|
Post by chornedsnorkack on Feb 28, 2015 14:11:19 GMT 1
So now A380-800 is no longer producing a loss with every frame sold.
Which developments could repay the development cost and produce more profit (thereby diminishing the total loss of A380 program)? If launched today (or in Paris, 2015), what would be the EIS date of: A380-800F A380-800NEO A380-800R A380-900?
|
|
|
Post by chornedsnorkack on Feb 28, 2015 12:31:24 GMT 1
There's only 4 months until CS100 is expected to enter service, would they have time to complete everything that's left?..... Is the launch customer then known?
|
|
|
Post by chornedsnorkack on Feb 28, 2015 9:01:38 GMT 1
So, CS100 evacuation has been tested. But that´s only 125 people, and 1 pair of overwing exits. CS300 should squeeze in 160 seats.
Does CS300 need to perform an evacuation test as well?
|
|
|
Post by chornedsnorkack on Feb 14, 2015 11:19:50 GMT 1
Per the A380 ACAP, there's about 1.08 m of ground clearance at MRW. 40 cm is the minimum for any aircraft. So, I think you can add up to 68 cm to the current fan diameter for a total of 3.63 m or 143 in. Maybe a little more if you can manage to mount them higher up closer to the wing. Note that the current largest engine, the GE90-115b is at 128 in. and the proposed GE9x is put at 133.5 in. 143 in ... maybe a bit more if the engine moves up a bit is for sure not enough for economical engine in "2-wholer" configuration. Also one consideration is the possibility to transport the engine... OK it could fit inside the plane but road transport would be close to impossible. Which plane? A380 is just 96 inches floor to ceiling. Where is the mounting point for fifth engine of A380?
|
|
|
Post by chornedsnorkack on Feb 14, 2015 8:19:17 GMT 1
I was eyeing possible exits from CS100. The facts of exits: airshows.bombardier.com/sites/default/files/cseries_factsheet_cs100_en.pdfSummarizing: Left front door - 74x32´´ Left back door - 72x30´´ Right service doors - both at 60x30´´ Overwing exits - on CS100 one pair, at 42x23´´ And now the FAA classification of exits: www.flightsimaviation.com/data/FARS/part_25-807.htmlTypes: Required floor level A >=72x42´´ B >=72x32´´ C >=48x30´´ I >=48x24´´ Steps allowed: II >=44x20´´, up to 10´´ up and 17´´ down III >=36x20´´, up to 20´´ up and 27´´ down. Now, remember that since blocking of half exits must be allowed for, the bottleneck is the lower category of a pair. CS100 has one B exit (left front door) so it is useless. The service doors are C exits, and they would have to be expanded to 72´´(12´´ missing)x32´´(2´´ missing) to create a B exit pair. How about overwing exits? 42x23´´ is plenty for Type II they are (6´´extra x3´´extra), but looks they barely miss Type II, at 2´´ missing x 3´´extra. How are the step heights? If the CSeries overwing exits were made these 2´´ higher, would they at 44x23´´ size meet the step requirements of Type II, and would that be any use?
|
|
|
Post by chornedsnorkack on Feb 14, 2015 7:31:31 GMT 1
While the details of the evacuation process might be not so relevant (seconds count, injuries, etc.), the specific evacuation interior (seat count, seat pitch, space left for exit rows, space for galleys and "toilets" represented by cameras) are directly relevant for the airlines who consider buying CSeries, especially if they are pressing the assumptions of evacuation test.
Has the seat count of CS100 evacuation test been confirmed to have been 125?
|
|
|
Post by chornedsnorkack on Feb 13, 2015 18:00:26 GMT 1
Underwing space is hard to come by. Gullwing works, but A380 has existing wing.
How much do you think could A380 engine fan radius be increased with existing wing and landing gear?
|
|
|
Post by chornedsnorkack on Feb 13, 2015 16:43:33 GMT 1
-FTV5 (1st aircraft with interior) completed the passenger evacuation test How was the result? How many seats in CS100, how many seconds to evacuate (A380 passed in 79 seconds out of 90) and how many injuries?
|
|
|
Post by chornedsnorkack on Jan 31, 2015 23:59:38 GMT 1
the Skymark bankruptcy may delay this then ! As Skymark certainly had informed Airbus that they were not in a position to take delivery of the aircraft they ordered, they cannot object to Airbus selling them to someone else. The only issue I can imagine is if the new buyer of the ex-Skymark frames gets a better price than Skymark, and Airbus claims compensation for the discrepancy. That claim would certainly be rejected by Skymark. What if Airbus pockets Skymark´s deposit, and then resells the frames ending up with more than the full price of the planes? Would Skymark´s creditors have any objections?
|
|
|
Post by chornedsnorkack on Dec 8, 2014 17:32:18 GMT 1
|
|