ANA (All Nippon Airways) ! NH ! ANA !

All Nippon Airways (ANA) grounded five of its 11 [Vous devez être inscrit et connecté pour voir ce lien] aircraft on 21 July, after being notified by Boeing that there may be a defect in the gearbox of the Rolls Royce Trent 1000 engine.

"We received a message from Boeing to the effect that there may be an issue with the gearbox on the engines of the 787s in ANA's fleet. No related problems have arisen on our 787s, ....

.....however we have ascertained that the part at issue is fitted to five of our aircraft," says an ANA spokesman.

It is understood that the issue was first discovered on an engine gear box used for endurance testing on the ground. Some crown gears had shown corrosion, leading to damage to the gear box.

“Boeing is aware of the findings made by Rolls-Royce during engine testing ...

......that revealed corrosion in some crown gears within the gear box that had resulted from changes to a manufacturing process,” says a Boeing spokeswoman when contacted.

She adds that no aircraft will be delivered with affected parts.

The five affected aircraft, registration JA802A, JA806A, JA807A, JA808A, and JA810A, have that component. Both engines on two of the aircraft are affected, while the other three have one affected engine each.

The remaining six 787s in ANA's fleet are not affected. Two of the five affected aircraft were repaired and put back into service on 22 July, says ANA.

The remaining three aircraft however will take "another few weeks to fix" as parts have to be flown in, but the carrier is working with Rolls Royce to speed up the process, says the spokesman.

"Working with Boeing, we will replace the part in question and return our fleet to an operating state as quickly as possible," he adds.

The airline had to cancel two domestic services on 21 July due to the grounding, but is now operating all flights as usual using other aircraft.

Japan Airlines, which has four 787s in its fleet which runs on the General Electric's GEnx-1B engine. says its aircraft are unaffected.

"We do not have to ground our Dreamliners for engine inspections," says its spokeswoman.

A suivre ; certainement !

• [Vous devez être inscrit et connecté pour voir ce lien] ).
  

1. Vous remarquerez, sur les Forums d'ailleurs (ou sur certains d'entre eux), que quelques 'contributeurs' essayent d'imputer directement à RR cette affaire précitée, découverte sur le "TGB / AGB" ("Transfer Gearbox / Accesories Gearbox") d'un moteur RR Trent 1000, utilisé pour des tests d'endurance au sol / "first discovered on an engine gear box used for endurance testing on the ground" (Au banc ou sur l'aile ? Qui sait ?).
   
2. Il y a la grosse machine à vent qui saute sur l'occasion, ... allant jusqu'à utiliser le vocable "explose". Quel ignare !
   
3. Ignares, aussi, .. ceux qui essayent de suggérer une négligence, ou une inconscience, voire une indifférence chez RR, ... donnant l'impression que le motoriste aurait omis d'informer ANA.
   

• 'appartiennent à la responsabilité' de "l'airframer", et non pas à celle des motoristes ;
  
• étaient considérés sur les plans 'conventionnel', opérationnel et juridique comme étant sous la 'tutelle' (désolé ; je ne trouve pas de mot meilleur en ce moment) de l'airframer, ... et, de ce fait, ....
  
• étaient acceptés comme étant des "pièces d'airframe" !
  

• (a) Il y a un 'linkage' entre les générateurs et le TGB (il faut le comprendre) dans les "more electric engines".
  
• (b) A la lumière de ce qui précède, ces essais au sol, conduits par ou sous la supervision du motoriste, concernent l'Airframer directement, et notamment dans sa relation avec le client, et avec le fabricant du TGB & / ou des composantes du TGB.
  
• (c) Quand les essais sont terminés, c'est (vraisemblablement) le motoriste qui démonte les moteur et les TGB etc., pour effecteur les premières inspections des pièces, y compris, notamment les "crown gears (which) had shown corrosion, leading to damage to the gear box".
  
• (d) RR a informé immédiatement Boeing, puisqu'il s'agit de "crown gears" dont le "linkage" est réputé être direct ou indirect entre le(s) générateur(s) 'à la racine' / "at root", et avec le TGB, dans une 'articulation' dont le motoriste serait de fait et de droit exclu.
  
• (e) Boeing a reconnu avoir été informé par RR :

  “Boeing is aware of the findings made by Rolls-Royce during engine testing that revealed corrosion in some crown gears within the gear box that had resulted from changes to a manufacturing process,” says a Boeing spokeswoman when contacted.

