commercial engines 2013

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Were writing to confirm a date we made with our customers in 2008. The first LEAP engine will begin testing this autumn. Right on schedule. Just like our last 21 engines. Adjust your calendars, weve made this a LEAP year.

Go to cfmaeroengines.com

LEAP year

See the LEAP engine come to life. Get the CFM LEAP app NOW.

CFM International is a 50/50 joint company between Snecma (Safran) and GE.

C31925.029_CFM_CALENDAR_CommEngRep_17June_267x197_v1.indd 1 06/06/2013 15:02

commercial engines 2013


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forewordSo far so good is probably the best way to summarise progress on key commercial engine programmes during the past 12 months. Prospects for the long-term profitability of many of the worlds airlines rest on the ability of CFM International and Pratt & Whitney to deliver the powerplants that should enable the next generation of narrowbodies to provide a step-change improvement in operating economics.

Choosing the right engine may never have been more important or harder than with the Airbus A320neo family. Unlike previous engine competitions, the choice between the CFM Leap-1A and P&W PurePower PW1100G is no longer a soft bet on a secondary supplier to an already chosen airframe.

The A320neo is almost identical to the previous version of the aircraft except for the choice of engine to power it. The paths taken by both engine makers to achieve the 15% rise in fuel efficiency Airbus is seeking for the A320neo, means airlines are not simply acquiring an engine but tacitly taking sides in an ongoing, furious debate about the future of gas turbine engine technology.

Gone are the comparatively subtle technical schisms which defined the differences between the International Aero Engines V2500 and the CFM International CFM56. In its place is a stark architectural, even philosophical, dispute with a reliance on new and exotic materials by the Leap-1A on one side and the introduction of a reduction gear inside the PW1100G on the other (read more about this debate on P9).

CFM International in April 2013 started building the first parts for the common Leap-1A and -1C engines selected to power the A320neo and Comac C919 families. Design freeze of the CFM Leap-1B for the Boeing 737 Max means that all three versions of the single-aisle powerplant have formally entered the assembly stage.

CFMs latest schedule indicates that 12 Leap-1B test engines will form part of the development programme, complementing 13 Leap-1As for the Airbus A320neo and three Leap-1Cs. Testing of the -1C, for Comacs C919, will benefit from -1A commonality. The manufacturer will start ground testing of the Leap-1A - design of which was frozen in June 2012 - in autumn this year. Multiple engines will perform ground-test runs before flight testing starts in 2014.

P&W, meanwhile, scored a significant victory with Embraer opting in January to equip its planned second-generation E-Jet family with the US manufacturers geared turbofans. The company has also announced it is making a design change for the PurePower PW1100G

engine for the A320neo family. The PW1100G which has entered flight testing was designed with a variable area fan nozzle, but P&W has decided this can be removed to make the engine lighter and less complex.

In the widebody sector, the prototype Airbus A350 XWB had its Rolls-Royce Trent XWB engines installed and was expected to fly for the first time by the end of June 2013. The recent grounding of the latest widebody twinjet to enter airline service - Boeings 787 - means the A350 will come under unprecedented public scrutiny when customer deliveries get under way in 2014.

Although the 787s current woes are not powerplant-related, R-R is well aware that as sole engine supplier to the A350 it has a critical role in ensuring the European-built widebody enjoys a relatively trouble-free commercial debut.

The UK manufacturer is understandably endeavouring to leave no stone unturned as it seeks to demonstrate the maturity and service-ready credentials of the Trent XWB, its most advanced three-spool large turbofan, which has notched up more than 1,200 sales before the A350 even gets airborne.

An illustration of this determination is the fact that although all flight-test work required for certification of the Trent XWB has been completed, Airbus and R-R decided to extend the campaign using the airframers A380 flying testbed ahead of the A350s maiden sortie.

Finally, Boeings selection of the General Electric GE9X for all three proposed variants of the still-unlaunched 777X begins a five-year campaign for the US engine manufacturer to test and certificate a new product featuring several new advances in gas turbine technology and capability.

GEs preliminary development plan for the GE9X calls for certification in May 2018 on a common core, with a slightly more than 100,000lb-thrust variant to power the 777-9X, a roughly 90,000lb-thrust variant to power the smaller 777-8X and another variant to power the ultra-long-range 777-8LX.

MORE TO BELIEVE IN Superior performance | Lower cost of ownership | Greater reliability

Were writing to confirm a date we made with our customers in 2008. The first LEAP engine will begin testing this autumn. Right on schedule. Just like our last 21 engines. Adjust your calendars, weve made this a LEAP year.

Go to cfmaeroengines.com

LEAP year

See the LEAP engine come to life. Get the CFM LEAP app NOW.

CFM International is a 50/50 joint company between Snecma (Safran) and GE.

C31925.029_CFM_CALENDAR_CommEngRep_17June_267x197_v1.indd 1 06/06/2013 15:02


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engIne AnAlySIS Market share 7

New powerplants 9

Regional jets 11

At A glAnce Commercial engines: manufacturer market share 15

Engine market share by market group 16

Engine options by commercial aircraft 17

Commercial engine comparison 19

coMMercIAl engIne MAnuFActurerS & tyPeS CFM International 23

Engine Alliance 25

General Electric 26

International Aero Engines 28

Powerjet 29

Pratt & Whitney 30

Rolls-Royce 33

engIne cenSuS Operator listing by commercial engine type 36


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engine analysismarket shareCFM International and its US shareholder General Electric are the lead producers in their respective markets, delivering a combined 70% of the 2,416 commercial engines shipped to the mainline sector in 2012. While CFM continues to be the overall top supplier, its share has fallen slightly from 58% in 2011 to 53%. Meanwhile, the battle in the widebody sector began to heat up in 2012 as Boeing 787 deliveries got fully under way. The shape of the single-aisle and regional jet markets is also changing as Pratt & Whitney progressively grows the geared turbofans market share.

