Airbus News

MSN2 is in the Eglin AFB Air Force Base

MSN2, the third prototype of A350XWB in the Eglin AFB Air Force Base, Florida.
Is it me or MSN2 really squeezed a bit? Probably a picture …

Mario

Amedeo A380

The first major order for the A380 which Airbus has scored this year happened after Amedeo firmed up a memorandum of understanding signed at last year’s Paris Air Show and originally announced at the 50th Le Bourget Airshow on 17th June 2013. Amedeo (formerly a part of Doric Lease Corp.), made a commitment for 20 aircraft bringing Airbus more than half-way to its target of reaching at least 30 additional orders for the aircraft in 2014. The final agreement was signed at the Singapore Airshow 2014.

Amedeo plans to take delivery of the aircraft from 2016 to 2020 at a pace of around five to six units per year. No engine choice has been made yet, but will be announced in due course. Irrespective of the fact whether A380 will be reengined as Emirates has already proposed, it is likely the A380 will still have the lowest CASM (cost per available seat mile) even after entry into service of the A350-1000 and the Boeing 777-8/9. On the other hand it would not make sense to have all the new engine technology available for aircraft such as the A350 and the 777-8/9 and not for the A380. It is quite possible Amedeo’s end users could play a role in the engine selection. There are no customers yet for the aircraft, but those potential could be new customers and existing A380 operators.

The Amedeo´s order takes total commitments for the A380 to 324. It follows an order for 50 A380s placed by Emirates at the Dubai Airshow.

Amedeo is rather confident Airbus will complete development of the planned 11-abreast seating modification in time for the start of its deliveries in late 2016, proposing a notional 590-seat, four-class configuration incorporating an all-economy 11-abreast main-deck layout.

Currently, the A380’s standard economy layout is 10 abreast, the same as the maximum on Boeing’s 747 and 777 widebodies, but with a wider seat of 18-19 in, depending on the airline. The addition of an extra seat adds up to 40 more seats on the main deck, with a seat width of 18in.

A few weeks ago Airbus has launched 11-abreast layout and the design is being finalised. Changes required to accommodate 11-abreast seating involve slightly raising the cabin floor (by raising the floor of the main deck for just 2 inches, the seats can be placed closer to the fuselage, making room for an additional seat across the main cabin).

The A380’s exit limit allows it to accommodate up to 853 passengers, but the highest-density configuration currently in service is 538 seats on Air France’s aircraft. However, next year Emirates is to introduce a two-class, 617-seat layout while Russian carrier Transaero will receive its first A380s in a three-class 652-seat layout. This will incorporate 616 economy seats distributed across both decks at a maximum of 10 abreast.

It seems that the A380 has a large and jet unused total potential, but time will show..

Mario

Singapore Airlines A380 hits jet bridge in Sydney

... and what went wrong here?

It is believed the Singapore Airlines´A380, flight SQ231, operating from Singapore to Sydney, on 26 May, had just landed and was pulling into the gates when one of its engines impacted the aerobridge...
The guidance system set wrong or malfunctioned? The aerobridge incorrectly positioned? Pilot error? Probably, miss-aligned aerobridge...

Let´s hope only a nacelle change will be enough.

Mario

Similar accident happened last month, when Emirates´ Airbus A380-861 (A6-EDZ) was operating as flight UAE241 from Dubai Intl, United Arab Emirates (OMDB) to Toronto LBPIA (CYYZ).
After landing at Toronto, the aircraft taxied to gate 175A and then, during positioning at the gate, the number 2 engine hit the passenger bridge causing damage to the cowl. It was determined that the bridge had not been appropriately positioned to accommodate a Class F aircraft. Maintenance subsequently replaced the cowl and carried out all associated inspections related to impact damage with engines running with no findings found. The aircraft was returned to service and ferried to Dubai.

