10/28/2016

A320neo start-up times

The hype was huge when the problem around longer start-up times of the PW1100G-JM went public. Indigo stated that the ~2min. extra time that it took to start up the engines would threaten their Business model as a low cost carrier with high utilization and short turn around times between flights. As I showed in an earlier post this was not very plausible from the beginning. But at airports with tight infrastructure (Frankfurt comes to my mind) it could cause some headache - more for the airport than for the individual airline though - as, if one aircraft blocks the way to the gates as it has to wait until the engines are started, other aircraft have to wait.
Believing what Airbus, P&W and Lufthansa said recently the problem is largely gone now.
Now we can read in a report from airwaysmag about the first revenue flight onboard on the first Frontier A320neo that the that the competing LEAP-1A engine has a "noticeably long startup time". What that exactly means we don't know yet. There was nothing official about that yet, showing once again that the PR Folks at GE, CFM and Safran are doing a much better job than those at P&W.
But maybe someone should tell Qatar Airways CEO Al Akbar about it as the LEAP-1B should "suffer" the same problem before he confirms his order for the B737MAX. Or maybe he already counts on compensations...?



7/27/2016

A321ceo vs. B737-900ER deliveries

After yesterdays order from Jetblue for 30 more A321 (15 x A32ceo and 15 x A321neo with the right to convert to the A321LR), the order from Air Asia for 100 A321neo's and the conversion from Norwegian, now taking 30 A321LR, I looked into the delivery breakdown of Airbus und Boeing's narrowbodies.
Airbus delivered 40% of their narrowbodies as the A321this year so far - Boeing delivered less than 10% of all their B737NG's as the B737-900ER version.
The jury is still out if the pressure for Boeing is big enough to be forced to launch a B737MAX-10 or a clean-sheet MoM aircraft. GE Aviation CEO still has problems with the business case, as one could read in one of the latest editions of Flightglobal (sorry, I have no link, saw it on hardcopy only).
Boeing said they still have time to decide what to do...

7/07/2016

The CFM LEAP LPC issue

For the first time CFM acknowledged, though not directly but through Boeing's B737MAX chief engineer Michael Teal, that the CFM LEAP-1B has an issue with the stall margin of the LPC. This was widely known in the industry for months now and in online forums like airliners.net were some hints to that issue. It is alos clear, that not only the LEAP-1B

5/10/2016

A320neo engines compared


Recently, in March, CFM revised their certification documentation for the LEAP-1A engine. There now is a G02 version and Addison Schonland from AirInsight already explained the differences between the original G01 certification standard and the G02.
The higher stated weight of the G02 is due to the fact that the EBU is now included in the weight. If we now look at the documentation of the competing PW1100G-JM engine from P&W we see that the EBU is included in it’s weight also.
The weight of the PW1100G-JM is 2857.6 kg or 6300 lbs.
The weight of the LEAP-1A (G02) is 3153 kg or 6936 lbs.
 

5/03/2016

Indigo business model threatened by PW1100G?


Yesterday I read that Indigo sees their business model threatened by the engines of their A320neo – because of  the longer start-up times of the PW1100G (dependent on how long the engine was out after shutdown) the aircraft has to wait up to 2 min. longer with their engines at idle before the aircraft can begin to roll and taxi for takeoff.

Now let’s have a look if there is anything in this claim by looking at how Indigo actually operates their aircraft:

According to flightradar24 the 3rd A320neo (VT-ITA) flew on May 2nd from Delhi to Nagpur. The aircraft landed perfectly on time at 3:40am (UTC). It took off again 52 minutes later, 7 minutes later than scheduled but early enough to arrive back in Delhi 4 min. ahead of the scheduled arrival at 5:56am.

The 2nd leg of the day went to Bangalore with a scheduled departure at 7:30am (actual departure time 7:55am). The aircraft arrived Bangalore 3 min. ahead of schedule at 10:17am. Scheduled departure back to Delhi was at 11:15am, which was missed by 9 min. Arrival in Delhi then was 5 min. ahead of schedule at 13:50am.

So we can see no delays stemming from the start-up times. The 2 min. longer start-up time is an the maximum, which only occurs when the engine was off for about 2.5 hours. But turn-around times for the two legs was below one hour, so the extra start-up time should be