Welcome to the Airbus A320neo Production/Delivery Thread - 2022. Please continue to add your comments below

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Delivered to end of 2021

667 A321neo
1,405 A320neo
4 A319neo

together 2,076 A320neo family frames delivered

January 2022

24 A320neo family deliveries, 13 A320neo and 11 A321neo

Air China 1 x A320neo
American Airlines 2 x A321neo
China Eastern 1 x A320neo
China Southern 1 x A321neo
EasyJet 1 x A321neo
Frontier Airlines 1 x A320neo
Iberia 1 x A320 neo
IndiGo 1 x A320neo, 2 x A321neo
Loong Air 1 x A321neo
Qingdao Airlines 1x A320neo, 1 x A321neo
S7 Airlines 1 x 320neo
Sichuan Airlines 2 x A320neo
Spirit Airlines 2 x A320neo
Spring Airlines 2 x A320neo
Starlux Airlines 2 x A321neo
Ural Airlines 1 x A321neo

Delivered including January 2022

678 A321neo
1418 A320neo
4 A319 A319neo

together 2,200 A320neo family frames delivered

China Southern takes delivery of 2 A319neos today. The first A319neos delivered, that at not ACJ319neo

Delivered to end of 2021

667 A321neo
1,405 A320neo
4 A319neo

together 2,076 A320neo family frames delivered

January 2022

24 A320neo family deliveries, 13 A320neo and 11 A321neo

Air China 1 x A320neo
American Airlines 2 x A321neo
China Eastern 1 x A320neo
China Southern 1 x A321neo
EasyJet 1 x A321neo
Frontier Airlines 1 x A320neo
Iberia 1 x A320 neo
IndiGo 1 x A320neo, 2 x A321neo
Loong Air 1 x A321neo
Qingdao Airlines 1x A320neo, 1 x A321neo
S7 Airlines 1 x 320neo
Sichuan Airlines 2 x A320neo
Spirit Airlines 2 x A320neo
Spring Airlines 2 x A320neo
Starlux Airlines 2 x A321neo
Ural Airlines 1 x A321neo

Delivered including January 2022

678 A321neo
1418 A320neo
4 A319 A319neo

correction:
together 2,100 A320neo family frames delivered

First (I think) pax A319neo delivered to China Southern:

https://www.ch-aviation.com/portal/news ... st-a319neo

JerseyFlyer wrote:

First (I think) pax A319neo delivered to China Southern:

https://www.ch-aviation.com/portal/news ... st-a319neo

The other four were ACJ.

Delivered to end of of January 202

678 A321neo
1,418 A320neo
4 A319neo
together

February 2022

36 A320neo family deliveries, 2 A319neo, 14 A320neo and 20 A321neo

Viva air Columbia 1 x A320neo
Flyadeal 1 x A320neo
Qingdao 1 X A321neo
SAS 1 x A320neo, 1 x A321neo
Indigo 2 x A321neo
Scoot 1 x A321neo
Viva Aerobus 2 x A321neo
Tunisair 1 x A320neo
Uzbekistan Airways 1 x A321neo
China Airlines 1 x A321neo
Ural Airlines 1 A321neo
Iberia 1 x A320neo
Air China 1 x A320neo, 2 x A321neo
S7 Siberian Airlines 1 x A321neo
Smartavia 1 x A320neo
China Southern 2 x A319, 2 x A321neo
American Airlines 3 x A321neo
Sichuan Airlines 1 x A320neo
Flynas 1 x A320neo
Peach 1 x A320neo
China Eastern 1 x A320neo
Lufthansa 1 x A321neo
China Express 2 x A320neo
Salam Air 1 x A320neo
Pegasus 1 x A321neo

