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Airbus Reveals A320 NEO


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159 replies to this topic

#1 flee

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Posted 19 November 2010 - 09:10 AM

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Airbus has offered a glimpse of its proposed A320 New Engine Option (NEO) - which appears to leave International Aero Engines out in the cold.

John Leahy, the EADS-owned airframer's chief salesman, unveiled an artist's impression of the re-engined narrowbody during a presentation at an EADS investor forum in Toulouse,

A slide exhibiting the aircraft outlines targeted efficiency gains over the current A320. The NEO would have a fuel burn around 15% lower than variants now in production. The bypass ratio would increase from five in the present generation of engines to between nine and 12. Fan diameter rises from around 1,600mm (64in) to 2,025mm (81in).

The logos of powerplant manufacturers CFM International and Pratt & Whitney are prominent on the slide. Noticeably absent is that of IAE, a consortium in which P&W is partnered with Rolls-Royce, Japanese Aero Engine and MTU Aero Engines.

Airbus predicts a 15% reduction in specific fuel consumption from the new engines, and says its new sharklet winglets will add 3.5% in fuel-burn savings on long sectors, as well as improving field performance and noise levels.

Source: http://www.flightglo...-neo-plans.html

#2 Loh Wilson

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Posted 19 November 2010 - 09:57 AM

Nice and sexy winglet *thumbs up*

#3 Y. J. Foo

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Posted 19 November 2010 - 10:01 AM

Apparently per Bloomberg AirAsia is interested in A320 Neo. 

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But how much premium this version is gonna cost AirAsia over current version?



#4 Naim

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Posted 19 November 2010 - 10:02 AM

Sharklets look cool, wait till they use spiroid wingtips. :)

#5 flee

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Posted 19 November 2010 - 10:22 AM

By the time the A320 NEO and the B737 replacement arrives, AK's 9M-AFA should be well over 10 years old. So it is just in time for fleet replacement. No wonder Tony is impatient - AK might want to be the launch customer!

#6 BC Tam

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Posted 19 November 2010 - 12:27 PM

Interesting to note that when winglets were first introduced, it was the long range heavies which sported them (744, MD11, 330/340) whilst they were judged to be of no appreciable advantage on the narrowbodies of the time (734, 320, MD80)
Nowadays, it's the other way round it seem :)
See those proud tips on the 738 and now this 320 NEO - compared to the wings of the 787, 380, 77W etc (yes, albeit their tips too are modified, with different names)
What gives ? :)

#7 Waiping

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Posted 19 November 2010 - 02:14 PM

Interesting to note that when winglets were first introduced, it was the long range heavies which sported them (744, MD11, 330/340) whilst they were judged to be of no appreciable advantage on the narrowbodies of the time (734, 320, MD80)
Nowadays, it's the other way round it seem :)
See those proud tips on the 738 and now this 320 NEO - compared to the wings of the 787, 380, 77W etc (yes, albeit their tips too are modified, with different names)
What gives ? :)


Ya, all the sudden different types of winglets were introduced into the market. :help:

#8 Mohd Suhaimi Fariz

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Posted 19 November 2010 - 03:16 PM

Interesting to note that when winglets were first introduced, it was the long range heavies which sported them (744, MD11, 330/340) whilst they were judged to be of no appreciable advantage on the narrowbodies of the time (734, 320, MD80)
Nowadays, it's the other way round it seem :)
See those proud tips on the 738 and now this 320 NEO - compared to the wings of the 787, 380, 77W etc (yes, albeit their tips too are modified, with different names)
What gives ? :)


That's progress for you. Today's design capabilities and the lessons learnt from years of experience meant that designers can actually design wings thoroughly to gain the benefits of winglets without adding winglets (and weight of course). The raked wingtips on the 787 & 77W is 1% more (5.5% over normal winglet-free wing) effective in reducing drag than winglets (3.5%-4.5%) according to a NASA study.

#9 Naim

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Posted 19 November 2010 - 04:11 PM

Wait till spiroids make mainstream. :-)

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#10 Waiping

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Posted 19 November 2010 - 04:38 PM

Wait till spiroids make mainstream. :-)

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Yup, that's the one!!!

#11 Naim

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Posted 19 November 2010 - 05:42 PM

expect weirder ones to appear in due course, as more research/simulation is done. :D

#12 BC Tam

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Posted 19 November 2010 - 11:34 PM

..... that designers can actually design wings thoroughly to gain the benefits of winglets without adding winglets (and weight of course). The raked wingtips on the 787 & 77W is 1% more (5.5% over normal winglet-free wing) effective in reducing drag than winglets (3.5%-4.5%) according to a NASA study.

Which in turn begs the question why the 738 and 320 NEO are not designed with raked wingtips but instead fitted with those ginormous winglets (which as you noted add weight and had been considered non advantageous in early days) :D

#13 Mohd Suhaimi Fariz

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Posted 19 November 2010 - 11:59 PM

Which in turn begs the question why the 738 and 320 NEO are not designed with raked wingtips but instead fitted with those ginormous winglets (which as you noted add weight and had been considered non advantageous in early days) :D


Well, probably it's because the A320 & 737 are old designs and adding raked wingtips would be cost prohibitive as they would probably need to redesign the wing. But that's my opinion.

#14 JingKai Seah

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Posted 01 December 2010 - 01:06 PM

Looks like Airbus is set to launch a re-engined version of A320 soon and will enter service by 2016..

