Bonjour, chers tous ! IAE (avec son V2500 ou autre moteur, basé sur le V2500 ? ) regarde vers les possibilités stratégiques en Chine, sur l'aile du nouveau monocouloir chinois.Lien
DATE:15/05/09. SOURCE:Air Transport Intelligence newsIAE eyes role in new Chinese narrowbody
By Brendan Sobie
International Aero Engines (IAE) is in talks with the Commercial Aircraft Corporation of China (Comac) over potentially supplying a powerplant for China's new-generation narrowbody aircraft.
IAE CEO Jon Beatty says IAE has provided Comac with information on its new engine capabilities and the two companies are discussing a potential partnership.
Si le mot "partnership" / 'partenariat' est déjà publié, cela signife que les discussions durent depuis un certain temps, et que les choses avancent !
"We are working with Comac," Beatty tells ATI. "We have dialogue. We have paper being exchanged back and forth with Comac."
Y compris, certainement, des lettres "d'exclusivité et de confidsentialité", .. ou, peut-être, même, des LoI ("Lettres d'Intention").
Comac last year unveiled plans to develop a new 130- to 200-seat aircraft aimed at replacing Airbus
A320s and Boeing
737s in the domestic Chinese market as well as overseas.
C'est l'opération "exportation",
qui devrait étre pris très au sérieux par Airbus et Boeing !
ATI reported in March that Comac had submitted request for information (RFI) to several engine manufacturers, including Shanghai-based AVIC Commercial Aircraft Engine (ACAE), GE and Pratt & Whitney
Il serait étonnant que, après les déboires de P&W en Chine (c'est 'historique', et en contraste direct avec la réussite de RR, dans ce pays), la Chine, qui aura besoin de montrer fiabilité et robustesse, dans une enveloppe de "maturité", opte pour le GTF. Mais, ne détestant pas P&W, les Autorités chinoises voient que le consortium IAE offre des potentialités intéressantes !
Beatty reveals IAE also received the RFI and says all of IAE's shareholders, including Pratt & Whitney, have agreed the preferred route for a new narrowbody engine is the IAE consortium.
Ceci devrait calmer les ardeurs de ceux qui nous gavent avec leurs délires sur la GFT ("Geared Fan Technology") du GTF ("Geared Turbo Fan"), comme sauveur de la planète des moteurs ! Toutes les options sont surement ouvertes !
IAE's four shareholders - Pratt & Whitney, Rolls-Royce, MTU Aero Engines and the Japanese Aero Engines Corporation - have previously pledged to use the IAE vehicle to pursue new narrowbody aircraft projects and Beatty says this was reiterated during the last board IAE board meeting.
Il ne va pas raconter des "cracks" à ce sujet !
"I just came back from a board meeting in London and Rolls, Pratt, MTU and JAEC have all stated emphatically that IAE is the preferred route to market," Beatty says.
Ceci n'empêche pas d'inclure une offre élargie de produits, y compris ceux de P&W (GTF), & / ou de RR (RB-285 à architecture à 3 arbres ou 'mini-Trent', ou même un e évolution du RB282 pour le futur "medium-size Biz-Jet" de Dassault), le cas écheant.
Peut-être joue-t-on sur les mots ici, en ne parlant que d'IAE, mais en termes de nouveau moteur / "new engine" !
"We are the route to market for a single-aisle aircraft. The IAE franchise is wildly successful. The brand name is un-replaceable. Finally now we're getting almost as well known as CFM."
Oui ! Rt pour les bonnes raisons ; pas pour les rasions négatives !
A noter !
Pratt & Whitney's new geared turbofan (GTF) engine has been selected by Bombardier
for the new 110- to 130-seat CSeries and by Mitsubishi Aircraft for the new 70- to 90-seat MRJ. But for larger single-aisle aircraft, including the so-called Comac 919 and potential A320
and 737 replacements at Airbus and Boeing, a consortium approach is more likely.
Bonne réaction !
"That doesn't scare me at all," Beatty says, referring to the launch of the GTF. "What would scare me is if my shareholders weren't developing technology. What I have now is the best of all worlds.
"I got Pratt & Whitney developing geared turbofan technology. I got Rolls Royce heavily investing in technology. MTU is starting to come into their own developing their own technology. The Japanese have always been a significant source of technology and revenue".
But Beatty adds technologies that are capable of generating the double-digit fuel burn and efficiency improvements required to support a new narrowbody aircraft project are not being worked on at the IAE level. "That level of development is being aggressively worked at all four shareholders," he says.
Cela est clair ! IAE "assemble" ! Pour l'essentiel, les R&D & R&T sont positionnés au niveau des opérations des actionnaires ! Mais dans un contexte de vrai partenariat ! Pas dans le cadre d'un donneur d'ordre et d'un sous-traitant ! Les améliorations peuvent être concçues et travaillées au nrivrau d'IAE!
Beatty says IAE also has its own technology people working on further improvements to the V2500
beyond the Select 1 upgrade, which entered service last October with 1% improved fuel burn and 20% improved time on wing. "We continue to develop product improvements ourselves," he says. "We clearly aren't sitting still. We have other advances we are working on."
A noter !
"There's no doubt in my mind that if either Boeing or Airbus was to launch that we could put a product together. In fact we have submitted proposals to several airframers [including Comac] on brand new engines on what we could do. But as of today there is no new product launch."
Tout à fait !
While Airbus and Boeing and are "talking about" a new narrowbody aircraft, Beatty says for now both seem reluctant to launch. He points out the A320 and 737 are now the "bread and butter" for Airbus and Boeing and both manufacturers are relying on the narrowbodies to get them through problems with some of their new widebody programmes.
Bonne perception ! Bien dit !
"Who blinks first? Right now there is an equilibrium that exists," Beatty says.
China, however, is moving fast with Comac planning a 2014 first flight and 2016 entry into service for its new narrowbody aircraft. "The Chinese will build a very successful aircraft," Beatty says. "It may be off schedule at the beginning but eventually they will build a nice product."
La "base installée" prend forme et s'étoffe !
As it eyes a potential role in the new Comac progamme, IAE is looking to leverage its recent success in China. Beatty points out the V2500 now has a 73% share of the A320 market in China and IAE is closely involved in the new A320 final assembly line in the Chinese port city of Tianjin. IAE delivered the first V2500 to Tianjin in October, and is supplying the engines for the first 10 A320s to be produced at the new facility.
Voilà la bonne nouvelle !
"We're doing real well in China," Beatty says.
He adds that while the current downturn has prompted Chinese carriers to defer delivery of new widebodies, there have not yet been any cancellations or deferrals of A320s. In fact, IAE continues to see China as a major growth market for the V2500.
"We're seeing slowed growth but we're still seeing growth," Beatty says. "We're still seeing growth in China. And we're still doing some new business in Europe."
De quoi être heureux, dans le conjoncture économique actuelle et prévisible !