Q1 ) How much possible weight Airbus can reduce of A380 by making its airframe and wings fully composite. ? Currently A380 is metal frame. Q2) Can new big engines like Ultra fan, CFM open rotar and GE9x make composite A380 twin engine aircraft ?
With decades of advanced material reinforcement, new product development, testing, manufacturing quality control and forensic failure analysis engineering experience, if I were at P&W these quality control issues would have been identified before going into mass production. I commend P&W for their decision to take ownership and replace all the components in question.
But first you must fix problems with the reliability of this product and delivery shortages. The LEAP engine is also a very good product. It is easier and definitely more reliable
At last, a main aero engine player adopts a long awaitet gearbox between the LP turbine and the fan! The contender Rolls Royce is well in development of a similar layout altought 3spool design.
The stats used are meaningless. Comparing the current with the new and implying that it is due to the gearing is just wrong. A more valid comparison is between the LEAP and the GTF. It still wins, but by a much smaller margin. Then it does compare the LEAP fitted MAX with a GTF fitted A320 but why on earth do this when the A320 is available with both engine types?
This is all a load of balls. The airframe manufacturer specifies the engine requireme ts based on existing powerplants. Then aero engine manufacturers try to meet it. Nothing new about a gearbox
Q1 ) How much possible weight Airbus can reduce of A380 by making its airframe and wings fully composite. ? Currently A380 is metal frame.
Q2) Can new big engines like Ultra fan, CFM open rotar and GE9x make composite A380 twin engine aircraft ?
With decades of advanced material reinforcement, new product development, testing, manufacturing quality control and forensic failure analysis engineering experience, if I were at P&W these quality control issues would have been identified before going into mass production.
I commend P&W for their decision to take ownership and replace all the components in question.
ROLLS ROYCE will be the winner in the new engine race.
But first you must fix problems with the reliability of this product and delivery shortages. The LEAP engine is also a very good product. It is easier and definitely more reliable
At last, a main aero engine player adopts a long awaitet gearbox between the LP turbine and the fan! The contender Rolls Royce is well in development of a similar layout altought 3spool design.
P&W should at first make its engines work properly before changing the entire aviation industry!
Otherwise, they could get destroyed by themself.
The stats used are meaningless. Comparing the current with the new and implying that it is due to the gearing is just wrong.
A more valid comparison is between the LEAP and the GTF. It still wins, but by a much smaller margin.
Then it does compare the LEAP fitted MAX with a GTF fitted A320 but why on earth do this when the A320 is available with both engine types?
Cow farts are the problem. Pounds pounds of farts
This is all a load of balls. The airframe manufacturer specifies the engine requireme ts based on existing powerplants. Then aero engine manufacturers try to meet it. Nothing new about a gearbox
Keep your eye on the oil level and pressure. 🛢️