A total of 1,278 CFM engines were fitted on commercial Airbus and Boeing aircraft in 2012. The manufacturer has also taken a 47% share of the order backlog with 8,742 engines. IAE came in second place for 2012 deliveries with a 17% share (422 engines) while Rolls-Royce was second in the order backlog ranking with a 12% share (2,214 engines). The British company has a

engIne manufacturer rankIng

2012 deliveries backlog*rank manufacturer engines share engines share1 CFM International 1,278 53% 8,742 47%2 International Aero Engines 422 17% 1,568 8%3 General Electric 388 16% 1,812 10%4 Rolls-Royce 238 10% 2,214 12%5 Engine Alliance 56 2% 356 2%6 Pratt & Whitney 34 1% 1,228 7%

Undecided - - 2,560 14%total 2,416 18,480NOTES: *At 31 December 2012. Data for installed engines based on Airbus/Boeing types. Excludes corporate and military operators. SOURCE: Flightglobal Insight analysis using Ascend Online Fleets

a330 engIne manufacturer share

2012 deliveries backlog*

manufacturer aircraft share aircraft share

General Electric 17 18% 34 11%Pratt & Whitney 12 12% 30 10%Rolls-Royce 68 70% 188 64%Undecided - - 44 15%total 97 296NOTES: *At 31 December 2012. Excludes corporate and military operators. SOURCE: Flightglobal Insight analysis using Ascend Online Fleets

a380 engIne manufacturer share



Rolls-Royce 16 53% 56 34%Engine Alliance 14 47% 89 54%Undecided - - 19 12%total 30 164

NOTES: *At 31 December 2012. Excludes corporate and military operators. SOURCE: Flightglobal Insight analysis using Ascend Online Fleets

767 engIne manufacturer share



General Electric 24 92% 59 91%Pratt & Whitney 2 8% 6 9%total 26 65

NOTES: *At 31 December 2012

Excludes corporate and military operators

SOURCE: Flightglobal Insight analysis using Ascend Online Fleets

AIRBUS/BOEING FLEET BY ENGINE MANUFACTURER

0

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

9,000Airbus total: 6,931Boeing total: 10,103

NOTE: In-service & parked fleet at 31 December 2012. Excludes corporate and military operators.SOURCE: Flightglobal Insight analysis using Ascend Online database

Engine AllianceRolls-RoyceInternationalAero Engines

GeneralElectric

Pratt &Whitney

CFMInternational

8,752

3,153 2,111

425 479 654

1,767

45

2,184

2,175

Grand total: 17,034

5,599

1,7051,6861,113

aIrbus/boeIng fleet by engIne manufacturer

strong position in the A330 order backlog, and also benefits from manufacturing the only engine available for the A350XWB with the Trent XWB. Deliveries to Airbus and Boeing totalled 2,416 engines in 2012, while the total backlog came to 18,480 engines.

Airbus and Boeings active commercial fleet at 31 December 2012 was a total of 17,034 aircraft, with 6,931

for Airbus and 10,103 for Boeing. CFM International had a market share of 51%, with 8,752 aircraft (3,153 with Airbus and 5,599 with Boeing).

The CFM56 is the only engine provided on the Boeing 737NG, and is an engine option on Airbus A320 family aircraft. The CFM Leap engine is the exclusive engine on the 737 Max and is an option on the A320neo. The second option for the


8 | Flightglobal Insight Flightglobal Insight | 9

A320 FAMILY - ENGINE MANUFACTURER SHARE

SOURCE: Flightglobal Insight analysis using Ascend Online databaseNOTES: *At 31 December 2012. Excludes corporate and military operators

International Aero Engines47%

CFM International53%

Pratt & Whitney16%

CFM International37%

International Aero Engines21% Undecided

26%

2012 deliveries Backlog*

Total delieveries: 448 Total backlog: 3,620

787 ENGINE MANUFACTURER SHARE

SOURCE: Flightglobal Insight analysis using Ascend Online databaseNOTES: *At 31 December 2012. Excludes corporate and military operators

General Electric59%

Rolls-Royce41%

Undecided31%

Rolls-Royce28%

General Electric41%

2012 deliveries Backlog*

Total delieveries: 46 Total backlog: 792

REGIONAL AIRCRAFT ENGINE MANUFACTURER MARKET SHARE

SOURCE: Flightglobal Insight analysis using Ascend Online database

NOTES: *Airframe. **At 31 December 2012. Excludes corporate and military operators. ***Including P&W Canada.Data for firm orders for ATR, Bombardier (including CSeries), Comac, Embraer, Mitsubishi and Sukhoi

Powerjet4%

Pratt & Whitney43%

General Electric54%

Powerjet14%

Pratt & Whitney50%

General Electric36%

2012 deliveries* Backlog**

Total delieveries: 224 Total backlog: 1,172

a320 famIly - engIne manufacturer share

787 - engIne manufacturer share

regIonal aIrcraft engIne manufacturer market share

re-engined A320 is the Pratt & Whitney PW1000G geared turbofan.

The A320 family engine manufacturer share for 2012 shows that more CFM-equipped A320s were delivered (53%) as opposed to IAE-fitted aircraft (47%). The order backlog at the end of 2012 showed a 37% share for CFM, 21% for IAE, 16% for Pratt & Whitney, while 26% were still undecided.

The Airbus A330 engine manufacturer share table (on previous page) shows that 70% of the deliveries in 2012 were completed with Rolls-Royce engines, with its aircraft backlog share standing at 64% (188 aircraft). General Electrics CF6 and Pratt & Whitneys PW4000 are the other two options for the A330, which was originally designed to compete with the Boeing 767.

A total of 30 A380s were delivered in 2012, 16 of which were fitted with the Rolls-Royce Trent, and 14 with the Engine Alliance GP7200. The order backlog stood at 164 by the end of 2012, with 54% assigned to the Engine Alliance option.

The Boeing 767 can be powered by either the General Electric CF6 or the Pratt & Whitney PW4000. The table (on previous page) shows that 24 GE-powered aircraft, and two equipped by Pratt & Whitney, were delivered in 2012. The backlog stood at 65 at the end of December, with 91% for GE and the remaining 9% for P&W.

A total of 46 787s were delivered in 2012, 59% fitted with the General Electric GEnx and 41% with the Rolls-Royce Trent. The backlog for the Boeing 787 totalled 792 aircraft at the end of 2012. The split in market share between General Electric and Rolls-Royce was 41% and 28% respectively, with 31% still undecided.

Regional aiRcRaftIn the regional market, the charts show General Electrics share for 2012 deliveries at 54%. Pratt & Whitney and

Powerjet follow, with 43% and 4% respectively.

