Despite the torrential rain at Le Bourget yesterday, Airbus and Boeing both notched up some key commitments. While the latter edged closer to being able to launch the 787-10X, with interest from Gecas, its rival across the Atlantic also courted the world’s leading lessors, with ILFC ordering even more A320neos; and Doric placing an order for A380s.
Airbus A320 family
Embraer launched the new E2 version of its E-Jets yesterday with firm orders, purchase rights, options and letters of intent totaling 350 airplanes from seven customers.
Zodiac Aerospace (Hall 2a Stand A254) is here exhibiting its Isis cabin for single-aisle airliners, with new seats, sidewalls and luggage bins that accommodate a claimed 60 percent more bags. Although cabin equipment accounts for two thirds of its $4.4 billion revenues, the France-based company is also active in a number of aircraft systems. It has consistently taken over smaller businesses and may be considering a new, undisclosed target acquisition in the industry, CEO Olivier Zarrouati hinted early this month.
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.
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.