Назревшую идею как чирей надо бы давно выдавить, но не судьба. По ссылке картинок половина Boeing Blended Wing Body, модель размахом 5 метров облетали примерно 10 лет назад. Эта концепцию протаскивал Боб Либек, немец с Нортропа, а ноги растут от братьев Хортон и Липпиша. Теперь вот Аэробус, но я надеюсь это чисто маркетинговый ход для домохозяек с акциями.A_Z, может, как раз наоборот - стремятся воплотить давно назревшую идею?
У ЦАГИ в последние годы вообще кукушечка стряхнулась. Фрегат например и прочая лажа. Пожелаем им прийти в себя поскорей.A.F., "Интегральная компоновка в схеме ЛЕТАЮЩЕЕ КРЫЛО" просто умиляет.
Владычество Алёшина явно не прошло для ЦАГИ бесследно...
Что, "Фрегат" всё? Долго дышал.У ЦАГИ в последние годы вообще кукушечка стряхнулась. Фрегат например и прочая лажа. Пожелаем им прийти в себя поскорей.
Круть, а деньги они хотят получать регулярно, как я понимаю?Он сказал, что рабочие должны иметь возможность сами решать, возвращаться ли им на работу
Насколько я знаю, там всё закончилось после заключения КБ Ильюшина, которому силовую схему фюзеляжа отдали на экспертизу.Что, "Фрегат" всё? Долго дышал.
A220 uncontained engine failures linked to resonance phenomenon
A220 uncontained engine failures linked to resonance phenomenon
By David Kaminski-Morrow31 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 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.
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
Airbus A220 PW1500G engine failures prompt inspection AD - ASN News
The FAA issued an airworthiness directive (AD), requiring initial and repetitive inspections on certain Pratt & Whitney geared turbofan engines following two recent incidents.news.aviation-safety.net
а про сам Гамбург и Тулузу - не попадалось дат?
Вчера видел две Белуги на frа про сам Гамбург и Тулузу - не попадалось дат?
#ау
Тишина.а про сам Гамбург и Тулузу - не попадалось дат?
Париж (Reuters)-Airbus изучает резкое сокращение выпуска своей самой продаваемой серии самолетов A320 на фоне общего замедления в отрасли, вызванного коронавирусным кризисом, сообщили источники, знакомые с этим вопросом.
Ведущий европейский производитель самолетов изучает сценарии сокращение ежемесячного выпуска 60 самолетов семейства A320 в два раза в течение примерно трех-шести месяцев, поскольку авиакомпании борются за экономию денежных средств, рассказали Reuters два источника.
Airbus ( AIR.PA ) попросил поставщиков запчастей А320 замедлить их поставки на свои заводы на 40% до уровня производства 36 самолетов в месяц в ближайшей перспективе, сказал один из источников.
Коронавирусный кризис ошеломил авиакомпании и авиастроителей, заставляя принимать радикальные решения.
Airbus также сталкивается с дефицитом в своей цепочке поставок, поскольку изо всех сил пытается вернуть производство на прежние уровни после приостановки деятельности на нескольких заводах.
Airbus заявил "что внимательно следит за развитием ситуации COVID-19 во всем мире и находится в постоянном диалоге с клиентами, поставщиками и партнерами.” "План предусматривает " оценку последствий пандемии для функционирования и потенциальных мер по смягчению последствий, которые могут быть осуществлены.”
Как вариант - после того как закончится вся эта пандемия - усилить производство A321NXReuters сообщило в четверг, что Airbus и конкурирующий Boeing ( BA.N) изучили варианты резкого сокращения производства широкофюзеляжных самолетов, таких как Airbus A350 или Boeing 777.
Поставщики для A350 в настоящее время получили указание работать примерно в два раза меньше, что эквивалентно 5 самолетам в месяц по сравнению с примерно 9,5 до кризиса, сообщили источники. Семейство A330, которое недавно замедлилось до 3,5 джетов в месяц, может упасть до двух.
Airbus и Boeing имеют запас из тысяч заказов на самолеты и до сих пор не смогли найти новые заказы для самых востребованных пассажирских самолетов, таких как A320 и 737, хотя Boeing также борется с приземлением своего 737 MAX.
- сама директива: https://rgl.faa.gov/Regulatory_and_...e5c9f1b28625854c00425195/$FILE/2020-08-04.pdfFAA Issue A New AD For The A320neo PW Engine - SamChui.com
FAA ISSUE A NEW AD FOR THE A320NEO PW ENGINE
CATARINA MADUREIRAAPRIL 17, 2020
A319NEOA320NEOA321NEOAIRBUSAIRBUS INDUSTRIEAVIATIONAVIATION NEWS2 C
OMMENTS
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The Federal Aviation Administration (FAA) has issued a new airworthiness directive (AD) for certain International Aero Engines (IAE) LLC Pratt & Whitney (PW) 1100G-JM engines.
PW 1100G-JM is a high-bypass geared turbofan engine family; developed by Pratt & Whitney with participation from THEIR member companies, IAE LLC, MTU Aero Engines and JAEC.
