Quantcast
CFM Archives » Page 7 of 7 »
Commercial Aviation Analysts

CFM

The last time the aviation industry saw tremendous growth and evolution in aero engines was the 1980s.  This was the time when GE joined forces with SNECMA to create CFM.  P&W joined with Rolls-Royce, MTU and other to create IAE.  Those were heady days. The CFM engine took to exclusive spot on the 737, and never looked back.  P&W had success with their PW2000 on the 757, GE left that segment, though Rolls-Royce stayed to compete for every 757 sale.  It was the time when the engines saw rapid progress. Continue reading

Industry speculation remains rampant as to how Boeing will respond to the forthcoming Airbus NEO and CSeries.  The pendulum has swung from a re-engining of the 737NG to an all new airplane to counter the new, high-technology Bombardier CSeries, and additional competition from the Irkut MS-21 and Comac C919.  The CSeries and MS-21 use new technology PW 1000G (GTF) engines, the C919 uses the Leap-X-C1 engine, and the Airbus NEO is expected to offer a choice of both. Continue reading

Airbus is reportedly working furiously on plans to re-engine its single aisle family planes.  As we looked at the A320 family, we pondered how this strategy might unfold – after all its risky and cash is tight.  Very tight.

Moreover, nothing in the industry happens in a vacuum.  Any move by Airbus will elicit a response from you-know-who.  So what is the best move for Airbus?  The move they need to make has to be smart for them obviously, but also is best if made in such a way that it is hard for Boeing.  That is a real win.

In considering this we came up with an idea that perhaps the best move for Airbus is to re-engine with a P&W geared fan engine on the A321.  This means the latest engine ready soonest.  It also means making the move where Boeing has no easy response.  There is no… Continue reading

An article in Aviation International News quotes Robert Nuttal, Rolls Royce head of strategic marketing, as stating that “the numbers do not stack up” for re-engining programs on either the 737 or A320 families.  Of course, since Airbus rejected Rolls Royce and eliminated them from the running in their NEO contest, leaving Pratt & Whitney’s PW1000G and CFM-International’s Leap-X as possible players, this may just be sour grapes and trying to prevent the elimination of virtually all Rolls Royce current revenue from narrow-body commercial aircraft.  Rolls Royce currently is a partner in the IAE V2500 engine, which along with CFM International provides engines for the current A320 family.  PW will go it alone with the GTF for Airbus, at the exclusion of IAE.

In the interview, Nuttal offered some pointed opinions about the re-engining programs. He indicated three reasons – “First, we don’t think it offers any significant net financial… Continue reading

Ernie Arvai posted this article on the Pratt & Whitney GTF engine earlier today at GLGNews.  For convenience, this article is also reproduced below.

Summary

The new PurePower Geared Turbofan engine from Pratt & Whitney (United Technologies (NYSE:UTX)) has already been chosen for 3 narrow-body programs and is under consideration for 3 more.  Using innovative proprietary technologies, Pratt & Whitney is making a concerted effort to regain the leadership position in narrow-body propulsion that it lost in the mid 1980.   Innovative technology is why they are highly likely to succeed.
Analysis

Pratt and Whitney’s new PW1000G series geared turbofan engine, which will power the Bombardier CSeries, Mitsubishi Regional Jet and Irkut MS-21 narrow bodies and is being considered for application on a new model from Embraer, as a new engine option for the Airbus A320 and either as a re-engining or used on a replacement model… Continue reading