The total backlog for manufacturers ATR, Bombardier (including CSeries), Comac, Embraer, Mitsubishi and Sukhoi stood at 1,172 at the end of December 2012. Pratt & Whitney (including Pratt & Whitney Canada) had the largest market share at 50%, while General Electric and Powerjet achieved a market share of 36% and 14% respectively.

8 | Flightglobal Insight



new powerplants

How to power the a320neo is far from a straightforward decision for airlines, but their choices will help define the future of gas turbine engine technology.

Choosing the right engine may never have been more important or harder than with the Airbus A320neo family. Unlike previous engine competitions, the choice between the CFM International Leap-1A and the Pratt & Whitney PurePower PW1100G is no longer a soft bet on a secondary supplier for an already chosen airframe.

The A320neo is almost identical to the previous version of the aircraft except for the choice of engine to power it. The paths taken by both engine makers to achieve the 15% rise in fuel efficiency Airbus is seeking for the A320neo, means airlines are not simply acquiring an engine but tacitly taking sides in an ongoing, furious debate about the future of gas turbine engine technology.

Gone are the comparatively subtle technical schisms which defined the differences between the International Aero Engines V2500 and the CFM International CFM56. In its place is a stark architectural, even philosophical, dispute with a reliance on new and exotic materials by the Leap-1A on one side and the introduction of a reduction gear inside the PW1100G on the other.

geaRed tuRbofan aRcHitectuReExperience offers only partial assistance to airlines as they make their decisions. P&W has recently received Transport Canada certification for a smaller variant of the PW1100G which powers the Bombardier CSeries. However, the geared turbofan architecture has never been introduced into service, forcing airlines to rely on test results for key assumptions, including lifecycle maintenance cost.

Similarly, CFM joint-venture partner General Electric has managed the thermal cycle of the Leap-1A on the larger GE90 and GEnx turbofans, but is using new materials, such as ceramic matrix composites, for the first time.

Before airlines have any say, airframers cast the first vote, and they seem to be split. While Boeing rejected P&Ws bid to offer a competitive engine option for the 737 Max, Airbus was pleased to continue giving airlines a choice by selecting both available engines to be certificated on the A320neo family.

New entrants Comac and Irkut were also split over the decision, selecting the Leap-1C and PW1400G respectively. Meanwhile, P&Ws PurePower engine family has dominated the market for

the new generation of large regional jets and small narrowbodies, including the CSeries, Embraers second-generation E-Jet and the Mitsubishi MRJ regional jet.

Airlines differ in their engine choices as much as the airframers. In two years, Airbus has signed 54 contracts for 1,864 A320neo-family aircraft. Each deal is another opportunity for a referendum on the different engine options. So far, the orders are almost evenly split between the Leap-1A (35%) and the PW1100G (31%), with the remaining yet to be selected (33%). The CFM option enjoys a clear lead on the smaller of the two variants, including by far the most popular version with the A320neo. P&W is the strong favourite so far on the A321neo, but the number of undecided customers remains strong enough on the A320neo and A321neo to easily tip the lead on either side.

Gas turbine engines will differ according to the manufacturer but essentially all work the same way: a gas turbine uses air to generate thrust to propel the aircraft, and power to drive the engine. The air flow is ingested by the inlet fan, squeezed by the compressor section, ignited by the combustor and, finally, diffused through the turbine, which harnesses the energy of the heated gases to drive the inlet fan and compressor sections.

For three decades, airlines buying the A320 family had a choice between the CFM56 and the V2500, with significant differences between them. CFM freely acknowledges that the CFM56 is usually the most expensive to buy when all other terms are equal, but that is only one factor in an airlines engine decision.

A key difference between the CFM56 and V2500 is housed in the high-pressure section of the turbine, which spins the high-pressure compressor. It is perhaps the most challenging area of any engine, as it must survive the hottest temperatures just aft of the combustor and still perform the hard work of driving the compressor.

On the V2500, IAE decided to use two rings of small airfoils called turbine stages, allowing each stage to bear only a portion of the overall load. By contrast, the CFM56 uses only one stage in the high-pressure turbine, resulting in a slight advantage for the CFM56 on lifecycle maintenance cost. One less high-pressure

Share of A320neo orders that have yet to have an engine chosen

33%



turbine stage means one less trip to the maintenance depot every few years.

CFM initially attempted to apply the single-stage architecture on the Leap engine family, but ultimately decided to switch to a two-stage high-pressure turbine. A likely consequence of this is an erosion in maintenance cost advantage, at least relative to the single-stage CFM56 versus the two-stage V2500. However, CFM believes it can offset the higher cost of maintaining two sets of turbine stages by using materials that have to be replaced less frequently.

eVolVing MateRialSMaterials are another matter of dispute and have been evolving as temperatures inside the gas turbine core have grown hotter. By the late 1960s, exhaust gases had grown hot enough to melt metal in the turbine stages. Engine manufacturers responded by hollowing the turbine stages and extracting cooler air from upstream of the combustor to keep the blades just cool enough to prevent melting. But CFM co-owner GE wants to eventually eliminate the cooling flow, thus preserving energy. The answer is switching to new materials that can survive hotter temperatures and are, ideally, lighter.

Since the mid-1980s, the aviation industry has been working to introduce ceramic matrix composites (CMCs). It has taken three decades to invent ways to affordably mass produce CMCs and overcome challenges such as thermal shock, in which the material shatters after exposure to extreme fluctuations in air temperature, such as an in-flight engine shutdown. However, CFM believes CMCs have finally reached the point where they can be reliably and affordably used in a non-moving component of the high-pressure turbine the shroud which covers the blades in the first stage of the high-pressure turbine.

The Leap also features a compressor section more advanced than in any previous GE aircraft engine. The GEnx for the Boeing

787 and 747-8 introduced a combined blade and disc or blisk in the first of the 10-stage high-pressure compressor. CFM also uses blisks, but expands its use to the first five stages of the 10-stage compressor. The blisks, the new materials and the two-stage high-pressure turbine allow CFM to vastly improve the thermal efficiency of the Leap, yielding a double-digit improvement in fuel efficiency with a conventional architecture for a narrowbody aircraft engine.

