Choix de moteurs et exclusivités
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sevrien
Inscrit le 08/08/2006 |
# 26 mai 2008 14:51 | |
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Encore une affairmation infondée ! Vous devenez contradicteur professionnel, checklist ? Vous avez tort ! Tout à fait tort ! Car, tous les moteurs GE sur les B777-200 et -200ER, sauf un -- soit le GE90-94B -- ont eu de nombreux problèmes et ont provoqué des problèmes (d'exploitation) pour les cies. aériennes clientes. Regardez BA (vous ne lisez pas ce qu'on écrit ? Vous ne vérifiez pas ? Bien sûr, nous ne donnons pas dans les affirmations infondées et opinions non étayées) ! Et même le GE90-94B a eu ses moments problématiques ; par exemple, le déroutement du B777-200ER du vol AF, en Sibérie? Ce fut une surprise, car ce moteur mérité plutôt éloge ! Mais Il me semble, aussi, que Continental Airlines a eu des problèmes avec certains de ses GE90-94B! (Message édité par sevrien le 26/05/2008 14h54) |
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vrausch
Inscrit le 15/02/2007 |
# 28 mai 2008 13:17 | |
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Rolls-Royce et GKN créent une coentreprise de recherche sur les composites. Le motoriste britannique Rolls-Royce a annoncé mercredi avoir créé avec son compatriote GKN Aerospace une coentreprise qui sera dédiée "à la recherche et au développement en matière d'utilisation des matériaux composites dans les moteurs d'avions". http://www.aerospacemedia.com/site/afp. ... 665nho.xml |
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sevrien
Inscrit le 08/08/2006 |
# 29 mai 2008 02:45 | |
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Merci, Vrausch ! Il ne serait pas étonnant que l'un des premiers produits, qu'ils cherchent à réaliser ensemble, soit le "Fan Casing" en composite! |
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vrausch
Inscrit le 15/02/2007 |
# 29 mai 2008 10:46 | |
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Bonjour Sevrien, "composite fan-blade"  http://www.flightglobal.com/articles/20 ... nture.html |
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sevrien
Inscrit le 08/08/2006 |
# 30 mai 2008 00:02 | |
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Bravo GE & RR ! Ceci est une nouvelle intéressante ! Beochien, .... cela nous permet de réfléchir ! Il y a de quoi faire saliver TRIM2 ! Lien : http://www.flightglobal.com/articles/20 ... tones.html DATE:27/05/08. SOURCE:Flight International GE, R-R pass first HEETE design milestones By Stephen Trimble General Electric and Rolls-Royce have passed the first milestones on competing designs for an all-new engine core being developed for next-generation transport, surveillance and command and control aircraft. Since contract award last September, both contractors report completing a conceptual design review for a demonstration rig called the Highly Efficient Embedded Turbine Engine (HEETE). Sponsored by the US Air Force Research Laboratory, the goal is to prove that a 25% improvement in specific fuel consumption can still be extracted from a conventional turbofan design. Bonne chance au deux ! |
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sevrien
Inscrit le 08/08/2006 |
# 30 mai 2008 01:04 | |
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Ceci est une excellente nouvelle ! Je connais depuis plusieurs années l'ambition d'une personne, en particulier, chez RR, qui a modifié sa relation avec la firme, ces derniers temps. C'est elle qui a poussé fort pour que RR envisage de faire des "fan-blades" en composite ! Il ne serait pas étonnant que cet ingénieur (s'il le veut) collabore étroitement avec RR et GKN sur ce projet ! Très fier (et légitimement fier) du design des "fan-blades" en titane, avec les résultats extraordinaires obtenus sur RR Trent 1000, en terme de réduction du poids, et qui le seront, aussi, sur la famille RR Trent XWB, RR pourrait voir le challenge rêvé pour lui ! Et si la Joint Venture RR /GKN les réalise bien, cela obligera, peut-être , les Autorités américaines à revoir les tests "blade-off", tels que réalisés par GE sur son GEnx ! (Message édité par sevrien le 30/05/2008 03h35) |
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Beochien
Inscrit le 13/02/2007 |
# 31 mai 2008 18:09 | |
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Bonjour P1W ne perds plus de temps ... Ils parlent déjà d'une 3 eme génération pour 2020  Pourvu que ça marche bien !!  http://www.avionews.com/index.php?corpo ... =index.php L'article ------------------------------- 04:33 pm - Saturday Flight trials of the Pratt & Whitney geared turbofan will begin in July New York, United States - It will also be tested in an Airbus A-340 in September (WAPA) - The American aero engine manufacturer Pratt & Whitney is providing details about its new geared turbofan (GTF), which will commence flight trials in July in the USA in the company’s own Boeing 747, and which will also be tested in an Airbus A-340 in September. In a geared turbofan the fan rotates at a slower speed than in a low pressure compressor and turbine, and offers a significantly higher bypass ratio. This enables fuel consumption to be reduced by up to 15 per cent and cuts emissions significantly too. “Based on current kerosene prices, an operator can save some 1.5 million euros per aircraft in one year”, according to Bob Keady, Senior Vice President, Pratt & Whitney Commercial. The first customer to buy this new engine is Mitsubishi, for its new Japanese regional jet. Bombardier intends to equip its C Series with the geared turbofan. When Airbus and Boeing are looking for successors to their A-320 and 737 series around 2020 the third generation GTF should also be available for this category of aircraft too. JPRS Paris _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 31 mai 2008 18:24 | |
