morrisond wrote:zeke wrote:morrisond wrote:You mean we actually agree on a number? (140T OEW weight of a potential A350-950F)
In reply 355 you said "an A350-950F is 150T OEW", there is obviously no agreement. You may recall I stated that 150 tonnes was greater than the weight of our -1000 passenger aircraft, that is before removing some fuselage, some galleys, toilets, seats, windows, doors etc etc.
We are only talking about a difference in length of about 3M in this case (it's going to be some multiple of 1.53M (the width of an LD3). Given that an A351 isn't as heavy per meter I was assuming that maybe 2T per meter was more reasonable x3 = 6T but then add in a bit more so that it could lift more than one would assume the MZFW would grow from an A351 which is only 223T. I called it 230T.
Turning a 77W into an 77ERSF drops empty weight by 15t*, and while the windows are gone, the strengthening is still there, and with the same length. Lets call it 20t total. So 130t OEW for the A350F with 93t payload with 96t fuel over some 5700nm without changing MZFW. On here it is often claimed that the 77F usually bulks out before it runs out of payload, so that may already be well enough.
Airbus doesn´t use dynamic payload on the A350, but on the A330 you can swap one ton of MTOW for one ton of MZFW, as that effectively limits the use of the Center tank. If i understand the A350 center tank correctly, it always includes some of the tankage in the inner wings, so lets say you need to drop 1.5 tons of MTOW for one ton of MZFW. ~105t [email protected] TOW over 3600nm without spending money on strengthening. Carrying that over something close to 5000nm shouldn´t be all to difficult without further MTOW increase.