Delivered including February 2022

698 A321neo
1,432 A320neo
6 A319 A319neo
together 2,136 A320neo family frames delivered

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.China Southern Airlines' two .A319-153N aircraft:
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…...● MSN 10239, reg. B-328A, test reg. D-AVWG, first flight on 02. Aug 2021
…...● MSN 10288, reg. B-328C, test reg. D-AVWI, first flight on 07. Feb 2022
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with the cabin configuration C4 W24 Y108, powered by two .LEAP-1A26, 2-shaft, high-bypass, turbofan engines (fan diameter: 78,0 in / 1.981,2 mm; BPR: 11,0:1; engine architecture: 1F+3LPC–10HPC〧2HPT–7LPT, OPR: 43,68:1), each rated at 120,64 kN / 12.302 kgf / 27.120 lbf, were delivered to CZ/CSN on 18/19. Feb 2022, flying on the route XFW - NQZ - CAN (FLTs B328A/B328C).
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..These were the first two Airbus A319neo aircraft, of the six so far delivered, destined for the airline customers. To date, the only deliveries of this aircraft, the shortest of the Airbus.A320neo family, have been to private and VIP operators - four ACJ319neo. All six .A319neo delivered aircraft are powered by CFM International.LEAP-1A, 2-shaft, high-bypass turbofan engines. This way CZ/CSN officially became the first airline in the world to operate the Airbus.A319neo aircraft. The new aircraft will be put into the operation on China Southern Airlines' "High Plateau" route.
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..On the Skyliner
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..On the first part of the delivery flight the Airbus A319-153N, reg. B-328A, departed Hamburg Finkenwerder Airport (XFW/EDHI) on 18. Feb 2022, 10:21 UTC and landed at Nursultan Nazarbayev International Airport (NQZ/UACC) on 18. Feb 2022, 15:36 UTC.
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..On the second part of the delivery flight the Airbus A319-153N, reg. B-328A, departed Nursultan Nazarbayev International Airport (NQZ/UACC) on 18. Feb 2022, 16:38 UTC and landed at Guangzhou Baiyun International Airport (CAN/ZGGG) on 18. Feb 2022, 22:43 UTC.
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..On the first part of the delivery flight the Airbus A319-153N, reg. B-328C, departed Hamburg Finkenwerder Airport (XFW/EDHI) on 18. Feb 2022, 10:39 UTC and landed at Nursultan Nazarbayev International Airport (NQZ/UACC) on 18. Feb 2022, 16:10 UTC.
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…..
……….China Southern Airlines’ Airbus A319-153N; MSN 10288, reg. B-328C - delivery flight B328C - part 1
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..On the second part of the delivery flight the Airbus A319-153N, reg. B-328C, departed Nursultan Nazarbayev International Airport (NQZ/UACC) on 18. Feb 2022, 17:22 UTC and landed at Guangzhou Baiyun International Airport (CAN/ZGGG) on 18. Feb 2022, 23:35 UTC.
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……....China Southern Airlines’ Airbus A319-153N; MSN 10288, reg. B-328C - delivery flight B328C - part 2
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..Besides those two mentioned .A319-153N aircraft, China Southern Airlines (CZ/CSN) operates nine more A319ceo aircraft, all in 3-class C8 W24 Y90 cabin configuration. Three of them are of the type A319-112, powered by two .CFM56-5B6/3, 2-shaft, high-bypass, turbofan engines (fan diameter: 1.734,8 mm / 68,3 in; BPR: 5,9:1; engine architecture: 1F+4LPC–9HPC〧1HPT–4LPT, OPR: 32,6:1), each rated at 104,53 kN / 10.660 kgf / 23.500 lbf and six of the type A319-115, powered by two .CFM56-5B7/P, 2-shaft, high-bypass, turbofan engines (fan diameter: 1.734,8 mm / 68,3 in; BPR: 5,7:1; engine architecture: 1F+4LPC–9HPC〧1HPT–4LPT, OPR: 35,5:1), each rated at 120,10 kN / 12.247 kgf / 27.000 lbf.
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..One of the reasons for CZ/CSN buying A319neos is mainly fleet commonality. The airline already operates 39 A320neos (32 A320-251N and 7 A320-271N) alongside 53 A321neos (36 A321-253N(X) and 17 A321-271N) and the other reason are the operations from China's operationally challenging airports. Their A319-112s, A319-115s and 737-71B(WL)s are the only aircraft with the capabilities to operate from some of these airports (DCY - 4.411 m / 14.472 ft, BPX - 4.334 m / 14.219 ft, KGT - 4.280 m / 14.042 ft, NGQ - 4.274 m / 14.022 ft, GZG - 4.068 m / 13.346 ft, YUS - 3.890 m / 12.762 ft, GMQ - 3.788 m / 12.428 ft, RKZ - 3.782 m / 12.408 ft, LXA - 3.570 m / 11.713 ft, AHJ - 3.535 m / 11.598 ft …). They often have a multitude of operational challenges like high-altitude, mountainous terrain, rapidly changeable weather, no close alternate and no fuel. When there's no fuel this requires loading enough fuel at the departure airport to fly the route, plus reserves and diversion fuel, and enough for the return flight. This results in high MLWs, which can further limit the payload. Aircraft used for those operations also often require an additional emergency oxygen supplies as a high terrain can limit decent in the event of a decompression. Modified pressurisation systems are also required because of the high elevations of the airports. Single engine performance is also very important. Those aircraft are specially maintained and flown by a very experienced crews.
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.The A319neo aircraft is a part of the Airbus.A320neo family of the airliners developed since December 2010 by .Airbus SE. It is the last step of the A320 Enhanced (A320E) modernisation programme which was started in 2006. The A319neo replaces the original A319ceo. In addition to the new engines, the modernisation programme also included such improvements as aerodynamic refinements, large curved winglets (sharklets), weight savings, a new aircraft cabin with larger hand luggage spaces and an improved air purification system. Customers have a choice of either the CFM International.LEAP-1A, 2-shaft, high-bypass, turbofan engines or the Pratt & Whitney.PW1100G-JM, '2,5'-shaft, high-bypass, geared, turbofan engines. These improvements in combination are predicted to result in 15 % lower fuel consumption per aircraft, 8 % lower operating costs, reduced noise production and a reduction of nitrogen oxide (NOx) emissions by at least 10 % compared to the A320ceo family aircraft, as well as an increase in the range of approximately 500 nm / 900 km. The A319neo is the least popular variant of the .A320neo family, with a total orders of only 70 aircraft. Unlike only 6 delivered Airbus.A319neo aircraft, there are 200 delivered Airbus.A220 aircraft to 17 different airlines (situation at 09. Mar 2022).
