Nexcelle begins nacelle hardware manufacturing: Its first composite elements are built for the LEAP-1C and Passport jet engines

Nexcelle's role in the creation of next-generation integrated propulsion systems (IPS) has marked important milestones as hardware manufacturing is now underway for the innovative O-Duct on the CFM International LEAP-1C powerplant, and an inlet section for the GE Passport™ engine.

These milestones underscore ongoing progress at Nexcelle's two parent companies – Aircelle (Safran) and GE Aviation's Middle River Aircraft Systems – for both of Nexcelle's programs: the LEAP-1C, which is to equip COMAC's C919 twin-jet airliner; and the Passport, to power Bombardier Global 7000 and Global 8000 twin-engine business aircraft.

“Nexcelle's goal of introducing a new generation of integrated propulsion systems has rapidly evolved from concept to reality, with its parent companies now well into the manufacturing of actual nacelle hardware,” explained Nexcelle President Huntley Myrie. “At both Middle River Aircraft Systems and Aircelle, the industrial processes are in full swing with components taking shape, production drawings being released, tooling in preparation, and manufacturing cells being readied.”

Nexcelle's first-manufactured element for the Passport powerplant is a single-piece component that fits inside the air inlet, directing airflow into the engine. This 360-deg. composite bonded component is built by Middle River Aircraft Systems at its production site near Baltimore, Maryland.

At Aircelle's Le Havre, France facility, the company is manufacturing the 330-deg. carbon composite inner skin for the LEAP-1C engine's O-Duct. This large, complex-shaped element was produced using an innovative molding process being employed for the first time on this program. To date, three of the skins have been built at Aircelle, with all meeting the component's production specifications.

The one-piece composite O-Duct is a key integrated propulsion system innovation from Nexcelle, replacing the two-piece “D” doors on a traditional thrust reverser. When deployed, the O-Duct moves aftward to the reverse thrust position, eliminating the need for drag links in the engine's secondary flow-path.