Boeing 737
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lequebecois
Inscrit le 11/02/2007 |
# 15 avril 2009 02:24 | |
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Dans cette article d'AP, il est mentionné que AA a des MD-80 en location jusqu'en 2024... http://hosted.ap.org/dynamic/stories/A/ ... TE=DEFAULT _________________ Le bonheur est une pause entre deux emmerdes ! Adepte de la discutaille du coin du comptoir du café de la gare |
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lequebecois
Inscrit le 11/02/2007 |
# 28 avril 2009 18:50 | |
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Boeing offrira à ses client à partir de mi-2011 une version amélioré du 737. Des CFM56-7B avec 1% de moins en conso et une légère amélioration aérodynamique qui donnera un autre 1% d'amélioration. http://www.flightglobal.com/blogs/fligh ... 737-s.html (Dernière édition le 28 avril 2009 18:51) _________________ Le bonheur est une pause entre deux emmerdes ! Adepte de la discutaille du coin du comptoir du café de la gare |
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Beochien
Inscrit le 13/02/2007 |
# 1 mai 2009 15:29 | |
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Merci Cousin, Pas un mal de voir Snecma (Et GE) appliquer un peu de dynamique à leurs CFM56, le V2500 prenait le large, et les moins de 1% apportés en 2008 par les CFM n'avaient convaincu personne , surtout pas les nouveaux clients ! Maintenant, bien obligés de courir derrière IAE ! RR et P&W ! Pas mal non plus qu'ils améliorent les refroidissements pour la tenue dans le temps et sur l'aile ... pour laquelle ils étaient aussi dépassés ! 4% sur la maintenance, c'est bien, vu ce qu'elle coûte ! Et les fabricants de pièces "Compatibles" vont devoir se mettre à jour ... Et à 100 M de $ le % c'est pas si cher, vu le nombre de moteurs concernés ! Ils devraient continuer, espérons que l'application concerne tous les avions motorisés, les A320 en particulier !! J'ajoute la question ... pernicieuse ... est ce que les clients qui annulent et reportent les livraisons, ne vont pas en profiter avec plus de raisons ... pour attendre les modèles améliorés de 737 en 2011 ! Autre question, quid des rétrofits ... Bon, on attends la réplique Airbus ... aux avancées du 737 ... côté poids, aéro, winglets ... GTF ! Ca traîne et ça devient urgent ! Au Bourget ?? Je rajoute le blog de Randy ... Bon, c'est Boeing qui intoxique ... m'enfin ... Randy, on sait ce qu'il vaut ... Peut être juste pour montrer que le 787, ne sera pas le SEUL avion avec un intérieur new look, tous les constructeurs peuvent le faire ... même sur du très vieux ... c'est la part la plus facile et presque la moins chère ! http://boeingblogs.com/randy/archives/2 ... attle.html (Dernière édition le 1 mai 2009 19:11) _________________ JPRS |
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Beochien
Inscrit le 13/02/2007 |
# 7 mai 2009 18:13 | |
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La production du B737 pourrait descendre à 21 par mois, et le A320 vers les 30, d'aprés des analystes, reflétant les inquiétudes des fournisseurs des principaux Airframers ! Le bel "Relatif Optimisme" des constructeurs battu en brèche par leurs fournisseurs, en particulier GKN (Et les Airliners aussi) Michael O'leary doit commencer à affuter ses crayons ! Les prix vont baisser à Seattle ! Boeing compte sur le 787 pour traverser la crise (Hum) Pour Airbus le A350 arrivera après ! ---------------------- De Flightglobal, Extrait ---------------- http://www.flightglobal.com/articles/20 ... -2010.html 737 output ‘may plunge to 21 a month in 2010’ By Dan Thisdell Boeing 737 production rates could shrink to as low as 21 aircraft a month in 2010, say its US suppliers. GKN Aerospace chief executive Marcus Bryson, who returned from a tour of US customers last week, says Boeing suppliers are "starting to talk in terms" of dramatic output cuts. Bryson says he expects cuts in single-aisle output at Airbus and Boeing. He is sticking to his January forecast of A320 output dropping to 30 a month this year, and adds the impact on GKN - which acquired the Airbus wing components manufacturing operation at Filton, Bristol in January - would be limited owing to the company's relatively small involvement in the current generation of Airbus and Boeing single-aisle aircraft and be offset by ramp-up of Boeing 787 and Lockheed Martin F-35 production. Output of A320s now stands at 34 a month, down from 36, and Boeing is turning out 31 737s. Boeing in April announced a cut in its 777 production rate to five a month from seven after June next year, but said it was holding 737 output steady. (Dernière édition le 7 mai 2009 18:14) _________________ JPRS |
