New engine orders slumped badly for CFM International during the first five months of this year. The French-U.S. partnership sold just 303 engines through May 31–less than a quarter of the (admittedly exceptional) total of 1,342 sold in the same period in 2008.
More electric systems are gaining ground aboard new aircraft but they will not force hydraulics out in the near or even mid term, according to Alain Coutrot, Safran’s deputy director for research and technology. Moreover, he said, depending on the size of the aircraft, electric power addresses different needs.
Despite the fact that final assembly of the 4,000th example is now under way, the A320 single-aisle twinjet may be only at the midpoint of its production life, according to Airbus. Marketing vice president Colin Stuart has suggested that a 5,000th A320 could enter service in 2011.
If it didn’t become immediately apparent when Boeing began alluding to time frames that implied a replacement of the 737 might not materialize until 2020, the company’s recent revelations of a new set of design enhancements certainly erased any doubts that a so-called follow-on will have to wait until designers and engineers squeeze all the efficiency and comfort available from the existing narrowbody family.
Bombardier has already thrown its hat into the more-than-100-seats jetliner ring with its C Series design and Embraer is considering its response to perceived market requirements (see box). But industry leaders Airbus and Boeing have been markedly reticent to reveal more of their thinking on the characteristics needed in designs to replace their A320 and 737, respectively, in the 150-passenger class by the end of the next decade.
If it didn’t become immediately apparent when Boeing began alluding to time frames that implied a replacement of the 737 might not materialize until 2020, the company’s recent revelations of new set of design enhancements certainly erased any doubts that a direct replacement will have to wait until designers and engineers squeeze all the efficiency and comfort available from the existing narrowbody family.
Project Phoenix, the Dubai-based entity behind the Phoenix 200 executive VIP conversion of Bombardier CRJ200 airliners, has enlisted Spectrum Aeromed of the U.S. to develop an air-ambulance version of the airplane. Offered as a dedicated transport or with a quick-change interior, the aeromed Phoenix CRJs will be outfitted in Fargo, North Dakota, where Spectrum Aeromed is based.
Boeing Business Jet (Booth No. 7051) expanded its product line of ultra-large business jets with modifications targeted at the smallest and largest of its models–“smallest” being relative only to airliner-size business aircraft.
Boeing Business Jets announced at EBACE today the retirement of current president Steven Hill and the promotion of chief pilot Steve Taylor to succeed him. Hill had a 35-year career with Boeing, most of it in sales. Taylor told AIN one of his first tasks is to find a new chief pilot for BBJ, probably one from within the Boeing production pilot ranks.
Air New Zealand subsidiary Altitude Aerospace Interiors (Booth No. 1333) has crossed the globe to be here to meet both customers and suppliers as it builds up its share of a VIP conversion and refurbishment market that shows no sign of slackening.