Comparing the pictures of the damaged SIA´s A380-841 on one side and EK´s A380-861 on the other, it seems that engine´s nose cowl replacement would be sufficient for plane´s continued operations, but the question is if the engine was running at the moment, opening up, on that way, the possibility of sucking in some broken piece of engine´s cowl or aerobridge´s construction. Further question is: if something indeed beeing sucked in, has it happened on the part that is closer or at the one that is further away of the engine´s axis, because it is a big difference whether the part flew only through the fan or through the fan and toward the engine´s core, and in this case, Trent´s 970B-84 IP compressor...

And where was the ground crew? Was there any guidance for the SIA´s crew, at all?

Mario

Asiana Airlines´ A380

South Korea’s Asiana Airlines is the eleventh operator of the A380 plane in the world. It is Asiana Airlines´s first (MSN 152; reg. HL7625) out of six ordered A380-841s, powered by four Rolls-Royce Trent 970B-84 (78.304 lb.s.t. / 348,4 kN) engines. The airline has specified a premium three class layout for its fleet, seating a total of 495 passengers, with 12 private suites in First Suite, 66 fully flat seats in Business Smartium and 417 seats in Travel Class. All seats are equipped with the latest on-demand in-flight entertainment systems.

First-class A380 cabin – containing 12 seats located on the main deck – will offer a “five-star hotel in the sky”. Passengers will each have a “private room,” with a full-flat seat, an impressive 32 in high-definition screen for in-flight entertainment, and space to hang clothes.

In business class, Asiana Airlines also is featuring full-flat seats – complemented by personal 15,6 in video monitors. Located on the aircraft’s upper deck, the carrier’s 66 business class seats are configured in a staggered 1-2-1 layout for more personal space and direct aisle access.

Asiana Airlines’ economy class passengers will experience best-in-class “premium” service on the A380 as well. With a total of 417 economy-class seats (311 on the main deck and 106 on the upper deck), the carrier is providing these travellers with 11,1 in individual video monitors, along with slimline seats for additional legroom, as well as the Airbus modern comfort standard of at least 18 in wide seats on long-haul travel.

Asiana Airlines has announced it will begin Airbus A380 service on June 13 between Seoul (Incheon) and Bangkok, Hong Kong, Osaka and Tokyo. Service to Los Angeles will begin later on August 15.

As part of its widebody fleet modernisation strategy, Asiana Airlines also has 30 of the all-new the A350 XWB on order. The A350 XWB will offer a step change in efficiency, with operating costs 25 per cent lower than the competition. The A380 and A350 will complement an existing Airbus fleet at Asiana that currently includes the A330 and A320 Family.

Mario

SIA´s A380, 9V-SKF, repaired

Sinagapore Airlines´ A380, reg. 9V-SKF, damaged in minor accident in SYD, two days ago, was soon repaired and went back to Singapore as SQ8861…

Since SIA and QR both use different types of Rolls-Royce Trent 900 engines on their A380´s, it is easy to assume that QR´s spare cowl was available at a glance.

It is interesting that Aircelle, one of the SAFRAN´s group company, is responsible for the nacelles on both powerplants that equip the A380, Rolls-Royce´s Trent 900, and the Engine Alliance´s GP7200 (the joint venture between GE and Pratt & Whitney).

The A380 program was a major industrial effort for Aircelle, as the company provides four different nacelles for this 21st century flagship aircraft. The Trent 900 and GP7200 each use a specific nacelle version for the A380´s inboard engines (which are fitted with the thrust reverser), while another configuration is supplied for each powerplant in the outboard position (which do not have a reverser).

Contributing to the A380´s low operating noise level is Aircelle’s use of advanced acoustic treatment in the engine nacelle, while the company has applied an increased use of composites to lower the nacelle’s overall weight.

Mario

A320neo-PW1100G-JM

As a matter of fact, Airbus is quite concerned about recent events related to the PW1500G engines (the engine failure damaged the engine nacelle and fuselage of the CSeries test aircraft FTV1, with no apparent damage to the wing nor any fuel leaks) because their PW1100G-JM is basically the same engine as the PW1500G. They share the same basic architecture (1-G-3-8-2-3), they have the same bypass ratio (12:1) as many other parts of their construction...