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..I tried to compare it here a several narrow-body airliners of the approximate sizes, configurations and the roles.
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………..…….Airbus.A319neo……………..…..……………Boeing.737 MAX 7………………..…..……Airbus.A220-100........................................Airbus.A220-300
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…………………………….………...…..Embraer.E190-E2.................................Embraer.E195-E2………..…..….….………....Sukhoi.SSJ100/95
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.Comparativ data of Airbus A319neo, Boeing 737 MAX 7, Airbus A220-100, Airbus A220-300, Embraer E190-E2 (ERJ 190-300), Embraer E195-E2 (ERJ 190-400) and Sukhoi SSJ100/95
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..Since the Swiss Air Lines (LX/SWR) has started the operations to LCY in August 2017 with their .A220-100 (Bombardier CSeries CS100/BD-500-1A10), MTOW: 60.781 kg / 134.000 lb, cabin configuration: CY125, powered by two .PW1524G, ‘2,5’-shaft, high-bypass, geared, turbofan engines (fan diameter: 73,0 in / 1.854,2 mm; BPR: 12,0:1; gear ratio: 3,0625:1; engine architecture: 1F-]G[-3LPC–8HPC〧2HPT–3LPT, OPR: 50,0:1), each rated at 108,54 kN / 11.068 kgf / 24.400 lbf (Bombardier CSeries CS100/BD-500-1A10 received Transport Canada and EASA steep approach certification in April 2017) and Helvetic Airways (2L/OAW) in September 2021 with their .E190-E2 (ERJ 190-300 STD): MTOW: 56.400 kg / 124.341 lb, cabin configuration: Y110, powered by two .PW1922G, ‘2,5’-shaft, high-bypass, geared, turbofan engines (fan diameter: 1.854,2 mm / 73,0 in; BPR: 12,0:1; gear ratio: 3,0625:1; engine architecture: 1F-]G[-3LPC–8HPC〧2HPT–3LPT, OPR: 50,0:1), each rated at 105,93 kN / 10.802 kgf / 23.815 lbf (Embraer E190-E2/ERJ 190-300 STD received steep approach certification from EASA on 11. May 2021), one day the VIP airliner version of the Airbus A220-100 - ACJ TwoTwenty, could probably get its steep approach certification for London City Airport (LCY) too, the same way as Embraer E190-E2's possible VIP airliner version …
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..I guess the same could be doable with:
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..● .A220-300, powered by two .PW1524G-3, ‘2,5’-shaft, high-bypass, GTF engines (fan diameter: 1.854,2 mm / 73,0 in; BPR: 12,0:1; gear ratio: 3,0625:1; engine architecture: 1F-]G[-3LPC–8HPC〧2HPT–3LPT, OPR: 50,0:1), each rated at 108,54 kN / 11.068 kgf / 24.400 lbf
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..● .A319neo (ACJ319neo), powered by either two .LEAP-1A26, 2-shaft, high-bypass turbofans (fan diameter: 78,0 in / 1.981,2 mm; BPR: 11,0:1; engine architecture: 1F+3LPC–10HPC〧2HPT–7LPT, OPR: 43,68:1), each rated at 120,64 kN / 12.302 kgf / 27.120 lbf or by two .PW1127G-JM, ‘2,5’-shaft, high-bypass, GTF engines (fan diameter: 2.057,4 mm / 81,0 in; BPR: 12,5:1; gear ratio: 3,0625:1; engine architecture: 1F-]G[-3LPC–8HPC〧2HPT–3LPT, OPR: 50,0:1), each rated at 120,43 kN / 12.280 kgf / 27.075 lbf
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..● .737 MAX 7 (BBJ MAX 7), powered by two .LEAP-1B27, 2-shaft, high-bypass, turbofan engines (fan diameter: 69,4 in / 1.763,0 mm; BPR: 9,0:1; engine architecture: 1F+3LPC–10HPC〧2HPT–5LPT, OPR: 43,68:1), each rated at 124,71 kN / 12.717 kgf / 28.037 lbf
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..● .E195-E2 (ERJ 190-400), powered by two .PW1922G, ‘2,5’-shaft, high-bypass, geared, turbofan engines (fan diameter: 1.854,2 mm / 73,0 in; BPR: 12,0:1; gear ratio: 3,0625:1; engine architecture: 1F-]G[-3LPC–8HPC〧2HPT–3LPT, OPR: 50,0:1), each rated at 105,93 kN / 10.802 kgf / 23.815 lbf
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..● .Lineage 1000 (ERJ 190-100 ECJ), powered by two .CF34-10E7-B, 2-shaft, high-bypass turbofans (fan diameter: 1.346,2 mm / 53,0 in; BPR: 5,4:1; engine architecture: 1F+3LPC–9HPC〧1HPT–4LPT, OPR: 29,0:1), each rated at 83,72 kN / 8.537 kgf / 18.820 lbf
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..● .SSJ100/95/RRJ-95 (SBJ), powered by two PowerJet.SaM146-1S18C, 2-shaft, high-bypass, turbofan engines (fan diameter: 1.224,3 mm / 48,2 in; BPR: 4,4:1; engine architecture: 1F+3LPC–6HPC〧1HPT–3LPT, OPR: 28,0:1), each rated at 73,32 kN / 7.477 kgf / 16.483 lbf
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..The possibility of operating some of the narrow-body airliners such as those mentioned above: Airbus A220-100, Airbus A220-300, Airbus A319neo, Boeing 737 MAX 7, Embraer E190-E2, Embraer E195-E2 and Sukhoi Superjet 100 (and their possible versions rearranged into the VIP airliners), on those small and at the same time very popular airports such as: London City Airport (LCY), La Môle - Saint-Tropez Airport (LTT), Gstaad - Saanen Airport (LSGK), Lugano Airport (LUG), Aspen/Pitkin County Airport (ASE) or Florence Airport (FLR) is a very interesting theme. I guess that all of the above mentioned aircraft could be adjusted through the controling software changes to fly steep approaches procedures with no physical or structural modifications needed.
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..On 29. Nov 2019 the .A319neo with .PW1100G-JM, ‘2,5’-shaft, high-bypass, geared turbofans received its .European Union Aviation Safety Agency (EASA) Type Certification. This completes the programme of Type Certifications across the full A320neo family, comprising: A319neo, A320neo and A321neo, each with .PW1100G-JM and .LEAP-1A engine options. After having flown with CFM LEAP-1A engines initially, the A319neo flight-test aircraft, MSN 6464, reg. D-AVWA, first flew with Pratt & Whitney engines on 25. Apr 2019. The Airbus A319neo Type Certificate with PW1100G-JMs came after the certification with LEAP-1A engines on 14. Dec 2018 by both .European Union Aviation Safety Agency (EASA) and the .Federal Aviation Administration (FAA) and the certification of the corporate version ACJ319neo on 09. Jul 2019.
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…..Airbus A319neo test aircraft; MSN 6464, reg. D-AVWA, powered by Pratt & Whitney PW1124G-JM engines
