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par Beochien Ven 24 Juin 2011 - 13:45Bon, un article assez complet de David Kaminski Morrow sur Flight Global !
Nous indique à quelle nouvelle sauce Airbus va accomoder lesA350-900 et 1000 !
C'est intéressant, le 358, silence radio ho ho !
2,4 tonnes de mieux pour le 351, dont 500 pour les moteurs, qui toucheront peut être des fan's plus légers un jour (Plastoc chez GKN, merci !) on en avait parlé !
Ces 2,4 tonnes, je suppose que c'est en plus de l'embonpoint constaté, sinon ce serait trop beau !
Des programmes d'allégements pour tout le monde, et en particulier pour le 900 évidemment trop lourd aussi , de combien, secret défense ...
Mais si c'était de une ou 2 tonnes, ils en seraient fiers et le proclameraient, donc pour moi, ce sont 4-6 tonnes de trop today !
C'est bien, on à déjà vu le cas chez Boeing ...
Noté que RR se lâche maintenant, ils ont l'air sûr de leur coup et optimistes, ben tant mieux, si ils peuvent être d'entrée au niveau promis , et sans explosions,
!
Noté quel'efficacité du fan et de la nacelle sont augmentés, ainsi que la vitesse de 6% (Un petit coup d'entonnoir !
) et que le coeur grandit un peu !
Question
... ce moteur peut il aller plus loin ... 100-102 000 bs, par exemple en augmentant le diamètre du fan , cette foi !
Je pense à l'éventuel 350-1100, ou à des variantes du 777 ?
A suivre !
--------------------------- Le lien et l'article de FlightGlobal ----------------
http://www.flightglobal.com/articles/2011/06/24/358742/paris-a350-1000-diverges-from-commonality-with-sisters.html
PARIS: A350-1000 diverges from commonality with sisters
By David Kaminski-Morrow
Airbus's A350 programme manager estimates the A350-1000 will retain
70% commonality with the smaller A350-800/900 after changes have been
made to the large twinjet to improve payload and range.
But Didier Evrard believes customers will accept the divergence when
weighed against the benefits of the aircraft, even though the main
change - a higher-thrust Rolls-Royce Trent XWB powerplant - will
postpone entry into service by two years, to mid-2017.
Evrard told Flight International that customers "all understood" the decision to adapt the aircraft.
An upgrade to the Trent will provide a thrust increase to 97,000lb
(431kN) from the previous level of 93,000lb. The A350-1000 will gain
400nm (740km) range with 350 passengers or another 4.5 tonnes in
payload. The A350-1000's maximum take-off weight will increase from 298
tonnes to 308 tonnes, and its list price will rise by $9 million as a
result of the changes.
Rolls-Royce is also to become the exclusive engine supplier on the
-1000. The Trent XWB engine to power the -1000 will incorporate benefits
derived from the manufacturer's Advance 3 technology demonstrator
programmes.
The manufacturer will not increase the fan size, but will spin it 6%
faster and alter the internal aerodynamics - shaping the inner annulus
at the hub - to draw a larger airflow through the same intake.
It is scaling up the core with an annulus which is 3-4% larger. Among
the efficiency measures are a dual microstructure technique implemented
in turbine manufacture that enables the properties of the engine discs
to differ in line with the differing temperatures at the hub compared
with the rim.
The empty weight of the aircraft will increase by 2.4 tonnes, of
which each engine will contribute 250kg (550lb), although Rolls-Royce is
planning a weight-reduction programme in the fan.
It will optimise the configuration of the engine by mid-2012 and
plans the first higher-thrust XWB engine run in mid-2014 for first
flight in early 2016. Some of the technology will be implemented on
other Trent engines.
Civil aerospace division president Mark King said that the company
knew from early testing of the powerplant that it could offer an
improved version. The XWB engine was beating targets for internal
aerodynamic efficiency, specific fuel consumption and generating cooler
turbine temperatures.
"Having seen demand from customers, having seen what's happened on
testbed, we [thought we had] other options," he said. "When we saw what
this aircraft could do with an engine like that, we had no hesitation."
King said the manufacturer had the capability to build a larger core
to increase thrust to 97,000lb with the same fan diameter and without an
impact on fuel burn.
