Новости Airbus Group / EADS


- может, конечно, надо заводить отдельную ветку по P&W:
Redesign to cure acoustic engine phenomenon linked to A220 failures
By David Kaminski-Morrow5 March 2021

Pratt & Whitney is aiming to introduce redesigned bleed-valve ducts for Airbus A220 engines by the fourth quarter of this year, to eliminate a resonance phenomenon linked to a series of powerplant failures.
Four instances of PW1500G low-pressure compressor stage-one rotor separation, affecting A220-300s operated by Swiss and Air Baltic, occurred in the seven months between July 2019 and February 2020.
Engine parameters at the time of each failure, and the resulting damage, was “consistent” for all the events, says the US National Transportation Safety Board, which has completed an investigation into the first incident, involving a Swiss A220 (HB-JCM).
The aircraft’s left-hand engine failed as it climbed through 32,000ft over Perrigny-sur-Armancon in France while en route to London Heathrow. Examination of the twinjet after it diverted to Paris Charles de Gaulle revealed a hole in the low-pressure compressor casing and the stage-one rotor was missing.
A220 failed engine-c-NTSB

Source: NTSB
Analysis of the failed engine from HB-JCM traced the rotor fracture to resonance
Investigators conducted multiple tests including computational fluid dynamic and acoustics analysis to identify the cause of the failure.
These tests identified a mechanically-coupled mode excitation between the stage-one and stage-three rotors of the low-pressure compressor, driven by an “acoustic coincidence” with the 2.5 bleed-valve duct cavity.
At high engine speeds in specific operating conditions, says the inquiry, the low-pressure compressor rotor blade tips could cause turbulent airflow that generated an acoustic tone as it passed over this cavity, which is situated immediately behind the compressor.
This tone excited a stage-three rotor blade bending mode which was then mechanically transferred, through the low-pressure compressor module, to the stage-one rotor – generating a bending mode in that rotor which exceeded the stress limits on its blades.
The stresses created cracks in the blade root and rotor which worsened until the rotor failed from overload.
A220 failed engine LPC case-c-NTSB

Source: NTSB
Damage to the low-pressure compressor case resulting from the rotor failure
Three of the A220 engine failures involved the PW1524 variant of the powerplant while the other occurred to a PW1521.
Investigators determined that a software revision to the electronic engine control, which altered the compressor’s variable inlet guide vane schedule, increased the likelihood of blade-flutter onset.
Operating restrictions – including a thrust limitation at high altitude – were imposed on A220s in the aftermath of the engine failures to reduce the chances of the phenomenon being initiated, and amended engine-control software was also introduced to restore the original vane schedule.
But Pratt & Whitney is also modifying the geometry of the 2.5 bleed-valve duct, says the inquiry, in order to increase frequency margins and eradicate the problematic resonant response. It adds that the redesigned hardware is scheduled to be available by the fourth quarter.

Александр Артюков

- может, конечно, надо заводить отдельную ветку по P&W:
Да, с PW1500G какая-то особенная песня. AirBaltic сообщали о пятидесяти (!) заменах двигателей на своих бортах. Надо бы поискать первоисточник - за какой период это произошло.

Понятно, что с 2020 года PW напряженно работает по поддержке клиентов и исправлению проблем, но, видимо, пройдет еще не менее 1-2 лет, пока они смогут выправить ситуацию.

А ведь может напрямую повлиять на крупные закупки A220 американскими компаниями.


эрбас наконец собрался делать грузовые 350

предположительно, они будут чуть длиннее 350-900 и сделать дверь в композитном фюзеляже будет сложнее.

по оценкам, для запуска программы для окупаемости надо 50 штук

Александр Артюков

эрбас наконец собрался делать грузовые 350

предположительно, они будут чуть длиннее 350-900 и сделать дверь в композитном фюзеляже будет сложнее.

по оценкам, для запуска программы для окупаемости надо 50 штук
Судя по всему, реальность этого проекта на уровне NMA )) - поговорить и разойтись.


подписали эксклюзивное соглашение до 30-х годов, что 350-900 будет только с трентами.
350-1000 и раньше был эксклюзивным.

что означает в основном, что ультрафан откладывается еще дальше.




This is an English summary of the interview of Florent Massou, Airbus VP A220 program, by the Ailes du Québec. It was released at the beginning of March. It is in French and is likely to remain largely ignored by the mainstream aerospace media for which English is the only language.