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..For the airlines, the Airbus A319 can accommodate up to 160 passengers and can operate from short runways and at high OAT (outside/ambient air temperatures) and/or HEA (high elevation airports); while in a corporate jet configuration - ACJ319neo it can fly eight passengers 12.500 km / 6.750 nm or 15 hours non-stop.
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..There are obvious reasons why the A319 has ceased to be interesting to the airlines. Namely, the two Airbus aircraft are essentially competing with each other - the A319neo and the A220-300. Both aircraft are very similar, according to data presented by the manufacturer: they have a maximum seating capacity of 160 passengers (a typical 2-class layout seats between 120 and 150) and a maximum operating speed of Mach 0,82. However, the A220-300 is much lighter, while the A319neo can travel only 401 mi / 646 km further. The A220-300 carries 1.375 gal / 5.200 l less fuel (21.508 l vs 26.730 l), and its MTOW is 21.385 lb / 9.700 kg less than the A319neo's (67.585 kg vs 77.300 kg), making it much more economical to operate. The demand shows the fact in what extent the A220-300 is the more desired jet: on 31. Jan 2022 the A220-300 had 588 orders and the A319neo 70.
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.I bellieve the market is large enough to accept the aircraft from both .A220 Family and .E-Jet E2 family. Although the A220s and the E-Jet E2s do overlap in some regards, they actually don’t occupy the same market segment. And while the A220s give the impression of a small mainline jets, the E-Jet E2s feels more like the big regional jets. The fact A220 Family could be extended by a largest family member - A220-500 and E-Jet E2 family by a smallest family member - E175-E2, clearly indicates the difference in between the design concepts of these two aircraft families. Anyhow; the needed capacity, the range, the price as well as the other technical characteristics certainly narrow the choice for the potential customers.
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..And while the Airbus.A318, which did not even get the new engine option, and the Boeing.737-600 have already fallen into the oblivion, the numbers of the orders for Airbus.A319neo and Boeing.737 MAX 7 aircraft only further indicate that that the time has overtaken those shortened, overweight and robust versions of the basic and larger narrow-bodies from which they arose. The latter has significantly more orders (70 vs. 286), mostly from Southwest Airlines (WN/SWA), because the airlines more inclined to The Boeing Company have one choice in that segment - 737 MAX 7, while those who prefer to purchase the aircraft from Airbus SE now have a choice between A220-300 and A319neo. I hope Spirit Airlines (NK/NKS), with 31 current orders, could be, at least partially, for A319neo what Southwest Airlines (WN/SWA) will be for 737 MAX 7 …
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..My choice would be .A319-173NCJ, powered by two .PW1127G-JM, ‘2,5’-shaft, high-bypass GTFs (fan diameter: 2.057,4 mm / 81,0 in; BPR: 12,5:1; gear ratio: 3,0625:1; engine architecture: 1F-]G[-3LPC–8HPC〧2HPT–3LPT, OPR: 50,0:1), each rated at 120,43 kN / 12.280 kgf / 27.075 lbf. Regarding of the engine thrust, quite comparable to A319ceo models, powered by the highest rated engines: Airbus A319-115, powered by two .CFM56-5B7/P, 2-shaft, high-bypass, turbofan engines (fan diameter: 1.734,8 mm / 68,3 in; BPR: 5,7:1; engine architecture: 1F+4LPC–9HPC〧1HPT–4LPT, OPR: 35,5:1), each rated at 120,10 kN / 12.247 kgf / 27.000 lbf and Airbus A319-133, powered by two .V2527M-A5, 2-shaft, high-bypass, thrust-bumped, turbofan engines (fan diameter: 1.612,9 mm / 63,5 in; BPR: 4,8:1; engine architecture: 1F+4LPC–10HPC〧2HPT–5LPT, OPR: 27,2:1), each rated at 117,88 kN / 12.020 kgf / 26.500 lbf.
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... yes, I do agree maybe it wouldn't be so economical, optimized and efficient, it's not even certified yet with those engine model, but ... who cares? I certainly don't
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.China’s needs for the airliners are huge, just as one would expect. On the other hand, their previous attempts to develop and establish the civil aviation industry have been very modest and vague, quite a different story than the one with the military aviation industry. The way People's Republic of China struggles, especially in the designing and the production of the modern turbofan engines, regardless they are aimed for the propulsion of the passenger aircaft: COMAC.C919, 2-engined, narrow-body airliner, powered by two .LEAP-1C30, 2-shaft, high-bypass, turbofans (fan diameter: 78,0 in / 1.981,2 mm; BPR: 11,0:1; engine architecture: 1F+3LPC–10HPC〧2HPT–7LPT, OPR: 50,0:1), each rated at 137,14 kN / 13.984 kgf / 30.830 lbf and COMAC.ARJ21-700, 2-engined, regional jet, powered by two .CF34-10A, 2-shaft, high-bypass turbofans (fan diameter: 53,0 in / 1.346,2 mm; BPR: 5,0:1; engine architecture: 1F+3LPC–9HPC〧1HPT–4LPT, OPR: 29,0:1), each rated at 78,50 kN / 8.005 kgf / 17.648 lbf or for all those military aircraft aimed for People's Liberation Army Air Force.PLAAF and People's Liberation Army Naval Air Force.PLANAF air superiority, multirole, strike fighters and stealth multiroles: SAC J-11 / SAC J-16 / SAC J-15 (Chinese copies of the Russian Su-27 / Su-30 / Su-33 fighters), CAC J-10, CAC J-20, Su-27UBK, Su-35SK, Su-30MKK and Su-30MK2; AWACS KJ-2000; tanker Il-78MP; transporters: Il-76, Tu-154 and XAC Y-20, all of them heavily leaned on the Russian engines, clearly points to the fact that for the money you just can't buy anything you need or want, such as the technology for the production of the modern turbofan engines …
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..As the most important and valuable Chinese achievement in the production of the military aircraft's turbofan engines, I would certainly mention Shenyang Aircraft Corporation (SAC) WS-10B3, 2-shaft, low-bypass, 3D TVC, afterburning, turbofan engine (fan diameter: 950,0 mm / 37,4 in; BPR: 0,78:1; engine architecture: 3F–6HPC〧1HPT–1LPT, OPR: 33,75:1), rated at 89,17 kN / 9.093 kgf / 20.046 lbf and 140,0 kN / 14.276 kgf / 31.473 lbf with the afterburner. The TVC nozzle uses actuator-assisted moving petals, similar in concept to General Electric's axisymmetric vectoring exhaust nozzle (AVEN) and Pratt & Whitney's pitch-yaw balance beam nozzle (PYBBN). The Chinese People’s Liberation Army Air Force (PLAAF) has debuted a specially modified iteration of their CAC J-10, medium-weight, single-engine, multirole combat aircraft capable of all-weather operations, configured with a delta wing and canard design, at the 2018 Zhuhai Airshow. An update over the J-10B variant, the AVIC Chengdu Aerospace Corporation.J-10B TVC, MSN J10B0004, reg. 1034, comes equipped with a hinged thrust-vectoring nozzle, showing some of the real-world capabilities of the thrust vectoring control.