• All Nippon Airways (ANA) grounded five of its 11 [Vous devez être inscrit et connecté pour voir ce lien] aircraft on 21 July, after being notified by Boeing that there may be a defect in the gearbox of the Rolls Royce Trent 1000 engine.
  
• 
  
• "We received a message from Boeing to the effect that there may be an issue with the gearbox on the engines of the 787s in ANA's fleet. No related problems have arisen on our 787s, however we have ascertained that the part at issue is fitted to five of our aircraft," says an ANA spokesman.
  
• 
  
• “Boeing is aware of the findings made by Rolls-Royce during engine testing that revealed corrosion in some crown gears within the gear box that had resulted from changes to a manufacturing process,” says a Boeing spokeswoman when contacted.
  
• 
  
• The remaining three aircraft however will take "another few weeks to fix" as parts have to be flown in, but the carrier is working with Rolls Royce to speed up the process, says the spokesman.
  
  "Working with Boeing, we will replace the part in question and return our fleet to an operating state as quickly as possible," he adds.

• More Electric Aircraft pdf.
  
  

Japan's All Nippon Airways said on Monday it had grounded several Boeing 787 Dreamliners after discovering a problem inside the new jet's Rolls-Royce engines.

ANA, which is the launch customer for the lightweight passenger jet that entered service nine months ago, said the problem had been traced to an engine gearbox on five of the airline's fleet of 11 787s.

Three of the twin-jet passenger planes have been fixed and are flying again.

The other two are waiting for parts from Rolls-Royce in the UK and could be out of action for a few weeks, an ANA spokesman said.

"The extent of the issue with ANA appears relatively minor at this stage, given that (three) of the aircraft have already returned to service," said RBC Capital Markets analyst Rob Stallard in a note on the incident.

Rolls-Royce said the problem related to the part's durability.

"We have identified that a component on Trent 1000 engines fitted to Boeing 787 Dreamliners has a reduced service life. As a proactive measure, this component is being replaced in a number of engines," a Rolls-Royce spokesman said.

The gearbox is manufactured by United Technologies subsidiary Hamilton Sundstrand.

A source with knowledge of the events said engineers had spotted the potential for corrosion within a gearbox component and the planes had been grounded so that it could be changed.

.........(Reuters)

Boeing a écrit: The Boeing 787 reflects a completely new approach to onboard systems. Virtually everything that has traditionally been powered by bleed-air from the engines has been transitioned to an electric (Sevrien : 23/07/2012 : "airframe") architecture.

Boeing a écrit:

The affected systems include:

• Engine start
  
• Auxiliary power unit (APU) start
  
• Wing ice protection
  
• Cabin pressurization
  
• Hydraulic pumps
  

BLEED-AIR POWERED

ELECTRIC

UNAFFECTED SYSTEMS:	PNEUMATIC COMPONENTS REMOVED FROM THE ENGINE AND APU:	PNEUMATIC COMPONENTS REMOVED FROM THE AIRFRAME:	AFFECTED SYSTEMS:
Engine anti-ice system	Precooler Pneumatic starter Valves Ducts APU load compressor	Ducts Valves Heat shields Overheat monitoring systems Duct burst protection systems	APU start Brakes Cabin pressurization Engine start Hydraulic pumps Wing ice protection

The transition from bleed-air power to an electric architecture reduces the mechanical complexity of the 787.

Boeing a écrit:The only remaining bleed system on the 787 is the anti-ice system for the engine inlets.

While much can be said regarding the efficiency gains achieved by changing the means of extracting power for airplane systems from the engines, the 787’s no-bleed architecture brings with it some significant maintenance cost and reliability advantages as well. By eliminating the pneumatic systems from the airplane, the 787 will realize a notable reduction in the mechanical complexity of airplane systems. Overall, the 787 will reduce mechanical systems complexity by more than 50 percent compared to a 767; the elimination of pneumatic systems is a major contributor. The list below highlights just a few of the components eliminated as a result of this systems change:

• Pneumatic engine and APU start motors
  
• APU load compressor
  
• Precoolers
  
• Various ducts, valves, and air control systems
  
• Leak and overheat detection systems
  

Auxiliary power unit. The APU provides an excellent illustration of the benefits of the more electric architecture. One of the primary functions of a conventional APU is driving a large pneumatic load compressor. Replacing the pneumatic load compressor with starter generators results in significantly improved start reliability and power availability. The use of starter generators reduces maintenance requirements and increases reliability due to the simpler design and lower parts count. In terms of inflight start reliability, the 787 APU is expected to be approximately four times more reliable than conventional APU s with a pneumatic load compressor.

