A330 NEO en 2018 ?

Pratt & Whitney, which offers PW4168/PW4170 versions of the PW4000 family as engine options on the A330, is not expected to submit a proposal. Although Pratt has outlined eventual plans for larger versions of the PW1000G geared turbofan that are in development for a range of single-aisle aircraft, notably the A320neo, the relatively short-term timescale of the aircraft, added to the engine maker’s already heavy development commitment, effectively rules them out of the race.
Industry sources report that both Rolls-Royce and General Electric are seeking exclusivity on the potential new A330 versions in an attempt to avoid a split in a program that is not certain to run as long as the original variant.

Rolls, which holds the lion’s share of the existing A330 market with its Trent 700, is believed to be discussing a new derivative based on the Trent 1000 TEN (thrust, efficiency and new technology) variant now in development for the 787-10. Although aimed at the slightly higher 76,000-lb.-thrust bracket for the double-stretched 787 version, the TEN will be certificated across a broad power range for application in de-rated form for lower-weight 787-8 and -9 applications, as well as an optional 78,000-lb. version for potential growth needs. Ground tests of the first Trent 1000 TEN will start this year, with flight tests set for 2015 and entry-into-service scheduled for sometime before mid-2016.

GE, which in contrast to Rolls has the bulk of the 787 market with its GEnx-1B, is discussing a version of the latest PIP II (performance improvement package) standard with Airbus. The latest upgrade, which increased flow and offered an improved low-pressure system, was certified on the 787 last December and has entered service. While the U.S. engine maker has no official plans to further upgrade the GEnx beyond the latest standards, it is expected to study longer-term life-extension or PIP options based on some technology items emerging from the GE9X program for the 777X. GE currently offers the CF6-80E1 on the A330 rated at 67,500-72,000-lb. thrust.

One key complication faced by both GE and Rolls is that while the 787 engines are suitably powerful for the A330, each lacks conventional bleed air power offtakes. The 787 was the first commercial airliner to replace standard pneumatic systems with electric power, and as a result both the GEnx-1B and Trent 1000 are configured with electric start systems that act as power generators when they are up and running. To adapt to the A330, which has conventional pneumatically powered systems, both engines would require significant modifications. GE is likely to take advantage of the design of the 66,500-lb.-thrust GEnx-2B, which is configured with a bleed air system for the 747-8. Rolls could look to adapt bleed systems from either the Trent 900 used on the A380 or the XWB in flight test on the A350-900. The Trent 1000 TEN also will use a new high-pressure compressor design based on that used in the XWB engine, making it the first version of the 787 engine to directly use specific technology proven earlier on an Airbus application.

Although neither General Electric nor Rolls-Royce will discuss the status of A330neo studies, industry sources say both engine makers are now in advanced discussions with Airbus, which is expected to make at least an informal “go, no-go” decision as early as March, with a formal launch conceivable in 2015.

Jeannot a écrit:Le poids du T700 semble poser quelques questions.

Le TSDS de l'EASA indique 6160 kgs avec la phrase "Not including fluids and Nacelle EBU". Par ailleurs sur A...Net on peut lire que le poids inclue la nacelle et surtout les "reverses" qui sont normalement loins d'être légers. C'est un peu contradictoire. Non ?

Cela me fait poser quelques questions complémentaires auxquelles je n'ai pas de réponse. Pour les moteurs il y a quatre composants, l'aile, le pylône, la nacelle et le moteur.
. Comment est attaché le moteur au pylône ? Le moteur est-il attaché au pylône et donc la nacelle se comporterait comme une carrosserie ? Le moteur est-il attaché à la nacelle qui elle même est alors attachée au pylône ?
. Les angles nacelle/pylône ou pylône/aile peuvent-il varier avec les phases de vol ?
. Quelle est l'influence (aérodynamique, portance, flexibilité) du pylône sur l'ensemble ?
. Quelle est l'influence (aérodynamique, portance, flexibilité) de la nacelle sur l'ensemble ?
. Quelle est l'influence de la flexibilité de l'aile sur cet ensemble ?

Je sais que cela fait beaucoup de questions mais il doit y avoir parmi nos contributeurs des experts qui peuvent sans aucun doute répondre à mes questions de néophyte. Par avance un énorme MERCI.