s543
in service - 2 years
Posts: 3,959 
|
Post by s543 on Jun 15, 2016 17:45:48 GMT 1
I just wonder how much they will lose on the payments from Airbus for the late deliveries - I would not be surprised if it is more than the price of those lavatories.
It is hard to understand why it is such problem....
|
|
|
|
Post by stealthmanbob on Jun 15, 2016 17:51:18 GMT 1
I just wonder how much they will lose on the payments from Airbus for the late deliveries - I would not be surprised if it is more than the price of those lavatories. It is hard to understand why it is such problem.... It is a big job  |
|
|
|
Post by a380limey on Jun 20, 2016 14:39:25 GMT 1
I have a question about MSN 63. A question was asked recently about why it was not going into the Assembly process and the response was Fuel Tank. What's wrong with the Fuel Tank and which fuel tank is it? Is it in the fuselage or the wings. If the tank is damaged, how was it damaged? or does anyone know. Just curious.
|
|
TKflyer
in Convoy en route to Toulouse
Posts: 62
|
Post by TKflyer on Jun 24, 2016 14:30:36 GMT 1
There are some rumors around.
According to ch-aviation:
"SriLankan Airlines (UL) has entered into negotiations to lease Turkish Airlines (TK) three of its four A350-900s on order from Airbus Industrie.
According to Sri Lanka's Business Times newspaper, government officials close to the talks say a deal is close at hand. As previously reported, the fourth jet has already been sold to an undisclosed lessor.
Three A350 airframes - cn 52, 55, and 60 - that SriLankan was scheduled to have leased from AerCap have already been completed and are currently awaiting fitment of their Rolls-Royce Trent XWB-84 powerplants and interiors. As such, SriLankan was to have taken delivery of cn 52 in July with cn 55 and 60 to have followed during the last quarter of the year. Images of cn 52 seen by ch-aviation show SriLankan's logo has now been removed from its fuselage.
SriLankan management says the aircraft no longer fit their business model which has shifted focus from longhaul to regional operations in recent months. "
|
|
XWB
in service - 11 years
Posts: 16,115
|
Post by XWB on Jul 7, 2016 11:35:19 GMT 1
|
|
|
|
Post by marlibu on Jul 13, 2016 22:36:19 GMT 1
can anyone point me to any publications that detail the the flight testing checklist or operating protocol of each frame? I'm trying to understand why it takes such along time to complete flight testing and why such delays between flights. i can understand they fly and take reading/measurements, then analyze and retest/check in subsequent flights...is it such voluminous info that it takes such a long time,or could it be a simple matter of the airlines paying their deposits on time.
any suggestions/help/info would greatly be appreciated.
|
|
philidor
in service - 6 years
Posts: 8,950
|
Post by philidor on Jul 14, 2016 0:55:52 GMT 1
can anyone point me to any publications that detail the the flight testing checklist or operating protocol of each frame? I'm trying to understand why it takes such along time to complete flight testing and why such delays between flights. i can understand they fly and take reading/measurements, then analyze and retest/check in subsequent flights...is it such voluminous info that it takes such a long time,or could it be a simple matter of the airlines paying their deposits on time. any suggestions/help/info would greatly be appreciated. I'll give it a try ! Flight testing has nothing to do with customer negociations. The regulator (EASA, FAA ...) demands a demonstration of compliance with a set of rules. The demonstration requires ground tests or flight tests. These mandatory tests are called certification tests. Then, there are additional tests intended to meet customer demands. For instance, extreme temperature testing is not mandated by regulators, but it is a commercial must. Before getting to fly the aircraft, you do a lot of ground testing. One major issue is simulation (you fly the 'iron bird' before the real plane), which helps to test the software, and you have to stop whenever something looks wrong. The manufacturer initially plans a number of hours for each test (2500 flight test hours in total were needed for the A350 programme). Then he determines the number of test planes, which requires a trade-off between time (many test frames save time) and cost (at best, test frames sell at a large discount). Then the workload is shared between the planes, the first built taking up the largest part. Then, each plane is fitted with the test equipment matching its own task ; some have a full customer cabin, others don't. The late-built frames do the function and reliability testing. Any flight programme meets problems, sometimes trivial (a disturbing noise), sometimes serious (unexpected flutter, one test frame destroyed or dammaged ...). The manufacturer addresses them (reinforcing a newly discovered weakness, improving the software ...). He also tries to optimise the aircraft aerodynamics (tweaking things like the way flaps move during take off and landing ...). Sometimes, many changes are made, leading to the need for extensive re-work on early-built frames. If you are interested in all this, you may want to have a look at our old 'A350 flight tests' threads, or at the first issues of Airbus' A350 online magazine. |
|
mjoelnir
in service - 2 years
Posts: 4,089
|
Post by mjoelnir on Jul 14, 2016 1:31:14 GMT 1
can anyone point me to any publications that detail the the flight testing checklist or operating protocol of each frame? I'm trying to understand why it takes such along time to complete flight testing and why such delays between flights. i can understand they fly and take reading/measurements, then analyze and retest/check in subsequent flights...is it such voluminous info that it takes such a long time,or could it be a simple matter of the airlines paying their deposits on time. any suggestions/help/info would greatly be appreciated. I'll give it a try ! Flight testing has nothing to do with customer negociations. The regulator (EASA, FAA ...) demands a demonstration of compliance with a set of rules. The demonstration requires ground tests or flight tests. These mandatory tests are called certification tests. Then, there are additional tests intended to meet customer demands. For instance, extreme temperature testing is not mandated by regulators, but it is a commercial must. Before getting to fly the aircraft, you do a lot of ground testing. One major issue is simulation (you fly the 'iron bird' before the real plane), which helps to test the software, and you have to stop whenever something looks wrong. The manufacturer initially plans a number of hours for each test (2500 flight test hours in total were needed for the A350 programme). Then he determines the number of test planes, which requires a trade-off between time (many test frames save time) and cost (at best, test frames sell at a large discount). Then the workload is shared between the planes, the first built taking up the largest part. Then, each plane is fitted with the test equipment matching its own task ; some have a full customer cabin, others don't. The late-built frames do the function and reliability testing. Any flight programme meets problems, sometimes trivial (a disturbing noise), sometimes serious (unexpected flutter, one test frame destroyed or dammaged ...). The manufacturer addresses them (reinforcing a newly discovered weakness, improving the software ...). He also tries to optimise the aircraft aerodynamics (tweaking things like the way flaps move during take off and landing ...). Sometimes, many changes are made, leading to the need for extensive re-work on early-built frames. If you are interested in all this, you may want to have a look at our old 'A350 flight tests' threads, or at the first issues of Airbus' A350 online magazine. I think here is a complete misunderstanding. Philidor, you talk about the campaign before a new type is certified. Marlibu, talks I assume about the flights that are done after a production frame is rolled out and before it is delivered. |
|
|
|
Post by marlibu on Jul 14, 2016 18:23:06 GMT 1
You're correct Mjoelnir. I do appreciate the knowledge imparted by Philidor nonetheless.
|
|
someone
in service - 1 year
Posts: 3,333
|
Post by someone on Jul 22, 2016 14:18:38 GMT 1
Anyone seen an updated A350 production list post AA's newly deferal?
|
|
