Leeham News and Analysis

There's more to real news than a news release.

There's more to real news than a news release.

Airbus Innovation Days, Part 3: the A320neo

Klaus Roewe, SVP of the A320neo Family:

There are 2,700 A320neos in the backlog. Roewe provided a program update during the Airbus Innovation Days. Here is a paraphrased synopsis.

  • The first flight remains on target for 3Q2014. Final assembly began in the spring.
  • No further modification will be required to meet the target of 15% fuel burn improvement.
  • The GTF has been delivered to Toulouse; the LEAP-1A is in testing at the CFM factory.
  • Production rate is shown at 46/mo from mid-2016 through 2019.  We are investigating rate 50 and above.
  • Within the supply chain, the first NEO components are 70% better than target. More than 2,000 lessons learned from the A380 and A350 are incorporated into the NEO program. We are already testing control laws for the neo, a lesson learned from previous programs.
  • Airbus has discussed with regulators to determine that evacuation of the A320 for up to 200 passengers is possible but a configuration of 189 passengers is more feasible.
  • Maximum capacity A321neo (240 pax) reduces per-seat fuel cost by 6%.
  • Slim line seats at 28 inches feels like 30 inch seat pitch.
  • A321neo could carry 25 more passengers on a 2,500nm route departing Phoenix or Las Vegas, two hot airports that were challenging for the A321ceo (based on the CFM56 engine).
  • We are “well below” weight targets.
  • Meeting 95% commonality target.
  • There has been an increase of airlines configuring the A321 with more than 200 seats from 5% to 40%, which drove the larger-capacity design of the A321neo.
  • Flap extension will go up from 27 degrees to 34 degrees, and some changes to spoilers will be incorporated into the neo.

 8 Comments

 Posted on June 12, 2014 by

 Airbus, CFM, Pratt & Whitney

     , , , , , , , ,

Low pressure turbine failed in CSeries incident: UBS, citing Bombardier

The low pressure turbine failed in the Pratt & Whitney Geared Turbo Fan engine on Bombardier’s CSeries, reports investment bank UBS, citing Bombardier.

Writes UBS:

BBD confirmed that recent GTF engine failure was in the low-pressure turbine and that the airframe (FTV1) was damaged in the incident, but downplayed the impact to the program schedule. While root cause analysis is ongoing, BBD emphasized that the failure was unrelated to the gearbox, and also suggested that a manufacturing defect (rather than a design flaw) may have been the cause. The subject engine was known to have problems, and BBD had considered sending it back to Pratt prior to incident on 5/29. Engine was instead repaired at BBD and the failure occurred during subsequent ground-testing. Root cause expected by end of week, corroborating message from our meetings with UTX on Monday.

The LPT is at the rear of the engine. A BBD official told us previously that FTV 1 was equipped with prototype engines, and that the production engines are first installed on FTV 4, the airplane that is designated to validate engine performance.

Engine failures during test programs are rare but not unknown. Rolls-Royce experienced a test-stand engine failure of the Trent 1000 for the Boeing 787 in which components blew apart.

Separately, a GEnx engine spit parts out of the back of the engine while a 787 was taxiing at Boeing’s Charleston 787 plant. Neither incident has serious impact on the program.

 11 Comments

 Posted on June 6, 2014 by

 Boeing, Bombardier, CSeries, GE Aviation, Pratt & Whitney, Rolls-Royce

     , , , , , , , , , , ,

CSeries setback as PW GTF has reported uncontained failure

  • Exclusive interview with Robert Saia, vice president of the Next Generation Product Family at Pratt & Whitney.
  • PW believes it has a “good understanding” of what happened.
  • Flight testing might resume quickly, reducing risk of program delay.
  • Customers coming to previously scheduled Bombardier meeting, will be permitted to see the airplane.
  • CSeries EIS delay not expected.

Bombardier, already facing an 18-24 month delay for its CSeries, may face another delay, some fear, following Friday’s reported uncontained engine failure of the Pratt & Whitney P1500G Geared Turbo Fan engine.