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..Although such information is almost impossible to obtain, I believe that the AVIC.CAC.J-20, all-weather, stealth, 2-engined, fifth-generation fighter, developed by AVIC Chengdu Aircraft Industry Group itself, at least those of the first series, were powered by PC "SALUT" JSC "UEC" AL-31F-M3 (изд. 99M3), 2-shaft, low-bypass, afterburning turbofan (fan diameter: 924,0 mm / 36,4 in; BPR: 0,61:1; engine architecture: 3F–6HPC〧1HPT–1LPT, OPR: 27,72:1), rated at 150,04 kN / 15.300 kgf / 33.731 lbf with the afterburner, with the new 3-stage blisk.KND 924-3 fan (FPR: 4,25) and 6-stage HPC (CPR: 6,52), but without Salyut 3D thrust vector control (TVC) nozzles.
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..It is interesting to recall that the Chinese put into the service their all-weather, stealth, fifth-generation fighter J-20 before the Russians their .Su-57, stealth, single-seat, 2-engined, multirole, fifth-generation jet fighter, currently powered by two PJSC «UEC-Saturn».AL-41F-1 (изд. 117), 2-shaft, 3D TVC, afterburning, turbofan engine (fan diameter: 932,0 mm / 36,7 in; BPR: 0,65:1; engine architecture: 4F–9HPC〧1HPT–1LPT, OPR: _:1), rated at 86,30 kN / 8.800 kgf / 19.401 lbf dry and 147,10 kN / 15.000 kgf / 33.069 lbf with the afterburner.
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..In the last decade the Russian aviation industry has been experiencing a strong recovery as a result of extensive restructuring, reorganization and modernization. Some of the examples are the resumption of the production of .Tupolev.Tu-160M/M2 (изд. 70), supersonic, strategic, long-range, heavy bomber, powered by four modernised, the largest and the most powerful engines ever fitted to any of the combat aircraft - JSC "Kuznetsov" (ПАО «ОДК-Кузнецов») NK-32-02 (НК-32 серии 02 / изд. Р), 3-shaft, low-bypass, afterburning turbofan (fan diameter: 57,3 in / 1.455,0 mm; BPR: 1,36:1; engine architecture: 3F–5IPC=7HPC〨1HPT=1IPT–2LPT, OPR: 28,2:1), rated at 137,29 kN / 14.000 kgf / 30.865 lbf dry and 254,97 kN / 26.000 kgf / 57.320 lbf with the afterburner (* just for the comparison: Rockwell B-1B Lancer, strategic, supersonic bomber is powered by four .F101-GE-102, 2-shaft, low-bypass, afterburning turbofans (fan diameter: 1.061,7 mm / 41,8 in; BPR: 1,91:1; engine architecture: 2F–9HPC〧1HPT–2LPT, OPR: 26,8:1), rated at 77,35 kN / 7.888 kgf / 17.390 lbf dry and 136,92 kN / 13.962 kgf / 30.780 lbf with the afterburner). The .Tu-160, supersonic, strategic, long-range, heavy bomber is the military aircraft Chinese are so incredible keen to see in their air force just as much as …
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..… .MiG-31BM («тип 28»/«тип 78»), two-seat, supersonic, high-altitude, all-weather, long-range fighter-interceptor, powered by two JSC "UEC-Aviadvigatel".D-30F6-M (изд. 64), 2-shaft, common afterburner, variable supersonic nozzle, low-bypass turbofans (fan diameter: 1.020,0 mm / 40,2 in; BPR: 0,57:1; eng. architecture: 5F–10HPC〧2HPT–2LPT, OPR: 21,15:1), each rated at 93,20 kN / 9.500 kgf / 20.945 lbf dry and 161,81 kN / 16.500 kgf / 36.376 lbf with the afterburner, with a top speed exceeding 3.400 kmph / 2.112 mph. These powerful engines also allow the large (MTOW: 46.750 kg / 103.066 lb) and complex fighter to attain supersonic speeds at low altitudes under 1.500 m / 4.900 ft.
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..Of the other major Russian military aircraft, I will mention .Su-35S, 4++ generation, multipurpose, supermaneuverable fighter and .Su-30SM2, 4+ generation, 2-seat, multirole, air superiority fighter, both powered by two PJSC «UEC-Saturn».AL-41F-1S (изд. 117C, originally known as AL-37FU), 2-shaft, TVC, low-bypass, afterburning turbofans (fan diameter: 932,0 mm / 36,7 in; BPR: 0,65:1; engine architecture: 4F–9HPC〧1HPT–1LPT, OPR: 23,10:1), rated at 86,30 kN / 8.800 kgf / 19.401 lbf dry and 142,20 kN / 14.500 kgf / 31.967 lbf with the afterburner and .JSC RAC "MiG" (АО "РСК «МиГ») MiG-35S/35D (изд. 9-61/9-67), powered by two JSC “UEC-Klimov” (АО «ОДК–Климов») RD-33MK 'Morskaya Osa', 2-shaft, TVC, low-bypass, afterburning turbofans (fan diameter: 750,0 mm / 29,5 in; BPR: 0,49:1; engine architecture: 4F-9HPC〧1HPT-1LPT, OPR: 22,5:1), rated at 51,97 kN / 5.300 kgf / 11.684 lbf dry and 88,30 kN / 9.000 kgf / 19.842 lbf with the afterburner and 'KliVT' thrust vector control nozzles;
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...PJSC Ilyushin Aviation Complex (ПАО «Авиационный комплекс им. С.В. Ильюшина») Il-76MD-90A (Il-476), multi-purpose, strategic airlifter and the .Il-78M-90A (Il-478), aerial refueling tanker, both powered by four JSC «UEC-Aviadvigatel».PS-90A-76, 2-shaft, high-bypass, turbofan engine (fan diameter: 74,8 in / 1.900,0 mm; BPR: 4,6:1; engine architecture: 1F+2LPC–13HPC〧2HPT–4LPT, OPR: 29,5:1), rated at 142,20 (156,91) kN / 14.500 (16.000) kgf / 31.967 (35.274) lbf.
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..Unlike the Chinese attempts to develop and establish the civil aviation industry that have been very modest and vague, pretty different story with the Russian civil aviation industry that spawned some quality and competitive aircraft like JSC "Corporation "Irkut" (ПАО «Корпорация „Иркут“) MC-21-300, single-aisle, twinjet airliner, powered by two JSC «UEC-Aviadvigatel».PD-14, 2-shaft, high-bypass, turbofan engine (fan diameter: 1.900,0 mm / 74,8 in; BPR: 8,5:1; eng. architecture: 1F+3LPC–8HPC〧2HPT–6LPT, OPR: 41,0:1), rated at 137,29 kN / 14.000 kgf / 30.865 lbf or by two .PW1431G-JM, ‘2,5’-shaft, high-bypass, geared, turbofan engine (fan diameter: 2.057,4 mm / 81,0 in; BPR: 12,0:1; gear ratio: 3,0625:1; eng. architecture: 1F-]G[-3LPC–8HPC〧2HPT–3LPT, OPR: 50,0:1), rated at 140,44 kN / 14.321 kgf / 31.572 lbf. Interesting to mention that one more engine was once considered as the JSC Irkut Corporation (ПАО "Корпорация "Иркут") MC-21-300’s powerplant, and that was Ivchenko-Progress ZMKB (ЗМКБ «Прогрес» ім. О.Г.Івченка) AI-436T12 (previously known as D-436ТH), 3-shaft, high-bypass, turbofan engine (fan diameter: 81,5 in / 2.070,0 mm; BPR: 10,35:1; eng. architecture: 1F-6IPC=7HPC〨1HPT=1IPT-3LPT, OPR: 26,33:1), rated at 117,68 kN / 12.000 kgf / 26.455 lbf.
