Airbus’s choice of the Pratt & Whitney Geared Turbofan on the A320neo and Rolls-Royce’s subsequent divesture in engine joint-venture IAE might have signaled to some the beginning of the end of the V2500 turbofan.
Airbus A320 family
Pratt & Whitney CEO David Hess doesn’t spend time lamenting his company’s decision to forgo a bid for a place on Boeing’s proposed 777X. In fact, during a recent interview with AIN at his company’s campus in West Palm Beach, Florida, Hess expressed not an inkling of regret, evidently taking comfort in the narrowbody market’s virtually unequivocal acceptance of his company’s geared turbofan platform. “Our plate’s pretty full right now,” said Hess.
Curing the sealant that holds aircraft windshields in their frames can take up to 48 hours, according Lyon, France-based Sunaero (Hall 2B, Stand C140-158). This can result in maintenance specialists and their airline customers releasing aircraft back to service before sealant is fully cured. While maintenance standards allow such an early release of the aircraft and safety is not at stake, sometimes the windshield has to be sealed again after the next landing, said Fabrice Parodi, Sunaero’s sales and marketing director.
A recent Boeing study predicted a demand for up to 23,000 single-aisle airliners over the next 20 years. For the three engine manufacturers involved in the seven single-aisle aircraft currently in development, the business case for developing all-new engines to power them has been more than justified.
Embry-Riddle Aeronautical University in Prescott, Ariz., will incorporate five turbofan components from previously repaired engines, a donation from Snecma America Engine Services (Sames), into its aerospace and mechanical engineering programs.
The donated items (a fan shaft assembly, thrust bearing, compressor rotor shaft, fuel manifold ring and high-pressure turbine rear shaft) came from a CFM56-5A, the engine that powers single-aisle aircraft such as the Airbus A319 and A320. The components will help expand engineering students’ understanding of turbine engines.
Airbus Corporate Jet Centre (ACJC) has received Part 145 maintenance organization approval from the Russian State Centre of Aviation Flight Safety. The approval allows ACJC to perform base and line maintenance, light maintenance, heavy maintenance up to the six-year check and upgrades (Service Bulletin/EO embodiment on both airframe and systems), as well as aircraft modifications on Russian-registered A320-series aircraft. It also includes trouble-shooting worldwide.
Zurich-based aviation services provider ExecuJet Europe has launched an iPad app for its aircraft management customers and is demonstrating it to EBACE visitors at Booth 851. The app, called myExecuJet, enables customers to locate their aircraft and access information such as fuel consumption, schedules and crew.
Boeing and Turkish Airlines on Tuesday completed a firm order for forty 737 MAX 8s, ten 737 MAX 9s and twenty 737-800s, valued at $6.9 billion at list prices. The deal, originally announced as a commitment last month, includes options for another 25 MAX 8s and amounts to the largest Boeing order in Turkish Airlines’ history.
Two Air India pilots and a pair of flight attendants have been suspended from duty pending an investigation into an April 13 incident in which both pilots left the flight deck of the Airbus A321 at the same time for 40 minutes of rest in the cabin. The pilots left two flight attendants in the cockpit to monitor the aircraft. The pilots returned to the cockpit only after one of the flight attendants mistakenly turned off the autopilot.
CFM International last week froze the design of the Leap engine variant destined to power Boeing’s new 737 Max narrowbody. The Snecma-GE joint venture has said it expects to achieve the first full engine test of the Leap-1B in the middle of next year, followed by initial flight-testing in 2015 and powerplant certification in 2016. Boeing expects the 737 Max to enter service in 2017.