Airbus- Bombardier. A220 (CSeries), C Series Aircraft Limited Partnership

Elder

Elder

Старожил
Nordic Aviation Capital (NAC) перевела в твёрдый заказ меморандум о взаимопонимании с Airbus на 20 самолётов A220-300, подписанный в июне 2019 года на Paris Air Show.

Производитель отчитывается о заказах и соглашениях на 595 единиц A220, полученных им с тех пор, как семейство перешло от его разработчика Bombardier европейским авиастроителям. Что на 47% больше, чем удалось продать канадцам под «родным» именем CSeries.

Будущие получатели, привлечённые Airbus:

Итого, как несложно заметить, среди будущих пользователей популярностью пользуется только удлинённая версия с техническим максимумом в 160 кресел (в среднем, туда помещают по 130 пассажирских мест).

Что, в частности, говорит о дальнейшей деградации ниши стоместных самолётов.

 
Реклама
Посторонним В

Посторонним В

Старожил
Что, в частности, говорит о дальнейшей деградации ниши стоместных самолётов.
Скорее, не 100-местных, а 110-120-местных. Собственно, и заказы на Е195 говорят о том же.
Так что, может, отказ от SSJ-115 был верным решением.
 
ashkalikov

ashkalikov

Старожил
What Airbus has done since taking on the A220
4 February 2020
Just 18 months after Toulouse acquired the twin-jet from Bombardier, production of the A220 is ramping up steadily
When Air France-KLM chief Ben Smith showed off the group’s fleet development plan in early November last year, one of his slides mischievously referred to the “A220‑500”, a hypothetical stretch of the Airbus A220 beyond its two-member family.
“If Airbus builds a series -500, a larger model, a -400, whatever it calls it,” said Smith, “we’d be very interested in that airplane.”
A220-300 formation flight with A321LR
Source: Airbus
Given that Air France was finalising one of the largest orders for the A220 since Airbus took over the former CSeries programme from Bombardier in mid-2018, Smith’s remarks stirred murmurs as to whether the airline – the flag-carrier of Airbus’s home nation – was privy to undisclosed aspects of future A220 development.
Bombardier sparked conjecture more than 10 years ago that it would further develop the then-CS100 and CS300 by trademarking a “CS500” designation – purely a protective measure, claimed the airframer at the time, and the trademark lapsed in 2014.
The French have an expression – “minute, papillon” – which loosely translates as “hold your horses”, and this appears to sum up A220 programme chief Florent Massou’s view on ambitions to stretch the aircraft into the hallowed 150-seat realm dominated for more than three decades by the A320 and Boeing 737.
“It’s good that customers are showing interest in the capability of the platform,” says Massou. “But concentrating on the A220-100 and -300 is what we’re doing day to day. There is no plan today for a stretch.”
If Air France’s reference to the A220-500 is premature, the airline’s order for up to 120 A220-300s has nevertheless cemented the aircraft as a serious contender in the cut-throat single-aisle sector – justifying Bombardier’s faith, maintained for 20 years, that demand existed for an all-new twinjet, optimised for the 100- to 130-seat category.
Airbus has spent its first 18 months of programme ownership examining the A220 airframe to extract near-term improvements and enhance the aircraft’s appeal.
When was the A220 certified?
Within six months of the programme acquisition, the European Union Aviation Safety Agency (EASA) certificated the A220 to Category IIIa and IIIb low-visibility autoland capability, enabling it to carry out approaches in more restrictive weather conditions – including zero decision height – compared with the type’s previous Category II approval. The A220 also has required navigation performance, approval required capability for area navigation.
Airbus is planning to certificate the A220‑300 in the second half of this year with a higher maximum take-off weight (MTOW), lifting it by 2.27t to a figure of nearly 69.9t. This will provide a 450nm (833km) hike in range to 3,350nm. Airbus will also apply the same weight increase to the -100 variant – giving it a 3,400nm range – from the second half of 2021. The change will increase the -100’s MTOW to just over 63t.
A220 cockpit
Source: Airbus
“Only minor software and hardware change is anticipated,” says Airbus, adding that it will achieve the range improvement by taking advantage of existing structural and systems margins as well as current fuel capacity. Certification is being proposed on “analysis and usage of existing flight-test data”, it states.
