Several aircraft programs beset by engine woes

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By Judson Rollins

Nov. 25, 2019, © Leeham News: Nearly every manufacturer of jet engines is experiencing problems with various models, which is causing delays for several prominent Boeing and Airbus programs. The Airbus A220, A320neo, A330neo and Boeing 787, 777X are all experiencing engine-related setbacks.

Grounded 787s at London Heathrow. Source: Twitter / Alex Macheras.

Summary

  • Pratt & Whitney geared turbofan (GTF) operational limitations on A220, A320neo.
  • CFM LEAP said to be causing renewed A320neo delivery delays.
  • Multiple new airworthiness directives on Trent 1000, 7000.
  • GE9x component issues causing delays to first 777X test flight.

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Is reengining the Boeing 767 a good idea? Part 3.

By Bjorn Fehrm

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Introduction

October 31, 2019, © Leeham News: We have looked into what a reengining of the 767 with GE GEnx engines would give over the last two weeks. FlightGlobal wrote Boeing considers reengining the 767-400ER with the GEnx engine to produce a new freighter and perhaps a replacement for the NMA project.

We analyzed the aircraft fundamentals in Part 1, then passenger and cargo capacities in Part 2 and now we finish with the economics of different possible variants compared with the standard 767 and a possible NMA.

Summary:

  • The economic improvement of a GEnx reengined 767 is hampered by the new engine’s larger size and higher weight.
  • After catering for the increased empty weight and drag of a reengined 767, the result puts the project in question.
  • A reengined 767 is far from a replacement for the NMA.

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Is reengining the Boeing 767 a good idea? Part 2.

By Bjorn Fehrm

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Introduction

October 24, 2019, © Leeham News: According to FlightGlobal, Boeing is investigating reengining the 767-400ER with GE GEnx engines to produce a new freighter and perhaps a replacement for the NMA project.

We started an analysis of what this would look like last week where we analyzed the aircraft fundamentals. Now, we continue with the capacities of passenger and cargo variants.Summary:

  • The 767-400ER is one size larger than the largest NMA. It would be a competitor to the Boeing 787-8. This makes the variant doubtful as an NMA replacement.
  • As a cargo variant, it adds less than 20% of cargo volume on top of the present freighter, the 767-300F. Is this attracitve enough to motivate a reengine for a freighter?

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Is re-engining the Boeing 767 a good idea?

By Bjorn Fehrm

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Introduction

October 17, 2019, © Leeham News: FlightGlobal writes Boeing is investigating re-engining the 767-400ER with GE GEnx engines to produce a new freighter and perhaps a passenger aircraft as a replacement for the NMA project. Development costs would be lower and it would be easier to get a business plan which closes for the upgraded 767 than for the NMA.

We commented on the idea earlier in the week and here follows a technical analysis of what re-engining the 767 would bring.

Summary:

  • The 767 is 40 years old in its base design. We look at the fundamentals to understand the trades involved in extending its life with new engines.
  • We also compare the 767 technologies with those for the NMA to understand the compromises of an updated 767RE compared with a clean sheet NMA.

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Europe’s Regional airlines meet in Antibes, Cotes d’Azur.

By Bjorn Fehrm 

October 9, 2018, ©. Leeham News, Antibes France: The European Airlines Association, ERA, gathered 44 of its 51 member airlines in Antibes France, today for the first day of its 2019 General Assembly meeting.

LNA participated in the event for the first time and we found an impressive gathering of airline and airport representatives, aircraft OEMs and support businesses discussing the challenges facing the European regional air transport market.

Norway’s Wideroe, the launch customer for Embraer’s E-Jet E2 is one of the airlines present.

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A380 service life struggles

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By Vincent Valery

Introduction

Sep. 30, 2019, © Leeham News: It hasn’t been an easy year for the Airbus A380 program since the end of production was announced in February.

Lufthansa announced in March that Airbus would buy back six A380s in 2022/2023 as part of a follow up order for 20 A350-900s. Air France intends to retire its Superjumbo fleet by 2022. Emirates retired two aircraft that were less than seven years old.

A number of factors are leading airlines to prematurely retire their A380s.

Summary
  • Small MRO market increases maintenance costs;
  • (Prohibitively) expensive cabin refurbishments;
  • Operators struggling to operate profitably year-round;
  • A lack of secondary market;
  • No business case for engine PIPs.

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Opportunity and challenges of a 787-10ER, Part 3.

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By Bjorn Fehrm

Introduction

September 5, 2019, ©. Leeham News: Last week, we examined how a longer-range model of Boeing’s 787-10 would look like. We designed a 787-10ER version (ER for Extended Range) by increasing the Maximum TakeOff Weight of the aircraft. We also did some other adjustments to accommodate the increased weight.

We now compare the resulting aircraft with its nearest competitor, the Airbus A350-900. How would a 787-10ER stack up against an A350-900?

Summary:
  • A 787-10ER is a narrower aircraft with a smaller wing than an A350-900. This affects passenger comfort but it also gives a lighter aircraft with less wetted area.
  • The later generation engines on the A350-900 closes the difference in operating costs depending on how the aircraft is operated.

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How much of an NMA market will the Airbus A321XLR capture, Part 3?

By Bjorn Fehrm

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Introduction

August 1, 2019, © Leeham News: We wrap up our study of what part of an NMA market the Airbus A321XLR could capture with looking at the difference in available engine technology between the A231XLR and the NMA generation of airliners.

Summary:

  • The generational improvement in fuel efficiency of airliner turbofans has been over 10% in the last decades.
  • We examine if these improvements will still be the case for the NMA generation of aircraft.

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Embraer sees need for 10,550 airplanes in 50-150 sectors

May 29, 2019, © Leeham News: Embraer, in what will be its last 20-year market forecast as an independent company, sees a demand for 10,550 jet and turboprop aircraft from 50 to 150 seats through 2038.

The company, founded 50 years ago, growing to become the world’s third largest supplier of airliners, sees its Commercial Aviation unit disappear by the end of this year, barring a hiccup of some kind.

That’s when The Boeing Co. and Embraer expect approval of a joint venture that will be called Boeing Brasil-Commercial (BB-C). Boeing will own 80% of the JV and control governance. Embraer will own 20%. The CEO of the Commercial Aviation unit, John Slattery, will be president of the joint venture, but Boeing will be in charge.

Until then, Embraer is trying to carry on business as usual. And this means it issued its 20-year forecast Monday during its pre-Paris Air Show international media briefing at its headquarters in Sao Jose dos Campos, Brazil.

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No new turboprop from Embraer for now

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May 27, 2019, © Leeham News: Embraer is not going to launch a new 70-90 seat turboprop now or at the Paris Air Show next month, the CEO of its Commercial Aviation unit said today at the company’s pre-air show briefings in Brazil.

Speculation has been rising since word leaked last year that Embraer began showing a conceptual turboprop airliner to potential customers. But John Slattery, CEO of Embraer Commercial Aviation, said the business case has yet to be closed, information still needs to be gathered and analyzed, and studies of the engine technology—including hybrid electric—still must be done.

ATR and Bombardier are the leading global manufacturers of turboprop airliners today. ATR has an overwhelming majority of the backlog, between 80%-85%. Bombardier neglected sales of the Q400 during the development of the C Series. The company last year agreed to sell the program to Canada’s Viking Air. The transaction is expected to close this summer.

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