If the Leap architecture is intended to optimise the thermal efficiency of the engine, P&Ws PW1100G is mostly aimed at improving propulsive efficiency. There are generally two airflows in a turbofan engine one that travels through the core of the engine and one which bypasses the core. The former is used mainly to drive the engine, although a small amount generates thrust. The latter, or bypass airflow, generates the majority of thrust.

A simple way to make the engine more efficient in generating thrust is to increase the amount of airflow that bypasses the engine core, or the bypass ratio. The only way to increase the bypass flow is to enlarge the diameter of the inlet fan, which is connected by a shaft to its power sources in the low-pressure turbine. In a conventional engine architecture such as the Leap, the low-pressure turbine and inlet fan rotate at the same speed. As the inlet fan diameter widens, the tips of the blades spin faster than the speed of sound, reducing efficiency, and causing noise and vibration problems.

Instead, P&W introduces a reduction gear on the shaft that decouples the rotation speed of the high-pressure turbine and the inlet fan, allowing the latter to spin at one-third the speed of the former. As a result, the PW1100G has a bypass ratio of 12:1, twice the 6:1 ratio of the V2500. The reduction gear also reduces the load on the low-pressure turbine. The job of spinning the inlet fan and booster stages on the CFM Leap requires seven stages in the low-pressure turbine. The PW1100G inlet fan is 10cm (4in) wider than the Leap-1A, but uses only three stages in the low-pressure turbine.

fleetWatch monthly data Every month, Flightglobal Insight provides a fRee fleet order analysis which is a condensed version of the montlhy data available to Flightglobal Pro subscribers. Our FleetWatch articles provide you with a brief overview of commercial aircraft orders by customer, market group and aircraft type.

Find out morewww.flightglobal.com/fleetwatch

FleetWatch




regional jets

the next generation e-Jet gives embraer an aircraft with new engine technology. but with service entry not expected for at least five years, the effect of its arrival into the regional market is still up for debate.

Prior to Embraers decision to re-engine the E-Jet, Bombardier and Mitsubishi were sitting pretty in a market where the dominant player no longer had a product that could effectively compete with newer rivals.

Embraer has established itself as the market leader in the large regional jet sector, delivering more than 940 E-Jets over the last decade and holding a backlog for some 220 more. However it has faced a growing threat from the Canadian and Japanese manufacturers. Powered by the geared turbofan technology from Pratt & Whitney, the efficiency gains offered by the all-new Bombardier CSeries and Mitsubishi MRJ regional jet have seen them take both orders and market share from Embraer.

After evaluating an all-new five abreast design, Embraer decided last year to go down the re-engining route. Subject to a formal decision expected by mid-year, it will replace the E-Jets General Electric CF34s with the same GTF technology that its rivals have (and introduce other improvements), levelling the playing field.

Along with other revisions such as a new wing design, Embraer says its re-engined twinjets will benefit from a double-digit improvement in fuel burn, maintenance costs, emissions and external noise over the current E-Jet. A stretched derivative is also being studied.

Entry into service is scheduled for 2018-19, around four to five years after the CS100 in 2014, and around three to four years after the MRJ, but aerospace consultant Richard Aboulafia of Teal Group believes Embraer will swiftly make up for lost ground.

In the case of Mitsubishi, whose 70-seat MRJ70 and 90-seat MRJ90 aircraft will compete with the re-engined E-175 and E-190 respectively, he says delays are eating further into the advantage they had over Embraer. The MRJ was originally expected to enter flight testing in late 2011, but that was delayed to the second quarter of 2012 and again, to late 2013. Nothing more is known about service entry, other than it is scheduled, for the time being, for some time in 2015.

Aboulafia believes that Embraers decision to re-engine the E-Jet will prove the industrys real appetite for the MRJ. Getting into the market was impressive, but since they were the only guy with the new generation of engines, they had a relatively easy job. This is a different story. Well see how much more traction theyll get, he says.

In his view, the re-engining was announced later than necessary and had

it been done earlier, Embraer could have prevented the MRJ getting its foot in the door at all.

Mitsubishi has no track record of selling, supporting or financing jets. That represents a certain degree of risk for customers, he says.

Naturally, the Japanese manufacturer has a different view. Its vice-president of business planning, Hank Iwasa, says: Were confident that the newly-developed MRJ will have a lot of technological advantages, and is designed to extract the best GTF engine performance against the [re-engined] E-Jet even if Embraer revamps their existing E-Jet system. He says the advantage of the MRJ is not only based on the GTF engine,

top fIve regIonal customers 2012

rank operator deliveries

1 Azul 272 Alitalia Cityliner 133 China Southern Airlines 104 Tianjin Airlines 95= Lufthansa CityLine 85= Aeromexico Connect 85= SpiceJet 85= Eurolot 8total number 2012 delIverIes: 224NOTE: Data for ATR, Bombardier, Embraer and Sukhoi. Excludes corporate and military operators. SOURCE: Flightglobal Insight analysis using Ascend Online Fleets.

Jet128

Turboprop96


2012 REGIONAL AIRCRAFT DELIVERIES

NOTES: Data for ATR, Bombardier, Embraer and Sukhoi.Excludes corporate and military operators

Total delieveries: 224

Comac**11%

Mitsubishi14%

ATR18% Bombardier*

26%

Embraer16%

Sukhoi14%


REGIONAL AIRCRAFT BACKLOG

NOTES: *Bombardier's backlog includes CSeries. **Comac ARJ21.Data at 31 December 2012, exludes corporate and military operators

Total backlog: 1,172

2012 regIonal aIrcraft delIverIes

but that the aircraft also incorporates next-generation engineering technology and an aerodynamic design that sets it apart from the competitors.

Stiff coMPetitionBombardier, whose CS100 version of the CSeries has 108-125 seats depending on configuration, competes with the two largest E-Jets, the 114-seat E-190 and 124-seat E-195. Its big brother, the 130-160-seat CS300, competes more with the smaller variants of Airbus and Boeings A320 and 737 families. So Bombardier has a product that straddles the regional and mainline aircraft markets.

If Embraer goes ahead with a re-engined E-195 stretch that can seat around 130 passengers, it could impact the Canadian

regIonal aIrcraft backlog



manufacturers aspirations in the regional marketplace, says Aboulafia. If the E-195 stretch happens, he does not envisage Bombardier winning many more sales for the CS100 beyond those it has already achieved.

