COMAC C919

Safran se renforce en Chine

PARIS/PEKIN (Reuters) - Safran et son partenaire américain historique General Electric ont été sélectionnés lundi pour fournir l'ensemble propulsif du futur avion C919 chinois, un succès qui permet aux deux industriels de prendre pied durablement sur un marché stratégique.
Le président du directoire du spécialiste de l'aéronautique, de la défense et de la sécurité, Jean-Paul Herteman, a déclaré devant la presse que cette signature permettrait d'apporter plus de 15 milliards de dollars de chiffre d'affaires à son groupe sur trois décennies.
Cette prévision de revenus prend en compte la vente d'équipements neufs, moteurs, nacelle et inverseurs, ainsi que les services de maintenance associés à compter de la mise en service de l'avion.
"Nos amis chinois estiment qu'ils peuvent faire 2.000 avions. Nous, chaque fois qu'ils font un avion, on fournit", a-t-il dit à Pékin où il accompagne le Premier ministre français François Fillon.
"La première monte est de l'ordre de cinq milliards (de dollars, ndlr, soit 3,48 milliards d'euros). Ensuite, avec les services, ça peut faire trois fois plus, même plus que ça, mais sur trente ans", a-t-il ajouté.
Elément majeur de la stratégie aéronautique déployée par Pékin dans le domaine aéronautique, le C919 se présente comme le futur avion moderne "made in China". Monocouloir concurrent des A320 du constructeur européen Airbus et des B737 de l'américain Boeing, son ambition est de servir le marché intérieur puis l'exportation.
Capable de transporter entre 150 et 200 passagers, son premier vol est prévu dès 2014 pour une entrée en service en 2016.
CFM International, la coentreprise moteurs de Safran et GE, mettra à disposition de la Commercial Aviation Corporation of China (Comac), le constructeur en charge du programme C919, une première version de son réacteur de nouvelle génération, le Leap X 1C, actuellement en cours de développement. Nexcelle, autre coentreprise entre les deux groupes, livrera la nacelle et les inverseurs de poussée.
Le Leap X devrait permettre en théorie un gain de consommation d'environ 16% par rapport aux moteurs disponibles sur le marché. Une usine d'assemblage final de moteurs (Final Assembly Line) aux couleurs de CFM devrait être construite en Chine, probablement dans la région de Shanghai, pour servir la Comac et son partenaire Avic.
Marc Ventre, directeur général adjoint en charge de la branche propulsion aéronautique et spatiale de Safran, a par ailleurs indiqué à Reuters que CFM était "la seule source occidentale" retenue pour l'ensemble propulsif de l'appareil.
"MECANIQUE"
Interrogé sur d'éventuels transferts de technologies sensibles, le dirigeant a répondu que l'accord n'en prévoyait aucun.
"La chaîne d'assemblage finale ne représente qu'une opération 'mécanique'. Tous les modules majeurs (qui comprennent des matériaux composite à très haute valeur ajoutée, ndlr) viendront de France et des Etats-Unis", a-t-il dit.
Selon lui, la principale difficulté pour Safran et GE a résidé dans les délais imposés par leur client chinois: "Il a fallu cerner les technologies qui allaient être prêtes pour une certification en 2014 et vérifier que cet ensemble technologique permettrait de satisfaire aux besoins de Comac, cela a été réalisé."
Safran et ses concurrents ont également répondu à des appels d'offres de la Comac portant sur d'autres lots du C919 comme ceux du train d'atterrissage et du câblage.
PRESSION
Le marché global des avions court-moyen courrier dans les 20 ans à venir est estimé par plusieurs experts à 20.000 unités. Sur ce total, les besoins des compagnies aériennes chinoises pourraient totaliser 2.000 à 2.500 avions. La Comac vise pour sa part la production de 2.000 appareils monocouloirs C919.
Le marché remporté par Safran et GE place Airbus et Boeing sous pression.
Face à des compagnies devenues plus exigeantes, à la fois sur le plan économique et environnemental, les deux constructeurs devront d'abord accélérer la remotorisation de leurs monocouloirs et décider plus rapidement de la date à laquelle les successeurs de l'A320 et du B737, deux familles d'appareils lancées il y a plus de deux décennies, viendront affronter l'avion chinois.