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Bonjour Sais pas si cela à été vu ... une bonne compil Clean Sky chez flight global ! Comment interressant sur RR ! Qui place la barre très haut haut ! GE Safran vont souffrir ! Une question pour Sévrien ... le pas variable est il contemplé chez RR pour les open rotors ?? C'est possible que GE - Snecma passent par là, a défaut de réducteur ! Et MTU qui pointe son nez sur base GTF de P&W et Avio pour ne pas être largué en 2020 ! L'article ! moins l'image ! des précisions intéressantes ! -------------------------------------- http://www.flightglobal.com/articles/20 ... power.html Clean Sky: cleaner power By Martin Fendt The goal of Clean Sky's Sustainable and Green Engines Integrated Technology Demonstrator is to assess, design, build and test up to five full-scale engine demonstrators that will be relevant to a wide range of aircraft, including narrowbody, widebody and regional aircraft, as well as rotorcraft. The programme will receive €421 million ($640 million) split equally between the European Commission and industry. The programme leaders - Rolls-Royce and Safran - will together require €206 million, half of which will be provided by the EC. Meanwhile, the programme's four principal "associates" - Avio, MTU, ITP and Volvo - will together be allocated €103 million. A further €102 million will be earmarked for additional European participants for which an open call will be issued later this year. The programme's objectives are closely related to three of the four environmental challenges set by the Advisory Council for Aeronautics Research in Europe: to reduce fuel consumption and CO2 emissions by 50% to reduce perceived external noise by 50% and to reduce NOx by 80%. Programme participants will identify and select promising technologies - many of which may be part of existing research programmes - and then develop them to a level of maturity so that during the latter half of the seven-year Integrated Technology Demonstrator programme, the resultant prototype hardware can be validated in a realistic operating environment. By the end of the programme, the aim is to deliver mature technologies which can be "dropped into" future engine programmes. The Demonstrators Of the possible five engine demonstrators, the initial focus is on open-rotor propfans that programme co-leaders - R-R and Safran - are promoting in their proposals. R-R, for its part, will also continue to advance the efficiency of its proprietary three-shaft turbofan architecture. "Rolls-Royce is not about to give up on the three-shaft concept, particularly for the larger engines for higher-speed intercontinental aircraft," says Nick Peacock, who is representing R-R. "However, there are other potential architectures that need to be studied [for smaller applications], of which the open rotor is clearly the most high profile at the moment." He adds: "The open rotor evaluation is going full-steam ahead, and we will not take a decision on launching our second demonstrator - perhaps a three-shaft turbofan - for several more years, and depending on the outcome of the open rotor tests." Peacock says that the counter-rotating blades of its open rotor proposal will rotate at completely different speeds compared with the two-shaft core. "These blades could either be driven directly by a turbine for each rotor, or by a single turbine linked to the input of an epicyclical gearbox with two counter-rotating outputs - which is our preferred approach." R-R will consider pusher (with the blades at the back), and tractor configurations (with blades at the front). "Each approach has its own complexities and challenges, which this programme intends to address," he says. "I don't think anybody is saying that these engines will be as quiet as modern turbofans," he acknowledges. "We can develop the technology, but the market has to decide whether it wishes to go for lowest possible CO2 emissions, or absolutely the lowest noise. It may be that no one technical solution provides both of those objectives." Clean Sky Integrated Approach Valérie Guénon is Safran's representative in the Clean Sky programme. "Safran's open rotor project will be fundamentally different from Rolls-Royce's configuration," Guénon says. "Snecma will explore an open rotor with a contra-rotating turbine driving the blades directly without a gearbox." Guénon acknowledges that there may be trade-off with the noise and public acceptance of the open rotor without a cowl to shield the blade noise. "However, we