BBD grounded its four test airplanes while an investigation gets underway. The engine failure also damaged the fuselage of FTV 1. FTV 4, the airplane in airline configuration that is to validate economic promises of the GTF, had only been on three or four test flights in the slow-moving testing program. FTVs 2 and 3 have been flying for some time. FTV 5, 6 and 7 had not yet taken to the air.

There was a reported fire associated with the failure, but this is unconfirmed. Smoke was filmed during the event, but based on information Saturday, it’s unclear if a fire actually occurred, according to a person close to the investigation. The airplane was on the ground in Montreal at the time, and the four crew members were uninjured.

BBD, PW and Transport Canada are all investigating.

Engine failures during testing are rare but not unknown.

Read more

 2 Comments

 Posted on June 1, 2014 by

 Airbus, Boeing, Bombardier, GE Aviation, Pratt & Whitney, Rolls-Royce

     , , , , , , , , , , , , , , , , , , , , , , , , ,

Pratt & Whitney’s lean, additive manufacturing

Airframe manufacturers have long been transitioning to Lean Manufacturing, improving efficiency, increasing production rates, going to robotics and just-in-time supply chains. Engine manufacturers haven’t received the same headlines but this doesn’t mean they’ve been standing still.

We talked with Alan Epstein, vice president of technology and environment at Pratt & Whitney during the firm’s Media Day last week, about PW’s efforts to streamline manufacturing and undertake advanced techniques.

Additive or 3D manufacturing is gaining popularity in industry, and in training for new-hires to go into industry.

The additive manufacturing is used to test concepts, highly complex shapes and create molds, but Epstein said it isn’t new.

Read more

 6 Comments

 Posted on May 28, 2014 by

 Pratt & Whitney

     , , , , ,

PW Media Day 2: GTF gets 35,000 lb thrust rating

Pratt & Whitney today confirmed that it will offer a Pure Power Geared Turbo Fan engine with 35,000 lbs of thrust, an increase of two thousand pounds from the previously announced model that powers the Airbus A321neo.

Officials declined to confirm our previously reported thrust bump for the Bombardier CSeries GTF, continuing to stick with its prepared statement.

Thrust bumps are largely considered for hot-and-high operations, where the extra boost is needed to get off the runway with maximum payload. In most operations, the extra thrust isn’t needed. The trade for the extra thrust is higher maintenance costs.

Airlines, according to one engineer, tell engine OEMs that they don’t want the extra thrust as the engine is being designed because of the associated extra costs, but then invariably later say they do.

Market Intelligence tells us CFM is going to provide a 35,000 lb model of the LEAP that powers the A321neo and the Boeing 737-9 MAX.

Separately, PW announced:

  • Six prototype V2500 engines built by affiliate International Aero Engines were shipped to Embraer for its KC-390 MRTT tanker. Flight testing will begin this year and certification is expected in the third quarter.
  • PW is “significantly” increasing capacity in advance of increased engine production demands for the civil and military markets.
  • PW signed $10bn in long-term supplier agreements with 90 companies globally for civil and military engines.

 18 Comments

 Posted on May 20, 2014 by

 Airbus, Boeing, Bombardier, CFM, CSeries, Embraer, Pratt & Whitney

     , , , , , , , , , , ,

PW Media Day 2: President’s overview

Paul Adams, president of Pratt & Whitney, called 2013 a “transformational” year during his overview at PW’s Media Day today.

The CSeries GTF was certified and Embraer selected the GTF to power its E-Jet E2. Bombardier’s first CSeries also flew for the first time, representing the first time the GTF became airborne on an airliner (as opposed to PW’s Boeing 747SP test bed).

Adams said that PW, like other airframe and engine OEMs, plans to grow its after-market business as a profit center. By continuing to integrate the V2500 producer International  Aero Engines and P&W AeroPower (APUs), Adams said that this is key to the transformational strategy going forward. Growing commercial and military engines is also key.

