The A321XLR is
planned to be capable of flying 4,500 nm or more. This would enable airlines
to operate the aircraft on transatlantic services to destinations farther
south on the U.S. East Coast and further east from Europe. “Extending the
range of the A321LR will make the NMA business case
more difficult,” Faury says.
The range
increase can be achieved by enlarging the center fuel tank, according to
Schulz. It is integrated with the fuselage structure to save weight.
About 200-300 nm of the range increase has been secured already, but
Airbus still needs to close a gap of roughly 200 nm to reach its target.
The
European airframer has been studying several ways to upgrade
the aircraft—from relatively simple modifications such as the ones
currently favored that would be ready sooner to more fundamental changes that
involve a fuselage plug for greater capacity and a new composite wing,
which are less likely now, given the renewed push for speed. Industry
sources familiar with the process say a decision probably will not be
made for several months.
Meanwhile, the first A321LR will
be delivered to TAP Air Portugal by year-end. The airline will also be
the first to operate both the A321LR and the A330neo,
Airbus’ other tool to attack the NMA from the top.
While
the A330neo has not been selling well, Faury says he
is nevertheless “very optimistic” that this will change as airlines come
to understand its benefits. He believes the A330neo “is very
well-positioned,” and he is also not concerned that the program is
becoming too dependent on one airline. Air Asia X is by far the largest
customer, holding 100 of the 268 firm orders and considering further
commitments.
Boeing had
little to add to the NMA story at the airshow here, other than
to reiterate that a launch decision will be made in 2019 to preserve a
service-entry target date of 2025. “But we are not going to be rushed
into a decision,” asserts Boeing President and CEO
Dennis Muilenburg.
Boeing
Commercial Airplanes President Kevin McAllister notes that the company is
“spending a lot of time getting it right and designing the right
production system,” adding: “As it takes shape, we will make that call.”
At least two of
the engine-makers say exclusivity will be key to their decision whether
to compete to power the NMA. “It has got to make economic sense for
everybody,” says GE Aviation President David Joyce. “We haven’t made a
decision on whether it is one or two choices, but we are not going to do
three because that’s a recipe for disaster.”
GE
and Safran say they will bid on the NMA project
through their CFM joint venture even if, as sounds likely, the
thrust requirement exceeds the 50,000-lb. upper limit of the
engine partnership agreement. Joyce indicates that the latest Boeing
specification calls for an upper thrust requirement of 52,000 lb., up
from the 45,000 lb. discussed by the aircraft manufacturer in 2017.
Like Pratt &
Whitney and Rolls-Royce, CFM delivered its initial proposal to
Boeing in late June. “We expect to get some feedback on this first round.
The process has begun, and we are rolling through it,” says Joyce. In
terms of estimated program costs, he notes: “You are talking about a $2
billion engine.”
Meanwhile,
further details of the CFM proposal are slowly emerging.
Although the company is not discussing the bid, industry executives tell
Aviation Week the concept will likely see a further development of the
3D-woven-resin transfer-molding approach used for the Leap 1 fan. Given
the larger diameter of the fan required for the NMA, there was
speculation that CFM might have adopted a GEnx/GE9X-type carbon-fiber
composite design for the new configuration, but this now appears not to
be the case.
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