Minor software and hardware retrofit, as well as paper changes, will enable the new weight capabilities to be introduced to A220s already in service. Delta Air Lines – which has ordered 95 A220s, split between the -100 and -300 – has already emerged as a customer for the higher MTOW version and will take the enhancement for its entire fleet.
Airbus is also planning additional performance improvements through weight tweaks to the jet. It is to increase, by just over 1.8t, both the maximum zero-fuel weight and maximum landing weight, in order to offer additional payload capability.
Massou says this will be offered as an option to airlines to provide “operational flexibility” and will be available for both variants in 2022, subject to regulatory approval.
The current maximum zero-fuel weights for the -300 and -100 are respectively 55.8t and 50.4t, while the maximum landing weights stand at 58.7t and 52.4t.
Unencumbered by legacy production processes and cockpit designs, the A220 took advantage of sidesticks, fly-by-wire technology and advanced construction, including a resin transfer infusion process to develop the composite torque box for the wing.
The A220’s radical Pratt & Whitney PW1500G geared turbofan (GTF) engines – featuring a 1.85m (73in) fan and 12:1 bypass ratio – appear to have escaped the problems that dogged early production of the sister PW1100G for the A320neo.
Early operator Swiss, however, has experienced several low-pressure compressor rotor fracture problems, which are suspected to be linked with high thrust settings during high-altitude climb, and have resulted in temporary operational restrictions on the type. These limit engine power to 94% of N1 while above 29,000ft.
Analysis of the problem indicates a possible link to electronic engine-control software. Massou says the limitations are a “precautionary measure” and he is “confident” P&W will succeed with root-cause analysis and resolution.
Massou says the A220 is meeting fuel-burn targets and there are no immediate plans for either a thrust enhancement or specific performance tweaks. “The current performance of the engines is OK, and where it needs to be,” he states.
FADEC plays a key role for Swiss by providing the A220’s steep-approach capability, necessary for London City airport operations, adjusting the idle thrust while the fly-by-wire differentially deflects spoilers.
Transport Canada certificated the A220 with 180min extended twin-engine operations approval, and at least one future operator – start-up Odyssey Airlines – views the aircraft as having transatlantic potential.
Airbus has ironically helped nurse the A220 into remarkable health, considering that it had originally declared the Bombardier jet to be dead on arrival.
As the 110-seat Bombardier BRJ-X concept, somewhat stumblingly, evolved into a 110- to 130-seat family, the Canadian airframer – after false starts – boldly launched the two-member CSeries family in 2008, with little more than a tentative agreement for up to 60 jets from Lufthansa Group.
What is the competition for the A220?
Airbus had confidently dismissed the potential threat, insisting that its strategy of developing the re-engined A320neo using the CSeries’ GTF powerplants would close off the market to Canada’s young pretender. Its A319neo – the direct competitor – would leave the CSeries with “virtually no business case”, the airframer’s outspoken then-sales chief John Leahy declared.
The market has decided otherwise, although convincing potential operators has been a slow process.
While Lufthansa, which ordered the jets for Swiss, gave the CSeries an early lift, Bombardier doggedly had to persist in building a customer base, picking up piecemeal agreements, often from fringe carriers, as it sought an elusive blue-chip deal.
It had accumulated orders for fewer than 250 aircraft in the seven years following launch, when a financial crisis engulfed the programme in 2015. Bombardier overhauled its top management and sales strategy, and sought investment for the CSeries, offering a stake in the programme to Airbus – which declined – before the Quebec government stepped in with a $1 billion bail-out.
The shake-up appeared to revitalise the programme and brought crucial large-scale network carrier orders from Delta and Air Canada, and Bombardier delivered the first aircraft, to Swiss and Air Baltic, in the second half of 2016.
But having done the hard work, seen the CSeries to completion, and notched up just over 400 orders, a weakened Bombardier surrendered the programme to Airbus – whose own A319neo was selling poorly – the following year, beginning a landmark break-up of Bombardier’s entire commercial air transport business.
