The two airlines are making up for the shortfall by inducting additional A320ceo (classic).Original launch customer Qatar Airways has refused to take delivery of the new variant citing these problems.The GTF engine has been inducted in to the fleets of Indian carriers, first with market leader IndiGo and then with Go Air.The GTF engine from Pratt and Whitney (PW) and the LEAP from CFM.
The air is then compressed and passed on to a combustion chamber (the turbine) where it is further compressed and ignited with jet-fuel (a highly refined form of kerosene). This air-fuel mixture expands rapidly and is shot out of the exhaust nozzle at the back of the engine providing forward thrust for the aircraft, and spinning the front compressor blades via a connected shaft, which in turn compresses the inlet air, and the cycle becomes self-sustaining. A small part of the air passes through the jet engine core, and a large part via the front fan blades similar to a traditional propeller but at higher speed i.e. The bypass ratio measures the flow that enters the engine and via the combustion chamber to the air that bypasses the engine core. The diameter of the fan at the front of the engine has become larger over the years. This produces inefficiencies like higher noise, and requires additional stages for optimal operation of each section of the engine. This independence of speeds allows the GTF engine to give higher efficiency, a lower number of stages (thus reducing overall maintenance costs), and a much quieter engine. The GTF engine has a bypass ratio of 12:1 compared to competitor CFMs 11:1 on the LEAP-1A for the A320neo and 9:1 on the LEAP-1B for the Boeing 737 MAX. ![]() The hydraulic fluid temperature issue was also addressed with engine parameter tweaks and industry sources indicate that the A320neos in operations are delivering good operational performance and the GTF engines are quieter. Original launch customer Qatar Airways placed the responsibility of optimum operations on airframer Airbus and refused to take delivery, awaiting assurances and resolution. Indigo received its first A320neo in March 2016 and Go Air received their first NEO in June, both deliveries commenced about three months late. They plan to address the delay by sharply increasing production in 2017. However, it remains to be seen whether Pratt can deliver to the scaled up plan. In the results press conference yesterday Fabrice Bregier, President Airbus Commercial Aircraft said wed triple the NEO deliveries in 2017. It is understood that Indigo has made 12 to 15 engine changes while Go Air has made three to five engine changes. This raises concerns on the on-going engine modifications and requires greater transparency in to the reasons why these engine changes were are required. Reports indicate that the fuel consumption reduction is coming to around 15, and in some cases higher, due to very new engines. ![]() The GTF engine is also a much quieter engine and A320neo passengers are experiencing the benefits of a quieter cabin. But I must say that Pratt Whitney is doing a spectacular job of supporting us. And of course the fuel burn continues to hit the target fuel savings.
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