[新聞] ANA首架787過重導致只能飛航於區域航線
ANA的首架787過重導致只能飛航於區域航線
簡單說
1. 787 原型機 (ZA001): 9.8 tonnes (21,500 lbs) overweight
2. S/N 7~19: overweight at 6.1 tonnes (13,500 lbs
3. S/N 20: 4 tonnes (8,800 lbs) overweight.
4. S/N 34 (南航 1st架)~50: block points for further weight reductions.
5. S/N 90開始: with no overweight issue
看來買飛機不要買前100架倒還頗有幾分道理.
不過長榮當初買77W, 不曉得有無overweight issue 就不得而知了
~~~~~~~~~~~~~~~~~~~~~~
http://www.flightglobal.com/blogs/flightblogger/
Excess weight keeps ANA's early 787s in the neighborhood (Update1)
By Jon Ostrower on October 4, 2011 10:08 PM
At last week's 787 first delivery, Satoru Fujiki, an All Nippon Airways
senior vice president, told reporters that the performance shortfall on the
early deliveries would slot the aircraft into a role of regional missions,
rather than long-range international flights, which will be flown with later
built aircraft.
"The early 787s are actually much heavier than later-coming deliveries," he
said. "So, for those aircraft we have taken an option to introduce those
aircraft for domestic short haul and regional operations."
The comment was the first direct acknowledgement by ANA about the impact of
excess structural weight the early 787s on the mission profile identified for
the aircraft. Boeing has always maintained it would meet customer performance
guarantees, though it was the clearest indication that weight gain would
define the mission of the early aircraft.
The early deliveries, including Airplanes Eight and 24, are configured with
twin Package A Rolls-Royce Trent 1000s with 64,000lbs of thrust and 264 seats
for early domestic operations and will be updated to 222 seats when the
missions expand regionally.
With the certified MTOW capped for each airframe, the growth in the operating
empty weight (OEW) of the aircraft eats into the possible traffic load for
each flight, however, with a smaller requirement for items such as catering
and fuel in short-medium haul operations, the required fuel for a long-range
mission is traded for increased payload and a higher passenger capacity. For
ANA, a shorter cruise phase in domestic and regional operations lessens the
impact of carrying the excess structural weight over long distances.
A recent report now provides some hard figures about the current weight of
the aircraft. Aspire Aviation, which published a comprehensive report on the
787's performance Monday, writes:
~~~~~
According to Aspire Aviation's two sources at the US airframer, the first 787
prototype, dubbed ZA001 which carries the registration N787BA, is 9.8 tonnes
(21,500 lbs) overweight, a significant figure when considering the aircraft's
specific maximum zero fuel weight (MZFW) of 161,025 kg (355,000 lbs).
Line number 7 to 19 (LN7-LN19), the same sources confirm, are considerably
less overweight at 6.1 tonnes (13,500 lbs). Line number 20 (LN20), the first
787 to feature increased maximum take-off weight (MTOW) from 219,539 kg
(484,000 lbs) to 227,930 kg (502,500 lbs) to recover some of the
payload/range capabilities lost owing to the overweight issue, is around 4
tonnes (8,800 lbs) overweight.
Line number 34 (LN34), dubbed ZA380 and the first 787 earmarked for China
Southern Airlines, along with LN50 for Ethiopian Airlines, are block points
for further weight reductions.
Line number 90 (LN90) will be the first 787-8 meeting the aircraft's original
weight target with no overweight issue, the sources say.
s~~~~
~~~~~
The 21,500lb figure for ZA001 further confirms the same figure published in
the Airbus 787 Dossier in December 2008, but the 13,500 and 8,800lb figures
are the first public concrete estimates of the aircraft's structural weight
gain. The figures also point to progress being made in the operating empty
weight reduction of the aircraft, however the increased maximum takeoff
weight is intended, in part, to regain the lost performance.
ANA announced today it would begin long-range 787 operations connecting
Tokyo's Haneda Airport and Frankfurt, Germany on January 21, 2012 with its
staggered business and economy 158-seat configuration. The airline's first
long-range aircraft, which is expected by year's end will feature the higher
thrust Package B engines, and is likely to be either Airplane 40 or 41, which
will benefit from Boeing's third block point improvement planned for
implementation starting with Airplane 34.
The increase in MTOW, allows for a higher structural payload to be carried,
which can be accomplished by reinforcing the structure of the aircraft or
adding load allieviation technologies that move lift across the wing to
accommodate higher weight. Though it remains unclear how much the increase in
operating empty weight is contained in the increased in MTOW.
Air Lease CEO Steven Udvar-Hazy told this page in March at ISTAT: "My gut
feeling is that the airplanes will always be heavier, and they'll just have
more power and they'll just increase the max takeoff weight and say we still
meet the spec. It's just going to become a heavier more powerful animal."
--
航空/鐵道/都市資料找不到?
Well, the opinion may be on the way!
--
※ 發信站: 批踢踢實業坊(ptt.cc)
◆ From: 140.112.4.186
推
10/06 16:42, , 1F
10/06 16:42, 1F
推
10/06 19:30, , 2F
10/06 19:30, 2F
→
10/06 19:30, , 3F
10/06 19:30, 3F
→
10/06 19:32, , 4F
10/06 19:32, 4F
推
10/06 20:18, , 5F
10/06 20:18, 5F
推
10/06 21:19, , 6F
10/06 21:19, 6F
→
10/06 21:20, , 7F
10/06 21:20, 7F
→
10/06 21:28, , 8F
10/06 21:28, 8F
→
10/06 22:04, , 9F
10/06 22:04, 9F
推
10/06 22:31, , 10F
10/06 22:31, 10F
→
10/06 23:04, , 11F
10/06 23:04, 11F
推
10/06 23:50, , 12F
10/06 23:50, 12F
→
10/07 08:46, , 13F
10/07 08:46, 13F
推
10/24 23:00, , 14F
10/24 23:00, 14F
→
10/24 23:01, , 15F
10/24 23:01, 15F