Electrical power generation. Another fundamental architectural change on the 787 is the use of variable frequency electrical power and the integration of the engine generator and starter functions into a single unit. This change enables elimination of the constant speed drive (also known as the integrated drive generator, IDG), greatly reducing the complexity of the generator. In addition, by using the engine generator as the starter motor (an approach used with great success on the Next-G eneration 737 APU), the 787 has been able to eliminate the pneumatic starter from the engine.
When compared to the more complex 767 IDG, the 787 starter generator is predicted to have a mean time between faults (MTBF) of 30,000 flight hours — a 300 percent reliability improvement compared to its in-service counterpart.

Brakes. One innovative application is the move from hydraulically actuated brakes to electric. Electric brakes significantly reduce the mechanical complexity of the braking system and eliminate the potential for delays associated with leaking brake hydraulic fluid, leaking valves, and other hydraulic failures.One innovative application of the more-electric systems architecture on the 787 is the move from hydraulically actuated brakes to electric. Electric brakes significantly reduce the mechanical complexity of the braking system and eliminate the potential for delays associated with leaking brake hydraulic fluid, leaking valves, and other hydraulic failures. Because its electric brake systems are modular (four independent brake actuators per wheel), the 787 will be able to dispatch with one electric brake actuator (EBA) inoperative per wheel and will have significantly reduced performance penalties compared with dispatch of a hydraulic brake system with a failure present. The EBA is line-replaceable enabling in-situ maintenance of the brakes.

In general, electric systems are much easier to monitor for health and system status than hydraulic or pneumatic systems; the brakes take full advantage of this. Continuous onboard monitoring of the brakes provides airlines with a number of advantages, such as:

• Fault detection and isolation
  
• Electrical monitoring of brake wear
  
• Ability to eliminate scheduled visual brake wear inspections
  
• Extended parking times
  

Because the 787 brakes can monitor the braking force applied even while parked, the electric brakes enable extended parking brake times by monitoring and automatically adjusting its parking brakes as the brakes cool.

At an airplane level, the reduction in systems parts by moving to a primarily electric architecture is significant. Overall, the 787 will reduce mechanical systems complexity by more than 50 percent compared to a 767; elimination of pneumatic systems is a major contributor. As a consequence of this reduction in complexity, airlines will experience reduced airplane-level maintenance costs and improved airplane-level dispatch reliability.

In fact, the move to electric systems is expected to cut about a third of the schedule interrupts compared to a 767 for the systems affected by the no-bleed/more-electric architecture. Other benefits include improved health monitoring, greater fault tolerance, and better potential for future technology improvements.

(Reuters) - Japan's All Nippon Airways ([Vous devez être inscrit et connecté pour voir ce lien]) said on Monday it had grounded part of its fleet of new 787 Dreamliners after tests revealed a risk of engine corrosion, sending shares in Boeing and engine maker Rolls-Royce down around 3 percent.

The launch customer for the world's first passenger jet built mainly from lightweight carbon fiber said the move stemmed from a flawed process that could leave part of its UK-manufactured engines vulnerable to early corrosion.

The airline grounded five of its 11 Dreamliners but three of the twinjet airplanes have been fixed and are flying again.

The other two are waiting for parts from Rolls-Royce and could be out of action for a few weeks, an ANA spokesman said.

"The extent of the issue with ANA appears relatively minor at this stage, given that (three) of the aircraft have already returned to service," said RBC Capital Markets analyst Rob Stallard in a note on the incident.

"However, investors remained focused on all things 787, and we could see the reverberation of this problem in the stock prices of Rolls-Royce, Boeing and to a lesser extent United Technologies which has a much broader business base."

Shares in Boeing ([Vous devez être inscrit et connecté pour voir ce lien]), which invested heavily in the revolutionary jet, fell 3 percent in early trading, underperforming global shares sent lower by Europe's debt crisis. Rolls-Royce shares were also down 3 percent.

The glitch is the latest disruption to Boeing's flagship jet as the Chicago-based company recovers from a series of production delays that have come to typify the latest models being produced by Boeing and its European rival Airbus ([Vous devez être inscrit et connecté pour voir ce lien]).

In November, ANA reported a landing gear problem weeks after taking delivery of the first $194 million jet.

The latest problem involves a gearbox supplied by Hamilton Sundstrand, part of U.S. conglomerate United Technologies ([Vous devez être inscrit et connecté pour voir ce lien]), but for now is contained to one fairly small batch.