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BASTET
Inscrit le 02/06/2009 |
# 2 juin 2009 15:32 | |
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Le contenu de ce message a été modéré suite au non respect des Conditions Générales d'Utilisation. |
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lequebecois
Inscrit le 11/02/2007 |
# 17 juillet 2010 14:18 | |
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Bonjour, Selon Jon Ostrower, CFM a réussi à améliorer la consommation du CFM56-7BE de 1,5%. 1% était prévu à l'origine. Avec le 1% fourni par l'airframe ce sera 2,5% de SFC en moins pour le 737 à partir de mi-2011. http://twitter.com/flightblogger/status/18761828097 Suivez le sujet ici: http://twitter.com/#search?q=%23CFM (Dernière édition le 17 juillet 2010 14:40) _________________ Le bonheur est une pause entre deux emmerdes ! Adepte de la discutaille du coin du comptoir du café de la gare |
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Beochien
Inscrit le 13/02/2007 |
# 2 septembre 2010 09:54 | |
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Bonjour ! Boeing devant son problème pour augmenter les cadences du 737 ! Reçu de :AirInsight/Leeham l Bon, je diffuse ! Note perso : Si Boeing va NEO, on peut comprendre qu'ils aient besoin de résorber le carnet de cde en livrant un peu plus vite, comme Airbus ! Et dans le cas contraire, si Boeing va NG, pour dans 7-8 ans mini, au vu du trou d'air qu'ils risquent de rencontrer, après 2015, je ne vois pas pourquoi ils précipiteraient les livraisons, la crainte d'annulations peut être ! JPRS --------------- Le lien AirInsight ----------- http://airinsight.wordpress.com/2010/09 ... /#more-260 ------------ 737 rate hike too costly for Boeing? Its chief likes the numbers leehamnet | September 1, 2010 at 8:06 pm | ----------- 737 rate hike too costly for Boeing? Its chief likes the numbers The comments this week by Boeing Chief Financial Officer James Bell that the prospective expansion of the 737 line from 35 aircraft a month to 40 may be too costly were generally misunderstood by observers. For the most part, they took this to mean too costly to Boeing. The Renton (WA) plant, where the 737 is assembled, has the room for 40 airplanes a month and with a little effort can even go to 42 a month if 737-based P-8A Poseidon work is moved out of the building. The real issue is two key suppliers to Boeing who will have to physically expand and the cost to them in capital expenditures and the return on investment. In a discussion I had with Jim Albaugh, CEO of Boeing Commercial Airplanes, at Farnborough, he said: “We have a couple of partners who have a pinch point who would have to invest a not insignificant amount of capital in order to get to 40. We’re working through that with them, about how real the market is and how long the market can sustain itself. I think that by the time we have to make a decision on this, and we are targeting September, that we will have our ducks in a row about what we would have to invest and what the supply chain would have to invest. I know the numbers in terms of the total investment and I can tell you that the payback on that investment is pretty attractive.” Thus, Albaugh likes the investment, but the underlying questions include: * How long will the 737NG be produced at the 40 rate to achieve an ROI that is necessary for the cap-ex? * If the two suppliers—and Spirit Aerosystems, which makes the fuselage, is one of them—invest the cap-ex to expand, what of the prospect of a replacement airplane for the 737? Would the cap-ex be worth it if Boeing turns around and launches a new airplane with an EIS of 2019-2020? Construction would have to begin no later than 2015, only a short time after going to 40 a month (projected at the moment to be in 2012). These are two key questions and if the answer to them falls on the negative side, then it doesn’t make sense for Boeing to go beyond 35 a month, a rate suppliers can make without cap-ex. What, then, does this mean for the prospect of a new airplane? The odds increase dramatically. Boeing has made it clear that while the 737 can be re-engined, the value