CFM International is busy developing the Boeing 737 MAX’s version of its Leap turbofan and is zeroing in on specifications. Critically, the Leap-1B will have a fan diameter somewhere between the current CFM56-7’s 61 inches and the Leap-1A’s (for the Airbus A320neo) 78 inches.
Boeing delivered the first 737NG powered by CFM56-7BE turbofans–a 737-800–to China Southern Airlines at Boeing Field in Seattle last week. The new engines, now standard on all new 737s, includes improvements to the high-pressure compressor, a new outlet-guide-vane diffuser, fewer high-pressure-turbine blades and an “optimized” low-pressure turbine.
ST Aerospace has become a TruEngine service provider and claims to be the first independent MRO shop to earn that distinction. It joins GE Aviation Services and Snecma, which have a 50-50 stake in CFM International. The TruEngine program, launched in 2008, was developed in response to a growing industry need to better understand the maintenance history of engines as they come up for resale.
Sagem, part of the Safran Group, is launching a new aviation services offering known as Cassiopée. This is a modular service, covering flight safety and risk management, maintenance performance, flight operations, airline organization and operating cost savings.
The Moroccan aerospace industry has made significant strides in recent years to position itself as a lower cost base than nearby Europe. But this could be undermined if mounting political unrest in the north African country boils over into violence.
Almost three full decades ago a battle was raging over the powerplant options for what was then the all-new Airbus A320. The competitors–CFM International and International Aero Engines (IAE)–were making claim and counter-claim as to the potential advantages their respective engines would bring to the aircraft, which had been developed to grab a slice of the huge single-aisle market until then dominated by the ubiquitous Boeing 737.
United Aircraft, builder of the Sukhoi Superjet SJ100, is considering a corporate transport version of the regional jet, which would serve the niche between large business aircraft such as Gulfstream’s G550 and the Boeing BBJ. The proposal stems from inquiries about the potential for a business jet variant of the aircraft, scarcely three months after its service entry.
Despite the well documented complications arising out of the Boeing 787’s “more electric” architecture, French engine and equipment manufacturer Safran earlier this month restated that electric systems will replace hydraulics and bleed air in future aircraft at an accelerated rate.
The European Union (EU) is trying to attract more small- and medium-size enterprises to participate in its long-running CleanSky joint technology program. With public funds available to back research-and-development work aimed at reducing the environmental impact of air transport, it hopes to spread such support beyond major aerospace firms.
Aeromaritime, a Rolls-Royce authorized maintenance, repair and overhaul center, is sharing space in Booth No. 320 with parent company Industria de Turbo Propulsores (ITP), which acquired the Aeromaritime group in 2008. ITP plans to extend its repair and overhaul business in the U.S. Aeromaritime, with facilities in the U.S.