution of capital puts Airbus' stake at 4...Jump to post
So why oh why we only hear about the A220-500 on A.net? Why has Airbus already not jumped on the bandwagon and started offering the extension? I'll leave the other as a difference of opinion. But with regards this: https://simpleflying.com/wp-content/uploads/2019/11/Screenshot-2019-11-05-at-19.36.5...Jump to post
BBD spent, what $6 Billion in development costs? It has now divested its ~32% stake in that, and its 32% share of all A220 profits going forward not just the current backlog of ~600, for USD 591 million and not having to fund further shortfalls. That is how poor they see prospects for even long-ter...Jump to post
The 220 is a good plane, we all know that. Whether or not it will be a great seller is still, excuse the phrase, up in the air. They should do whatever it takes to get Southwest to make an order for 500x -300s assembled in Alabama. Southwest seems comfortable with the smaller seat counts compared t...Jump to post
... and there was me thinking the starting vortex (which obviously then expands to include the other 3 in the system, bound vortex and two trailing vortices) with Kutta condition was well understood... https://www.youtube.com/watch?v=bvV7-9wAXc0 Perhaps Mr McLean is searching for an explanation of w...Jump to post
Is it worthwhile reworking an A320XLR for a few corporate orders?
Otherwise the ACJ320 will have a significant range shortfall compared to the ACJ319. It makes conversions difficult.