CFM to build LEAP-X engine in China after C919 deal
By David Kaminski-Morrow

CFM International is looking to establish a Chinese final assembly line for engines, after formally confirming selection of its LEAP-X powerplant as the sole Western engine for the Comac C919 aircraft.

The agreement covers supply of a variant of the engine, designated the LEAP-X1C, with provision of the nacelle and thrust-reverser by the Nexcelle joint venture.

China's AVIC Commercial Aircraft Engine Company has also signed a memorandum of understanding with CFM for an assembly line and engine-test facility.

CFM says that the two sides have set up a team to "evaluate the scope and feasibility" of the plan, and to develop a legal structure for the joint venture.

The C919 is a twin-engined, 150-seat single-aisle aircraft intended to enter service in 2016.

Comac chairman Zhang Qingwei states: "The leading-edge technology incorporated in the engine, coupled with all of the benefits of a completely-integrated propulsion system, will enable us to build a very competitive aircraft for the global market."

CFM describes the agreement as the "next logical step" in its long-running partnership with the Chinese aviation industry.

Pékin voudrait voir voler son premier avion civil avant 2014

La Chine veut procéder d'ici 2014 au premier vol d'essai d'un avion civil développé sur son sol et prévoit de livrer en 2016 les premiers exemplaires de cet appareil, écrit le quotidien China Business News, en citant des dirigeants du constructeur COMAC.
Commercial Aircraft Corporation of China a lancé lundi la construction d'une usine d'assemblage près de Shanghaï.
Le site devrait, selon le groupe, pouvoir produire chaque année 20 exemplaires d'un appareil de grande capacité, identifié pour l'instant par le code C919, et 50 avions de transport régional ARJ21, précise le journal.
Pékin affiche sa volonté de développer la construction d'avions capables de transporter plus de 150 passagers ou plus de 100 tonnes de fret pour rivaliser avec Boeing et Airbus, les deux principaux constructeurs aéronautiques du monde.
Une fois livré le premier exemplaire du C919, la Chine commencera à travailler sur des appareils de 250 places, ont déclaré les dirigeants de COMAC cités par le quotidien.
La Chine n'a pas encore annoncé avoir enregistré des commandes pour le C919 mais l'ARJ21 a déjà été commandé à 208 exemplaires.
Le groupe français Safran et l'américain General Electric ont été sélectionnés la semaine dernière pour construire le moteur du futur C919.

SINGAPORE 2010: CFM and Comac in joint definition phase for C919's engine
By Ghim-Lay Yeo

CFM International and the Commercial Aircraft Corporation of China (Comac) have started on a joint definition phase for the combination of the new LEAP-X engine and the C919 aircraft.

This will continue through this year, and the first full engine is expected to go to test in early 2013, says CFM.

Comac chose CFM in December to provide the engines for its C919 single-aisle aircraft, which is scheduled to enter service in 2016.

CFM has said it is looking to establish a final assembly line for engines in China.

Development of the LEAP-X has been "progressing steadily", it says.

"CFM will continue engine development work, including the second phase of testing for eCore 1, as well as running full-scale endurance tests on the Resin Transfer Molding composite fan," it adds.

This will result in the first full engine, provisionally called the LEAP-X1C, which will be tested in early 2013, says CFM

High Tech Nacelle for C919 Said To Be World First

Feb 1, 2010



John Morris/ShowNews

Singapore Air Show


The integrated propulsion system for China's C919 single-aisle airliner will represent "a new frontier for the industry," says Ron Klapproth, program manager for the CFM International Leap-X1C engine that will power the airliner.