The main points from the interview are summarized below:

Program management is now mostly from Airbus, the design team is in Montreal.

Some approaches are different between Bombardier and Airbus. For instance, Bombardier subcontracted more at system level, while Airbus tends to do the integration. Most of the suppliers where already known from Airbus. One notable exception is AVIC, supplier of the center fuselage section (double source with Spirit from Belfast). Discussions were difficult with some suppliers regarding cost reduction.

Main priority is to improve production, to reduce the manufacturing costs, which are still above target. When taking over the program, Airbus found a difficult situation in production, missing parts on the FAL, suppliers delivering non quality, resulting in inefficiency and very long lead times. Major changes were introduced by Airbus in planning, supplier management, management of configuration. Significant results, non quality divided by two, a few missing parts compared to thousands. Next step is to revise the manufacturing process according to the Airbus model. A pre FAL will be put in place in Mirabel, using the surface freed by the end of the CRJ production, and will be operational from early 2022. As per the usual Airbus production model, its purpose is to have just final assembly in the main FALs (Mirabel and Mobile), which are strictly dedicated to final assembly of pre-assembled sections with all installed equipments. Further improvements will be introduced after; the objective is to have an efficient production system in 2024/25. This is a significant investment from Airbus, in the context of the current crisis.

Design evolutions; short term max take off weight to increase range, new cabins for Air France and Breeze, VIP version with additional fuel tanks, further avionics suites. A major stream of activities is and will be “design to cost” to reduce the cost of manufacturing the aircraft, with support from Airbus design offices in Europe, which have a long experience in the matter on other projects (Single Aisle). This is fundamental for the future of the program. Stretch might come later but is not launched yet, securing a viable production will come first; the PW GTF will remain the sole engine.

The emphasis is to ensure customer satisfaction and to secure the program viability by reducing production cost (design and production).

Airbus (and Boeing) war machines are their production lines; driving down cost through design and voume allows them to underbid any competition, securing more orders. Airbus is currently making the investment allowing the A220 to compete.

This is only a brief summary, the whole thing is very interesting and quite open, it lasts close to one hour, and can be accessed here:


Расследования показало, что выключение двигателя, которое было выполнено в наборе высоты, вызвано неисправностью в системе охлаждения масла.
На момент происшествия 13 октября 2018, сервисный бюллетень, исправляющий эту проблему существовал 4 месяца, но был с пометкой "не срочный".
В 2020 году FAA выпустило бюллетень, требующий инспекции системы охлаждения масла на двигателях PW1500G.

Swiss A220 engine shutdown traced to leak from unmodified oil cooler
By David Kaminski-Morrow26 March 2021

Investigators have determined that a Swiss Airbus A220-100 engine shutdown during climb out of Paris was triggered by a faulty seal leading to a loss of oil pressure.

The aircraft (HB-JBC) was en route to Zurich from Paris Charles de Gaulle and climbing through 22,000ft.

Swiss investigation authority SUST says the crew had received several warning messages about low oil quantity and low oil pressure on the left-hand Pratt & Whitney PW1500G engine.

The crew shut down the engine and proceeded to Zurich where the twinjet landed without further difficulty.

SUST has traced the issue to a faulty O-ring seal on the engine’s fuel oil cooler.

Swiss A220-100 HB-JBC-c-Anna Zvereva Creative Commons

Source: Anna Zvereva/Creative Commons
At the time of the incident, on 13 October 2018, a service bulletin was in circulation detailing replacement of a cooler component with one having a longer thread length and tighter torque.

The bulletin had been published four months earlier but was classified as “less urgent”, says the inquiry, and had yet to be carried out on the A220 involved.

After the event the urgency level was increased, and a subsequent inspection of the Swiss fleet revealed two more affected oil coolers.

Further service bulletins provided for replacing the oil line leading to the connection, while the US FAA published a directive last year which referred to in-flight shutdowns of PW1500Gs resulting from oil leaks, mentioning the potential risk of fire and requiring gap inspections of the oil cooler and the LP10 oil supply tube.





Airbus увеличил поставку реактивных самолетов в марте - лучший месяц года​

Airbus SE поставил 72 самолета в прошлом месяце, увеличив поставки даже тогда, когда вспышки коронавируса задержали восстановление авиаперевозок.
Всплеск, о котором сообщалось в четверг, подтвердил более ранний отчет Bloomberg и отметил лучшие показатели до сих пор в этом году для европейского производителя самолетов.