have made significant progress in terms of noise and CO2. But now we are at the stage when we must take new steps, and with them comes a certain level of risk." Another contribution from Safran will come from its Turbomeca division, which has submitted a proposal for an environmental helicopter [turboshaft] powerplant. "This will incorporate quite ambitious technologies such as a compressor with variable pressure ratio." Meanwhile, MTU is leading a team that includes Avio, the DLR research institute and Volvo Aero to develop a geared-fan technology demonstrator. "For Clean Sky, we could use the Pratt & Whitney geared turbofan being defined today, or it might be GTF hardware that emerges from the development programmes of Mitsubishi and Bombardier's CSeries, which will use the initial GTF engine," says Dr Hermann Scheugenpflug, director technology management for MTU Aero Engines. He adds that Avio, MTU and Volvo are partners in P&W's GTF. "Moreover, with the additional time available [during the seven-year Clean Sky project], we hope to improve upon today's GTF design, specifically to reduce fuel burn by 3-5 %." Target areas for efficiency improvements or weight savings include the high-pressure compressor and low-pressure turbine. For the turbine mid-frame, Volvo and MTU aim to reduce the length and weight of the interduct between the HPT and LPT. Meanwhile, Avio will develop the fan drive gear system. JPRS Paris (Message édité par Beochien le 31/05/2008 18h29) _________________ JPRS |
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sevrien
Inscrit le 08/08/2006 |
# 1 juin 2008 15:45 | |
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Cela va faire entre P&W et RR une forte émulation ! Ils vont se faire une concurrence mutuellement bénéfique, se compléter, être bien équipés pour prolonger leur partenariat IAE, et ... ce faisant, .... -- exposer GE à des risques de réduction de ses parts de marché (et, bien sûr, avec les répercussions inévitables sur Safran-SNECMA) ! |
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sevrien
Inscrit le 08/08/2006 |
# 1 juin 2008 16:24 | |
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Salut, beochien ! Honnêtement, aujourd'hui, ... je ne sais pas ! J'irai à la pêche ! Peut-être que TRIM2 a des idées ! TRIM2 ? Et MTU qui pointe son nez sur base GTF de P&W et Avio pour ne pas être largué en 2020 ! MTU a intérêt à élargir sa base de prise de risque ! Comme Volvo le fait ! Cela ne fragilisera point les liens entre les partenaires au sein d'IAE ! Au contraire ! -------------------------------------- Bien sûr ! Ceci confirme les choses que nous avons avancées il y a pas mal de temps. C'est normal, et c'est le genre de chose qui gouverne un peu le timing des remplacements des monocouloirs 'vedettes' actuels que sont les familles A320 et B737NG ! RR se donne le temps, donc ! C'est un des points 'clé' dans nos analyses & commentaires sur la possibilité russe ! -------------------- Clean Sky Integrated Approach C'est une bonne chose ! Ne s'agit-il pas de prolonger les travaux que GE avait 'mis au frigo' pendant les années 1980 ? Toujours impossible de déterminer l'indépendance réelle ou illusoire de Safran-SNECMA dans ces efforts ! Target areas for efficiency improvements or weight savings include the high-pressure compressor and low-pressure turbine. For the turbine mid-frame, Volvo and MTU aim to reduce the length and weight of the interduct between the HPT and LPT. Meanwhile, Avio will develop the fan drive gear system. JPRS ParisNormal que cette nouvelle approche reçoive tout cet effort ! Cet ensemble d'approches ne saurait être qu'une chose extraordinaire pour toute l'industrie ! On dirait que, devant cette combinaison, les "airframers" doivent patienter, quitte à ce qu'il y ait des solutions intermédiaires d'ici à 2022 ! Mais celles-ci ne doivent pas représenter des investissements trop onéreux ! |
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sevrien
Inscrit le 08/08/2006 |
# 2 juin 2008 18:42 | |
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Article très intéressant sur RR; GE & P&W ont des opérations similaires, ... mais moins développées à ce stade. Ils rattraperont le décalage. C'est bon pour l'industrie. ------------ Lien: http://www.ft.com/cms/s/0/2b1d2e0c-3032 ... 07658.html Extrait. Rolls-Royce reaps the rewards of client care By Sylvia Pfeifer Published: June 2 2008 02:47 | Last updated: June 2 2008 02:47 At London Heathrow, a British Airways Boeing 777 prepares for take-off. The engines power on and the aircraft lifts off from the runway, on its way to a cruising altitude of 30,000ft, bound for New York. Back on the ground in a small office in Derby in the East Midlands, the aircrafts engines are being monitored in real time by an innovative IT system. If at any time an engines performance falls outside strict parameters, for example if it starts vibrating too much, it will be picked up by the team of experts in the room who can respond instantly. They can pull up the history of an engine from when it first entered service to any problems it may have experienced in the past. The team can also mobilise maintenance help on the ground once the plane lands. Welcome to the operations centre of Rolls-Royce. From here, using live satellite feeds displayed on screens, technicians from the aero-engine maker operate a helpdesk 24 hours a day, seven days a week, for the companys civil airline customers. The centre offers a rare glimpse into the global service network run by Rolls-Royce that few people usually see. ------------- Impressionnant ! Sans autre commentaire ! (Message édité par sevrien le 02/06/2008 19h53) |