Airbus is retaining the same fuselage size on the twinjet: a
five-frame stretch aft of the wing and a six-frame stretch forward,
compared with the A350-900. Externally, the aircraft will appear little
different from its previous iteration.
Evrard said the pylon would be reinforced to accommodate the larger
XWB engine but would stay the same size. Although the engine has a
larger core, the aerodynamic lines of the nacelle will be "unchanged".
He said the trailing-edge extension on the wing, which will be around
300mm (11.8in) compared with the A350-900, has also been optimised. "We
had to look at the positioning of the [flap] actuators," he said. "It's
slightly different from the -900, but good from an aerodynamic point of
view."
Air conditioning will need to be expanded in the larger -1000, he added, but "this was foreseen".
"We believe commonality on the [-1000] aircraft will be 70% still,"
said Evrard. "Airlines are certainly interested in this increased
capability of the aircraft, the increased thrust. All the airlines I've
talked to have underlined this."
Evrard said there were no problems of concern with the composite
manufacturing process. "We've made all the panels for the first
aircraft, even beyond that. We're very pleased with that."
He pointed out that the panel design concept enables the airframer to
"balance tolerances on both sides" of the fuselage. "The indication is
that it seems to be going quite well, but I'll be more confident when
we've assembled the panels and made the barrel," he said.
Along with barrel manufacture, Airbus is also preparing to deal with
managing the supply-chain production of thousands of smaller components.
"This is the challenge we have," Evrard said, admitting that the
individual suppliers are "not at the same level".
He added: "Some need a bit more coaching, more development," although he declined to identify specific suppliers.
Airbus is also planning a weight-reduction scheme for the A350-900,
the first member of the family, said A350 chief engineer Gordon
McConnell.
"We want to get back to a weight that's consistent with what we said
we'd deliver to airlines," he said, although he would not disclose
further details of the package beyond stating that it amounted to an
"optimisation of the design we have".
Airbus chief operating officer Fabrice Bregier claimed the A350-1000
would retain "close to 100% hardware commonality" with the A350-900,
planned for service entry by the end of 2013.
JPRS
Nous indique à quelle nouvelle sauce Airbus va accomoder lesA350-900 et 1000 !
C'est intéressant, le 358, silence radio ho ho !
2,4 tonnes de mieux pour le 351, dont 500 pour les moteurs, qui toucheront peut être des fan's plus légers un jour (Plastoc chez GKN, merci !) on en avait parlé !
Ces 2,4 tonnes, je suppose que c'est en plus de l'embonpoint constaté, sinon ce serait trop beau !
Des programmes d'allégements pour tout le monde, et en particulier pour le 900 évidemment trop lourd aussi , de combien, secret défense ...
Mais si c'était de une ou 2 tonnes, ils en seraient fiers et le proclameraient, donc pour moi, ce sont 4-6 tonnes de trop today !
C'est bien, on à déjà vu le cas chez Boeing ...
Noté que RR se lâche maintenant, ils ont l'air sûr de leur coup et optimistes, ben tant mieux, si ils peuvent être d'entrée au niveau promis , et sans explosions,
!Noté quel'efficacité du fan et de la nacelle sont augmentés, ainsi que la vitesse de 6% (Un petit coup d'entonnoir !
) et que le coeur grandit un peu !Question
... ce moteur peut il aller plus loin ... 100-102 000 bs, par exemple en augmentant le diamètre du fan , cette foi !Je pense à l'éventuel 350-1100, ou à des variantes du 777 ?
A suivre !
--------------------------- Le lien et l'article de FlightGlobal ----------------
http://www.flightglobal.com/articles/2011/06/24/358742/paris-a350-1000-diverges-from-commonality-with-sisters.html
PARIS: A350-1000 diverges from commonality with sisters
By David Kaminski-Morrow
Airbus's A350 programme manager estimates the A350-1000 will retain
70% commonality with the smaller A350-800/900 after changes have been
made to the large twinjet to improve payload and range.
But Didier Evrard believes customers will accept the divergence when
weighed against the benefits of the aircraft, even though the main
change - a higher-thrust Rolls-Royce Trent XWB powerplant - will
postpone entry into service by two years, to mid-2017.
