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Macquarie Airports which has a 62.1% beneficial interest in Brussels Airport has released an interim update.
All figures are for Brussels Airport only, and are increases over the previous period..
Traffic increased 10.5%, Revenues increased 7.4 % and earnings before interest and tax was up 12.8 ...

It seems the lower installed thrust requirements are due to better than expected low speed characteristics. Guess this means more lift at low speeds.
Cheers

Ruscoe

Really wonder whether they will increase the diameter a tad more to allow for 3-4-3.

I think this is one of the problems Airbus have yet to address.
Even with the current changes I feel the 350 is not going to sell well until three things are addressed;

1. implied in the quote from CX is my ...

certainly good news, i guess they saved a bit of weight using composite frames thus allowing for the lower thrust?

Could also mean:
1. they have changed the wing characteristics to provide more lift ? what happens to drag
2. the mission of the aircraft may have changed,ie not a lot of customers ...

Question.

In the new (current) structure does Tom Enders answer to the EADS Board through Louis Gallois or does he answer directly to the EADS Board?

Thanks,
Cheers,

Ruscoe

Just saw this article.. before i start laughing, is there actually anything bad about being quiet?

http://www.flightglobal.com/articles/2007/09/03/216489/airbus-sales-chief-leahy-heaps-contempt-on-boeing-noise-claim.html

If you put a couple of hundred people in a tube seal it and make it quiet ...

There is a pic of it floating around. The only structural component that has been removed, that I can see, is the Vertical Stabiliser and rudder, so reassembly when the work is complete should not take long.

I have no idea what if any problems Boeing is having but they have been quite forthcoming ...

I found this information in the Boeing Press Release about the Air NZ 773ER purchase. Also claim 20% better fuel consumption than nearest competitor. I assume this is 346.
It seems like a large improvement.

"Since entering into service in 2004, the overall fuel efficiency of the 777-300ER has been ...

If I remember correctly, the problem with runway width was FB ingestion via the outboard engines. Thrust reverse debri is obviously not a problem because there are not any thrust revers on the outboard engines. The outboard engines are a long way above the ground so FB ingestion may not have turned ...

Even the A350-1000 won't have enough range for them then.

Weight wise the 350-1000 is in a different category than the 787, and will offer an inch more width per passenger than the 787.

I think this is one of the problems for the 350-10, in that it has more weight but can still only go out to 9 ...

Just heard this.

Does anybody know;
1. What this is about?
2. Is the resignation of the CEO related?
3. Does it have anything to do with the restructure plan?

Cheers

John

I agree that until the board structure is "deregulated" the fundamental problems will continue. Board problems are even worse because of the "Golden Share" which Germany and France will hold to veto any strategic level decision with which they do not agree.

I cannot see the situation improving ...

I would not be surprised at all to see Qantas order the 350-10, even thought they will eventually take 125 787.

Boeing are not really in a quandry. They know that in a few years they should have the composite technology to move the 787-10 8000nm with little or no weight increase. It is their stated ...

"whiteanting" comes from White Ants (termites).

It means insidiously eating away at something from the inside.

Ruscoe

This should be a very positive step for Airbus, but I agree with your reservations.

If the French are not happy with it, then there could be immediate trouble or maybe "whiteanting" in the future.

Ruscoe

The 787 is testament to just how beautiful the Caravelle was all those years ago. (Same nose; almost)

Ruscoe

Airbus claims the A350 to have 10% less maintenance then the 787 per seat. They are comparing the A350 -900 with the smaller 787-9. It is hard for me to believe the panel on frame fuselage will have less maintenance then the one piece barrel type.

Yep! I agree with you. Cant see where Airbus is ...

http://www.compositesworld.com/hpc/issu ... May/111535

This is an informative article on Boeings 787 composites.

Ruscoe

The figures I have for thrust requirements for the 350-800 and the 787-900 both at 540,000lbs are 75,000 for the 350 and 70,000 for the 787.

Can anyone tell me of the likely reason for the different thrust requirements?

Thanks,

Ruscoe

The critical factor about the size of the windows is not the total window area, but the depth from top to bottom.

The 787 window size was chosen so that everyone in the craft, even in the middle seats can see out of that portion of the window above the seat height.

Ruscoe