Integrating IAE presents “one face to the customer,” Adams said, particularly as the V2500 program on the Airbus A320ceo ramps down as the GTF-powered A320neo program ramps up. The aftermarket for the 6,000 V2500s now in service and about 2,000 more to be delivered before the program ramps down will be an important profit center going forward.

Adams said that PW now has greater than a 50% market share on the A320neo family vs the CFM LEAP. The first two flight engines have been delivered to Airbus.

Adams announced that PW will offer a 35,000 lb thrust version of the GTF on the A321neo.

 

 

 

 

 Leave a Comment

 Posted on May 20, 2014 by

 Airbus, Boeing, Bombardier, CSeries, Embraer, Pratt & Whitney

     , , , , , , , , , , , ,

PW Media Day 1: next gen GTF to cut fuel costs 10%-15% over today’s GTF

We’re at the Pratt & Whitney media days today and tomorrow. This is the Technology at PW panel. Participants are:

Alan Epstein, engineer and moderator. (AE)

Michael Winter, chief technologists (MW)

Graham Webb, MRJ, CSeries and EJet engines. (GW)

Jimmy Kenyon, advanced military programs. (JK)

All information is paraphrased.

GW: At $4/gal, over 60% of cost to an airline is for fuel. Engines must cut these costs. A380 and 787 consume less than 3 liters per passenger, about that of a compact car.

GTF is certified [on CSeries]. GTF now on five airframes with 12 sub-types. The engine reduces fuel and maintenance costs, reduced emissions. Fuel savings now demonstrated at 16% less than today’s engines.

Next generation of GTF will further reduce fuel burn by 10%-15%.

MW: The noise footprint will stay predominately within the airport boundaries, using 2,000 fewer foils, about half of our competitor’s engine. Emissions are about 50% below current regulations and working with NASA toward 88% below current levels.

Current bypass ratio about 13:1 and currently testing with NASA 15:1 and 18:1.

375% improvement in efficiency since the days of the Whittle jet engine.

We have the most advanced cooling system in the industry and we are exploring inserting advanced materials into the engines when there is real benefit to the customer.

JK: We’re seen similar trends to improve efficiency in military as with commercial. The Department of Defense is the biggest user of energy in the country, with about 80% in engines.

The military has seen really tight budgets in recent years. There is more than just a cost issue, it’s also an energy security issue (Iraq, Afghanistan challenges). There is a real interest in cutting energy usage and aviation being such a large part, it is a natural place to look.

The strategy considers places where you have to fly farther and/or stay on station longer. We’re working on technology to provide fuel management and efficiency to reduce costs, fly father and stay on station longer.

We’re working with USAF to obtain 25% improvement in fuel efficiency on next engines, and with Navy to also improve efficiency, and leveraging work in the commercial arena to improve thermal efficiency.

AE: Are you a one-trick pony? What have you got besides the gear?

GW: We have advanced fan module, bringing forward light weight fan cases, the next generation combustor, advanced core, state-of-the-art high pressure turbine and high speed low pressure turbine, all of which designed for the very high speeds. There are control system enhancements, working on next gen of the fan-drive gear system, short inlets for enhanced efficiency.

Read more

 16 Comments

 Posted on May 19, 2014 by

 CFM, Pratt & Whitney, Rolls-Royce

Airbus, Boeing face pricing pressure

Airbus and Boeing face pricing squeezes that are the result of their continuing price wars and two products that need price cuts to maintain sales.

The fierce single-aisle battle between Airbus and Boeing, and to a much lesser extent, between Airbus and Bombardier, puts pricing pressure on the A320ceo and to some degree the A320neo.

Airbus and Boeing each blame the other for a price war that has put pressure on margins for the in-production airplanes, but market share battles are only part of the issue. There is the need to keep the production lines humming for these airplanes in advance of the transition to the re-engined A320neo and 737 MAX, particularly as the Big Two up production rates over the next few years.