Link to news: http://www.flightglo...h-a320-neo.html

#15 flee

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Posted 01 December 2010 - 09:19 PM

Lufthansa among possible A320neo customers: Leahy

Bombardier CSeries launch customer Lufthansa is among several airlines and lessors interested in ordering the newly-launched Airbus A320neo.

Speaking to ATI today, Airbus chief operating officer for customers John Leahy said there were "no orders in hand right now" for the A320neo, but talks are taking place with Lufthansa, AirAsia, Qatar Airways, International Lease Finance Corporation (ILFC), GECAS and IndiGo, all of whom are "very interested".

Leahy says Airbus does not need a launch customer because the A320neo is "not a typical" launch programme.

"It's not important how many we sell as Neo, it's how many A320s we sell," he notes, adding that whether customers order existing A320-family aircraft or the Neo version is "immaterial".

Airbus does not expect customers with existing orders for A320-family aircraft to switch to the A320neo.

"Virtually nothing in our backlog will convert to the Neo," says Leahy, but he expects "a large portion" of new A320 orders for deliveries in 2016 and 2017 to be for the Neo.

Lufthansa was not immediately able to comment.

Source: http://www.flightglo...mers-leahy.html

#16 flee

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Posted 14 March 2011 - 07:40 PM

Airbus to restrict conversion options to A320neo

Airbus is intending to restrict the freedom of customers to convert from the baseline A320 to the A320neo.

The airframer says that conversion rights are "not foreseen" in contracts for the aircraft. "There is no possibility of conversion," Airbus says.

The airframer says that there is no firm deadline for ending A320 production despite gathering momentum for the A320neo. It stresses that the market will decide when to phase out the legacy A320.

"As long as there is demand we will continue to build it," says Airbus, pointing to agreements with IndiGo and Virgin America as a clear indication that "there is a need for both models".

"We see a number of airlines who might prefer the current version for many years to come - for example, for fleet homogeneity," it adds. "We'll offer both the current A320 - with today's wing and today's engines - and in parallel offer the new A320neo family."

Customers have placed orders and commitments for the A320neo totalling 302 aircraft.

Source: http://www.flightglo...to-a320neo.html

#17 Denny Yen

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Posted 14 March 2011 - 11:25 PM

http://seattletimes....3_airbus18.html

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#18 flee

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Posted 06 April 2011 - 03:56 PM

Airbus stands firm over A320neo conversion block

Airbus is standing firm on its plans to prevent any conversion between the baseline A320 and the new A320neo.

This is despite expectations from AirAsia that it will be able to switch part of its backlog to the re-engined twinjet.

Airbus chief operating officer for customers John Leahy, speaking in Toulouse today, said that allowing conversion "creates too much confusion".

He says the airframer "needs to know" how many aircraft of each type it will be dealing with as it makes the production transition.

A customer with a conversion capability is "really taking two slots", Leahy says: "And we're not going to do that."

Airbus executive vice-president for programmes Tom Williams adds that the airframer "doesn't want to cannibalise the backlog".

Having secured around 300 commitments to the A320neo family, Airbus is expecting this figure to increase to 500 by around June.

Source

A320neo entry advances to 2015 with PW as lead engine

Airbus is bringing forward the entry-into-service date for its A320neo to October 2015, and designated Pratt & Whitney's PW1100G turbofan as the lead development engine.

The decision advances the arrival of the A320neo by around six months, the airframer having previously identified the second quarter of 2016 as the date of introduction.

Airbus is also swapping the schedule for the other re-engined variants. The A319neo will become the second variant produced, six months later, rather than the A321neo.

Speaking in Toulouse today, Airbus chief operating officer for customers John Leahy said: "We've managed that due to demand and our capability to do so."

Airbus has not, however, identified a launch operator.

Leahy says he expects the total sales of the A320neo to exceed 500 aircraft by the Paris air show in June, having logged commitments for more than 300.

He expects to disclose another Latin American customer for the type - Brazil's TAM having already been identified - within the next couple of weeks, and adds that there are also new customers lined up in Asia and Europe.

Airbus' decision to nominate the PW1100G as lead engine will allow industrial development of the re-engined A320 variant to "begin in earnest", says the airframer.

Advancement of the schedule means Airbus will develop the A319neo - probably a PW1100G-powered aircraft - six months later and the A321neo six months after that.

Leahy expects the CFM International to emerge with its Leap-X engine up to nine months behind the lead powerplant schedule, although "no longer than a year".

Indian carrier IndiGo, lessor International Lease Finance and Lufthansa have all opted for the PW1100G for their A320neos.

Airbus is to use eight prototype airframes for the overall development programme, in order to account for all permutations of aircraft and engine variants, as well as both flight management system options.

Source

#19 BC Tam

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Posted 06 April 2011 - 07:00 PM

Airbus is standing firm on its plans to prevent any conversion between the baseline A320 and the new A320neo.

This is despite expectations from AirAsia that it will be able to switch part of its backlog to the re-engined twinjet.

Oh my, are we going to witness another tantrum session from them ? :D
The AK group is a rather big customer for Airbus and with that comes some leveraging power, no ?

#20 N Azman

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Posted 06 April 2011 - 11:31 PM

Big leverage was there BEFORE AK made the order for the first A320. Now, leverage has turned into dependency and Airbus is well aware of this.

There's no way AK is gonna start shifting to Boeings (even if they threaten to) bar any HUGE discounts offered by boeing for the upcoming 737 replacement. Only way to do this is a massive fleet change from A320-A330-A340-A350 to 737-787-(797?). Too much work and cost repercussions for an LCC methinks.

I'd say Airbus have the upper hand here.




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