Bombardier Aerospaces will soon have a better understanding of the possible cause of the engine failure that occurred May 29 on the CSeries flight test aircraft FTV1 during ground testing at Bombardier’s Mirabel, Quebec, facility.

Pratt & Whitney PW1500G geared turbofan (GTF) engine was delivered to Pratt’s Connecticut factory Sunday, with dismantling due to begin today so there will be a better understanding of the possible cause of the accident.

Pratt says it is also premature to speculate about whether the CSeries event is related to the April 29 incident in Mirabel in which an unidentified PW1000G engine on one of the company’s Boeing 747SP flying testbed aircraft suffered “a minor anomaly”.
The examination of that engine revealed that there was no apparent damage and they were able to run it again the next day, but it certainly remains to be seen if those two accidents are related, although P&W claims there is no relationship between that incident and the FTV1 engine failure....

Right now, I am sure it is very unlikely that those two engines, which have already been delivered for the A320neo, will be installed on the airplane before any detailed examination, possible modifications or even replacement with the engines made by the different partial design, standards and specifications.

The schedule for the A320neo, maybe, is unaffected, but concern about recent events with PurePower engines is very present!

Mario

Airbus A350 XWB - Early Long Flights

The Airbus A350 XWB has started a campaign of Early Long Flights with cabin crew and passengers. The A350 (MSN 002) test aircraft equipped with cabin, took off on the first of two Early Long Flights from Toulouse-Blagnac airport at 09.20 hrs (local). The two flights will be operated in a real airline environment with Air France and Lufthansa cabin crew.

Covering all types of flight conditions, the flights will be completed during the week with almost 250 passengers on board comprising Airbus employees selected in recognition of strong work performance, and some 30 cabin experts from Airbus and equipment manufacturers. Airbus experimental test pilots are at the flight controls. The Air France crew was trained to operate the A350 XWB’s cabin – including public address systems, galleys and safety equipment – prior to this test activity.

As preparations continue for the A350 XWB’s first delivery later in 2014, Airbus is ensuring this next-generation widebody jetliner provides an unmatched cabin experience with the initial flight test carrying a full passenger load.

While it is not part of the technical certification campaign, this evaluation certainly marks an important step toward the A350 XWB’s commercial service entry, allowing Airbus to assess the cabin environment and related systems in a typical operating scenario.

Depending on weather conditions, the scheduled ELF flight path will take the aircraft over the Atlantic Ocean, as well as much of western and central Europe, before returning to Toulouse. This test aims to replicate a normal commercial flight with confirming A350 XWB airport compatibility as one key objective.

Another focus will be observing the behavior of cabin systems, from the in-flight entertainment system and overhead storage bins to the air conditioning and lavatories. The crew will experiment with their systems and see how they like the crew rest areas.

Questionnaires to be filled out by passengers and crew will provide valuable feedback on such qualities as noise, air flow, comfort and ergonomics, as well as the A350 XWB’s many new cabin features – including its LED lighting system and in-flight entertainment.

The A350 XWB’s wide fuselage cross-section was designed for an optimum travel experience in all classes of service. Passengers will enjoy more headroom, wider panoramic windows and larger overhead storage space. With a cross-section of 220 inches from armrest to armrest, the jetliner’s cabin provides the widest seats in its category, being five inches larger than the nearest competitor.

In addition to providing the space for premium first class and business solutions, the A350 XWB allows for high-comfort economy seating in a nine-abreast arrangement, with Airbus’ standard 18-inch seat width.

Mario

A330neo

It seems Airbus is very close to a decision about the launching of its A330neo and this is expectd at the July Farnborough Air Show.