proposition isn’t where official believe it should be. Without a re-engine, Airbus will have a significant advantage with its New Engine Option/sharklet combination. A new airplane also means Pratt & Whitney will have a real shot at putting the P1000G PurePower Geared Turbo Fan on the aircraft. CFM has the exclusive supplier contract to power the 737, but there is no exclusivity for the new airplane. Boeing’s interest in the P1000G extends beyond the 737 class. The GTF in its present form can grow to 40,000 lbs of thrust, or the size for of the 757. But at Farnborough 2008, Boeing was inquiring of PW the prospect of a GTF for a wide-body airplane. Boeing has been talking with PW about re-engining the 737, ultimately a non-starter because of the CFM exclusivity clause, and it is talking with PW about powering a new airplane. All the poppycock about the GTF being a dud simply is belied by the fact that three manufacturers have chosen it, Airbus is likely to for its NEO (along with the CFM Leap-X) and Boeing has real interest in it. Bottom line: * Airbus announces in October it will proceed with the NEO program; * PW’s GTF and CFM’s Leap-X will be on the NEO; * Look for Boeing to roll the dice and go for a new airplane; * PW and CFM will be in a real horse-race to power the 7X7, and perhaps Boeing will choose to go with dual-sourcing this time. _________________ JPRS |
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gerfaut
Inscrit le 27/03/2008 |
# 17 septembre 2010 00:31 | |
Boeing va augmenter sa cadence et produire 38 exemplaires par mois à compter de mars 2013, une façon de faire de la place pour l' éventuelle commande de 300 exemplaires à bon prix de Ryanair ? Non, je rigole.  http://www.bloomberg.com/news/2010-09-1 ... ate1-.html (Dernière édition le 17 septembre 2010 00:33) _________________ "Je prends tout doucement les hommes comme ils sont, j' accoutume mon âme à souffrir ce qu' ils font" (Le Misanthrope, Molière) |
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Beochien
Inscrit le 13/02/2007 |
# 17 septembre 2010 08:52 | |
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Bonjour ! Rien de bien nouveau, j'ai reçu cela hier ... un bon travail d'analyste, sans plus ! Les possibilités de re-motorisations du B737, avec le LeapX ! Au moins un bon descriptif du nouveau CFM ! ----------------- Ernest Arvaï Aitinsight L'article --------------------------- http://airinsight.wordpress.com/2010/09 ... for-737re/ LEAP-X Well Positioned for 737RE Ernest Arvai | September 16, 2010 at 1:49 pm | Tags: 737NG+, A320NEO, Boeing, CFM International, CFM-56, GTF, LEAP-X | Categories: Aerospace, Boeing, CFM International, Engines, General Electric, Pratt & Whitney, Rolls Royce, Rolls-Royce | URL: http://wp.me/pYdBy-6b The LEAP-X engine program from CFM International is well positioned to be the engine of choice should Boeing choose to re-engine the 737NG series. While Boeing has a "triple option" available - minor upgrades to the existing product, a re-engining to match the expected Airbus NEO, and an all new airplane. CFM International has an exclusive relationship with Boeing, and the LEAP-X-1C engine planned for the COMAC C-919 will be available in the 2016 time frame. While Pratt & Whitney has achieved more publicity for its innovative Geared Turbofan, CFM International has also been hard at work on its new LEAP-X engine, which also promises double-digit improvements in fuel efficiency. CFM International is a partnership between General Electric in the United States and SNECMA in France that was recently extended through 2040. GE and SNECMA, via CFM, are jointly pursuing two technology architectures for the next generation of aircraft engines -- the LEAP-X advanced turbofan, and a future open rotor design. The engine core currently under design could be utilized in either configuration in the future. Of course, the key advantage of the advanced turbofan is that it can fit under the wing of today’s aircraft, making it a candidate for re-engining programs for both Airbus and Boeing, as well as for new aircraft designs like the COMAC C-919, for which it has been selected. The LEAP-X advanced turbofan program is being designed to replace the venerable CFM-56 series that has more than 16,500 engines in service on more than 8,000 aircraft, including the DC-8-70 series, the A320 family, 737NG family and the A340-200/300 aircraft. The LEAP-X will be well positioned for a potential