Two people familiar with the matter said concerns over corrosion came to light during endurance testing in the UK on one of the Trent 1000 engines designed by Rolls-Royce, which competes with General Electric to power the Dreamliner.

During the ground test, corrosion was discovered on part of the gearbox used to drive ancilliary systems. Investigators traced this to a new manufacturing process that was immediately reversed, the people said, asking not to be named.

"We have seen no such problems with our 787s. But we have found out that out of the 11 787s we own, five of them are carrying those parts. For those five aircraft, we have switched them with other aircraft and are continuing to operate the flights," ANA said in a statement.

A total of 17 engines contain gearboxes from the same suspect batch as the one used in the endurance test, eight of which have been delivered to ANA, industry sources said.

A further nine have been delivered to Boeing, raising the prospect that they may have to be repaired before they are delivered to their final airline customers.

Boeing was not immediately available to comment.

Airlines that selected Rolls-Royce as engine supplier for their 787s, and whose aircraft are believed to be coming up for delivery, include Poland's LOT and LAN Airlines of Chile.

"We have identified that a component on Trent 1000 engines fitted to Boeing 787 Dreamliners has a reduced service life. As a proactive measure, this component is being replaced in a number of engines," a Rolls-Royce ([Vous devez être inscrit et connecté pour voir ce lien]) spokesman said.

United Tech's Hamilton Sundstrand arm said it was working with the other aerospace suppliers to solve the problem.

As of end-June, only Japanese carriers were operating the 787 Dreamliner, which entered service with ANA in October.

[Vous devez être inscrit et connecté pour voir ce lien] Airlines, which has four Boeing 787s in its fleet, uses alternative engines built by General Electric ([Vous devez être inscrit et connecté pour voir ce lien]) and therefore does not face problems similar to those affecting ANA, Seiji Takaramoto, a Japan Airlines spokesman, said..........

....Rolls com/petes with GE to power both the A380 and the 787 Dreamliner. Shares in GE outperformed a weaker market on Monday. (Additional reporting by Tim Kelly, [Vous devez être inscrit et connecté pour voir ce lien], Writing by Sarah Young, [Vous devez être inscrit et connecté pour voir ce lien], Editing by James Regan and David Cowell)

Rolls-Royce (R-R) and Boeing are starting to replace gearboxes on nine Trent 1000 engines due to power undelivered 787s for All Nippon Airways after the Japanese operator was forced to ground its fleet because of a newly discovered defect.

The last of the five ANA-operated 787s that were impacted by the precautionary grounding will be returned to service “in the next few days,” says a R-R spokesman. The engine manufacturer says three aircraft are now either back, or set to resume operation. Modified gearboxes are also currently being installed on the engines powering the other two aircraft, he adds.

This is a more optimistic scenario than that painted by the airline, which earlier said only two aircraft had re-entered service and that replacement gearboxes on the remaining three would take “another few weeks to fix.”

However, the airline adds that overall disruption has been minimized by the use of substitute aircraft and said only two domestic flights had to be canceled on July 23.

In all, 17 Trent 1000s are affected by the problem, which has been traced to a manufacturing flaw in the Hamilton Sundstrand-made transfer gearbox. “Hamilton Sundstrand changed the manufacturing process for some of the gears, and we identified that, through running of an endurance engine, (and) this caused unexpected corrosion. We started to examine it and saw it was to do with a modification in the manufacturing process,” the spokesman says.

The particular issue affected the crown gear assembly and was caused by a change in the chemical etching process used to make the part. The endurance engine, one of several units running alongside a “fleet leader” program engine to detect issues ahead of in-service discoveries, revealed the change could lead to pitting in the part and a reduced service life. Although the endurance engine did its job, the discovery is a blow to R-R, which until last week was describing the engine’s debut with ANA as “the best ever entry-into-service for a Trent engine with dispatch reliability (of) around 99.9%.”

“We are now working with Boeing to resolve the issue with the other nine engines, and we are working with Hamilton Sundstrand to resolve the issue as quickly as possible,” says R-R. The issue does not affect the alternate General Electric GEnx-1B engine on the 787, which uses a different accessory gearbox system. The R-R gear design is unusual in that it takes power from the intermediate pressure spool, rather than the more standard front of the high-pressure compressor.

The move enabled the accessory gearbox, which is fitted with two variable frequency starter generators and one hydraulic pump to provide electrical and hydraulic power to the 787, to be more efficient­— particularly for shorter-haul Japanese domestic operations.