CFMI, jointly owned by GE and Snecma, will provide the engine and nacelle -- everything below the pylon -- and will design both together from the outset.

A key partner will be Nexcelle, a joint venture of GE's Middle River Aircraft Systems and Aircelle, owned by Snecma parent Safran. Nexcelle describes the program for the C919 as the world's first truly integrated propulsion system that will include an advanced inlet configuration, the extensive use of composites and acoustic treatment, and an electrically-operated thrust reverser. Nexcelle and AVIC Aircraft Corp have signed an MoU to set up a joint venture company in China to develop and manufacture advanced nacelles.

"Traditionally the engine and nacelle have been designed separately," explained Klapproth, but this time the two will be designed essentially by one team.

"We think this is really a new frontier for the industry because while we really work very hard on the engine to improve its fuel burn and noise we see tremendous opportunity to improve the whole package, whether it be in terms of fuel burn or noise or weight, because you've got one team designing to the one set of requirements.

"Under a one-teaming arrangement you can find improvements just by having the engine designers talking to the nacelle designers on such as how you carry loads, how you distribute acoustic treatment, lots of things like that."

Klapproth believes "we've just scratched the surface of what the possibilities are here." CFMI will spend this year in joint development with Comac to optimize the engine, the nacelle and the airplane. The one-year study, which will start in March, will likely uncover many opportunities in such areas as aerodynamics, weight and acoustics, and lead to new ways to approach an integrated design, he said.

"Everything that fits within that timing (for certification by the end of 2014) we're going to evaluate," Klapproth said. "But there are some ideas that are probably going to fall outside that time frame."

He declined to give specifics but allowed that variable fan nozzles, which had been studied under the LEAP engine program, would be on the list for consideration for the C919. "They offer potential advantages in terms of noise and performance but the challenge is to maintain very tight seals the entire length of time the engine and the nacelle are on the airplane.

"That's very much a trade study that's done at the airplane level. The engine guys have been looking at concepts, but we really need to get into the deeper end of the airframe design to make sure it integrates with the airplane.

Pratt confident GTF can be installed on 737NG

Pratt & Whitney's PW1000G can be installed on the 737NG and will achieve a double-digit fuel burn improvement, according to Senior VP-Sales Bob Keady. ....

While the PW1000G was not selected for the COMAC C919, Keady said that door is still open and discussions are ongoing.

Comac C919 propulsion: Integrated to the maximum

While officials from China's Comac maintained a relatively conservative stance when selecting design features for their new 150-passenger single-aisle C919 airliner, they made at least one significant exception - picking a new company to wrap some tantalisingly new but unproven technologies around the aircraft's two CFM International Leap X1C engines.
The new company was Nexcelle, a joint venture between Aircelle, a Safran subsidiary, and GE's Middle River Aircraft Systems. The 50/50 teaming was modelled on the CFM joint venture between GE and Safran subsidiary, Snecma, that led to the development of the CFM56.
Nexcelle's offering - a nacelle, thrust reverser and exhaust system that envelope the Leap X1C engines - is unique not only because of the advanced technologies in the components, but because those components as a whole, given the close ties of the companies, can be optimised as the "world's first truly" integrated propulsion system (IPS), says Nexcelle.




