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Post by kevin5345179 on Sept 21, 2018 19:57:03 GMT 1
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sciing
in service - 1 year
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Post by sciing on Sept 25, 2018 7:24:34 GMT 1
Is this a new medical therapy? I know sportsmen train sometimes in higher altitude, but I would prefer a higher pressure/lower altitude in flight for comfort.
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Baroque
in service - 2 years
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Post by Baroque on Sept 25, 2018 14:14:04 GMT 1
Is this a new medical therapy? I know sportsmen train sometimes in higher altitude, but I would prefer a higher pressure/lower altitude in flight for comfort. It should be either higher cabin pressurisation or lower cabin altitude pressure. I'm quite curious about how Boeing will achieve 787 levels of pressure and humidity in the Aluminium airframe. I thought this was one of the selling points of going CFRP on the 787 in that it does away with metal fatigue and humidity-related corrosion.
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sciing
in service - 1 year
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Post by sciing on Sept 25, 2018 15:57:00 GMT 1
Is this a new medical therapy? I know sportsmen train sometimes in higher altitude, but I would prefer a higher pressure/lower altitude in flight for comfort. It should be either higher cabin pressurisation or lower cabin altitude pressure. I'm quite curious about how Boeing will achieve 787 levels of pressure and humidity in the Aluminium airframe. I thought this was one of the selling points of going CFRP on the 787 in that it does away with metal fatigue and humidity-related corrosion. An old article to the topic. No hint for the solution but a explanation of the issue. www.flightglobal.com/news/articles/analysis-boeing-matches-787-cabin-pressure-in-777x-401712/
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Baroque
in service - 2 years
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Post by Baroque on Sept 25, 2018 16:15:19 GMT 1
Thanks for that. So it doesn't come without some compromise. i.e. local reinforcements, acceptance of a higher risk of corrosion and lower cycles than the current generation 777. Those bigger windows mentioned are also going to add to that.
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philidor
in service - 6 years
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Post by philidor on Sept 27, 2018 23:33:02 GMT 1
I'm quite curious about how Boeing will achieve 787 levels of pressure and humidity in the Aluminium airframe. Actually the A380, which admittedly is not an aluminium frame, but is not a CFRP aircraft either, has the same level of cabin pressure as the 787 (I am not sure about humidity).
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Post by kevin5345179 on Oct 31, 2018 23:56:19 GMT 1
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Post by airboche on Nov 6, 2018 15:28:46 GMT 1
Strange as LH were part of the sizing and defining airlines team. They requested it to be exactly this way.
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sciing
in service - 1 year
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Post by sciing on Nov 6, 2018 22:17:02 GMT 1
Strange as LH were part of the sizing and defining airlines team. They requested it to be exactly this way. Its a Bloomberg spin, so before thinking about LHs intention you should keep in mind it could be journalistic nonsens. Bloomberg proved in the last months that they have quite large of amount fantasy when they create „news“. Its is always the same authors creating the aviation stories. Reading the names of Richard Weiss and Benjamin Katz does not really convince me to get reliable information. The strange A220 whisper jet story is also by them.
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philidor
in service - 6 years
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Post by philidor on Nov 8, 2018 15:29:15 GMT 1
Strange as LH were part of the sizing and defining airlines team. They requested it to be exactly this way. It's not so strange, in my opinion. LH at some point criticised the 'Emiratisition' of the 779 (an allusion to EK's push to increase payload at the detriment of aircraft efficiency). Though LH went on to order the aircraft, and it is well-known to accept to fly a wider range of types than most of its competitors, many observers believe that operating at the same time the A380, the 748 and the 779 is less than optimal. Furthermore, LH has admitted, not so long ago, that it may have ordered 'too many' 779s. So, I suppose there is a permanent fleet review going on at LH, all the more so as the group is diversified, each of its subsidiaries having different specifications.
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