Boeing, meanwhile, says, “We don’t expect the timing of any deliveries to be affected by this. If there are any customers who may be affected within the year, we will work with them privately.”

R-R adds that the overall slowdown in the rate of 787 deliveries to ANA “is a separate issue” to the gearbox problem.

The delivery rate issue is more concerned with the company’s slower-than-anticipated production ramp-up of Trent 1000 Package B standard engines, which replaced the earlier Package A version on the initial delivery aircraft, he adds.

Pour RR, Boeing & ANA : pas de problème ! Pour les principaux acteurs de "Supply Chain" : problèmes d'adaptation de l'organisation du système et du cadencement de la production pour le "ramp-up" du Standard RR Trent 1000 Package B !

C'est évident, non ?

All Nippon Airways has grounded five Boeing 787s powered by Rolls-Royce Trent 1000 engine. Ground endurance tests by R-R showed the engine could be damaged by crown gears that corroded faster than expected. ([Vous devez être inscrit et connecté pour voir ce lien] to read the full story posted earlier this morning by Flightglobal's Singapore office.) (Sevrien : nous avons déjà reproduit, et commenté cet article ci-dessus)

R-R selected Hamilton Sundstrand nearly eight years ago to provide the Trent 1000 gearbox system, which was the supplier's first such placement on an R-R engine. On the rival General Electric GEnx-1B, which is not affected by the ANA grounding, Italy's [Vous devez être inscrit et connecté pour voir ce lien] supplies the gearbox.

The 787 gearbox is a unique specimen. Boeing chose a "more electric aircraft" architecture, replacing bleed air-sourced pneumatic power for cabin air conditioning and wing de-icing with electric power. The same generator is also integrated with the gearbox and is used to start the engine. A recent Hamilton Sundstrand [Vous devez être inscrit et connecté pour voir ce lien] for an integrated gearbox and air turbine starter illustrates the concept.

The ANA grounding appears to be unrelated to the more-electric aspects of the gearbox that are unique to the 787.

R-R has instead pointed the finger at Hamilton Sundstrand's manufacturing process. Hamilton Sundstrand has confirmed it is "of course aware of the issue", and is working with R-R and Boeing to resolve it.

Oui ! Et, vraisemblablement, l'articulation Boeing / Hamilton Sundstrand, trouvera bien la solution rapidement !

• ce serait la technologies-moteurs qui serait en retard ( ........ nous disons depuis des années que tout cela est faux, et que c'étaient les technologies d'airframe qui avairnt pris du retard, dans des degrés différents, bien entendu ... ; car il n'y pas de "one size fits all" / 'une taille pour tous', ... 'concept' bien à la franco-française),
  

• que le retard se trouvait chez les "airframers", qui, sauf pour les modèles les plus récents de Boeing et d'Airbus (pour ce qui est du transport aérien des masses), continuaient à produire des avions incapables de tirer la quintessence des moteurs devenant disponibles.
  

Mais je me soumets très volontiers à vos réactions, ... surtout 'contradictoires' !

R-R selected Hamilton Sundstrand nearly eight years ago to provide the Trent 1000 gearbox system, which was the supplier's first such placement on an R-R engine. On the rival General Electric GEnx-1B, which is not affected by the ANA grounding, Italy's [Vous devez être inscrit et connecté pour voir ce lien] supplies the gearbox.

The 787 gearbox is a unique specimen. Boeing chose a "more electric aircraft" architecture, replacing bleed air-sourced pneumatic power for cabin air conditioning and wing de-icing with electric power. The same generator is also integrated with the gearbox and is used to start the engine. A recent Hamilton Sundstrand [Vous devez être inscrit et connecté pour voir ce lien] for an integrated gearbox and air turbine starter illustrates the concept.

1. Il n'y a jamais eu la moindre relation entre l'explosion sur le banc d'essai à Derby (UK) du RR Trent 1000 "Package A", et l'incident précité sur l'A380 de Qantas. Les deux incidents sont totalement "unrelated", malgré les fictions de l'Agité de Service et les répétitions de son point de vue infondé, et dans lequel et ne fait que mettre à côté !
   
2. Les 'roulements' / "bearings", et leur positionnement respectif, dans l'ensemble moteur -TGB, n'ont jamais été en cause de quelque façon que ce soit.
   
3. La légère modification apportée à la boîte à roulements / "bearing box" fut faite, paraît-il, pour faciliter les interventions d'inspection, et pour réduire le risque de "shrapnel dangereux" en cas d'incident futur du même genre.
   