By working together CFM and Aircelle will be able to save weight and increase performance by cutting out the unnecessary conservatism that independent builders of the various systems typically include in their designs. That, combined with monolithic structures and flow-smoothing technologies will provide "multiple points" reduction in fuel burn as well as "triple-digit" weight savings, says Steve Walters, Nexcelle president.
Over a dozen new technologies are on tap, including a one-piece composite skin on the inlet, which eliminates flow disruptions compared with a typical multi-segmented aluminium lip. Woven into the forward section composites are resistive heating elements for engine anti-ice, removing the need for burst-resistant metal ducts to carry bleed air forward from the compressor.
Part counts have been reduced by low-maintenance monolithic structures like the one-piece composite "O" duct that surrounds the thrust reverser portion of the IPS, replacing the traditional two-piece "D" doors. Latches on the bottom of those doors have been a persistent maintenance issue, says Walters. By taking the "D" duct bifurcation out of the flowpath, Walters says IPS will have an increase in reverse thrust efficiency by up to 10%. The "O" duct will translate rearward for inspections at the push of a button.
Although Comac decided to keep pylon design in house, Nexcelle will be building a new engine mounting system that eliminates or reduces significantly the bending moment generated on the nacelle by the engine's thrust. "Typically this moment opens up clearances in the compressor section, reducing engine performance," says Walters.
The simplicity provided by the new structures has an added benefit in providing more surface area for acoustic treatments in the flow path, up to 80% coverage compared with 60-70% in a typical nacelle/thrust reverser system, says Walters. The IPS will include about 80% composite materials by weight, up from 70% on the Airbus A380, the most advanced system built by Nexcelle partner Aircelle. The C919 IPS will also use an electrically actuated thrust reverser system.
IPS components for the production line will come together with the engine and pylon at a new centre of excellence in Shanghai before first flight of the C919, expected in 2014. Nexcelle is planning a technology readiness demonstration of the IPS with a test engine in 2011.
Walters says Nexcelle is continuing its joint development phase activities with Comac until March 2011. CFM will be responsible for podding activity of the nacelle and engine at the centre of excellence during production.

US manufacturers Parker Aerospace and Honeywell have won contracts to provide systems for the C919 narrowbody jet in development by the Commercial Aircraft Corporation of China (Comac), although the terms of the deals require them to partner with Chinese companies.
Comac has chosen Parker to provide the aircraft's hydraulic, fuel and inerting systems, while Honeywell has been selected to provide the auxiliary power units.
Honeywell says it is developing a variant of its 131-9 APU for the C919. Its local partner is Harbin Dongan Engine, part of Aviation Industry Corporation of China (AVIC). The 131-9 family of APUs is already found on the Airbus A320 and Boeing 737 narrowbody types, against which the C919 is intended to compete.
Parker, which already provides hydraulic and flight control systems for the Comac ARJ21 regional jet, intends to form a Chinese joint venture with AVIC Systems to provide in-country support for its C919 systems. China relied chiefly on off-the-shelf systems for the ARJ21, but now intends to develop its own systems.
Comac is aiming to conduct the first flight of the C919 in 2014 and introduce it to service in 2016. In December, the manufacturer revealed that CFM International Leap-X turbofans would power the C919.

CAAC is lobbying China's big three airlines to order the C919 and said it has formed a "pioneer customer group" for the aircraft comprising Air China, China Southern Airlines and China Eastern Airlines.

The150-seat jet is being developed and produced by COMAC and is expected to enter service in 2016 (ATWOnline, April 30). "We hope to build a platform by setting up a pioneer customer group through which China's big three carriers can coordinate and communicate with COMAC on the C919's design, production and after-sale service to make it more competitive," CAAC Vice Minister Wang Changshun explained.

Wang said the big three need to attach great importance to the C919 and cooperate with COMAC so that the aircraft can gain a foothold in the domestic market.

CEA confirmed that it has had informal discussions with COMAC regarding the jet but cautioned that its decision on whether to place a firm order will depend on the aircraft's quality and market conditions. CA Chairman Kong Dong said his carrier will support the C919 but added, "It has to be able to be suitable for domestic carriers and meet our needs."

COMAC Aircraft Management Deputy Director Yuan Wenfeng previously targeted the first half of this year for the first C919 order. "But this plan has to be postponed to the end of this year owing to an unsatisfactory marketing sales result," a COMAC insider disclosed to this website.

Earlier this month, the Irkut MC-21 managed to snare a sizeable order from Crecom Burj Resources in Malaysia for fifty airplanes.

