Leeham News and Analysis
There's more to real news than a news release.
Bjorn’s Corner: Intro, LCC long range and CFM’s LEAP
By Bjorn Fehrm
March 19, 2015: This is the first version of my Corner where I will comment on the aeronautical world as I see it. It will be a mix of tech things (I am an engineer) and my view on things from my European vantage point. Enough on reason and style; lets get started.
LCC goes long range: After AirAsiaX and Norwegian, now Ryanair is going long range, according to Irish Times (or not; the latest news from Robert Wall of The Wall Street Journal is that the board has not approved a long range business plan).
Be that as it may with Ryanair, the key thing is that what happened to the majors on short haul is about to hit them on long haul as well. Short haul LCCs brought about a change in airline economics and in single aisle aircraft. The LCCs, followed by Ultra LCCs, started the trend to denser and denser configurations where the latest trends are sub 29 inch pitch slim-seats and lavatories that started at 37 inch getting slimmed to 31 inch. It has also brought about changes in galleys and emergency exits configurations, all leading to aircraft with higher and higher capacities.
Airbus A400M; how good and how late?
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By Bjorn Fehrm
Introduction
01 Feb 2015: Six years ago Tom Enders, then-CEO for Airbus (when the parent was named EADS), threatened to stop the A400M project. He then played hardball to get eight European states to understand they had to pay 5bn Euro more or get no plane. Airbus existence could be threatened by a project that its management when the program was launch (CEO Jean Pierson) did not want but that the politicians convinced Pierson’s successor, Noel Forgeard, to do.
Airbus A400M Atlas landing at Farnborough Airshow. Source: Wikipedia.
Now Tom Enders is CEO of Airbus Group and has to apologize to the same governments that he struck a deal with then to finish the project if Airbus got the money and a consent to three years of delays. Now Airbus can no longer fulfill the terms and the airplane is still falling short of performance specifications. Deliveries have been delayed further and promised capabilities will be delivered later than said. Like then, heads are rolling at Airbus and tighter control is being applied.
Summary
- The A400M rests between the Lockheed Martin C-130 and the Boeing C-17.
- European countries need an airlifter for military and humanitarian missions.
- Dirt airstrip capability is needed.
- The program will take longer to complete and this time Airbus has to pay.
MTU investors day: views of its engine programs, future airplane timelines; separately, Embraer COO interview
Figure 1. Technical milestones have been passed on PW GTF programs for the applications on Bombardier, Airbus, Mitsubishi and Irkut airplanes and are approaching for Embraer. Source: MTU Investors Day. Click to enlarge.
Nov. 30, 2014: MTU Investors Day: MTU is a major participant in engine development and supplies, participating on the GEnx, GTF and GEnx program. It’s also a member of the joint venture in International Aero Engines and it’s a major player in the aftermarket Maintenance, Repair and Overhaul (MRO) sector, providing a serious competitive alternative to the aftermarket contracts offered by the engine OEMs. Its held an investors day conference Nov. 25. Highlights included:
- Milestones have been passed on the Pratt & Whitney Geared Turbo Fanengine for the Bombardier CSeries, Airbus A320neo family, the Mitsubishi MRJ and Irkut MC-21; and are on schedule for the Embraer E-Jet E2.
- The success of the GTF is requiring huge production commitments.
- The large number of airplane/engine programs require a major ramp-up of production during the next few years.
- The major investment in new engines is largely over for now, leading to the expectation of long-term revenue from MRO.