Aviacol - Foros de Aviación

designlatin escribió:Saludos,

Yo creo que podría ser un buen paralelo: la evolución del B737 con la de la familia A320.
Me quedan dudas: ¿entonces qué pasará con la planta de ensamblaje de China? ¿incluye esto a toda la familia A320 -A318, A319, A321-?

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Airbus aims to 'keep it simple' with A320 NEO
By Max Kingsley-Jones

Airbus aims to avoid any temptation to add complexity to its proposed "A320 new engine option (NEO)" upgrade to ensure it will achieve its 2015 service-entry target. However, it looks unlikely that a launch decision for the re-engined derivative will be made until the end of the year.

Airbus is in talks with CFM International and Pratt & Whitney about offering their advanced turbofans, the Leap X and geared turbofan, respectively, on the A320.

It does not envisage any all-new single-aisle being viable before 2025, and the airframer's executive vice-president programmes Tom Williams believes that if Boeing was to make such an aircraft available by the end of this decade it would be obsolete in less than 10 years, when breakthrough technologies such as open rotors mature.



But despite hints from Seattle that such a move is being considered, Williams is determined not to let this influence the definition of the A320 NEO, which is envisaged as being little more than a re-engined version of the current aircraft.

"I want to avoid being sucked into the A350 scenario again, which started out as an A330 re-engining," he said at the Airbus Innovations Days event at its Broughton, UK plant, which was held on 10-11 May. "Airbus needs to be disciplined and not to have scope creep" with the A320 NEO, he added.

Williams believes that Airbus and the engine makers have a "window of opportunity to exploit" with the A320 NEO, and moves to complicate the offering could cause the planned 2015 in-service date to slip and therefore jeopardise the business case for the aircraft.

Williams estimates that an all-new single-aisle would cost $10 billion to develop, around four times that estimated for an upgrade programme such as the A320 NEO.

With Airbus still scrutinising the business case study into the NEO, both Williams and Airbus's chief salesman John Leahy played down earlier talk that the decision to launch could come by as early as the Farnborough air show in July. "We'll launch it when we're ready," says Williams, with the target to make a decision by year-end.

Airbus has been examining the structural changes necessary to accommodate the installation of new engines, but its aim is to keep these to a minimum.

Williams says that the new engines are potentially "600-800lb [270-370kg] heavier" than today's CFM56 and International Aero Engines V2500 powerplants. Their higher thrust and bigger inlets would also "give us some issues aerodynamically - wing bend and twist etc".

This will mean the outer wing will need reinforcing, but Williams says the hope is that Airbus "won't have to do too much to the centre wingbox".

Although Airbus aims to continue to offer the current engines in parallel with the NEO, Williams says that ideally production would be standardised around the heavier, reinforced wing as this is "the simplest and preferred option from an industrial standpoint".

The first official image released by Airbus of the A320 NEO reveals that the wingtips will incorporate the new "sharklet" winglet design, as expected.

Despite the new engines' higher thrust, Williams says that studies indicate that it would be unlikely there would be any need to enlarge the fin or tailplane to compensate for engine-out operations.

Another area that will need attention is the landing gear and Williams says that while studies into the sizing are ongoing, the aim is to "avoid a significant change".

No significant material changes are envisaged to save weight, says Williams, although Airbus may "take advantage" of new aluminium alloys that have been used in the A380.

Williams says that while from a technical perspective the GTF might be the better option as it fan-drive gearbox layout makes it more obvious where its performance gains come from, he sees the commercial argument as less strong because of P&W's weak position in the small-engine market. "Up to now they've accessed that market through IAE. We'd like them to keep the IAE relationship but for the moment the partners can't find a way to do that," he says.

However, Williams says that if agreement cannot be reached by the IAE partners, then Airbus "would countenance doing a separate deal with P&W", for its GTF.
P&W's IAE partner Rolls-Royce is not in the running as prospective supplier for the A320 NEO, says Williams. "We don't think they've got a solution that works for re-engining. We've had a lot of discussions but none of their ideas work for a re-engining programme from a technical or commercial point of view."

Source: http://www.flightglobal.com/articles/20 ... 0-neo.html

Airbus points sharklet A321 at 757 replacement market
By Jon Ostrower

Airbus is confident that performance upgrades in the pipeline for its single-aisle ­family will give its largest model, the A321, a sufficient range boost for a genuine shot at the huge Boeing 757-200 replacement market.

The airframer's chief operating officer for customers, John Leahy, believes that the new 'sharklet' winglets, which will provide a 3.7% reduction in fuel burn and around 220km (120nm) more range on the A321 from 2012, means there are "great opportunities to replace the 757-200".

According to Airbus there are 689 passenger 757-200s in service, with several large fleets operating with US carriers including American Airlines, Continental Airlines, Delta Air Lines and United Airlines. The latter is in the early stages of a fleet renewal evaluation for its 96 aircraft, although this may be affected by its proposed merger with Continental Airlines.

The 757, which is slightly larger that the A321, has always had superior payload-range, but the sharklet upgrade gives the Airbus single-aisle "true US transcontinental range capability", says Leahy.

He adds that the sharklet-outfitted A321 will be able to operate between Boston and San Francisco or San Francisco and Maui, Hawaii, with maximum passengers - similar to routes flown by the US 757 operators - but with a 17% per seat fuel burn advantage, based on a 185-seat A321 and 192-seat 757-200.
Equipped with Aviation Partners Boeing winglets, the 757 has a range of 8,300km, which is around 2,600km more than the A321, giving it transatlantic range.
Airbus vice-president for customer affairs Andy Shankland concedes that the transatlantic routes flown by some US 757 operators are beyond the capability of the A321, and says that the primary focus centres on US transcontinental routes.

