mjoelnir
in service - 2 years
Posts: 4,089
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Post by mjoelnir on Nov 7, 2019 13:00:07 GMT 1
I took more time to peruse the Flightglobal article. Rolls-Royce doesn't say the engines are different (they are not !), it says "there is less risk attached to the A330neo fleet, because the twinjet has a less arduous usage profile." Rolls-Royce also "does not expect a material financial impact because the A330neo fleet is younger and smaller than that of the 787". That alone wouldn't be entirely convincing, in my opinion, but Rolls-Royce further says "we have also been able to plan our maintenance capacity and spare engine provision appropriately to safeguard against customer disruption". So, as I now understand it, the A330neo is indeed concerned by the same problem, but customers should suffer less because the A330neo fleet is younger and airlines can tap into a better stock supply or spare engines. But the current AD regarding inspections of the T1000 does not mention the T7000 (apart from the T7000 being certified as a T1000, but I do not think that is the case). The T7000 could easily reach 650 cycles even being young.
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philidor
in service - 6 years
Posts: 8,950
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Post by philidor on Nov 7, 2019 17:38:41 GMT 1
the current AD regarding inspections of the T1000 does not mention the T7000 Most probably because the issue hasn't yet been found on the T 7000, the fleet being younger.
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mjoelnir
in service - 2 years
Posts: 4,089
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Post by mjoelnir on Nov 7, 2019 18:00:28 GMT 1
the current AD regarding inspections of the T1000 does not mention the T7000 Most probably because the issue hasn't yet been found on the T 7000, the fleet being younger. But we are talking about inspections after 650 cycles, that is 325 days use at 2 flights a day. So the T7000 is getting into that area without being mentioned in the AD.
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philidor
in service - 6 years
Posts: 8,950
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Post by philidor on Nov 7, 2019 18:26:40 GMT 1
But we are talking about inspections after 650 cycles, that is 325 days use at 2 flights a day. So the T7000 is getting into that area without being mentioned in the AD. That's where Rolls-Royce's statement that "there is less risk attached to the A330neo fleet, because the twinjet has a less arduous usage profile" probably comes into play.
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mjoelnir
in service - 2 years
Posts: 4,089
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Post by mjoelnir on Nov 7, 2019 21:18:40 GMT 1
But we are talking about inspections after 650 cycles, that is 325 days use at 2 flights a day. So the T7000 is getting into that area without being mentioned in the AD. That's where Rolls-Royce's statement that "there is less risk attached to the A330neo fleet, because the twinjet has a less arduous usage profile" probably comes into play. The T7000 is not in the AD, so not in the check up routine. I do not talk about the RR statement, but what engines have to be checked upon according to EASA.
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kronus
in service - 1 year
Posts: 3,199
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Post by kronus on Nov 15, 2019 11:23:03 GMT 1
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someone
in service - 1 year
Posts: 3,236
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Post by someone on Nov 15, 2019 11:43:32 GMT 1
And cancel 3. So why not just order 7?
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Post by fanairbus on Nov 15, 2019 11:59:19 GMT 1
Orders now at 272 for the A330neo which is pretty good isn't it?
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mjoelnir
in service - 2 years
Posts: 4,089
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Post by mjoelnir on Nov 15, 2019 12:05:15 GMT 1
Orders now at 272 for the A330neo which is pretty good isn't it? I do not know if the Avolon order is firm, but end of October it was 272 (10 -800 and 262 -900), 16 frames for Cebu brings it to 288. If the Avolon order is firm it will be 295.
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A330neo
Nov 16, 2019 0:06:14 GMT 1
via mobile
Post by fanairbus on Nov 16, 2019 0:06:14 GMT 1
Even better 👌 Perhaps at last the A330 neo is paying off.
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