2 billion project shows concurrent sources

If Airbus decides finally to launch a new version remotorisée of the A320, it would not only in the adventure. The aircraft manufacturer, which is given until the end of the year to make a decision, seeking an industrial partner capable to support a part of the development and the financial risk of EUR 1.2 billion project, shows concurrent sources.

The principle of such an alliance, which could be both a manufacturer is a manufacturer of aerostructures, "at the stage of relatively advanced thinking", according to a close of the record. The result could be announced at the same time as the decision to launch the A320 NEO ("new engine option"), probably towards the end of the year. But for the time being, the suspense is around. Or partner, Airbus could well renounce re-engine's his bestseller. "It's 50-50", it indicates in the aircraft manufacturer.

If the NEO project still has his supporters, the first in which the Director of sales, John Leahy, he inspires also lot of mistrust to others, including Tom Enders. At the last meeting of the Steering Committee devoted to NEO, early October, the CEO of Airbus had so pushed by all decision on NEO, including requesting that is compiled a list of likely to be assigned to this program engineers. A way for Airbus pattern to ensure that the necessary engineering resources exist, knowing that its best engineers are already occupied by the A350, the A400M and A380.

Many constraints

On the some 11,000 Airbus engineers, 300 are indispensable for all programs at a time, explains internally. Their add work could be done only at the expense of current sites and in particular the A350, which is in a critical area and has already more no room for manoeuvre in its schedule. Not only, Airbus engineers must validate the latest changes on the first version of the A350-900, expected in 2013, but they are working on the following versions, 800 and 1000, planned for 2014 and 2015. It is mentioned the possibility of pushing a few months the 1000 release, to retrieve a bit of engineering resources internally. But not enough for NEO, which is, moreover, much more complex than it seems.

Whether it's the Leap X of CFM International, or the Pratt & Whitney GTF, new engines have in common to be heavier than current engines. Their installation on the A320 would therefore require a change in the wing, or even of the central part of the fuselage and landing gear. Or five years of development the low word, with the obligation to limit weight gain to a minimum, to not start the consumer gain promised by the engine (in the order of 15) and to avoid the additional costs which would render the chilling final price for the companies. All without delay. In order to be depreciated before the arrival of the new generation of airliners for 2025, the A320 NEO must be prepared for 2015.

A lot of constraints for a still uncertain gain. Several potential customers such as Air France or the rental of aircraft Hudvar Hazy expressed publicly their little interest for the NEO. In addition, Boeing, which has no desire to engage in the same adventure with its B737, multiplies warnings, leaving poses the threat of an entirely new aircraft for 2020. A way to invite Airbus to not break the status quo, on pain of reprisals.