Qatar Airways chief executive Akbar Al Baker, whose airline is a major A320-family operator, said recently that Airbus' proposed 'new engine option' re-engining with advanced turbofans would provide an even more significant boost in performance for the A321.

Boeing is not being idle on its current narrowbody family, and will decide this year on re-engining for the 737 to give a potential fuel burn improvement of 10-15%.
Airbus claims that the A321 with sharklets has an 8% fuel-burn advantage over the current version of the largest 737, the 173-seat -900ER. However Boeing plans to deliver a 2% improvement in fuel burn for the 737 next year through the new CFM56-7BE engine and an aerodynamic clean-up.

Source: http://www.flightglobal.com/articles/20 ... arket.html

Airbus developing fix for A320 overhead bin latches
By Mary Kirby

Airbus plans to provide a modification for the overhead bin door latches on its A320 family aircraft, after some operators reported problems with the latches.

But the European airframer - which has been working with the overhead bin supplier to investigate the reason for the latch issues - says it believes the main root cause is the frequent overloading of overhead bins, beyond the aircraft specification.

A latch modification will be tested for a three-to-four month period beginning at the end of July. In parallel an overhead bin structural modification will be tested at the supplier, says Airbus.

FACC, which develops and manufacturers composite components and systems for civil aircraft, is understood to be the overhead bin supplier for Airbus A320 family aircraft.

"Based on the feedback from the in-service and structural tests, a design improvement is planned to be implemented in the second quarter 2011, for both retro-fit and line-fit embodiment," says Airbus, adding that it recommends that operators not overload the overhead bins.

US Airways is among the carriers to have reported problems with the latches. However, the airline says it noticed the problem on new-delivery Airbus narrowbodies.

"We experienced a decrease in bin latch reliability and contacted Airbus to work through the details of modifying or creating a new latch design, as this is a problem with the fleet worldwide and is being managed by Airbus," says US Airways in a weekly newsletter to employees.

The carrier says the first attempt by Airbus "produced an unacceptable latch which was rejected by US [Airways]". It has since evaluated a second redesign and is "scheduled to receive a set of these newly designed bin latches next month".

These new latches will be installed and field tested on one US Airways aircraft and if no problems develop, retrofit of the fleet will occur early next year.
FACC could not be immediately reached for comment.

Source: http://www.flightglobal.com/articles/20 ... tches.html

As soon as 2030, we might be flying in a new, more efficient aircraft with long, curled wings, a U-shaped tail, and a lightweight body — if manufacturer Airbus develops the “fantasy plane” it unveiled today at the Farnborough Airshow in the UK. The concept aircraft is more fuel efficient, boasts advanced interior systems, and, best of all, it’s quieter.
Some of the dream plane’s more fanciful features include holographic projections of virtual decors, so that each passenger could transform his or her area into a workspace, a bedroom, or a Zen garden, and walls and floors that can be made invisible, allowing better views of the landscape below.
Airbus was responding to a survey that showed that, among young people, environmental concerns were second only to cost as a reason for not flying. Among those over 55, comfort was the bête noir.
Charles Champion, engineering executive vice-president at Airbus, said; “It’s not a real aircraft and all the technologies it features, though feasible, are not likely to come together in the same manner.” Those of us who are afraid of heights would be just as happy to keep the floor opaque.

GINEBRA (AFP) - La Unión Europea (UE), condenada recientemente por años de ayudas ilegales al constructor aeronáutico Airbus, mostró sus cartas este miércoles y decidió apelar el fallo de la Organización Mundial del Comercio (OMC) que daba razón en gran parte a la demanda estadounidense de 2004.
Este episodio constituye un nuevo giro en la guerra sin cuartel que mantienen desde hace décadas el dúo Airbus-Boeing por el primer lugar de la construcción aeronáutica mundial.
Después de una tregua durante los años '90, los dos constructores se enfrentan nuevamente desde 2004 en la Organización Mundial del Comercio (OMC) a través de sus capitales respectivas que presentaron demandas simultáneas en las que denunciaban ayudas públicas acordadas a cada uno de ellos.
Después de cinco años, el Órgano de Solución de Diferencias de la OMC, que tuvo que tratar el caso más complejo de su historia, dio su primer fallo oficial el 30 de junio sobre la demanda estadounidense contra Bruselas.
En su fallo de más de 1.000 páginas, el órgano establece que los adelantos reembolsables alemanes, españoles y británicos para el A380 constituyen "subvenciones a la exportación prohibidas" en el marco de la OMC.
Asimismo estima que 21 ayudas acordadas a Airbus para el desarrollo de la gama A300 en los últimos 40 años representan subvenciones por las condiciones de reembolso a tasas inferiores a las del mercado.
El gendarme del comercio mundial estimó que esas ayudas permitieron a Airbus conquistar mercados de Boeing, para quien las subvenciones europeas permitieron a su rival pasar de tener un 37% del mercado en 2001 a un 57% en 2006, lo que le permitió al europeo ser el primer constructor de la aviación civil en 2003.
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designlatin escribió:Saludos,

Les recomiendo las fotos del link!

http://inhabitat.com/2010/07/19/airbus-unveils-fuel-efficient-aircraft-of-the-future/