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..The other one is .PJSC Sukhoi Company (ПАО «Компания „Сухой“») SSJ100/95, a twinjet, regional jet, powered by two PowerJet.SaM146-1S18C, 2-shaft, high-bypass, turbofan engines (fan diameter: 1.224,3 mm / 48,2 in; BPR: 4,4:1; engine architecture: 1F+3LPC–6HPC〧1HPT–3LPT, OPR: 28,0:1), each rated at 73,32 kN / 7.477 kgf / 16.483 lbf.
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..In the summer of 2016 JSC United Engine Corporation (АО "ОДК"), through JSC "UEC-Aviadvigatel" (АО "ОДК-Авиадвигатель") and PJSC «UEC-Saturn» (ПАО "ОДК -Сатурн"), launched the PD-35, 2-shaft, high-bypass turbofan engine (fan diameter: 3.100 mmm / 120,0 in; BPR: _:1; eng. architecture: 1F+3LPC–9HPC〧2HPT–6LPT, OPR: 23,0:1), rated up to 343,23 kN / 35.000 kgf / 77.162 lbf, expected to be developed till 2023, and predicted to power the future wide-body aircraft, including the Russo-Chinese joint-venture between the Commercial Aircraft Corporation of China (COMAC) and Russia's United Aircraft Corporation (UAC) - CRAIC CR929, twinjet, wide-body airliner. This engine could also power the twinjet version of the .Il-96-400M (Il-496), quadjet, widebody airliner, currently powered by four JSC «UEC-Aviadvigatel» (АО "ОДК-Авиадвигатель") PS-90A1, 2-shaft, high-bypass turbofans (fan diameter: 74,8 in / 1.900,0 mm; BPR: 4,4:1; engine architecture: 1F+2LPC–13HPC〧2HPT–4LPT, OPR: 38,0:1), rated at 170,64 kN / 17.400 kgf / 38.360 lbf, but also, in scaled-down versions, new .Il-76MD-90A (Il-476), multi-purpose, strategic airlifter and .Il-78M-90A (Il-478) aerial refueling tanker.
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..JSC "Kuznetsov" (ПАО «ОДК-Кузнецов») suppose to design NK-23D turbofan engine for the .An-124 Ruslan, strategic, airlift quadjet, currently powered by four Ivchenko-Progress ZMKB.D-18T series 3, 3-shaft, high-bypass turbofans (fan diameter: 2.330,0 mm / 91,73 in; BPR: 5,6:1; engine architecture: 1F–7IPC=7HPC〨1HPT=1IPT–4LPT, OPR: 25,0:1), each rated at 229,77 kN / 23.430 kgf / 51.655 lbf, also used on .An-225 Mriya, 6-engined, ultra-heavy-lift transport aircraft.
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……….Antonov An-225 Mriya, MSN 19530503763, LN 01-01, reg. UR-82060 (1988-2022) at Zagreb Airport (ZAG), Croatia, 8/9. Nov 2013
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.Chinese connecting with the Ukrainian military aviation industry and engines supreme factories like SC "Antonov" (ДП "АНТОНОВ"), Ivchenko-Progress ZMKB (ЗМКБ «Прогрес» ім. О.Г.Івченка), PJSC "Motor Sich" (ВАТ "Мотор Січ") and SE GTRPC "Zorya"-"Mashproekt" (ДП НВКГ «Зоря» - «Машпроект») was of a great help to China, but how immensely much it was also meaning for the stumbled Ukrainian factories, after their breakup with Russia, it is not necessary to mention, but everything went too far and in the wrong direction and, I believe, influencing today's tragic and sad events in Ukraine to a pretty large degree …
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… in January 2021, Ukrainian president Volodymyr Zelenskyy said in an interview that he would not allow China to take control of Ukrainian enterprise PJSC "Motor Sich" (ВАТ "Мотор Січ"). Such rhetoric was completely new in the history of Sino-Ukrainian defense relations, and was meaning a gradual cooling of ties between Kyiv and Beijing. Bilateral military-technical cooperation was traditionally occupying an important space in the relations between the two countries. Facing the post-Tiananmen arms embargo enacted by the EU, China turned to Ukraine as a source of military technologies, shoring up supply chains for aircraft construction, space industry and the Navy. For Ukraine, the supply of defense products and technologies to China allowed the nation to develop additional industrial sectors, promote the high-tech component of its emerging economy and promote profitable business interests overall. However, due to the growing confrontation between the U.S. and China, and the military conflict between Ukraine and Russia, new barriers and risks jeopardized the profitable military-technical cooperation between Ukraine and China.
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..In 1998. China purchased the Ukrainian aircraft-carrier 'Varyag' (originally laid down in 1985. for the Soviet Navy as the Kuznetsov-class aircraft cruiser 'Riga', launched on 4. Dec 1988 and renamed 'Varyag' in 1990), which was later upgraded and introduced into the People's Liberation Army Navy (PLAN) Type 001 aircraft carrier, under the name 'Liaoning'. As the first aircraft carrier in the PLAN, it became the basis for the further development of the Chinese industry in the field of the aircraft-carrying ships. The first aircraft carrier built by the Chinese industry, 'Shandong', has a design similar to the 'Liaoning'. Another field of cooperation involved gas turbine installations for the Chinese Navy. At one time, Chinese destroyers (Type 052) were equipped with American-made .LM2500, 2-shaft gas turbine engines (engine architecture: 16HPC〦2HPT«6PwrT * 3.600 rpm, OPR: 18,0:1), rated at 25.060 kW / 33.606 PS / 34.072 hp. However, after the U.S. imposed an arms embargo, Beijing turned to Ukraine, where it acquired 10 SE GTRPC "Zorya"-"Mashproekt" (ДП НВКГ "Зоря"-"Машпроект") UGT25000-DA80, 3-shaft gas turbine engines (engine architecture: 9LPC–9HPC〧1HPT–1LPT«4PwrT * 3.400 rpm, OPR: 22,5:1), rated at 28.700 kW / 39.021 PS / 38.487 hp, along with the full technical documentation. On the basis of the UGT 25000 gas turbine, Chinese gas turbines QC280 built by China Shipbuilding Industry Corporation (CSIS) were developed, which are equipped with the new destroyers of the Type 055 ('Nanchan-class') with a displacement of up to 12.000 tons. Ukraine also delivered small amphibious assault ships Project 958 «Bizon» ('Ukrainian' variation of the 'Zubr'-class - Project 1232.2, a class of Soviet-designed LCAC) to China. The first was sent to China in April 2013, the second in March 2014 - the eve of the annexation of Crimea. While two vessels were built at the More Shipyard in Feodosia, Crimea, the other two were produced in China, probably with Ukrainian technical assistance. In addition to the transferred ships, China received a full technical documentation. Last, but not least, China has sourced aircraft engines in Ukraine, including the Ivchenko-Progress ZMKB (ЗМКБ «Прогрес» ім. О.