In the 110-seat zone, the CSeries is living on borrowed time, he says. Aboulafia adds that while some customers will require the additional range that the CS100 would likely offer over a re-engined stretch E-195, most will opt for the E-Jet, which will be a cheaper aircraft that also costs less to operate.

However, Rob Morris, a senior aviation analyst with Flightglobal Advisory Service Ascend, says its one thing saying were going to put a GTF on, but what is important is the variant and how optimised it is for the design of the aircraft. He says the CS100 is a new design targeted at a market, while its E-Jet rival would be a stretch version. He adds that not enough is known about the GTF engines to be used on the new E-Jets to say whether they will be properly optimised.

In a sense, right now if you look at the variants of the GTF that are being developed, youve got one that is being developed for the CSeries and a different engine being developed for the MRJ, he says. Thats effectively engines developed for the 110-130 seat market and the 70-90 seat market but when the E-Jet comes along, we need to understand whether the engines for each product, the E-175 and the E-190/195, are common or different and how optimised they are.

As such, Morris feels its quite early to understand just how the E-Jet will stack up in competitive terms.

Bombardiers vice-president of marketing for the commercial aircraft division, Philippe Poutissou, also says that a newly-designed aircraft will be superior in a number of areas to a new engine on an in-production airframe.

The CSeries aircraft clean-slate approach means that we are able to

develop the only aircraft specifically designed for the 100- to 149-seat market segment with unbeatable economics and passenger comfort, he says. Poutissou also points out that the CS100 aircraft is the only five-abreast narrowbody compared to the competitions four-abreast smaller cabin.

While it might be too early to assess in detail the impact of Embraers re-

how the rIvals compare

aircraft type service entry list price3 passengers engine range (nm) mtow (t)3 cabin backlog (delivered)

Bombardier cS100 Mid 2014 $62m 100-125 P&W PW1000G 2,950 54.9 5 abreast 61 (0)

Bombardier cS300 End 2014 $76m 130-160 P&W PW1000G 2,950 54.9 5 abreast 114 (0)

embraer e-1701 March 2004 $38m 70-78 GE CF34-8E 2,100 37.2 4 abreast 10 (186)

embraer e-1751 July 2005 $41m 78-88 GE CF34-8E 2,000 37.7 4 abreast 82 (164)

embraer e-1901 Sept 2005 $45m 98-114 GE CF34-10E 2,400 50.3 4 abreast 105 (472)

embraer e-1951 Sept 2006 $48m 108-124 GE CF34-10E 2,200 48.8 4 abreast 26 (116)

embraer re-engined e-175 2018 TBA 78-88 P&W PW1000G 4 abreast

embraer re-engined e-190 2018 TBA 98-114 P&W PW1000G 4 abreast

embraer re-engined e-195 TBA TBA 108-124 P&W PW1000G 4 abreast

embraer re-engined e-195 stretch TBA TBA 116-1322 P&W PW1000G 4 abreast

Mitsubishi MrJ90 2015 $42m 86-96 P&W PW1000G 1,790 39.6 4 abreast 165 (0)

Sukhoi Superjet 100 April 2011 $35m 72-98 PowerJet SaM146 2,470 45.9 5 abreast 165 (15)SOURCE: Ascend Online Fleets and other sources NOTE: 1 Embraer is introducing a package of upgrades which aims to deliver a 5% improvement in efficiency 2 Estimated figure 3 Figures based on highest weight/longest-range versions

backlog comparIson

aircraft type backlog

embraer e-Jet 223Bombardier cSeries 175Mitsubishi MrJ 165grand total 563Source: Flightglobals Ascend Online Fleets

E-JET BACKLOG BY DELIVERY YEAR

SOURCE: Flightglobals Ascend Online database

0

10

20

30

40

50

60

70

80

201820172016201520142013

e-jet backlog by delIvery year

engining decision on Bombardiers CS100, Morris believes it does raise serious questions over the existing E-Jet family.

If you look at the history of re-engining projects, inevitably after a couple of years of the entry into service of the new engine variant, the old engine variant ends production, he says.

Morris says that if the market proposition of the new E-Jet is correct, its hard to see any logic in the older variant remaining in production. However he says it is a surprise that theres such a gap between potential launch and first delivery of the new E-Jet, with a relatively large intervening period. If you look at their backlog, its just over a couple of hundred airplanes. At current production rates theyve only got two years




of production in the bank, but theyve got four-and-a-half years in between now and the new product, he says.

Embraers strategy to deal with this gap became clear in February when it announced a mid-life update of the E-Jet design. The aerodynamic makeover, including redesigned winglets and a longer wingspan, will result in an approximate 5% reduction in fuel burn. American Airlines regional partner Republic Airways will be the first to receive the new E-Jet in 2014. The update is referred to as E-Jet with improvements.

too MucH cHoiceAnother aircraft for airlines to assess when making their fleet planning decisions could well prove too much competition for Chinese manufacturer Comacs ARJ21, which might not even be invited for evaluation. Morris says the ARJ21 is clearly a product to prove the Chinese can build and certificate a jet aircraft. As such, he says, its hard to see any additional sales outside China, beside those already made.

With the attention and resources of regional manufacturers concentrated on GTF aircraft, Aboulafia says the possibility of a big turboprop aircraft is an afterthought, while he feels they [manufacturers] should be prioritising which is

2012 REGIONAL AIRCRAFT DELIVERIES BY CATEGORY

0

10

20

30

40

50

60

70

80Regional jet total: 128Turboprop total: 96

NOTES: Data for ATR, Bombardier, Embraer and Sukhoi. Excludes corporate and military operators. SOURCE: Flightglobal Insight analysis using Ascend Online database

Middle EastNorth AmericaAfricaLatin AmericaAsia-PacificEurope

78

63

51

19

11

2

Total deliveries: 224

2012 REGIONAL AIRCRAFT DELIVERIES BY MANUFACTURER

0

10

20

30

40

50

60

70

80

ATR total: 60Bombardier total: 50Embraer total: 106Sukhoi: 8

NOTES: Data for ATR, Bombardier, Embraer and Sukhoi. Excludes corporate and military operatorsSOURCE: Flightglobal Insight analysis using Ascend Online database

Middle EastNorth AmericaAfricaLatin AmericaAsia-PacificEurope

78

63

51

19

11

2

Total deliveries: 224

too bad as I think theres a market.