"The mainline MC-21 plane will replace the popular Tu-154. It's a very ambitious, colossal project, because by launching the production of MC-21, we are invading the world's elite aircraft making," said United Aircraft Corporation President Alexei Fyodorov.

Like the C919, the Irkut airplane will comprise a family of three airplanes seating between 150-210 passengers, pitching them squarely at Airbus A320 and Boeing 737 territory. With the Bombardier CSeries restricted and unable to grow beyond its inefficient size, the C919 and MC-21 will be able to leverage their optimal size advantage to secure future business.

Like China, Russia represents a big market for Airbus and Boeing – one that will be diluted, irrespective of whether re-engined or replacement A320/737s emerge.

More importantly, these new designs will better harness the engine efficiencies of the CFM LEAP-X and Pratt & Whitney GTF engines after the CSeries enters service. Out of the box, the C919 and MC-21 will perform far better than the lowered powered GTF engines on the Bombardier jet and introduce engine maturity to match the required high-cycle capability from day one.

The biggest challenge by far is going to be capturing business outside of their respective home markets which will continue to be a trickier issue given the popularity and dominance of the A320 and 737 families.

Manufacturing work on the fuselage sections of the Commercial Aircraft Corporation of China's C919 aircraft has started.
Jiangxi Hongdu Aviation Industry, which is supplying the forward and aft fuselage sections for the C919, commenced work on 16 August following a ceremony in Jiangxi province's capital Nanchang, says Comac.
Jiangxi Hongdu was established to manufacture the fuselage sections of the C919 and is a subsidiary of the Aviation Industry Corporation of China.
Comac is aiming to conduct the first flight of the C919 in 2014, with entry into service in 2016.

DEFINITION PHASE
Work has started on the joint definition phase, a process that Comac aims to wrap up in the first quarter of 2011, following a major design review planned for the end of the year.

"It's been so far so good, and there are no major showstoppers," says Rockwell Collins' vice-president and managing director for Asia Pacific, TC Chan. Rockwell Collins and its Chinese partners are supplying part of the avionics packages on the aircraft, including communications, navigation and surveillance equipment on the jet.

If the delays to Airbus's A350 and Boeing's 787 programmes are anything to go by, Comac has its work cut out for it, given that it is a completely new player in the aircraft manufacturing industry.

Established in May 2008 with key businesses drawn from state-owned conglomerate Aviation Industry Corporation of China (AVIC), Comac was launched following a 2007 government decision to develop China's first large commercial aircraft.

That makes the C919 as much of a political project, one aimed at showcasing China's engineering capabilities and its ability to challenge the established European and US players, as it is a commercial project. Initially, the Chinese had planned for the aircraft to enter service in 2020 but the programme was fast-tracked to 2016, with a first flight in 2014.

Industry sources said then that China wants its new jet to enter the market before Airbus and Boeing launch new products to replace their respective A320 and 737, which the C919 will compete directly against.

Major suppliers on the programme acknowledge that 2014 is a tight timeframe to work with, but they agree unanimously on one thing: there is no doubt that Comac takes its 2014 deadline extremely seriously.

"The joint definition phase is going very well, even though Comac has a challenging schedule. There is a lot of effort going on now between now and year-end, and they are absolutely holding to the schedule," says Roger Seager, GE Aviation's vice-president and general manager for commercial aircraft programmes.

Comac declines to comment on the C919.

The Commercial Aircraft Corporation of China (Comac) is likely to announce the first order for its C919 narrowbody jet at Airshow China in Zhuhai next week.

The first customer, which could be a Chinese airline or lessor, is expected to be unveiled on 16 November, the first day of the airshow.

Comac, which has declined to comment on its C919 programme, will also feature a cabin mock-up of the aircraft at the show.

First flight of the C919 is scheduled for 2014, followed by entry into service in 2016. The joint definition phase of the aircraft is underway, with a major design review planned for year-end.

Comac, which is developing the ARJ21 regional jet as well, is also expected to announce new orders for that aircraft at Zhuhai.