Г.Івченка) AI-322 and AI-222-25, manufactured by PJSC "Motor Sich" (ВАТ "Мотор Січ"), for Chinese Hongdu Aviation Industry Group Ltd. (HAIG) L-15B Falcon, supersonic, advanced, jet trainer and light combat aircraft. This aircraft was designed on the basis of the Russian JSC A.S. Yakovlev Design Bureau (ОАО «ОКБ им. А. С. Яковлева») Yak-130, subsonic, 2-seat, advanced, jet trainer and light combat aircraft, but the Chinese side prefered the Ukrainian Ivchenko-Progress ZMKB (ЗМКБ «Прогрес» ім. О.Г.Івченка) AI-222K-25F, 2-shaft, low-bypass, turbofan engine (fan diameter: 624,0 mm / 24,6 in; BPR: 1,19:1; eng. architecture: 2F–8HPC〧1HPT–1LPT, OPR: 15,43:1), rated at 24,52 kN / 2.500 kgf / 5.512 lbf dry and 41,19 kN / 4.200 kgf / 9.259 lbf with the afterburner to the new Russian PC "SALUT" JSC "UEC" (ПК "Салют" АО "ОДК") SM-100, 2-shaft, low-bypass, turbofan engine (fan diameter: 624,0 mm / 24,6 in; BPR: 0,85:1; eng. architecture: 3F–6HPC〧1HPT–1LPT, OPR: 21,1:1), rated at 32,36 kN / 3.300 kgf / 7.275 lbf dry. The two countries were also working together to improve the characteristics of the aircraft engine Xi'an Aero-Engine (Group) Co., Ltd. (XAE) WS-15 for the Chinese AVIC.CAC.J-20, all-weather, stealth, fifth-generation fighter, developed by the AVIC Chengdu Aerospace Corporation and naval projects such as marine radars and engines for ships, which are being developed by the Ukrainian enterprise SE GTRPC "Zorya"-"Mashproekt" (ДП НВКГ «Зоря» - «Машпроект»).
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..The military-technical cooperation between Ukraine and China has been one-sided as the equipment and technologies were sourced from Ukraine to China. However, Kyiv failed to establish joint production in Ukraine with the participation of Chinese companies, and also failed to become full partners of the Chinese production sites. Moreover, the risk was that having received the appropriate technologies, China would steal the intellectual property and use it for independent manufacturing of its own products. It was China’s attempt to gain control over the key Ukrainian company PJSC "Motor Sich" (ВАТ "Мотор Січ") that really put the spotlight on the potential risks. Against the background of the poor financial situation of the Ukrainian enterprise after the termination of contracts with Russia in 2014, the Chinese company Beijing Skyrizon Aviation Industry Investment Co., Ltd. acquired a controlling stake in PJSC "Motor Sich" in 2016. In 2017, the Security Service of Ukraine stopped the deal, opening a criminal case on the basis of 'sabotage and destruction of the enterprise'. The situation remained status quo, until the US Department of Commerce added the Chinese company Skyrizon to the Military End Users list due to ties to China and People’s Liberation Army, explaining it by fact that 'Skyrizon is actively seeking to acquire intellectual property and technology to advance key military capabilities that threaten US national security, including the capability to develop, produce or maintain military items, such as aircraft engines, satellites, and cruise missiles' … After all their experiences with China and Russia, Ukraine has chosen the Euro-Atlantic and European path of development, which includes building defense systems according to NATO standards and with full compatibility of weapons and military standards with the armies of the Alliance …
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... still some thirty five years ago, the trains in China were towed by the steam and a couple of the diesel-electric locomotives ... By the end of 2021 China had over 40.000 km / 25.000 mi of railtrucks just for a high-speed trains. The HSR network encompasses newly built rail lines with a design speed of 200-350 km/h (120-220 mph). Nowadays, all the series of the Chinese high-speed trains are produced by the Chinese factories: CRRC Qingdao Sifang Co., Ltd., Bombardier Sifang Qingdao Transportation Ltd., CRRC Tangshan Co., Ltd., CRRC Changchun Railway Vehicles Co., Ltd. and CRRC Nanjing Puzhen Co., Ltd., but … I can't not to ask myself to which extent would the development of the Chinese HSR come without the technology gained by ABB Ltd., ALSTOM, Siemens Transportation Systems, Bombardier Transportation, Toshiba Railway System, Hitachi Transportation Systems, Kawasaki Heavy Industries Rolling Stock Company and Mitsubishi Heavy Industries Engineering, Ltd.. Probably not nearly as close as it is at the moment ...
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..… on 03. Dec 2010 standard CRRC Qingdao Sifang Co., Ltd..CRH380AL EMU, reg. CRH380A-6041L, 16-car train, train configuration: 14M2T, axle arrangement: 2-2 + 14 x Bo-Bo + 2-2, powered by 56 CRRC Zhuzhou Electric Co., Ltd..YQ-365 (2.000 V; 130 A; 4.150 rpm, 465 kg), 3-phase, 4-pole, asynchronous TMs, each rated at 385 kW, with the ΣTMp of 21.560 kW / 29.313 PS / 28.912 hp reached the maximum speed of 486,1 km/h (302,0 mph). Unlike this CRRC Qingdao Sifang Co., Ltd. CRH380AL train of the standard configuration, on 09. Jan 2011 a modified 12-car CRRC Tangshan Co., Ltd. / CRRC Changchun Railway Vehicles Co., Ltd..CRH3B0BL EMU, reg. CRH380B-6402L, train configuration: 8M4T (instead of the standard 8M8T configuration), axle arrangement: Bo-Bo + 2-2 + 2 x Bo-Bo + 2-2 + 2 x Bo-Bo + 2-2 + 2 x Bo-Bo + 2-2 + Bo-Bo, powered by 32 CRRC Yongji Electric Co., Ltd..YJ105C, 3-phase, 4-pole, asynchronous TM, each rated at 586 kW, with the ΣTMp of 18.752 kW / 25.496 PS / 25.147 hp, reached the speed of 487,3 km/h (302,8 mph) …
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..The latest, Fuxing Hao (CR series EMU), is a series of high-speed and higher-speed EMU trains operated by China Railway High-speed (CRH) and developed by CRRC Corp., Ltd., which owns the independent intellectual property rights. Initially known as the China Standardized EMU, development on the project started in 2012, and the design plan was finished in September 2014. The first EMU rolled off the production line on 30. Jun 2015. The series received its current designation of Fuxing in June 2017, with the nicknames "Blue/Red Dolphin" (CR400AF) EMU, train configuration: 4M4T (8M8T), produced by Bombardier Sifang Qingdao Transportation Ltd. and CRRC Qingdao Sifang Co., Ltd., powered by 8/16 CRRC Zhuzhou Electric Co., Ltd..YQ-625 (2.750V; 155 A; 4.100 rpm), 3-phase, 4-pole, asynchronous traction motors rated at 625 kW or CRRC Yongji Electric Co., Ltd..YJ302A (2.750V; 155 A; 4.100 rpm), 3-phase, 4-pole, asynchronous TMs rated at 625 kW and "Golden Phoenix" (CR400BF) EMU, train configuration: 4M4T (8M8T), produced by CRRC Tangshan Railw. Veh. Co.,Ltd. and CRRC Changchun Railw. Veh. Co., Ltd., powered by 8/16 CRRC Yongji Electric Co., Ltd..YJ268A (2.800 V; 158 A; 4.174 rpm), 3-phase, 4-pole, asynchronous traction motors (TMs) rated at 650 kW. Those are the world's fastest conventional high speed trains in regular service, with a operating speed of 350 km/h / 220 mph.
