A319/A320/A321 NEO Partie 2

to ramp up 50 #A320/month #Airbus will increase Hamburg rate from 22 to 25, Toulouse from 16 to 17& start Mobile FAL + 4 in #Tianjin

— VéroniqueGuillermard (@vguillermard) 28 Mai 2015

He adds that Airbus and P&W are addressing a "maturity issue" on the PW1100G, relating to a seal in the vicinity of the high-pressure compressor, some production batches of which have shown "slightly more deviations" during operation.

Flight testing is "on hold" until the issue is resolved, he says, but he expects this to be overcome within a few days.

Evrard says that autopilot certification is among the steps yet to be undertaken on the A320neo, along with hot-and-high performance testing, plus functional and reliability tests.

The airframer is also applying the same strategy of mirroring airline operations ahead of entry into service. This strategy, introduced for the A350 as 'Airline1', has been designated 'Neo1' for the new aircraft.

Airbus is aiming to deliver the first A320neo, with PW1100G engines, in the fourth quarter of this year. "We are going to expedite the last phase of the flight test," says Evrard.

PW-powered #A320neo resumes flight tests http://t.co/s5RNrXufzn (via @flightradar24) /cc @aeroturbopower pic.twitter.com/afGf9JGCY0

— Karel Souffriau (@karelxwb) 27 Juillet 2015

Airbus told AIN that details of “individual aircraft test allocation is an area which we simply can’t comment on,” but that flexibility “was something we had facilitated into the test program from the outset.” Nevertheless, it points out that all flight-test campaigns dedicate many certification tests to the airframe and that after calibration work related to aerodynamics and specific engine-performance and -thrust parameters finish, crews can perform airframe-related tests involving such items as handling qualities on a test machine “with either engine type.” In addition, other work—for example, fuel-, hydraulic-, and navigation-systems testing—can “sometimes be performed independently of the engine installed.”

Key tests completed during the first phase of the test campaign—before April’s pause in flying—confirmed that A320Neo performance met all requirements, according to Airbus. Work remaining involves mainly certification tests, including those relating to hot-weather, high-altitude and automatic-landing operations. “We have also adapted the remaining flight-test schedule to take into account these revised dates and ensure priority to the tests remaining to achieve the certification,” Airbus told AIN.

Lufthansa Group will take delivery of its first Airbus A320neo towards the end of 2015 and not in early 2016 as previously anticipated, an airline spokesperson in Frankfurt has confirmed to ...

Poncho (Admin) a écrit:Merci Paul

Lu dans Avweek Bregier + Leeham avec Enders

1) décision pour la cadence de 60 / mois d'ici la fin d'année
2) ça sera une 4ème FAL à Hambourg
3) avec un centre d'aménagement à toulouse qui n'en n'a pas pour le moment (et donc les A319/A320 de Toulouse vont à Hambourg pour l'aménagement)

Voilà voilà

Paul a écrit:les winglets sont mise en place avec 2 gros boulons seulement, peut-être 4, une histoire de quelques minutes. Ce qui est le plus long ensuite c'est l'installation des carénages.

A team at Airbus’ facility in Filton, UK, has designed, built and tested a performance-enhancing component as an option for the A320neo. The innovation, referred to as “SHARP” (SHort AiRfield Package), aims to increase wing lift at low speeds and thus enhance take-off and landing performance for operations on short runways. A key component of the package is a Kevlar composite panel modification to the wing’s ‘Root Fillet Fairing’ to enable the improved landing performance. The requirement for such a modification was driven in part to facilitate operations into Brazil's Santos Dumont airport, where the runway is only around 1,300m long. As well as the short runway there is a mountain to one side and a long bridge on the other, which makes this a challenging operation. Airbus has identified several operators which would like to fly their future A320neos into this airport – and SHARP will allow them to do so.
The UK team, working with their engineering colleagues in Bremen (Germany) had considered various proposals to reduce the approach speed at landing. The resulting ‘winner’ was a modification to optimise the airflow over the Root Fillet Fairing panel, and which could be delivered as retrofit-able option. Construction of a test panel took place in Filton's “ProtoSpace” facility using ‘rapid prototyping’ Additive Layer Manufacturing (ALM) technology to ‘3D-print’ the moulds. Fibre glass was then layered into the moulds to create the new panel prior to final finish and paint. Metrology experts then scanned the panel to ensure that exact profile being tested was well understood. The prototype’s subsequent flight-testing in Toulouse was successful and the engineering and industrial teams are now finalizing this design for production

The second Type III emergency exit can be de-activated by embodiment of modification 35177 (aft overwing exit) or modification 150016 (forward overwing exit). In this case, the maximum number of passengers is 145. The maximum number of passengers between any of the overwing exit doors and rear door is 90.