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The distracting engine for the booming aviation industry.

由于航空公司正在准备夏季旅行季节,由于波音787梦幻客机上的劳斯莱斯发动机出现问题,一些假期可能会绕道。 罗尔斯T达1000发动机的两个修改后的压缩机叶片发生故障,迫使航空公司取消航班,租用替代飞机,并将其中的一些787停在发动机检查或维修地点。这也导致美国联邦航空管理局将带发动机的飞机的飞行路线限制在可以进行紧急着陆的机场的60分钟内,导致在某些情况下更长的飞行时间。 劳斯莱斯并不是唯一有问题的喷气发动机制造商。联合技术公司旗下的普惠公司利用其创新的齿轮驱动涡轮风扇发动机解决了一系列生产和技术问题,最新的刀片形密封故障导致印度监管机构将所有空客机a320neo发动机该国直到五月份的海豹可以被取代。A320neo的另一种发动机选项CFM Leap一直受到涡轮机壳体和发动机需要更换的一些涡轮盘上的片状涂层的困扰。今年早些时候,通用电气与赛峰P&W和CFM的合资企业在向空中客车公司提供新引擎方面落后于佩斯,但两家公司都表示他们将在全年执行。承诺。 “初始问题”在新型喷气发动机中并不少见,无论进行了多少次测试,只有经过多年的维修后才会出现某些类型的问题。但是麻省理工学院的高级航空教官兼普拉特惠特尼工程公司的前任主管Jayant Sabnis表示,最近推出的飞机数量相对较多,飞机产量不断增加,这些都提高了他们的知名度。 1996年,波音和空客为客户交付了约400架新飞机。去年,随着新兴市场需求的激增,今年的销售额预计将达到1,700。 看看空中客车目前生产60个月的最畅销A320单机,Sabnis说:“1988年推出许多服务进入飞机后,Sabros表示:”将在10到12个月内飞行的发动机需要5年时间。 Sabnis说,高速生产速度使得发动机制造商已经在工业供应链中承受压力,他们需要时间加快速度以解决问题。“你们有飞机坐在地上等待零件。这成为头条新闻。人们不禁要问,'这到底是什么?'这些人不知道如何设计引擎?“不是这种情况。” 投资银行Jefferies航空分析师Sandy Morris表示,罗尔斯罗伊斯公司被迫以“挑战性”的速度执行T达1000型飞机。研发,因为波音希望将787推向市场。他说:“这可能会导致一些快速决策,包括使用一些传统技术。” 最初的Trent 1000旨在提供70,000磅的推力,但经过改装后,较重的787-9将获得4,000磅的推力。这种改装的383发动机,名为C-packs,是劳斯莱斯的核心,其中一些发动机在压缩机叶片上存在疲劳裂纹。莫里斯说:“推力块很少是个好主意。” 劳斯莱斯本周早些时候报道称,B型发动机也存在类似的问题。B型发动机进行了改进,以解决初始版本燃油效率的缺陷。该公司表示,预计未来两年将花费约58亿英镑(7.7亿美元)来解决T达发动机问题。 莫里斯表示,空客和罗尔斯在为A350开发T达XWB发动机时考虑了787的经验。与波音为梦想飞机开发的五款发动机相比,A350的发展时间相对较慢,为7年。它设计用于90,000磅的推力,需要84,000磅。莫里斯说:“我认为你可以说我们已经生活和学习过。” 罗尔斯罗伊斯公司首席执行官Warren East周五在投资者吹风会上表示,在XWB和Trent 7000上,刀片磨损问题不会出现。T达7000将于第三季度末在A330neo上投入使用。 Sabnis帮助开发了普惠公司的GTF引擎。他指出,迄今出现的所有问题都与普惠公司的基本齿轮架构无关。该公司在过去的20年中花费了100亿美元,并且高风险地认为公司可能会推出一种减速齿轮箱,将发动机风扇转速降低到压缩机和涡轮转速以下。

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