s543
in service - 2 years
Posts: 3,959
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Post by s543 on Jun 22, 2017 19:16:26 GMT 1
My guess is those are only the engines - I do believe otherwise AB does not care which is produced. All the other changed items should not pose a problem
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philidor
in service - 6 years
Posts: 8,950
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Post by philidor on Jun 23, 2017 9:15:52 GMT 1
Most Airbus customers prefer to take -neos, but some of them may prefer cheaper -ceos. As for Airbus, it uses -ceo sales to keep production on track, but it had rather sell more expensive -neos.
When production flows smoothly again, then -ceo production will stop, and customers will have a choice of brand new -neos or used -ceos.
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XWB
in service - 11 years
Posts: 16,115
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Post by XWB on Jun 26, 2017 17:44:09 GMT 1
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mjoelnir
in service - 2 years
Posts: 4,089
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Post by mjoelnir on Jul 6, 2017 12:18:28 GMT 1
Are any news around regarding the GTF?
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pi88re
Preparation for Convoy
Posts: 32
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Post by pi88re on Jul 7, 2017 15:04:36 GMT 1
Are any news around regarding the GTF? A new fix should be ready next month, most probably... And by the way, indian operator and Spirit are still operating with limited cruise altitude (FL300 max)...
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philidor
in service - 6 years
Posts: 8,950
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Post by philidor on Jul 7, 2017 19:57:28 GMT 1
Are any news around regarding the GTF? A new fix should be ready next month, most probably... And by the way, indian operator and Spirit are still operating with limited cruise altitude (FL300 max)... I think the final fix is scheduled for September. Indian carriers are following rules set by their DGCA. No way they can go back to normal operation before a regulatory change. I don't know about Spirit.
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nkpilot
Preparation for Convoy
Posts: 32
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Post by nkpilot on Jul 12, 2017 16:19:10 GMT 1
Thanks for the update nkpilot What about ship 901 and 905? Well if the 901 and 905 had engines I presume they would be modified as well. But since both aircraft are engineless and parked at the NEO graveyard at DFW, there are no engines to modify. I don't know if the software fix is uploaded to the engine or uploaded to the aircraft. But on the aircraft that have been modified there is a logbook entry indicating the software was updated and a separate entry for the engine modification. Previously the parked aircraft had just empty engine cowls after engine removal, but recently even the engine cowls were removed from the aircraft so the planes have empty engine pylons very similar to how they were parked at Airbus immediately after coming off the assembly line waiting for engines. NK resumed flying the aircraft (902, 903, 904) above FL300 briefly after modifications were complete on those three aircraft in late April, but something must have turned up during engine monitoring as aircraft are being filed at FL300 or below very shortly thereafter. There has been nothing saying that we cannot go above FL300. But from a pilots point of view since we are filed at FL300 or FL290, we'll just stay there. But if something requires going higher, i.e. to top a storm instead of going around, and it has been emphasized that we can go higher for operational reasons - there is nothing preventing us from climbing higher. Looking at the aircraft status board, both aircraft 901 and 905 are scheduled to return on July 31 (but with low confidence), but ever since they were grounded for lack of engines in March, their return date has slipped from March 31, to April 30, to May 31... so their ultimate return date will be when P&W can provide engines for the aircraft whenever that may be. As to why some airlines (like NK and Indigo) are experiencing #3 bearing issues and others (like Lufthansa are not), I remembering hearing a discussion somewhere (I don't remember where) advancing a theory as to how the airline were operating their aircraft was causing the bearing wear. NK tends to operate their 320s on longer (3-4 hour stage lengths) and higher altitudes. Whereas LH operates their NEOs on shorter stage lengths and lower altitudes. Since the #3 bearing issue was determined to be caused by lower than anticipated air casing pressure on the #3 bearing - allowing the bearing to move and causing the bearing wear, the lower FL300 "restriction" was an attempt to maintain the air casing pressure on the #3 bearing to a point to prevent bearing wear.
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philidor
in service - 6 years
Posts: 8,950
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Post by philidor on Jul 12, 2017 17:33:37 GMT 1
Thank you for the update, nkpilot ! I have no idea about the reasons for the different experiences regarding the bearing wear. I remember however that P&W mentioned 'operation in a coastal environment' as playing a part in combustion chamber issues. Of course, this is a different problem.
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cck
Final Assembly Line stage 1
Posts: 228
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Post by cck on Jul 12, 2017 18:22:39 GMT 1
Update on IndiGo's A320neo : www.outlookindia.com/newsscroll/engine-woes-ground-indigos-nine-a320-neo-planes-sources/1097761I checked fr24 & found 8 A320neo are grounded & 1 just returned to service: 1. VT-ITC - Grounded from 12 June & returned to service on 12 July 2. VT-ITF - since 21 June 3. VT-ITG -since 16 May 4. VT-ITJ - since 26 June 5. VT-ITK - since 30 June 6. VT-ITM - since 27 May 7. VT-ITN - since 21 June 8. VT-ITO - since 14 June 9. VT-ITS - since 8 July 9 out of 22, that's 41% of IndiGo's fleet.
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cck
Final Assembly Line stage 1
Posts: 228
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Post by cck on Jul 12, 2017 18:28:26 GMT 1
A random check on each IndiGo's A320neo shown all of them cruise at FL300 & below, including VT-ITC which just returned to service.
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