Read more

 31 Comments

 Posted on May 19, 2014 by

 Airbus, Boeing, Bombardier, CFM, CSeries, Pratt & Whitney

     , , , , , , , , , , , , , , , , , , , , , , , , ,

PW mum about reported thrust bump on GTF

Sylvain Faust, who follows the Bombardier CSeries more closely than anyone else we know except the program participants, last night posted a piece that says the Pratt & Whitney Geared Turbo Fan engine now in testing with the CSeries is up to 25,000 lbs of thrust–a 9.3% increase. The thrust bump is more geared toward take-off performance than economy, Faust reports. The CS100 is a short-field, hot-and-high airplane, among its other attributes.

Pratt & Whitney declined to comment directly on Faust’s report.

“Pratt & Whitney is on track to meet the PW1500G engine commitments made to customers on entry into service. Our focus remains on successfully supporting Bombardier in the completion of aircraft certification testing and meeting all of our performance commitments on schedule,” a spokeswoman said.

Meanwhile, Bombardier posted a short video update on the program.

 12 Comments

 Posted on May 13, 2014 by

 Bombardier, CSeries, Pratt & Whitney

     , , , , ,

CSeries FTV 4 to launch this month with PW GTF testing focus

Bombardier’s CSeries flight testing has now passed the 250 hour flight mark, with three Fight Test Vehicles (FTVs) in the program. FTV 4 is due to become airborne in May. This will be a milestone for the program because this is the airplane that will focus on the performance of the Pratt & Whitney P1000G Pure Power engine that is so integral to the development of Bombardier’s leap into the mainline jet business.

When BBD first proposed aircraft in the 110-130 seat sector, the C110 and C130, in 2004, this was “just another airplane:” little new in the way of airframe technology and using engines then in production. Withdrawn from the market after little interest, BBD revised the airplane into the CS100 and CS300, using an aluminum lithium fuselage and PW’s new Geared Turbo Fan engine.

The GTF promises around 15%-16% fuel consumption reduction and a dramatic decrease in noise footprints. While BBD has gained knowledge of how the GTF is performing from the first three FTVs, No. 4 will be the one that will prove whether all the engineering projections for the engines are correct and whether the engine/airframe combination will meet BBD’s promises of fuel efficiency.

Bombardier also hopes that meeting these representations will get a few customers that have been in the “show me” column to become believers. Disappointed with three program delays that have moved entry-into-service back to the second half of next year, potential customers need some solid results.

The stakes couldn’t be higher for BBD. The CSeries promises quieter operations at especially noise-sensitive airports, including Billy Bishop Airport in BBD’s own backyard in Toronto. Porter Airlines has a conditional order for up to 30 CS100s for use at this downtown airport, and the promised quiet operation is key to government approval to allow commercial jet operations there. This isn’t the only noise-sensitive airport.

Bombardier promotes its CSeries as being more economical than the competing Airbus A319neo and Boeing 737-7 MAX, and our analysis concurs. Sales figures also support BBD: the CS300 has far outsold the A319neo and 737-7.

For Pratt & Whitney, this is the beginning of the end of more than 25 years of research and development of the Geared Turbo Fan, a multi-billion dollar bet to return to the commercial airline engine market it once dominated but lost to rival CFM International when the latter won exclusive rights to power what is now referred to as the Boeing 737 Classic, rights that continue through the 737 MAX.

PW’s bet to return paid off. More than 5,000 GTFs have been sold on the CSeries, the Mitsubishi MRJ and Embraer E-Jet E2, on all of which it is the exclusive power plant; and it has evenly split the market on the A320neo family, on which it competes with CFM and its LEAP engine.

The industry keenly awaits flight test results from BBD’s FTV 4.

 10 Comments

 Posted on May 5, 2014 by

 Airbus, Boeing, Bombardier, CFM, CSeries, Embraer, Pratt & Whitney

     , , , , , , , , , , , , , , , , , ,

Email Subscription

Click to subscribe to this blog and receive notifications of new posts by email.

Join 5,327 other subscribers
Archives

Copyright © 2025 · All Rights Reserved · Leeham News and Analysis

Sitemap · RSS Feed · Log in