While Airbus still relies on Bombardier for some services, says Massou, the integration has reached a point where “all the [A220] functions in Airbus are just working like any other programme”. Procurement, supply-chain agreements, sales and marketing have all been transferred and the support network is being finalised.
“We are very pleased,” says Massou. “The A220 is now part of the family, a very dynamic one. It’s a very positive message.”
Airbus’s influence has been demonstrated by the sales record. Massou says some 300 orders and commitments have been added just in the first 18 months under the airframer. At the close of 2019, firm orders stood at precisely 600.
“There are endorsements by big lessors,” Massou points out. “I think it gives confidence to the future of the programme. Without Airbus that would have been difficult.”
Overall production of the A220 has reached triple figures, the 100th aircraft having been delivered to Air Baltic – one of the strongest early supporters of the jet.
What is the configuration for the A220?
The A220 features a characteristic five-abreast interior. Transport Canada and EASA originally listed a maximum of 127 passengers for the -100 and 145 for the -300, but Bombardier has since offered a high-density version with 160 seats, requiring the addition of a second over-wing exit.
Air Canada became the latest operator of the type in January, its A220-300 having been configured with 137 seats in two classes, with in-flight entertainment systems. It was the first to receive a dual aft lavatory option with a moveable wall to convert to a facility for mobility-impaired users.
A220-300 cabin, airBaltic
Source: Airbus
Massou says the airframer has also developed a new higher-capacity cabin, providing airlines with the option of up to 149 seats with a single over-wing exit. Czech Airlines has disclosed that it will take A220-300s with a 149-seat layout.
Airbus has been working to bring up the dispatch reliability, which it says is currently running at about 99%, and has also commenced data studies intended to maximise aircraft availability by increasing maintenance interval times.
This effort would extend the light-maintenance interval from 850h to 1,000h and similarly expand that for base maintenance from 8,500h to 10,000h. Heavy structural checks would take place at 12 years.
Massou says Airbus is working to improve the A220’s maturity, claiming that intense efforts have reduced by four-fold the number of parts that are late in production, reducing disruption to the industrial system.
He adds that the airframer is focused on ramp-up, rather than any ambitious development of further variants, capitalising on Bombardier’s withdrawal from the commercial aviation market to restructure and increase the efficiency of A220 production at its Montreal Mirabel site.
Bombardier has chosen to divest the CRJ regional jet programme to Mitsubishi Heavy Industries and Massou says that, with the CRJ exit from the end of this year, Airbus has been working on a programme it calls a “pre-final assembly line” in order to support the planned A220 ramp-up.
“It’s something we have developed to cope with much higher rates,” he says. “It required something a bit different.”
What is the future of the A220?
He says Airbus will “take advantage of the CRJ jigs on site” and plans to change the way the airframer completes the A220 mid-fuselage before it undergoes fuselage join on the final assembly line. This would apply to aircraft destined for final assembly at both Mirabel and the new US line in Mobile, Alabama. Massou says the pre-final assembly line facility, located in a building adjacent to the Mirabel final assembly line, will be ready in the second half of 2021.
Airbus handed over 48 A220s last year, exceeding its target of 45 and taking the total number of delivered aircraft to 105. Two-thirds of overall deliveries have taken place in the 18 months under Airbus.
Massou says there are no plans for a further final assembly line. Fourteen aircraft per month – 10 from Mirabel, four from Mobile – is Airbus’s production target.
Five aircraft were in production at Mobile at the end of 2019. Initial deliveries from the plant, with a starting rate of one per month, are scheduled to take place this year.
Massou says he is satisfied with the progress Airbus has achieved with A220 production, in terms of the smooth manufacturing flow and the output.
“We had no problems before Christmas, we delivered everything we had to deliver,” he says. “I went on vacation, for the first time, very happily.”
Перевод может быть предоставлен Google Translate