re-engining programs. The fan size of the LEAP-X will be only slightly larger than today’s CFM-56-7, and will fit under wing of the 737NG and A320 families, making it an easier installation than the larger Pratt & Whitney 1000G. We expect Airbus to offer both engines on the A320 NEO family, and Boeing to offer only the LEAP-X should it decide to re-engine the 737NG, given its exclusive engine relationship with CFM for those models, and tighter ground clearance. Performance Improvements It is expected that the LEAP-X advanced turbofan will offer a 16% lower fuel burn than today’s CFM-56-5B/7B engines, while cutting NOx emissions by 55% and beating ICAO Stage 4 noise requirements by 10-15 decibels. These significant increases in performance and efficiency will be available in the 2016 time frame, in time for the C-919 and projected re-engining programs for Airbus, and perhaps Boeing. Advanced Technology From the fan through the exhaust nozzles, the LEAP-X introduces a number of improvements over the CFM-56 series. The fan for the LEAP-X will introduce composite blades to reduce weight, using a new 3D woven resin transfer moulding technology. This process takes the current state of the art two dimensional blades used on the GE90 and GEnx engines one step further. Carbon fibers are three dimensionally woven together on a loom to provide additional structural strength when impregnated with resin and cured in an autoclave. This process enables the use of weight savings materials while maintaining the strength to meet bird strike certification requirements. The number of blades on the LEAP-X will be reduced to 18, from the 24 on the CFM-56-7B, using advanced aerodynamics to improve air flow. The net result will be an increase in bypass ratio from about 6:1 today to 10:1 on the LEAP-X. The engine core also benefits from technologies developed for the GEnx engines designed for the Boeing 787 and 747-8 programs. The LEAP-X will incorporate twin annular premixing swirlers (TAPS) that produce a more efficient combustion than the single annualar combustors used in today’s engines, resulting in better fuel efficiency. This improved mixing of air and fuel also results in a significant reduction in NOx emissions, which result from inefficient combustion. The LEAP-X can utilize either single or dual stage high pressure turbines. The tradeoff is complexity and maintenance cost versus fuel efficiency, as higher overall pressure ratios result in a lower fuel burns. A final configuration decision will be made, likely influenced by fuel prices, before the first full engine demonstrator, scheduled for 2012. The Long-Term Future - Open Rotor CFM believes it could achieve an additional 10% fuel burn improvement with an open-rotor concept for the next generation of aircraft (making it a 26% improvement). With fan diameters about the same size as the fuselage of existing narrow-body jets (168 inches), new designs would be required to enable these large open rotor engines to be fit to large pylons or innovative tail systems for ground clearance. Besides size, open rotor designs present additional challenges. With two rows of counter-rotating blades, open rotors present issues with respect to the potential failure of an open fan blade. Additionally, open rotors will be slower than today’s aircraft, with cruise speeds of M.75 rather than the M.80 to M.85 achieved today, impacting transcontinental flights. Noise, with no duct shrouding of the fans, provides an additional challenge for engineers. Both GE and Rolls Royce are pursuing open rotor concepts, while Pratt & Whitney believes it can achieve similar levels of fuel savings using its smaller, shrouded Geared Turbofan. If Open Rotor solutions prove feasible, the design of future narrow body aircraft may look quite different from today’s models. The Challenge for CFM Today, CFM is perhaps best known for its reliability and ease of maintenance. With a history of strong on-wing performance, the greatest challenge in introducing new technologies is to maintain the levels of reliability associated with their current product. Successfully transitioning technologies developed for lower-cycle wide body engines to the high cycle, high stress narrow-body operating environment will be a key success factor for CFM. If past is prologue, they will be up to the challenge, and deliver a reliable, fuel efficient engine with significant savings over today’s models. JPRS Add a comment to this post (Dernière édition le 17 septembre 2010 08:54) _________________ JPRS |