Airbus is looking at an aircraft that will be the same size as the Boeing 787-9, with somewhat less range and similar cash operating costs and fuel burn. Airbus claims the aircraft, if launched, would be “unbeatable” because of its “substantially lower capital costs”, compared with the 787.

Boeing, on the other hand, claims there will be “no price” at which an A330neo could compete with a 787-10.

Because of strong customer feedback in recent months, Airbus has been warming up to the idea of reengining the A330. CEO Fabrice Bregier said at the recent Berlin Air Show that he was “more optimistic about the project now than in January," but that he wanted “solid trade studies.”

Airbus still has an orderbook of 260 A330s, and 2014 as well as 2015 production is sold out. There are many open slots in 2016 yet to be filled, although industry observers say 2017 would likely be the earliest entry-into-service date for a reengined version.

Some predictions show there would be demand for 1.000 A330neo's and Air Lease Corporation even thinks therewould be demand for up to 1.200 A330neo's. Production would run until 2030 and initial production rate could be 60 to 70 jets per year and then gradually drop. A330neo might be available from 2018. Its main advantages would be availability and price.
Airbus´ focus is on 787-9 sized aircraft and the A330-300 would be "significant" cheaper than the similar sized 787-9 with similar operating costs.

The available engines for the A330neo are derivatives of the 787 engines: The GEnx-1B (a version of which is also on the 747-8 – GEnx-2B) and the Rolls-Royce Trent 1000-TEN (Thrust Effciency New technology). RR is likely to obtain an exclusive supplier agreement - it currently has about a 75% market share of recent sales, but if Airbus is correct that the market potential is upwards of 1.000-1.200 neos, a dual sourcing may make sense. If it is true that RR will borrow technology from the Trent XWB (a rising line intermediate pressure compressor and blisks in the first three stages of the high-pressure compressor. The HPC also features design elements derived from the European NEWAC technology development program. Other techology will come from the environmentally friendly engine effort, which forms part of Rolls-Royce’s Advance 3 initiative. This includes an advanced high-pressure turbine and a refined air system that modulates flow to more closely match demand) to insert into the 1000-TEN (bleed-air version), it will take it a step beyond where GE can go with the GEnx.

Therefore a RR-powered engine will be substantially improved before going on the neo. Rolls-Royce is moving into the first full development engine phase of its Trent 1000-TEN engine program, and expects to test it by the end of the first quarter. The company has a total of eight engines in the certification program, with multiple builds, and is looking to achieve certification by the end of 2015 (bleed-less version for B787)...

Sharklets are expect to be be added to the A330neo. Other improvements: aerodynamics, new, lighter engine nacelles and potentially laminar flow, and further improvements on the maintenance side, does the tasks really need to be this close.

We´ll have to wait until mid July and Farnborough Air Show...

Mario

A350 - heavy crosswind test in France

The A350 (MSN4), reg. F-WZNW, powered by twin RR TRent XWB-84 (84.200 lb.s.t. / 374,5 kN) engines, successfully completed crosswind tests in extreme wind conditions at Clermont-Ferrand / Auvergne Airport in France, on May.

Type Certification, expected before the end of 2014, implies a minimum of 23 knots (42 km/h) crosswind during the demonstration of take off and landing.
A350 was put through its paces, and it showed that it will be able to operate easily with very strong crosswinds during normal operations.

Usually, these tests are performed at Keflavik airport, in Iceland, where the winds across the runway are quite usual. Airbus tested the A380 and Boeing its 787 in Iceland.

Stunning Airbus A350-900 F-WZNW Qatar Strong crosswind
http://www.youtube.com/watch?v=EJkJUAOtnGE&feature=youtu.be

Nice regards to all forum members and readers

Mario

A350 MSN5's livery shown. It will airborne in comming days.

MSN5 is the first Batch2 airplane built with production-standard engines and will fly a 2 to 3 months test campaign which is mandatory to certificate everything related to Batch2 modifications and the engines, but also for ETOPS (Extended range Twin Operations) certification.