When making fleet planning decisions, Aboulafia says, airlines will go for the guy that offers the total package, good track record of product support and new-generation engines.

However Embraers switch to P&W for its second-generation E-Jet breaks the link with GE and will likely result in less financial support from GE Capital Aviation Services.

GECAS, which is 100% owned by General Electric, is the worlds largest aircraft lessor and the majority of aircraft in the lessors portfolio and order book are equipped with GE powerplants.

GECAS accounts for 10.2% of the total E-Jet family fleet, 13.3% of the stored base and 3.6% of outstanding orders, according to Flightglobals Ascend Online database. The lessor also holds 13% of all E-Jet options.

This is significant considering these figures exclude any financing or leases done by the General Electric group, says Bert van Leeuwen, DVB Banks managing director of aviation research.

Despite this, Aboulafia feels Embraers decision to re-engine the E-Jet will see it improve its position in the regional marketplace. Its Embraers market to lose. Theyve finally realised what to do and if they play their cards right, theyre likely heading for around a 70% share of the regional jet market, he says.

2012 regIonal aIrcraft delIverIes by category

2012 regIonal aIrcraft delIverIes by manufacturer


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at a glancecommercial engines: manufacturer market share

note: Information for active commercial aircraft in operation with airlines. Information includes narrowbody, widebody, regional and Russian jets in passenger, freighter, combi and quick change roles. CIS countries include Armenia, Azerbaijan, Belarus, Kazakhstan, Kyrgyzstan, Moldova, Tajikistan and Uzbekistan. SouRce: ACAS database (May 2013).

north amerIcaMAnuFActurer AIrcrAFt engIneS

general electric 1,929 4,098

cFM International 1,918 3,836

Pratt & whitney 1,217 2,683

rolls-royce 1,040 2,080

International Aero engines 516 1,032

other 5 12

south amerIcaMAnuFActurer AIrcrAFt engIneS

cFM International 558 1,148

general electric 249 500

International Aero engines 218 436

Pratt & whitney 161 354

rolls-royce 71 142

other 25 89

europeMAnuFActurer AIrcrAFt engIneS


general electric 838 1,903

rolls-royce 547 1,350



other 152 567 mIddle eastMAnuFActurer AIrcrAFt engIneS


cFM International 227 484

rolls-royce 185 427



other 72 270

russIa & cIsMAnuFActurer AIrcrAFt engIneS


Aviadvigatel 201 651

Ivchenko Progress 162 473


rolls-royce 71 160

other 117 259

afrIcaMAnuFActurer AIrcrAFt engIneS




rolls-royce 81 182


other 62 223

asIa-pacIfIcMAnuFActurer AIrcrAFt engIneS


International Aero engines 836 1,672

general electric 775 1,796


Pratt & whitney 430 1,103

other 54 190

International AeroEngines

(4,468)

Other(2.520)

General Electric(9,610)

Rolls-Royce(5,741)

Pratt & Whitney(5,160)

Other

International Aero Engines

Pratt & Whitney

Rolls-Royce

General Electric

CFM International

CFM International(17,108)

38%

22%

13%

12%

10%

6%world commercIal aIrcraftMAnuFActurer AIrcrAFt engIneS





International Aero engines 2,234 4,468

other 750 2,520

totAl 20,606 44,607



engine market share by market groupcommercIal narrowbody aIrcraftMAnuFActurer AIrcrAFt engIneS


International Aero engines 2,234 4,468



totAl 12,320 24,793

commercIal wIdebody aIrcraftMAnuFActurer AIrcrAFt engIneS



Pratt & whitney 993 2,495


engine Alliance 47 188

totAl 4,430 11,176

commercIal regIonal jetsMAnuFActurer AIrcrAFt engIneS



lycoming 97 388

Honeywell 83 332

Pratt & whitney canada 18 36

Powerjet 13 26

totAl 3,363 7,086

Rolls-Royce(1,288)


Rolls-Royce

Pratt & Whitney

International Aero Engines

CFM International

CFM International(16,372)

66%

18%

11%

5%

InternationalAero Engines

(4,468)

Engine Alliance(188) 2%

Rolls-Royce(2,581)


CFM International(736)

EA

CFM

P&W

R-R

GE

General Electric(5,176)

46%

23%

22%

7%

Pratt & WhitneyCanada

(36) 1% Powerjet(26) 0.4%

Rolls-Royce(1,870)

Lycoming(388)

Honeyell(332)

powerjet

pwc

honeywell

lycoming

rr

GEGeneral Electric

(4,434)

63%

26%

5%5%

note: Information for active commercial aircraft in operation with airlines. SouRce: ACAS database (May 2013).




