A319/A320/A321 NEO Partie 2

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.

The aircraft completed two full days of hot-weather tests in Al Ain in the UAE on Sept 21-22, having arrived there the previous day following a 6.5-hr. flight from Toulouse. According to industry sources, the aircraft performed well during the actual tests, but the decision was made to remove one of the engines as a precautionary move after borescope inspections showed evidence of minor rubbing between the blades of the high-pressure compressor and the compressor wall. Pratt & Whitney says it “is working very closely with Airbus” to assess the situation.

Poncho (Admin) a écrit:Bonjour,

A priori, c'est dans le compresseur et contact pales / carter
A la fin de la campagne d'essai (qui a donc pu être réalisées)

http://aviationweek.com/commercial-aviation/airbus-replaces-first-a320neo-test-aircraft-engine

Beochien a écrit:- Erreur de conception, pour les dilatations Corps, vs Disc/ Blisk ... quand l'air avalé est trés chaud, c'était le but des essais, l'air compressé arrive lui, à + de 300 °C dans les derniers étages !
- Aube qui a bougé de son implantation, ou toute autre pièce de structure interne qui s'est déplacée ou a KC !
- Arbre qui a pu se décentrer (Roulements, rigidité-flexion, résonnance)
- Des systèmes un peu rares et peu divulgués, de compensation des dilatations, existent sur certains moteurs pour garder l'étanchéité périphérique, ils ont pu disfonctionner (Rising line etc)
- Certains moteurs débutent avec une trés légère friction volontairement appliquée, afin de parfaire l'étanchéité par gommage-rodage, alors mauvais calcul, ou un peu de sable du désert pour en ajouter une bonne couche à l'abrasion déjà voulue ???
- Absorbtion de FOD, plus certainement du sable voir des graviers ...
- Et je dois en oublier ...