4. Le cas du (a) RR Trent 1000 "Package A" et de (b) celui du RR Trent 900 avait le facteur 'huile' en commun, ... mais pour des raisons à la racine ('root cause') totalement distinctes / "unrelated" entre les deux incidents ; (a) fut dû à un problème de "inappropriate operating regime", ..... confirmé tôt dans le processus de l'investigation, et reconfirmé deux fois pendant les phases ultérieures de l'enquête officielle ; alors que (b) fut dû à un défaut dans le "process" de la fabrication ("manufacturing process") d'un 'oil stub pipe', et dont la responsabilité revenait entièrement à RR, même si ce n'est pas RR qui avait effectué le travail de fabrication de cette composante.
   
5. L'incendie d'huile dans le cas de l'incident du RR Trent 900 sur l'A380 de Qantas n'avait rien à voir avec l'incident du RR Trent 1000 "Package A" sur le banc d'essai à Derby !
   

• devra sans doute faire la plupart du travail de réorganisation dans la production (ordonnancement et logistique, relations avec le "Supply Chain"), et dans la coordination du planning -- avec ANA, Boeing, Hamilton-Sundstrand et d'autres -- des livraisons des moteurs, ... pour le "scheduling" des livraisons des avions ;
  
• 
  
• est probablement la mieux placée, parmi les parties concernées, pour aider à assurer la qualité dans le retour , pour la production de série, au "process" initial de fabrication depuis le "process" modifié actuel, et 'incriminé' dans l'incident détecté, soit "the chemical etching process" utilisé pour fabriquer la pièce devenue défectueuse, après avoir commencé par être 'parfaitement conforme aux spécifications' du cahier des charges' !
  

• Cela fait quelques jours que tous les B787-8 volent normalement de nouveau. Les TGB ont été remplacés.
  
• Il n'y a aucun problème avec les livraisons futures. Dès que le problème avait été détécté, .... il avait été compris, traité, et résolu.
  
• Il n'y a jamais eu le moindre risque de sécurité (les affabulateurs et adeptes de l'exagération & de la dramatisation, tels que cette grosse machine à vent -- bien connue -- d'un Forum d'ailleurs, perdent encore un peu plus de leur crédibilité, ... déjà maigre). C'est juste que la vie de la pièces 'incriminée' aurait nécessité des déposes moteur plus fréquentes, pour entretien préventif, et remplacement de ladite pièce.
  
• 
  

All Nippon Airways (ANA), the launch customer for Boeing 787s, said all of its Dreamliners are back in service after it changed a component on their engines.

ANA last month grounded five of its 11 787s after tests revealed a risk of engine corrosion. The glitch was the latest disruption to Boeing's flagship jet as the Chicago-based company recovers from a series of production delays.
"We have solved the problem by changing engine parts. All the planes are back in operation," ANA chief financial officer Kiyoshi Tonomoto told reporters on Friday.

The Trent 1000 engines on the ANA planes were supplied by Rolls-Royce. ANA launched 787 service in October last year.

Japan Airlines, which has four 787s in its fleet, uses engines built by GE and does not face the problems that affected ANA.

The grounding of ANA's five 787s is but one of several problems. In November, the carrier reported a landing gear problem weeks after taking delivery of the first USD$194 million Dreamliner.

On the aircraft's electronic dimmable windows, ANA said it is not seeing any problems.

Boeing is still studying how to improve the windows, but ANA clients have not complained about the lighting in the cabin, said Ryosei Nomura, an ANA spokesman.

(Reuters)

• ont réussi à mettre en place un processus qui a prouvé qu'il permet de refaire la pièce incriminée du TGB (du RR Trent 1000), fabriqué par Hamilton-Sundstrand,
  
• et, par là, retravailler et récupérer le TGB, en le restaurant à l'état neuf, ce qui lui permet d'êtr utilisé dans la réalisation des moteurs RR Trent 1000 !
  

Engineers have developed a rework procedure which resolves the problem of Rolls-Royce Trent 1000 gearboxes affected by a recent corrosion issue.

The European Aviation Safety Agency had previously required replacement of the transfer gearboxes after corrosion was blamed for failure of the crown wheel gear.

But it says that this directive has since been superseded following development of a rework procedure which "corrects the unsafe condition".

EASA has issued a new directive stating that a reworked external gearbox assembly is "eligible for installation".

Japanese carrier All Nippon Airways temporarily grounded some of its Trent-powered Boeing 787s as a result of the problem, which affected a specific batch of gearboxes following a change in the manufacturing process.