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lequebecois
Inscrit le 11/02/2007 |
# 28 octobre 2010 04:20 | |
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Bonjour, Boeing a livré le premier 737 avec le nouvel aménagement "Sky Interior" à FlyDubai Voir l'image http://www.airliners.net/photo/Flydubai ... e5054b6328 http://boeing.mediaroom.com/index.php?s ... ;item=1486 (Dernière édition le 28 octobre 2010 04:20) _________________ Le bonheur est une pause entre deux emmerdes ! Adepte de la discutaille du coin du comptoir du café de la gare |
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lequebecois
Inscrit le 11/02/2007 |
# 24 novembre 2010 03:18 | |
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Bonjour, Boeing et CFM célèbre 30 ans de collaboration et la livraison du 7000e moteur CFM56-7B qui propulse les 737NG : http://www.cfm56.com/press/news/+cfm+de ... eement/563 (Dernière édition le 24 novembre 2010 03:19) _________________ Le bonheur est une pause entre deux emmerdes ! Adepte de la discutaille du coin du comptoir du café de la gare |
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Beochien
Inscrit le 13/02/2007 |
# 23 mars 2011 21:09 | |
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Bonsoir ! Un léger coup de frein, côté fabrication du B737; Boeing calme le jeux ! 38 737/ Mois en 2013 , c'est bien ! Pour les 42 annoncés après, on attendra de voir quand même ! Un dilemme pas facile à résoudre, entre les risques d'un trou en attente du 797, les risques d'annulation, et le désir bien légitime de livrer rapidement les cdes existantes tant que l'avion est compétitif ! Et avec l'option "Re-motorisation" qui plane, et que je n'écarte toujours pas ! Une sacrée quadrature à résoudre par Boeing, surtout que tous les paramètres et autres EIS du 797, ne sont pas encore figés ! Des cheveux blancs pour Randy, et ce n'est guère plus facile pour John Leahy avec ses 320 NEO à venir (Plus vite que prévus, bien obligés Héhé )! A suivre ... ça ne fait que commencer ! ------------------ Un article de Flightglobal ---------------- http://www.flightglobal.com/articles/20 ... ut-to.html _________________ JPRS |
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patrick91
Inscrit le 17/07/2007 |
# 16 juin 2011 09:23 | |
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Boeing veut augmenter le rythme de production des 737 publié le 15/06/2011 à 23:00, Reuters CHICAGO, 15 juin (Reuters) - Boeing a annoncé mercredi l'augmentation du rythme de production de son appareil 737 à 42 par mois à partir de 2014, en raison d'une forte demande. "Les demandes de nos clients pour notre nouvelle version du 737 connaissent une progression sans précédent", explique Jim Albaugh, directeur général de Boeing Commercial Airplanes dans un communiqué. Le constructeur produit actuellement 31,5 appareils 737 par mois et prévoit d'augmenter ce rythme à 35 par mois début 2012, à 38 par mois au deuxième trimestre 2013 puis à 42 par mois au premier semestre _________________ l'aviation est une belle invention qui nous passionne et les avions Airbus me passionne d'avantage que ceux de Boeing |
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lequebecois
Inscrit le 11/02/2007 |
# 22 juin 2011 21:53 | |
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Bonjour, C'est pas la joie ces temps-ci chez Boeing pour le programme 737. Après les faibles ventes au Bourget, un train qui transporte les fuselage entre Wichita et Renton a déraillé en passant dans une tornade. Au moins un fuselage a été sérieusement endommagé. http://blog.seattlepi.com/aerospace/201 ... fuselages/ _________________ Le bonheur est une pause entre deux emmerdes ! Adepte de la discutaille du coin du comptoir du café de la gare |
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lequebecois
Inscrit le 11/02/2007 |
# 19 octobre 2011 04:45 | |
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Bonjour, Boeing est officiellement à la cadence de 35 737 par mois (31,5 auparavant). Prochaines étapes: 38/mois au 2e trimestre 2013 et 42/mois lors de la seconde moitié de 2014. http://boeing.mediaroom.com/index.php?s ... ;item=1976 _________________ Le bonheur est une pause entre deux emmerdes ! Adepte de la discutaille du coin du comptoir du café de la gare |
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