Bonjour !
Une hypothèse intéressante que j'ai caressée il y a qq jours ...
Là c'est Guy Norris qui s'y colle !
Et si P&W se joignait à RR pour présenter un moteur commun pour le B777 XX !
Avec "Mon postulat" ...
Si aucun des participants n'est capable de mettre 5% dans la vue à GE, ben ils perdront !
Bien que ... les ventes de B777 ont bien prouvé qu'il pouvait aisément supporter une double motorisation, ce "Mort Lent"
Bon, alors un 3 spool à 12 de dilution, Vs un GTF à 15 ... Mélanger tout ça promet un sacré exercice d'assouplissement d'égo ... Dont la réussite n'est pas garantie !
Et à mon humble avis, si P&W ne fait pas tourner de gros réducteurs au banc rapidement ... hum, ils ne vont convaincre personne !
Mais , les récents événement autour des moteurs de MC ont certainement apporté de quoi réfléchir , côté RR, et ils ne sont plus en guerre avec P&W, depuis leur reddition en rase campagne pour les re-motorisations des MC !
Leurs récents accords, pourraient bien les amener à réfléchir à l'opportunité de se lancer dans l'aventure des 100-110 000 lbs, bien avant que ne se présente l'opportunité d'un nouveau moteur pour un futur MC un projet assez lointain encore, et particulièrement mal défini !
Bon, rien n'est écrit, mais l'ombre et la pression de GE se fera sentir !--------------- De Aviation Week, Guy Norris, un extrait et le lien, 3 pages à lire -----------------
http://www.aviationweek.com/Article.aspx?id=/article-xml/AW_07_16_2012_p24-475971.xml&p=2
The Engine Alliance was forged in an environment of financial
exhaustion following the three-way dogfight in the early 1990s involving
GE, Pratt and Rolls-Royce over the 777. But now, as engine makers once
again face a potential three-way fight over a proposed new 777X
derivative, could a potential new partnership be in the offing?
The intriguing possibility that Pratt and Rolls could build
on their recently established agreement in the mid-thrust arena to form
a
new partnership aimed specifically at the 777X is not impossible, says
Pratt & Whitney President David Hess. “I wouldn't rule it out. The
relationship with Rolls-Royce continues to get better and better, and
it's not beyond the realms of possibility. But it hasn't been decided
and we'd have to pick an architecture—so right now on 777X we're going
it alone.”
The two companies are preparing the ground for future
collaboration on new-technology engines to succeed the V2500 and CFM on
future single-aisle successors to the A320NEO and 737 MAX later next
decade. Following the restructuring of the existing IAE without
Rolls-Royce, a move that was officially completed at Farnborough, the
first talks over the creation of a new IAE have begun.
“
We are starting to have conversations with them [Rolls]) about joint
technology programs—everything is on the table,” says Hess. Commenting
on IAE and the Engine Alliance, Hess also notes that “these
relationships have worked well for us. The GP7200 has been very
successful.”
Rolls declined to comment in response to questions over Hess's perspective.
For those looking for clues, there are few, if any, hints
from history to see how this might turn out. The 777X engine situation
is uniquely different from anything before it. Unlike 22 years ago, when
Boeing asked the three engine makers to bid for the original 777, this
is a major derivative that the aircraft maker has yet to officially
launch, let alone set a firm target for entry into service. Boeing says
only that it is aimed at service entry “around the end of the decade.”
Furthermore, Boeing's request for information from the three
engine manufacturers calls for demanding performance without even the
guarantee that the 777X will be offered with a choice of engines.
Regardless of the pure marketing merits of teaming to compete for the
777X, industry insiders say fundamental questions remain over the highly
uncertain possibility of Rolls and Pratt being able to agree on a
common architecture. The recent spate of technology programs under
Rolls's Advance 3 future turboshaft plan points to the continued
evolution of advanced, conventional big-fan engines.
This would make the adoption of Pratt's geared architecture
extremely unlikely, placing an insurmountable hurdle in the path of such
a plan. Furthermore, industry sources ask what Rolls might hope to gain
by linking with Pratt in such a way, while simultaneously questioning
if a teaming of this nature would even be permissible under
international monopoly and merger rules. --------------
Tout est dit ... ce ne sera pas facile, de toute façon !Une possibilité de se retrouver de nouveau, sur le même shéma, que lors de la re-motorisation des NEO !
JPRS
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par Poncho (Admin) Mer 4 Avr 2012 - 10:56
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(J'aime pas les avions trop longs ...)