engine options by commercial aircraftAIrBuS

Aircraft type number of engines engine option 1 engine option 2 engine option 3

A300* 2 CF6 PW4000 JT9D

A310* 2 CF6 PW4000 JT9D

A318 2 CFM56 PW6000

A319/A320/A321 2 CFM56 V2500

A319neo/A320neo/A321neo 2 Leap PW1000G

A330 2 CF6 PW4000 Trent 700

A340-200/300* 4 CFM56

A340-500/600* 4 Trent 500

A350 2 Trent XWB

A380 4 GP7200 Trent 900

BAe SySteMS

Aircraft type number of engines engine option 1 engine option 2

BAe 146* 4 ALF502 LF507

Avro rJ* 4 LF507

BoeIng

Aircraft type number of engines engine option 1 engine option 2 engine option 3

727* 3 JT8D Tay

737-200* 2 JT8D

737-300/400/500* 2 CFM56

737ng (-600/700/800/900) 2 CFM56

737 Max (-7/8/9) 2 Leap

747-100/SP* 4 JT9D RB211

747-200/300* 4 CF6 JT9D RB211

747-400* 4 CF6 PW4000 RB211

747-8 4 GEnx

767-200/300* 2 CF6 PW4000 JT9D

767-200er/400er* 2 CF6 PW4000

767-300er/300F 2 CF6 PW4000 RB211

777-200/200er/300 2 GE90 PW4000 Trent 800

777-200lr/300er/F 2 GE90

787 dreamliner 2 GEnx Trent 1000

dc-8* 4 JT3D JT4A

dc-9* 2 JT8D

dc-10* 3 CF6 JT9D

Md-11* 3 CF6 PW4000

Md-80* 2 JT8D

Md-90* 2 V2500



BoMBArdIer

Aircraft type number of engines engine

cSeries 2 PW1000G

crJ (all variants) 2 CF34

coMAc


c919 2 Leap

ArJ21 2 CF34

eMBrAer


e-170/175/190/195 2 CF34

erJ 145 family 2 AE 3007

e-Jet g2 family 2 PW1000G

Fokker


F28* 2 Spey

Fokker 70/100* 2 Tay

IlyuSHIn


II-96 2 PS-90 PW2000

Irkut


MS-21 2 PD-14 PW1000G

lockHeed


l-1011* 2 RB211

MItSuBISHI regIonAl Jet


MrJ70/90 2 PW1000G

SukHoI


Superjet 100 2 SaM146

tuPolev


tu-204 2 PS-90 RB211

note: Aircraft listed are narrowbody, widebody and regional jets currently in service and/or in development, in a commercial role.* Aircraft no longer in production.




cfm InternationalcFM56

thrust 18,500-34,000 lb

length 250 cm

diameter 155-175 cm

weight 2,360 kg

Service entry 1982

Aircraft 737 family, A320 family, A340, dc-8

engine alliancegP7200

thrust 70,000-81,500 lb

length 475 cm

diameter 316 cm

weight 6,725 kg

Service entry 2008

Aircraft A380

general electriccF34

thrust 9,220-20,000 lb

length 260-368 cm

diameter 124-145 cm

Service entry 1992

Aircraft ArJ21, crJ, e-Jet

commercial engine comparison

leAP

thrust ~30,000 lb

diameter 190.5 cm

Service entry due in 2015

Aircraft 737 Max, A320neo, c919

aviadvigatelPd14

thrust 28,000-34,000 lb

diameter 190 cm

weight 2,770-2,850 kg


Aircraft MS-21



cF6

thrust 40,000-72,000 lb

length 424-477 cm

diameter 266-289 cm

weight 4,067-4,104 kg

Service entry 1971

Aircraft A300, A310, 747, 767, dc-10, Md-11

Iaev2500

thrust 22,000-33,000 lb

length 320 cm

diameter 160 cm

weight 2,359 kg

Service entry 1989

Aircraft A319, A320, A321, Md-90

ge90

thrust 76,000-115,000 lb

length 729 cm

diameter 312-325 cm

weight 7,550-8283 kg

Service entry 1995

Aircraft 777

powerjetSaM146

thrust 15,400-17,800 lb

length 220 cm

diameter 122 cm

weight 4,980 lb

Service entry 2011

Aircraft Superjet 100

genx

thrust 53,000-75,000 lb

length 430-470 cm

diameter 265-280 cm

weight 5,816 kg

Service entry 2011

Aircraft 747-8, 787




Pw6000

thrust 18,000-24,000 lb

length 275 cm

diameter 145 cm

weight 2,245 kg

Service entry 2007

Aircraft A318

Pw4000

thrust 52,000-90,000 lb

length 414 cm

diameter 240-255 cm

Service entry 1987

Aircraft A300, A310, A330, 747,767, 777, Md-11

Pw2000

thrust 37,000-43,000 lb

length 360 cm

diameter 200 cm

Service entry 1984

Aircraft 757, Il-96M

Pw1000g

thrust 15,000-32,000 lb

diameter 140-210 cm

Service entry 2013 (expected)

Aircraft A320neo, cSeries, MrJ, MS-21

Jt9d

thrust 45,800-56,000 lb

length 325-355 cm

diameter 235 cm

Service entry 1970

Aircraft A300, A310, 747, 767, dc-10

pratt & whitneyJt8d

thrust 14,000-21,700 lb

length 304-391 cm

diameter 101-125 cm

Service entry 1964

Aircraft 727, 737-100/200, dc-9, Md-80



rolls-royceAe 3007

thrust 6,495-8,917 lb

length 270 cm

diameter 98 cm

weight 720 kg

Service entry 1995

Aircraft erJ-145 family

Br700

thrust 14,750-21,000 lb

length 340-373 cm

diameter 121-147 cm

weight 1,632-2,792 kg

Service entry 1994

Aircraft 717

rB211

thrust 7,264-9,874 lb

length 300-320 cm

diameter 188-220 cm

weight 3,300-4,490 kg

Service entry 1972

Aircraft 747, 757, 767, l-1011, tu-204

trent

thrust 53,000-115,000 lb

length 390-455 cm

diameter 250-455 cm

weight 4,700-6,550 kg

Service entry 1995

Aircraft A330, A340, A350, A380, 777, 787

note: Engines listed are currently in production and or in service for commercial narrowbody, widebody and regional aircraft.

tay

thrust 13,850-15,100 lb

length 238 cm

diameter 114 cm

weight 1,501 kg

Service entry 1984

Aircraft Fokker 70/100




cfM56 The CFM56 was first contracted to re-engine DC-8s, military 707s and Boeing C-135s. It has a thrust range of 18,500-34,000lb-thrust and first ran in 1974. It is now one of the most common turbofan aircraft engines in the world.

In the early 1980s, Boeing selected the CFM56 to exclusively power its latest 737-300 variant, what is now called the 737 Classic. The CFM56 was first delivered on the Boeing 737 in 1984 and has powered all versions of the 737 since.

The CFM56 was first delivered on the Airbus A320 in 1988 and powers all models of the A320 family, including the A318, A319, A320, A321, as well as A340-200 and A340-300 aircraft. The CFM56 is the most widely-used engine on commercial narrowbodies, with a current market share of more than 65%.

cfM inteRnational CFM International is a 50:50 joint venture between General Electric and Snecma (Safran), founded in 1974. The company is most famous for building CFM56 turbofans, an engine that now powers more than 10,000 commercial and military aircraft including the Airbus A320 and Boeing 737 families. More than 25,000 CFM56s have been built since its introduction to the market in 1982.

