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Post by fanairbus on Feb 3, 2020 10:06:40 GMT 1
A321XLR to have optional anti-condensation system By David Kaminski-Morrow3 February 2020 www.flightglobal.com/news/a321xlr-to-have-optional-anti-condensation-system/136495.articleAirbus is to offer a Swedish-built anti-condensation product as an optional line-fit for its single-aisle family, aimed at the long-range A321XLR. The anti-condensation equipment, manufactured by CTT Systems, will be part of a broader optional moisture-control system. It will be aimed at the newly-launched A321XLR, the longest-range variant of the A321neo twinjet. ...The selection confirms CTT as a first-tier supplier to Airbus, and will lift the humidity-control specialist after Boeing’s decision to drop a moisture-control system as basic equipment on the 787 line. CTT chief Torbjorn Johansson says the Airbus agreement is a “breakthrough” for the company’s moisture-control technology in the single-aisle sector.
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A321XLR
Feb 3, 2020 12:47:35 GMT 1
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Post by marlibu on Feb 3, 2020 12:47:35 GMT 1
Thanks fanairbus. I think this answers my question.
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Post by airboche on Feb 3, 2020 12:55:55 GMT 1
Isn't the moisture depending on the air pressure? So does the XLR need to have a lowered cabin pressure altitude compared to -say- ceos? How does this work with the same aluminum structures? Will they fatigue early then? How about corrosion?
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Post by elonguinho on Feb 3, 2020 13:12:53 GMT 1
Is it already known which MSN of the first XLR prototype?
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sciing
in service - 1 year
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A321XLR
Feb 3, 2020 15:42:43 GMT 1
via mobile
Post by sciing on Feb 3, 2020 15:42:43 GMT 1
Isn't the moisture depending on the air pressure? So does the XLR need to have a lowered cabin pressure altitude compared to -say- ceos? How does this work with the same aluminum structures? Will they fatigue early then? How about corrosion? Moisture level is almost independent from air pressure. High moisture levels are critical for condensation at the very cold sidewall. If you increase moisture the condensation temperature will raise. So you need better isolation. The raise of moisture level is independent to the raise of cabin pressure. Condensation by moisture level is critical for corrosion, higher pressure mean higher load cycles for the pressurized fuselage.
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mjoelnir
in service - 2 years
Posts: 4,089
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Post by mjoelnir on Feb 3, 2020 16:14:09 GMT 1
Isn't the moisture depending on the air pressure? So does the XLR need to have a lowered cabin pressure altitude compared to -say- ceos? How does this work with the same aluminum structures? Will they fatigue early then? How about corrosion? Humidity is not dependent on air pressure. It is a myth, that an aluminum fuselage can not provide a higher air pressure. We should forget all the marketing hype around the 787 by Boeing. Higher pressure the pressure inside an airplane is compared with the pressure at a certain height above zero. The 8000 feet is not industry standard but the regulatory maximum. So when Boeing brought the 787 6000 feet was compared the to regulatory maximum not the industry standard. Furthermore the pressure differential is in regards to the height an airplane can fly. So for a A321neo needs to be able to reach 8000 feet cabin pressure at 39,800 feet according to regulation. The industry standard seems to be rather 7,000 to 7,500 feet. If you fly lower, it is easier to keep up cabin pressure. The humidity market hype. The basic equipment of a 787 does not include the humidity control equipment. You can buy it optional on the 787, but that again is an airline decision. So Airbus will now offer a humidity control system for the A321XLR, that will offer a higher cabin humidity, while keeping the areas dry, that have to be kept dry.
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Post by airboche on Feb 3, 2020 16:18:31 GMT 1
AFAIK the ACJ uses higher interior pressure for passenger comfort for some time. However the structure of the aircraft gets strained more - which is no factor for low cycles and low flight hours business jets.
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mjoelnir
in service - 2 years
Posts: 4,089
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Post by mjoelnir on Feb 3, 2020 16:28:21 GMT 1
AFAIK the ACJ uses higher interior pressure for passenger comfort for some time. However the structure of the aircraft gets strained more - which is no factor for low cycles and low flight hours business jets. The ACJ also offers a max cruise altitude of 41,000 feet, instead to off 39,100 to 39,800 on the normal frame. If you run a frame on short haul, you could fly at lower altitude and would still not strain the frame by keeping to a higher cabin pressure.
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Post by stealthmanbob on Feb 3, 2020 17:09:14 GMT 1
One thing is for sure, XLRs should do less cycles than LRs and even less cycles than a standard A321neo 😉
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Post by marlibu on Feb 3, 2020 18:15:19 GMT 1
You stealthmanbob, remind of the uncle sitting on the corner watching his two nephews argue out a point..then looks over his reading glasses in their general direction and make a statement that just shuts both of them up....hahahahahaha....
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