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 Re-engining - what might need changing?

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Numarul mesajelor : 1926
Varsta : 37
Localizare : Bucuresti
Data de inscriere : 09/01/2010

MesajSubiect: Re-engining - what might need changing?   Mar 06 Apr 2010, 09:08

Titlu: Re-engining - what might need changing?
Sursa: http://www.flightglobal.com/articles/2010/04/06/340172/re-engining-what-might-need-changing.html
Autor: Max Kingsley-Jones
Data: 06/04/2010

Citat :
Airbus and Boeing have given little away about how they would tackle the re-engining of their current single-aisles, beyond the obvious requirements to modify the pylon and wing - and in Boeing's case adjust the landing gear - to accommodate the larger engines with different weight characteristics.

From what Airbus has said about its plans so far, it appears to be aiming to follow the approach Boeing made two decades ago when it brought the first of the CFM International CFM56-powered 737-300s to market - its stated intention is to offer the new variants as an option alongside the current family members.

But beyond the necessary installation changes, what else might the manufacturers do to add longevity to airframes that might have to remain in production for at least a decade or more beyond their service entry five years from now?

Boeing Commercial Airplanes boss Jim Albaugh is wary of modifying the 737 too much if it goes ahead with its proposed re-engined variant. "You've got to watch out for the requirement creep. Our engineers would love to put every bell and whistle on this airplane that they know of, we have to resist that," he says.

Albaugh wants to avoid the temptation to develop the revised edition into the equivalent of a major change to the aircraft, and "we certainly don't want it to become a new airplane".

Airbus's chief salesman John Leahy is convinced that an all-new single-aisle is 15 years away, giving a re-engined A320 that arrives in 2015 a production life of at least a decade, perhaps more. If this is the case, this means potentially the upgraded family could be around for as long as the 737-300/400/500 was before it finally gave way to the 737NG, meaning that the European airframer may be keen to view the project as much more than an interim, or stop-gap development.

That being the case, then it is hard to envisage the engineers in Toulouse, Hamburg, Filton and Madrid not pushing for as much of Albaugh's dreaded "requirement creep" as possible. One could envisage that they would want to address areas such as the flightdeck, cabin and materials using the latest advances developed for the A380 and A350. If the airframer decides to maximise the performance gains that the re-engining could offer, it may also raise operating weights which may require structural and landing gear changes.

Beyond the basic information disclosed by Leahy that the upgrade would be offered on the A319, A320 and A321, and would incorporate engine related wing changes and the new "sharklet" winglets, Airbus declines to discuss the detail of what it is examining. But with Leahy also keen to have the programme "off chocks" by the Farnborough air show in July, we may not have to wait much longer to hear fuller details of Airbus's plans.

Airbus sales chief John Leahy talks about the re-engined A320





Titlu: Re-engined single-aisles - who might launch?
Sursa: http://www.flightglobal.com/articles/2010/04/06/340173/re-engined-single-aisles-who-might-launch.html
Autor: Max Kingsley-Jones
Data: 06/04/2010

Citat :
As Airbus moves towards a near certain launch of its proposed re-engined A320 family, it is canvassing potential launch customers for the project.

Qatar Airways, which is a major customer for the Airbus twinjet with a fleet of 25 A319s, A320s and A321s, with 20 more on order, is evaluating the proposed upgrade as well as the Bombardier CSeries. The airline's chief executive Akbar Al Baker told Flight International that it may opt for either or both aircraft, and expects to decide on any move this year.

Al Baker says that while the obvious advantage of the re-engining is the fuel burn saving, the upgrade would also bring other benefits. "The A321 with the GTF would have an impressive range boost, giving it the same performance as the A320," he says.

British Airways is also keeping a careful eye on the Airbus/Boeing projects for possible inclusion in its longer- term fleet plans. The UK flag carrier would be interested in upgraded versions of the current models if they can deliver the double-digit fuel burn savings so long as "complexity costs [such as holding spares and spare engines for a new engine] are not so large as to wipe out the fuel burn benefits". The airline adds that such aircraft "would be contenders for 737-400 or short-haul 767-300ER replacements if they were available by 2015".

Scandinavian flag carrier SAS also has the proposed A320 and 737 in its sights, along with the CSeries.

As it prepares the ground for the replacement of its remaining Boeing MD-80s and older 737s from around 2014-15, it describes the CSeries and the two proposed upgraded variants as "three interesting options to choose from".
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MesajSubiect: Re: Re-engining - what might need changing?   Joi 08 Apr 2010, 10:39

Titlu: Embraer studies re-engining E-Jets
Sursa: http://www.flightglobal.com/articles/2010/04/08/340381/embraer-studies-re-engining-e-jets.html
Autor: Mary Kirby
Data: 08/04/2010

Citat :
Embraer could re-engine its GE Aviation CF34-powered E-Jets family as part of a broader study into new commercial programmes, which is being stepped up by the Brazilian airframer in the face of growing competition.

A decision is expected by the end-2010 on whether or not to re-engine and incorporate newer technology into the E-Jets family, or bring a larger-capacity, clean-sheet jet design to market, says Mauro Kern, who was last week promoted to the newly-created position as Embraer's executive vice-president new programmes, airline market.

"You know we've been studying several different projects and talking to engine manufacturers. There have been a lot of different activities in terms of getting prepared to take the next step on our commercial airplane product line. We see that we are approaching a time for a decision on that."

Embraer has also studied a possible stretch of its largest-capacity E-Jet, a project informally called the E-195X. However, Kern says: "Let's not [just] focus on the E-195X because the E-Jets as a family is very strong. It's not only about increasing the size of the aircraft, it's about the family."

The market for 100-120 seats, which is covered by the existing E-Jets, continues to be very promising, he stresses. "It has been very successful. We have a full commitment in keeping this family strong into the future."

Airbus and Boeing are expected to decide this year on whether or not to push ahead with re-engined versions of their successful A320 and 737 families respectively.

Kern notes that a big advantage for E-Jet operators today is their ability to use the aircraft to "right-size" in lower-density markets. However, he acknowledges that if Airbus or Boeing re-engine their narrowbodies, and achieve "better costs per trip", the advantage enjoyed by the E-Jets would "disappear".

"The right-sizing concept has been really strong and we are trying to keep that edge," he says.

Embraer has not yet pinpointed a preferred engine technology, should it opt to re-engine its E-Jets, he adds.

"I would not like to anticipate our position," he says. "We have been working internally here to understand very clearly and to try to find the best possible use of these different technologies for the airplane concepts we're studying here.

"But at this point, I could not say that there is any specific technology that has a clear advantage over the other. GE has been a very good partner on the E-Jets and the other engine manufacturers seem to have very interesting propositions as well."

In his latest role as head of new programmes, Kern is tasked with pulling the necessary company resources together and "putting more energy and more focus into getting all the initiatives in place for a decision for the launch of something new".

Paulo Cesar Silva, formerly Embraer senior vice-president, sales financing, has succeeded Kern as executive vice-president, airline market. He will run the day-to-day operations on the commercial side, while Kern focuses on strategy.

That strategy is not likely to initially focus on new turboprops. Embraer has investigated "several possibilities for turboprops" but currently sees this "as kind of a limited market", says Kern, adding: "I wouldn't say this is a first option today."
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