Фотографии не из статьи (аналогичные приведенным в статье)
Кабина пилотов
Aviation Photo #5790259: Airbus A220-100 - Delta Air Lines
Aviation Photo #5783719: Airbus A220-300 - Swiss International Air Lines

Салон
Aviation Photo #5381581: Airbus A220-300 - Korean Air
Aviation Photo #5261941: Airbus A220-100 - Delta Air Lines
 
Последнее редактирование:
Elder

Elder

Старожил
Airbus планирует расширить возможности использования самолётов семейства A220 путём увеличения максимальной сухой массы (MZFW) и максимальной посадочной массы (MLW) — оба показателя примерно на 1,8 тонны. Изменения будут готовы к 2022 году и могут быть задержаны лишь регуляторами.

На данный момент MZFW для A220-100 равняется 50,3 тоннам, для A220-300 — 55,8 тоннам. MLW, соответственно, 52,4 и 58,7 тонны. Увеличение будет означать возможность взять дополнительную коммерческую нагрузку, те самые 1 800 килограммов.

За увеличение дальности полёта — Airbus считает, что найдёт пользователей, которым это требуется, — отвечает другая плановая переделка. Во второй половине текущего года самолётам добавят максимальную взлётную массу (MTOW): A220-300 «вырастет» с 59,8 до 69,9 тонн и сможет летать на 6 200 км. Наращивание MTOW для A220-100 отложено на вторую половину 2021 года, короткая версия получит массовый вариант в 63 тонны (против нынешнего 54,9 тонн) и дальность полёта в 6 300 км.

Увеличение полезного радиуса действия сделает для модели доступными некоторые популярные маршруты на севере Атлантики: из Лондона, Парижа и даже Мадрида в Нью-Йорк. Хотя для начальной точки во Франкфурте-на-Майне такой дальности полёта всё равно не хватит.

Вряд ли стоит ожидать, что перевозить через океан на маленьких узкофюзеляжных машинах будут пассажиров эконом класса: это предложение рассчитано на премиальный трафик и, в частности, делает A220 наследниками стареющего A318 в обслуживании дальних рейсов из аэропорта Лондон Сити.

К примеру, даже имеющейся дальности полёта одному из главных операторов модели — латвийской airBaltic (BT) — хватает с избытком, потому что при её акценте на низкой цене билетов рейсы протяжённостью свыше двух часов почти не бывают экономически оправданы.

Однако Airbus не теряет надежды найти пользователей, считающих деньги не так скрупулёзно (обычно это большинство пользователей — даже на таком сложном рынке с высоким входным барьером, как гражданская авиация): для них теперь открыта возможность использовать A220 на линиях из Западной Европы на Ближний Восток и из Юго-Восточной Азии в Австралию.

 
ashkalikov

ashkalikov

Старожил
Airbus Squeezes Suppliers to End Losses on Challenger to Max
Airbus Squeezes Suppliers to End Losses on Challenger to Max


Business
Airbus Squeezes Suppliers to End Losses on Challenger to Max
By Charlotte Ryan, Richard Weiss, and Rick Clough
March 4, 2020, 6:29 AM EST
Updated on March 4, 2020, 10:16 AM EST

Airbus SE is pushing suppliers on its A220 jetliner program to renegotiate contracts and reduce the price of parts to help slash costs and turn the former Bombardier Inc. model profitable.
Safran SA said it’s in talks with Airbus to trim expenses in the A220’s cabin, while engine producer Pratt & Whitney and partner MTU Aero Engines AG have agreed to deliver a 10% saving, people with knowledge of the plan said. Senior Plc says it could win more work by pitching production at low-cost sites.
Airbus is pressing for cost reductions against expectations of higher A220 sales as it brings to bear a formidable marketing machine and offers the model alongside its in-house A320-series narrow-body. The grounding of Boeing Co.’s 737 Max has also presented a chance to grab more of the single-aisle market.