A350 MSN5 prototype has fully-furnished cabins as the MSN2 that is already flying. The test team will concentrate on MSN5 for analysis and specific range testing. This aircraft will also be used for the route-proving program to be flown in conjunction with Qatar Airways from its Doha base, due to begin in the summer.

Although the vertical tail and winglets have the same painting scheme as MSN2, the fuselage is white to avoid postponing the airborne for an additional week, after a capacity bottle-neck in the paint shop in Toulouse. An accident inside the paint hangar with an A330, delayed the schedule.

The first flight of this cabin fitted flight test prototype and the last for the Type Certification campaign is planned for comming days.

Mario

It is interesting that all of the Airbus´orders for May belong to A320 family of narrowbody airplanes, while the month’s 55 deliveries involved all three aircraft series currently in production: the A320 Family, A330 and A380.

On the top of the May’s bookings was agreement with Singapore's Tigerair for 37 A320neo planes (with option for 13 more), which will provide future fleet renewal and growth in operations across its Asia-Pacific route network. The statement said the planes will be powered by Pratt & Whitney's PW1100G-JM engines.

Further on, Royal Brunei Airlines ordered 7 A320neo (plus 3 options) jetliners for use on the its regional network between the Sultanate of Brunei’s capital, Bandar Seri Begawan, with destinations across Asia. The aircraft will be powered by Pratt & Whitney PW1100G-JM engines. These are the first NEO (new engine option) orders from Royal Brunei and Tigerair, both of which are existing customers of the A320ceo (current engine option) family airplanes.

The rest of the orders in May were for CEO variants of the A320 Family airplanes:

U.S.-based Delta’s ordered 15 A321ceo versions to offset jet retirements. Aircrafts will operate with CFM56-5B engines.

Completing the month’s A320 family bookings were:

* BOC Aviation with 3 A320ceo versions,
* easyJet with 2 A320ceo airplanes,
* Aviation Capital Group ordered 2 A320ceo airplanes,
* 2 A319ceo versions was ordered by Z/C Aviation Partners,
* 1 A320ceo for Air New Zealand and
* 1 A321ceo for AWAS.

Mario

A330 neo with Trent 1000-TEN

As the recent stories about A330neo became more relevant and more real, I was curios how would A330ceo look like with the new engines on it…

I remembered I had a nice picture of the A330 with the sunset in the background, but there was a considerable work with the picture because, for the beginning, I should remove the fat watermark that was stretching across the width of the image, and then, instead of the Rolls-Royce Trent 700 engines, hang up new Trent 1000-TEN engines…

( It is just my opinion that new RR´s generation of engines - Advance, will appear too late for the A330neo (RR Advance engine could be an engine choice for the A380neo, 787neo and A350neo), but RR Trent 1000-TEN, in a possible combination with ALPS - composite fan, made of third-generation carbon-titanium (CTi) that will make the largest contribution to the weight reduction, could be an logic and real engine choise for A330neo. Currently under evaluation in the advanced low-pressure system (ALPS) test program, the CTi fan will be flight tested later this year on a modified Trent 1000 on Rolls's Boeing 747-200 flying testbed based in Tucson, Ariz. )

… in the first picture there is an US Airways´ Airbus A330-243 (MSN 1011), reg. N279AY, with the two Rolls-Royce Trent 772B-60 engines, each 71.100 lb.s.t. / 316,4 kN of thrust. Trent 700 engine fan has a diameter of 97,4 in (247,4 cm) and that was a referent data for me to create the new Trent 1000-TEN engines under A330 neo´s wings (2nd picture). Trent 1000-TEN engine has the same fan diameter as Trent 1000, 112 in (284,5 cm). I left the same engine underground clearence, so the engine axis are raised by 7,3 in (18,5 cm) in relation to the ground. Changing the relative position of the engine axis to the wing is possible through the construction of the new pylons. Distance between the axis of the engines has not been modified ...

Mario