Evrard told Flight International that customers "all understood" the decision to adapt the aircraft.
An upgrade to the Trent will provide a thrust increase to 97,000lb
(431kN) from the previous level of 93,000lb. The A350-1000 will gain
400nm (740km) range with 350 passengers or another 4.5 tonnes in
payload. The A350-1000's maximum take-off weight will increase from 298
tonnes to 308 tonnes, and its list price will rise by $9 million as a
result of the changes.
 Airbus |
Rolls-Royce is also to become the exclusive engine supplier on the
-1000. The Trent XWB engine to power the -1000 will incorporate benefits
derived from the manufacturer's Advance 3 technology demonstrator
programmes.
The manufacturer will not increase the fan size, but will spin it 6%
faster and alter the internal aerodynamics - shaping the inner annulus
at the hub - to draw a larger airflow through the same intake.
It is scaling up the core with an annulus which is 3-4% larger. Among
the efficiency measures are a dual microstructure technique implemented
in turbine manufacture that enables the properties of the engine discs
to differ in line with the differing temperatures at the hub compared
with the rim.
The empty weight of the aircraft will increase by 2.4 tonnes, of
which each engine will contribute 250kg (550lb), although Rolls-Royce is
planning a weight-reduction programme in the fan.
It will optimise the configuration of the engine by mid-2012 and
plans the first higher-thrust XWB engine run in mid-2014 for first
flight in early 2016. Some of the technology will be implemented on
other Trent engines.
Civil aerospace division president Mark King said that the company
knew from early testing of the powerplant that it could offer an
improved version. The XWB engine was beating targets for internal
aerodynamic efficiency, specific fuel consumption and generating cooler
turbine temperatures.
"Having seen demand from customers, having seen what's happened on
testbed, we [thought we had] other options," he said. "When we saw what
this aircraft could do with an engine like that, we had no hesitation."
King said the manufacturer had the capability to build a larger core
to increase thrust to 97,000lb with the same fan diameter and without an
impact on fuel burn.
Airbus is retaining the same fuselage size on the twinjet: a
five-frame stretch aft of the wing and a six-frame stretch forward,
compared with the A350-900. Externally, the aircraft will appear little
different from its previous iteration.
Evrard said the pylon would be reinforced to accommodate the larger
XWB engine but would stay the same size. Although the engine has a
larger core, the aerodynamic lines of the nacelle will be "unchanged".
He said the trailing-edge extension on the wing, which will be around
300mm (11.8in) compared with the A350-900, has also been optimised. "We
had to look at the positioning of the [flap] actuators," he said. "It's
slightly different from the -900, but good from an aerodynamic point of
view."
Air conditioning will need to be expanded in the larger -1000, he added, but "this was foreseen".
"We believe commonality on the [-1000] aircraft will be 70% still,"
said Evrard. "Airlines are certainly interested in this increased
capability of the aircraft, the increased thrust. All the airlines I've
talked to have underlined this."
Evrard said there were no problems of concern with the composite
manufacturing process. "We've made all the panels for the first
aircraft, even beyond that. We're very pleased with that."
He pointed out that the panel design concept enables the airframer to
"balance tolerances on both sides" of the fuselage. "The indication is
that it seems to be going quite well, but I'll be more confident when
we've assembled the panels and made the barrel," he said.
Along with barrel manufacture, Airbus is also preparing to deal with
managing the supply-chain production of thousands of smaller components.
"This is the challenge we have," Evrard said, admitting that the
individual suppliers are "not at the same level".
He added: "Some need a bit more coaching, more development," although he declined to identify specific suppliers.
Airbus is also planning a weight-reduction scheme for the A350-900,
the first member of the family, said A350 chief engineer Gordon
McConnell.
"We want to get back to a weight that's consistent with what we said
we'd deliver to airlines," he said, although he would not disclose
further details of the package beyond stating that it amounted to an
"optimisation of the design we have".
Airbus chief operating officer Fabrice Bregier claimed the A350-1000
would retain "close to 100% hardware commonality" with the A350-900,
planned for service entry by the end of 2013.
JPRS
Dernière édition par Beochien le Ven 24 Juin 2011 - 14:44, édité 1 fois
