Originally Posted by redneck
Would you like some humble pie?
Not really, you are so dishonest. The actual quote is
"the Trent
7000 about 3,500 pounds heavier than the Trent
7000", not what you posted "the Trent
7000 about 3,500 pounds heavier than the Trent
700". I doubt Mr Goodhead said that.
We have already covered the basic and dry engine mass differences, it is the mass of the overall pod that is important. The certification documents have covered that. There will be less than 1% difference in mass between the Trent 1000-TEN on the 787-10 and the Trent 7000. The changes are in the front bearing, gearbox bleed system, and FADEC.
FARNBOROUGH: Trent 7000 weight to be close to 1000's - 7/14/2014 - Flight Global
The only interesting part of that article was the table, as the Trent 700 datum is the 772 EP (Enhanced Performance), which is a couple of percent more efficient than the engine in use with CX.
Originally Posted by redneck
So, it's looking like over 3 tonnes additional engine weight
Originally Posted by redneck
wing strengthening weight
The activation of the centre wing tank and wing strengthening is already part of the 242t MTOW A330-300, that is the datum aircraft Airbus has used for the A330-800/900. The 242t weight variant (which is the 82nd weight variant for the A330) was announced in 2012, deliveries start next year. It is not the aircraft CX has, the new A330-300s CX are getting at 235t MTOW, they are known as weight variation 55.
Airbus offers new 242 tonne A330 takeoff-weight capability to extend market coverage *| Airbus Press release
Originally Posted by redneck
So, as I believe I stated earlier, weight neutral is BS.
That statement came from Airbus looking at the entire upgrade, not me.
“We’re trying to head back to an almost neutral [weight] position,” said Airbus executive vice-president for programmes Tom Williams during the Farnborough air show.
FARNBOROUGH: Airbus outlines A330neo engineering demands - 7/16/2014 - Flight Global