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.Its arrear in the development of the turbofan engines China has been trying to compensate by skipping some initial steps in the engine development and designing, by my humble opinion, just spinning around and losing time, mostly unsuccessfully, by imitating (reverse engineering) obtained foreign technologies. Since the 1990s, China has invested heavily in the development of jet engine manufacturing capacity. They encountered the same problems that Russia encountered early in the development of their engines. It is just very difficult to develop the necessary engine design, construction and manufacturing technology, but China had some advantages. First, they know where Russia went wrong so many of these mistakes could have been avoided. Second, China has better access to the Western manufacturing technology. Finally, unlike in the former Soviet Union, China was able to develop its own engine manufacturing capabilities in a market economy, much more efficient than the 70-year-old planned economy of the former Soviet Union.
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..I wonder how would Chinese aircraft's engines' industry, and consequently their military and civil aviation, look like this days if they were allowed to get the technology of designing and adopt a licensed production of the aircraft' engines of those famous russian factories (listed below), skipping all those infinitely long and frustrating initial and intermediate stages, in which they remained entangled for a long time …
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…..● PJSC «UEC-Saturn» (ПАО "ОДК -Сатурн")
…..● PC "SALUT" JSC "UEC" (ПК "Салют" АО "ОДК")
…..● PJSC UEC-UMPO (ПАО «ОДК-УМПО»)
…..● JSC “UEC-Klimov” (АО «ОДК–Климов»)
…..● JSC "Kuznetsov" (ПАО «ОДК-Кузнецов»)
…..● JSC "UEC-Aviadvigatel" (АО "ОДК-Авиадвигатель")
…..● OS AESTC «Soyuz» (ОАО АМНТК "Союз")
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..On the other side, backed by a huge financial resources that may come from a very rich source, as China undoubtedly is, Russian factories would be able to develop its engines' programs and projects far easier and faster, but a lot of that depends on the way how are the policy and national interest involved in the whole story. We should be aware of the fact that exporting the military technology (aircraft' engines in this particular case) does not depend only on Russian engines' manufacturers alone (their interest is, of course, to sell as much as they can produce) but on the decision brought by the Russian Federation's President, Prime Minister, Federation Council, State Duma and Russian Ministry of Defense, but here we talk about the contracts of a very high value and of a high national interest at the same time …
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..Once, when China, extremly large market for the Russian aviation industry, become capable of designing and producing their own engines in a full extent, that huge market for the Russian factories will start disappearing. Despite their strong relations and broad cooperation, Russia also sees China as a kind of threat and that's why has Russia refused to export its most advanced engines to China because they are the core technology of its aviation industry. In addition, the Russians are far more dangerous, more experienced and wiser players, and it could not happen to them that Chinese transfer half of their country to themselves as they did with Ukraine ...
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..Sooner or later, in this or that way, China will get rid of Russia's dependence in military, but also of U.S. (GE Aviation and Pratt & Whitney) and European (SAFRAN and Rolls-Royce) dependence in civil jet engines, but in the meantime their engines' manufacturers will need further efforts. They have a vision, they have a goal, they have a resources and they are incredible persistent. A very specific and unique mentality which, unfortunately, doesn't bring fast results in this particular case. The only question is how many time China will need to catch a step with others because everyone else still go ahead with the development of their technology and the improvements of the existing, but also with the construction of the new types of engines. With the remarkable ease I assert there are many things that can be done only by Chinese, but the sentence in which could fit together China and the development and the construction of the aircraft's engines is still very long.
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..This world was still looking quite a different before I started writing this post. In the meantime two Airbus A319neo aircraft took me to China, China to Russia and Ukraine, and the latter one to the painful reality that this world is driven by prestige, interests, money and benefits. In that world, the human beings have always been completely secondary, and the powerful of the world have never really cared about their well-being or happiness, and especially not about their health and the future …
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..Mario

Starting with an Airbus delivery and ending in geostrategic considerations about 5th generation fighter aircraft and engines. Mario, most of your posts are impressive but this one gets the cake!

Aer Lingus have acquired their first A320neo.

CarbonFibre wrote:

Aer Lingus have acquired their first A320neo.

They’re due 4

Does anyone track the A320 family deliveries at all? Or is therextoo many to keep up with?

pugman211 wrote:

Does anyone track the A320 family deliveries at all? Or is therextoo many to keep up with?

Too many to keep track of. At least in terms of movements as audidudi does such an excellent job on the other Airbus variants.

Continue in 2023 edition below

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