“Airbus are clearly a lot more confident in their ability to sell the A220,” said Bank of America Merrill Lynch analyst Benjamin Heelan. “Being able to go to suppliers with higher medium term volumes is a big lever to get costs down.”

Airbus is striving to reach break even on the A220 after paying Montreal-based Bombardier $591 million to lift its stake to 75%. While the jet’s composite wings, airy cabin and state-of-the-art cockpit make it a technological leader, Airbus Canada head Philippe Balducchi said in January that overall costs need to be reduced by “a significant double-digit” percentage.
A spokeswoman for Toulouse, France-based Airbus said significant progress has been made with some suppliers but that it remains in talks with others. The firm will invest as much as 1 billion euros ($1.1 billion) in the A220 this year.
Some savings could come from looking at component design or increasing commonality with the A320, according to the people familiar with the plans, who asked not to be named discussing the changes. Airbus’s leverage with suppliers may be high right now because many also serve Boeing, where the Max crisis has stunted demand.

Airbus shares declined 1.4% to 110.54 euros as of 4:09 p.m. in Paris. Airbus has declined about 15% this year, while Boeing is down 14%.
Safran Chief Executive Officer Philippe Petitcolin said on a call Thursday that the challenge is to cut costs without compromising on the quality of the jet’s interior. The Paris-based group supplies the A220’s seats, galleys, lavatories and overhead storage bins, as well as oxygen, waste-removal, water and sound-insulation systems.
A spokeswoman for Munich-based MTU referred questions to Pratt & Whitney. A representative for United Technologies Corp., which owns Pratt and Collins Aerospace, declined to comment. Collins is another major supplier on the plane, providing onboard computers, electrical power supplies and actuators that control wing flaps.

Senior CEO David Squires said in an interview Monday the U.K. firm is also in talks with Airbus to pare A220 costs. While it now provides air-conditioning systems and ducting, the recalibration may present an opportunity to bid for aerostructures work via its lower-cost southeast Asian operation, he said.
Airbus will most likely revisit the entire A220 supply chain, BAML’s Heelan said, as it targets mid-2020s output of 10 jets a month at the former Bombardier plant in Mirabel, near Montreal, and four at Airbus’ site in Mobile, Alabama.
Bombardier, which spent $6 billion on the A220, originally sought breakeven this year, but said Jan. 16 the goal had slipped, prompting an exit from the jet sealed this month when Airbus bought its remaining stake.

In a sign of the competitive advantage the model offers, Airbus on Feb. 13 secured an order from Nigerian startup Green Africa Airways that appears to threaten an existing accord for the Boeing Max.
Airlines including Air France-KLM have also expressed an interest in a larger, 160-seat-plus A220. Airbus CEO Guillaume Faury said last month that it’s not currently working on a stretch model but sees that as a likely development.
(Updates share price in 8th paragraph. An earlier version of this story corrected production locations in 12th paragraph.)
Перевод может быть предоставлен Google Translate
 
Посторонним В

Посторонним В

Старожил
S

Seerndv

Старожил
Это явные проблемы PW о чем я привел заметки вчера в ветке Airbus-a :rolleyes:
И они могут стать проблемами МС-21:(
 
Реклама
S

Seerndv

Старожил
А не могли бы продублировать их тут?
- пожалуйста.
A220 uncontained engine failures linked to resonance phenomenon
A220 uncontained engine failures linked to resonance phenomenon
By David Kaminski-Morrow
31 March 2020
Airbus A220 operators are being instructed to remove certain full-authority digital engine control software, and install a new version, after a series of engine failures involving fracture of low-pressure compressor rotors.
Four such incidents have been registered, says the US FAA in a directive for the type’s Pratt & Whitney PW1500G powerplant.
Three of the incidents, last year, involved Swiss aircraft while the fourth, last month, affected an Air Baltic jet.
Analysis has indicated that low-pressure compressor vane schedules were generating a condition within the engine that led to “acoustic resonance” and damaged the stage-one rotor, says the FAA, leading to its failure.
Swiss A220


