Problem with the engine makes IndiGo now the third operator to induct the A320neo

10 Thursday Dec 2015

Posted by theflyingengineer in Airline, Go Air, IndiGo, Vistara

Tags

Air, Customer, Engine, entry, Go, GoAir, Indigo, into, Launch, Lufthansa, Pratt, problem, Qatar, Service, Vistara, Whitney

The Airbus A320 is the first aircraft to be certified with the Pratt and Whitney (PW) Geared Turbofan (GTF) Engines. The GTF engines are revolutionary, moving somewhat closer to a turboprop with the presence of the reduction gear-drive. The A320neo (new engine option) variant with the PW 1127G-JM engines, the A320-271N, has run into a spot of bother, which has made Qatar and IndiGo refuse the aircraft with its present restrictions. Lufthansa is now the launch customer of the neo.

The A320-271N was certified late November 2015.

According to Air Transport World (ATW), “…operational restrictions are still in place for the Pratt & Whitney PW1100G engine, pending some hardware and software changes”. This restriction requires the engines to idle for three minutes before the aircraft can commence taxi. Qatar will not accept a part-baked product, and IndiGo will not operate an airplane that will mess with its strict turn-around schedule.

The 5th production Airbus A320neo (-271), MSN 6801, is slated for Lufthansa, to be registered D-AINA. The 11th production A320-271N, MSN 6864, to be registered D-AINB, is the second A320neo slated for Lufthansa. The remaining A320neos upto the 11th are slated for Indigo (5), Qatar (2), and Spirit Airlines (1). Both are assembled at the line at Hamburg (Germany). The first A320neo is planned by Lufthansa to be introduced into commercial service in January first week, according to ATW.

With Lufthansa stepping up as the launch customer, Qatar will become the second operator to induct the A320neo, and IndiGo the third. Go air is slated to receive the 23rd production A320neo (-271N). IndiGo will then receive its neos only in early 2016, as had originally been widely speculated, based on other issues the engine had earlier faced.

The Pratt and Whitney GTF engine, by virtue of its new technology, will have its share of issues till the engine matures, as is the case with almost every new engine. While the GTF optimises propulsive efficiency through the use of a reduction gearbox to drive the three stages of the engine at optimal speeds, the alternate engine to power the A320neo, CFM’s LEAP-1A, optimises thermal efficiency by running the combustion chamber much hotter, relying heavily on material technology to withstand such temperatures. According to Aspire Aviation, the CFM engines have underperformed on fuel consumption, and is facing issues related to both component heating, and cooling mechanisms.

While IndiGo and Go Air will bear the brunt of the bound-to-happen hiccups as the engine matures, Vistara, which is yet to make a decision on its engines in the first half of 2016, will receive its leased neos only in the second half of 2017. The airline will have good time to keep a close watch on the PW1127G-JM engine performance and reliability to make a better informed decision. While the aircraft and engine certification programme put the aircraft through extreme tests, it is also a known fact that Indian operating conditions are harsh for engines. Prolonged operations in Indian conditions will truly test the A320-271N.

Air India has apparently not yet decided on leasing neos in the short-medium term.

IndiGo’s first three Airbus A320 NEOs, first A320 NEO for the airline flew on September 25th

29 Tuesday Sep 2015

Posted by theflyingengineer in IndiGo

≈ Leave a comment

Tags

189, 6720, 6744, 6799, A320, Airbus, Customer, Engine, flex, Gear, ITA, ITC, Launch, NEO, Pratt, Qatar, Seats, Space, Turbofan, Whitney

Edit (30th Sept): Edited to include the first flight of the first production A320NEO, which is destined for IndiGo. Edit includes a confirmation of a Space Flex cabin.

Indian domestic market leader IndiGo’s first Airbus A320 NEO (New Engine Option) – part of the July 2011 order for 180 aircraft, has rolled out of the Hamburg (Germany) final assembly line fully painted in the airline colors, but without the Pratt & Whitney Geared Turbo Fan (GTF) Engines. This is the third such airframe of the airline. Two have no engines fitted. The cabin has not been fitted yet.

