Err…. laser sintering? Additive Layer Manufacturing (ALM)?

I think (but not 100% sure) that EOS in Germany pioneered the technique.

EADS innovation works are definitely working at it, I know this for definite.

I’d be hopeful of great things from it in the future… but don’t expect miracles, mechanical strength is somewhat limited compared to a forged/milled part. 🙂

What sort of check was carried out I wonder in that short space of time?

Easily enough time.

Kick the tyres a few times, declare, “ach, she’s grand”, and check done. 😀

Hmmm…. CFM are looking at 2014 for certification; so yeah, no test engines for 2013.

Still, if I was in charge of the program (and had to use a turbofan), I’d get the GTF or stretch the design phase that extra year or 2 (ironically of course, they’ll probably end up using those 2 years in design delays anyway!).

I find it a puzzling decision by Embraer, who have historically been very on the ball. No doubt there is a very good logical reason* for it, I just haven’t found it yet.

*I don’t know if a year or 2 delay would be the reason, or at least the sole reason. Are Brazil etc really pushing for an early IOC for the -390? :confused: (That might explain why they are reluctant to wait)

Edited: CoC Rule 15

I’m quite sure they didn’t as metal was used for some PSEs in many wooden aircraft prior to the move to all-metal.

I (along with many others) have grave reservations about (1) the damage tolerance implications, (2) the lightening strike capabilities, (3) the shock loadings in flight cycles effects.

Nearly everyone working on them is thinking it. Yet there is precious little talk of it at the top end… suppression of opinion? Possibly.

I do know this – the current move to composites is not a rational one, it is a marketing one. You’d build a cheaper lighter wing with current metallics than you would with current composite design approaches and methodologies.

An analogy would be Intel with the Pentium 4. Marketing dictated to engineering what should be done – we all know how that worked out.

If the GTF runs into in-service problems then it could be a very good thing for the B737NNG. PW have a lot to prove with the GTF. They first have to get it certificated, then ramp up their production/supply chain to meet demand of not only the A320NEO but the C Series too. PW have a great deal to gain with this new engine, but they also have a great deal to lose.

True true.

But that is more a risk for Bombardier than for Airbus. Airbus have a choice of engines; the other two don’t. Choice is a good thing. 🙂

Oh, and the future of Pratt is pretty much reliant on the GTF getting market share. I’m sure they are sparing no expense to get it running right and out the door in an orderly fashion.

Seems all the rumours were true.

1. Boeing will re-engine.
2. But they’re reluctant to do it.
3. Because the 737 can only fit a leap-x under the wing without a landing gear mod.
4. Which means they will only be offering the leap-x on the 737NEO.

🙂

So do I.

Current chat is break even on every frame sold post 2015 or so.

Don’t believe it for a second.