This engine powers the Airbus A320neo family.
Lufthansa A320neo in Frankfurt (Photo by TJDarmstadt)Previous Problems
In the previous AD, the FAA reported that between 2017 and June 2019 they received around 21 failures of the low-pressure turbine (LPT) 3rd-stage blades. It appears that these failures were caused by impact damage, occurring when debris passed through the engine.
According to the FAA, the manufacturer has determined the need to replace any affected LPT 3rd-stage blades with LPT blades made of a different material; this being a material that is more resistant to impact damage.
PW 1100G Cutway (By Pratt & Whitney)Required Actions
This AD requires the replacement of the affected LPT 3rd-stage blades, due to the previous failure reports. The FAA states that the AD is effective as of May 21st.
If not addressed, it could result in: the uncontained release of the LPT 3rd-stage blades, a failure of one or both engines and a loss of thrust control; consequentially this could lead to the loss of the aircraft.
The required actions must be done at the next engine shop visit, after the effective date of the AD. Any LPT 3rd-stage blades with P/N 5387343, 5387493, 5387473 or 5387503 must be removed from service and replaced with a part eligible for installation.
For the purpose of this AD, the FAA explains that an “engine shop visit” is the induction of an engine into the shop for maintenance involving the separation of pairs of major mating engine flanges.
For the replacement of a set of LPT 3rd-stage blades, the FAA estimates a part cost of $750,000 per blade set per engine.
This AD concerns the following turbofan engines: PW1133G-JM, PW1133GA-JM, PW1130G-JM, PW1129G-JM, PW1127G-JM, PW1127GA-JM, PW1127G1-JM, PW1124G-JM, PW1124G1-JM and PW1122G-JM.
EASA REQUIRES DE-PAIRING OF A320NEO PW ENGINES
NEO LIDECEMBER 18, 2019
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December 16th 2019, the European Union Aviation Safety Agency (EASA) issued an Airworthiness Directive (AD) that requires the de-pairing of certain Pratt & Whitney PW1100G engines, on the A320neo and the A321neo.
Occurrences were reported of finding damaged LPT 3rd stage blades on Airbus A320neo equipped with the affected engines. Investigation results determined that the affected parts have limited damage tolerance and, following impact at critical regions by foreign (originating from outside of the engine) or domestic (originating from inside of the engine) objects, instantaneous blade fracture may occur.
This condition, if not corrected, could lead to dual-engine in-flight shut-down (IFSD) on the affected airplanes, possibly resulting in reduced control of the airplane.
Pratt and Whitney Geared Turbofan Engine
To address this potential unsafe condition, the manufacturer developed improved LPT third stage blades and a Service Bulletin was published to provide engine modification instructions, replacing the LPT 3rd stage disk, blades, locking plates and shroud segments.
Based on these findings, EASA has decided to issue an AD applicable to certain Airbus A320neo and A321neo equipped with the affected engines, requiring de-pairing of the affected engines, to reduce the risk of dual IFSD.
Specifically, for aircraft having two affected engines installed, within 3 months after the effective date of the AD, remove one affected engine from service and, thereafter, ensure that at least one engine installed on the aircraft is not an affected engine.
For aircraft that have only 1 affected engine installed, or no affected engines installed from the effective date of this AD, do not install an affected engine, unless it is verified that the other engine on the aircraft is not an affected engine.
This AD is considered to be an interim action and further AD action may follow.
Airbus A320neo
At the same time, EASA also decided not to adopt the AD issued by the FAA regarding the same topic.
The FAA has published a directive that proposes to require the same actions as EASA for all affected engines. The directive includes references to the same Pratt & Whitney Service Bulletin. It is expected that the Final AD for this NPRM will be adopted by EASA.
A220 operators advised to monitor compressor over stall risk
A220 operators advised to monitor compressor over stall risk
By David Kaminski-Morrow30 April 2020
Carriers using Airbus A220s are being advised to monitor the operating performance of low-pressure compressors, to warn of stalls, following measures to address engine failures on the type.
A220s are fitted with Pratt & Whitney PW1500G powerplants, which have been the subject of scrutiny following a series of engine failures involving Swiss and Air Baltic aircraft.
Analysis has indicated that the low-pressure compressor’s stage-one rotor was vulnerable to acoustic resonance, after a change to the vane schedule from a full-authority digital engine control software update.
Operators have been instructed to revert to a previous vane schedule with revised software.
But the US FAA says this can result in a lower stall margin for the compressor, resulting in deteriorated or dirty engines experiencing recoverable stalls at the top of climb.
In a special bulletin, the FAA says two such stalls have occurred on the same PW1500G powerplant.
While it says this concern does not warrant an airworthiness directive, it is recommending that A220 operators “continuously monitor” the operating performance of the low-pressure compressor.
Pratt and Whitney has a method to monitor this performance, the FAA adds, which uses engine data provided by carriers, enabling the detection of deteriorated compressors before the onset of stalls.