MSN 6720, destined for IndiGo, first flew on September 25th at Toulouse, France. The aircraft fuselage has however not been painted in the airline’s colors, but the wings are in the airline’s markings. MSN6720 is the 6th NEO to be produced, and the first ‘production’ NEO. The to-be Indian Registration of MSN 6720 is yet unknown, but will likely be the first A320 NEO for IndiGo.

A320-271N MSN 6744, which is expected to be registered VT-ITA, is the 7th NEO produced, and likely the second for IndiGo. A320-271N MSN 6799, to be registred VT-ITC, is likely IndiGo’s third A320 being assembled at the Toulouse (France) final assembly line, and is the 9th NEO to be produced. All Airbus A320 NEOs that IndiGo will accept will be powered by the Pratt & Whitney PW1127G engines.

The same engines had a problem with a clip holding seals inside the engine. This had caused concerns on the NEO program schedule, which has invariably slipped a bit. However, launch customer Qatar Airways expects to receive the first aircraft by the end of the calendar year. Interestingly, Qatar’s A320 NEO is MSN 6772 – the 8th NEO – which means it is later down the assembly line sequence when compared to IndiGo’s 6744 and 6720.

The NEOs rely on the sharklets and new, ultra-high bypass geared turbofan engine technology to together deliver fuel savings of upto around 15% (over and above today’s CEO A320’s without sharklets) . Such high fuel savings will however be realized only on very long flights that approach the maximum range of the airplane.

Airbus’s “Space Flex” concept allows airlines to increase the seating capacity of the Airbus A320 (both current engine options (CEO) and NEO) to 189 seats, without compromising on seat pitch and comfort. This is achieved by moving the two rear lavatories closer to the bulkhead, eating into the galley space. This makes more sense to no frills carriers which do not carry much meals on board. The space for service trolleys in the aft galley of the aircraft reduces from 7 to 3. The space where the aft lavatories were fitted are replaced with 1.5 rows of seats.

This increase in number of seats reduces unit costs by 5% to 6%. It is not known if IndiGo will adopt the space flex concept yet. No physical changes to the emergency exits are required. However, opting for a mix of 189 seat and 180 seat A320s may reduce operational flexibility for the airline. Opting for a higher capacity however seems inevitable.

IndiGo is believed to have opted for the Space Flex cabin, but details on when it will appear are not known.

The 3rd A350: “Carbon” signature livery: On track for the 2014 Q4 EIS

03 Friday Jan 2014

Posted by theflyingengineer in General Aviation Interest, Manufacturer

≈ Leave a comment

Tags

2, 2014, A350, Airbus, Carbon, F-WWCF, Flights, MSN, Passenger, Q4, Qatar, Signature

The Airbus A350 program seems to be on track for the planned 12 month certification program, and the planned entry into service (EIS) in what was earlier reported by Airbus as the “second half of 2014”, and now, more precisely, “Q4 2014”; On Thursday 2nd January 2014 Airbus rolled-out its third A350 XWB flight-test aircraft, MSN2, from the paint shop in Toulouse.

The rolling out of the A350 fitted with a cabin was well timed: January 1st 2014 marked 100 years since the first scheduled commercial airline flight took off, with just one passenger, from St-Pertersburg, Florida, to Tampa, Florida, in a flight that lasted just 23 minutes.

The first A350 to enter commercial service will be for Qatar Airways.

This aircraft, F-WWCF, is the first of two A350 flight test aircraft to be equipped with a full passenger cabin interior, and features a distinctive “Carbon” signature livery to reflect its primary construction from advanced materials. 53% of the A350 XWB’s airframe is made-up of carbon-fibre reinforced polymer (CFRP) including Airbus’ first carbon-fibre fuselage.

The other aircraft to be fitted with a cabin will be MSN 5, which is in the final assembly line and is expected to fly in a few months. MSN 1, 3 and 4 are dedicated to avionics, noise testing, and various other systems work through the flight test program. These three aircraft will not be fitted with a cabin, but rather, equipped with heavy flight test installation.

MSN2 will join the A350 XWB flight test fleet in the coming weeks and will be the first A350 to transport passengers when it undertakes the Early Long Flights (ELF) later in the year. The “passengers” will be Airbus employees.