Swiss A220s were involved in three of the four engine-failure incidents
Interim action had already been ordered for A220s – including limiting thrust at high altitude – to protect the aircraft against uncontained engine failure.
But the analysis of the vane scheduling has prompted a revision of the FADEC software intended to avoid the resonance phenomenon.
The latest directive instructs operators to remove certain FADEC software earlier than version V2.11.9.2 and install an update.
Engines which have accumulated less than 300 cycles must be modified within 15 cycles, others within 90 days.
The FAA states that the failures of the stage-one rotors occurred on engines which had been shipped to operators as spares, and were not delivered installed on aircraft. Failures occurred within 300 cycles of their subsequent installation.
Spare engines which have been newly fitted to aircraft carry the “highest risk” of rotor failure, the FAA adds.
- более ранняя:
Airbus A220 PW1500G engine failures prompt inspection AD
27 September 2019
The FAA issued an airworthiness directive (AD), requiring initial and repetitive inspections on certain Pratt & Whitney geared turbofan engines following two recent incidents.
The first inflight shutdown occurred on July 25, 2019 and the second occurred on September 16, 2019. In both cases, the aircraft involved was a Swiss International Air Lines Airbus A220-300 with Pratt & Whitney PW1524G-3 engines.
These inflight shutdowns were due to failure of the low-pressure compressor (LPC) stage 1 rotor, which resulted in the rotor disk releasing from the LPC case and damaging the engine.
To prevent recurrences, the FAA requires initial and repetitive borescope inspections of the LPC inlet guide vane (IGV) and the LPC stage 1 rotor and, depending on the results of the inspections, replacement of the LPC.
Although these incidents occurred on PW1524G-3 model turbofan engines, the FAA is including PW1900 engines because similarities in type design make these engines susceptible to the same unsafe condition. The required inspections have to be performed within 50 flight cycles from September 26, and thereafter at intervals not to exceed 50 flight cycles until the engine accumulates 300 flight cycles.
The investigation into both incidents has been delegated to the NTSB.

Parts from the low-pressure compressor stage 1 rotor in the July 25 incident
news.aviation-safety.net

Airbus A220 PW1500G en
 
ashkalikov

ashkalikov

Старожил
First A220 assembled in Mobile takes flight
First A220 assembled in Mobile takes flight
By Jon Hemmerdinger3 June 2020

The first Airbus A220 produced at the company’s Mobile, Alabama assembly site completed its maiden flight on 2 June.

The aircraft, destined for Delta Air Lines, departed Mobile Aeroplex, performed “test sequences” and landed at 13:44 local time, Airbus confirms.



First Mobile-made A220 maiden flight 060220. Airbus

Source: Airbus
The first US-made Airbus A220 makes its maiden flight on 2 June 2020
The flight marks a milestone for Airbus’ Mobile facility, which began assembling A220s in 2019. The site also assembles A320-family aircraft.

Airbus purchased majority ownership of the A220 programme, formerly known as CSeries, in 2018 from Bombardier, and promptly went to work opening a second assembly site in Mobile. Airbus also produces A220s in Quebec, Canada.

The Mobile plan was initially viewed as a means by Airbus to avoid potential US tariffs on A220 imports, but the tariff threat evaporated in 2018, and Airbus still moved forward with A220 assemblies in Mobile.

Airbus also recently started producing the first A220 for JetBlue Airways at Mobile.

Delta holds unfilled orders for 64 A220s, including 14 A220-100s and 50 A220-300s, and has 31 A220-100s in service, Cirium fleets data shows.

JetBlue holds orders for 70 A220-300s.
Перевод может быть предоставлен Google Translate