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checklist
Inscrit le 02/12/2007 |
# 3 juin 2008 01:32 | |
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Quelqu'un peut confirmer cette info ? Il m'avait semblé que le vol AF qui fût dérouté était un B777-300ER motorisé par le GE-90-115B ... Merci _________________ Qui pêche par orgueuil, cour à sa perte ... |
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sevrien
Inscrit le 08/08/2006 |
# 3 juin 2008 03:28 | |
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Oui ! Liens: http://www.flightglobal.com/articles/20 ... fault.html DATE:03/01/06. SOURCE:Flight International GE strives to identify Air France engine fault General Electric is examining a GE90-94B turbofan to identify the fault that forced an Air France Boeing 777-200ER crew to carry out an in-flight engine shutdown and divert to Irkutsk, Siberia on a flight from Seoul, South Korea to Paris. Air France says the 246 passengers were accommodated in three Irkutsk hotels on 17 December, then flown in a chartered Aeroflot Ilyushin Il-86 to Moscow Sheremetyevo the next day. -------------- http://www.airmech.co.uk/forums/showthread.php?t=5033 Air France GE90-94B (B777) Shutdown. -------------- General Electric is examining a GE90-94B turbofan to identify the fault that forced an Air France Boeing 777-200ER crew to carry out an in-flight engine shutdown and divert to Irkutsk, Siberia on a flight from Seoul, South Korea to Paris. Air France says the 246 passengers were accommodated in three Irkutsk hotels on 17 December, then flown in a chartered Aeroflot Ilyushin Il-86 to Moscow Sheremetyevo the next day. “We just don’t have enough information yet to speculate on what happened,” says GE. The company says this is the first incident of its type to affect the -94B, for which the in-flight shutdown rate is 0.003 per 1,000 engine flight-hours compared with the 180min extended twin-engine operations requirement of 0.020. Maintenance industry sources indicate early investigations are focused on a possible low-pressure compressor system failure. ---------------- Aussi, ... voir, sous topic : " Airbus A340-600HWG", page 18, les échanges entre ELMER et moi. |
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sevrien
Inscrit le 08/08/2006 |
# 4 juin 2008 00:00 | |
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Article rassurant, qui donne la mesure du sérieux de ce partenariat, IAE ! Lien : http://www.flightglobal.com/articles/20 ... o-iae.html DATE:29/05/08. SOURCE:Flight International P&W and R-R reiterate commitment to IAE By Craig Hoyle ----------------- Pratt & Whitney and Rolls-Royce continue to focus on the International Aero Engines consortium as their preferred route to market for a next-generation single-aisle powerplant, despite some fundamental differences over the optimum architecture. "We think that the geared turbofan is the better product, but we will look at the technologies in IAE and ask: 'What is the best of the best to bring forward to the market?'," says P&W senior vice-president sales and marketing, large commercial engines, Robert Keady. "We are not jamming the GTF down Rolls's throat," he adds. Quelle bonne attitude ! Exemplaire ! ----------------- R-R says it also remains committed to IAE, although it is dismissing the two-shaft GTF as a suitable architecture for future single-aisle airliners. "The GTF does not cause us any sleepless nights," says Norbert Arndt, R-R Deutschland managing director engineering. He says an ungeared three-shaft turbofan of equivalent size could deliver comparable performance improvements, and adds that the UK company continues to study various concepts that include both two- and three-shaft designs, as well as open rotors. ------------- Intéressant que RR regarde vers l'architecture à deux arbres ! Pragmatisme ! Avis personnel,... : je suis sûr que RR a appris quelque chose de nouveau, et intéressant, en proposant à Dassault le moteur RB282 engine, destiné au futur "super-mid-size Falcon business jet" de Dassault. (Message édité par sevrien le 04/06/2008 00h04) |
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Beochien
Inscrit le 13/02/2007 |
# 4 juin 2008 00:37 | |
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Merci Sévrien Moi perso je vois plus de désaccords que d'accords !! A fleuret moucheté ... mais aucune convergence !! Bon, on verra ! Mais P&W et ses alliés son désespérés pour rentrer dans le circuit A ou B ... si RR dit flat qu'ils ne sont pas optimum ... ils ont l'obligation de chercher des solutions chez P&W ... ca je le sens depuis qq temps !! RR ne veut pas se précipiter ... Et P&W à le feu .... JPRS Paris _________________ JPRS |
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