The CFM56 core engine is derived from the F-100 turbofan, developed by General Electric for military applications. The CFM56 first ran at the companys Evendale plant on 20 June 1974 and the first production models, installed in a re-engined DC-8-70 airframe, entered service in April 1982.

General Electric is responsible for design integration, the core engine and the main engine control of the CFM56, while Snecma is responsible for the low-pressure system, gearbox, accessory integration and engine installation.

commercial enginesoverview by engine manufacturer & type

cFM56

thrust 18,500-34,000 lb

length 250 cm

diameter 155-175 cm

weight 2,360 kg

Service entry 1982

Aircraft 737 family, A320 family, A340, dc-8

With more than 600 737s in its fleet in 2013, Southwest Airlines is the carrier with the largest number of CFM56-powered aircraft in the world.

Ryanairs 737-only fleet consists of a total of 303 aircraft, while United Airlines in-service fleet of more than 700 aircraft includes 243 737s. EasyJet is the operator with the largest number of CFM56-fitted Airbus aircraft, with a fleet of 188 A320s in service.



The Leap-1A is one of two engine options for the Airbus A320neo, due to enter service in 2015. In December 2010, Virgin America ordered 30 re-engined A320neo aircraft, the first airline to do so. Since its launch, the aircraft has received more than 2,000 orders, making it the fastest-selling commercial aircraft in history. The A320neo backlog stood at 2,083 in May 2013, with 693 to be equipped with the Leap-1A and 778 still undecided.

The Leap-1B engine is exclusive to the Boeing 737 Max. In December 2011, Southwest Airlines became the launch customer for the re-engined narrowbody, placing a firm order for 150 737 Max aircraft. At $19 billion at list prices, this was the largest firm order in Boeings history. The Dallas-based airline, which was also the launch customer for both the Boeing 737 Classic and 737 Next Generation series, will take delivery of its first 737 Max in 2017.

AirAsia stood as the leading customer as of May 2013 with an order backlog of 264 aircraft followed by Lion Air with 201. The other significant customers for the 737 Max include American Airlines, Norwegian and United Airlines. The firm backlog for the aircraft stood at 1,285 in May 2013.

The Leap-1C has been chosen by Chinas Comac as the exclusive powerplant for its C919, a 168-190 passenger single-aisle twinjet. It will be the largest commercial airliner ever to be designed and built in China. In October 2011, Chinese lessor ICBC Leasing announced an order for 45 C919s, as well as an agreement to be the launch customer for the aircraft. The C919s first flight is expected to take place in 2014, with initial deliveries scheduled for 2016. The C919 order backlog stood at 275 aircraft in May 2013.

Accompanying the Leap-1C engine is an integrated propulsion system (IPS) built by Nexcelle, a joint venture between GE and Safran.

leaP The Leap turbofan is the successor to the CFM56 line, which CFM has been working on since 1999. Leap (Leading Edge Aviation Propulsion) technology draws on developments made in previous years by GE and Snecma with engines such as the GE90 and GEnx.

Launched at the 2005 Paris air show as a possible CFM56 replacement, the Leap programme was at that time intended to supply the next generation of turbofans for all-new single-aisle aircraft by Airbus and Boeing. At that time, a few industry players expected a replacement for the A320 or 737 to appear before 2020.

Over the next six years, the single-aisle market evolved rapidly. A competitor, Pratt & Whitney, introduced a new innovation in propulsion called a fan-drive system, the Chinese entered the market with a new single-aisle airframe and Airbus and Boeing deferred plans for an all-new single-aisle. Instead, the US and European airframers settled for re-engining and updating their products within this decade.

The Leap is the only engine on all three narrowbodies in development with at least 160 seats (Airbus A320neo, Boeing 737 Max and Comac C919). The first Leap-1A is scheduled to be assembled in August 2013 and be ready for testing by the end of September.

The Leap fan will have a 198cm diameter for the Airbus A320neo and Comac C919 and 175cm diameter for the Boeing 737 Max. All Leap fans will have 18 blades, significantly less than the CFM56-Bs 36 titanium blades and the CFM56-7Bs 24 blades. Combined with a new lighter fan containment structure, total weight savings will be 455kg per aircraft compared with a same-sized fan using metal blades and case.

The Leap engine will be the first commercial turbofan to incorporate ceramic matrix composites, which are installed as the shroud encasing the first stage of the high-pressure turbine. CMCs are a lightweight material that can survive temperatures that would cause even actively-cooled metal blades to melt.

Operators can expect 15% fuel burn improvements compared with the CFM56 engines currently in production. Noise levels will also be cut in half and NOx levels will meet CAEP/6 requirements with a 50% margin. These improvements will not sacrifice the reliability and maintenance costs of the CFM56.

leAP

thrust 24,500-32,900 lb

diameter 175-198 cm


Aircraft 737 Max, A320neo, c919




gP7200 The main application for Engine Alliances first engine was originally the Boeing 747-500/600X projects, before these were cancelled as a result of a lack of demand from airlines.

The GP7000 family is derived from the GE90 and PW4000 series. It is built on the GE90 core and the PW4000 low spool heritage.

The GP7200 engine was brought into service on the Airbus A380 in August 2008 by Emirates. The GP7200 is one of the two engine options for this aircraft and was designed specifically for it.

The GP7200 engine is certificated at 76,500lb-thrust and 81,500lb-thrust.

In May 2013, a total of 103 A380s were in service, of which 45 were powered by the GP7200, while the order backlog stood at 159 aircraft, with 87 assigned to the GP7200.

engine alliance Engine Alliance is a 50:50 joint venture between General Electric and Pratt & Whitney which was formed in August 1996 to develop, manufacture, sell and support a family of engines for new high-capacity, long-range aircraft.

In mid-1996, Boeing announced it was beginning development of new growth derivatives of the 747, the 747-500/600. Neither GE Aircraft Engines nor Pratt & Whitney had engines in their own product lines in the necessary 70,000-85,000lb-thrust range. Each company had independently forecast worldwide demand for aircraft in this market segment, and had determined that it might not be large enough to justify the approximate $1 billion expense of developing a new centerline engine. A joint venture between these otherwise aggressive competitors seemed the logical solution and so, on 28 August 1996, GE and Pratt & Whitney established the joint venture company GE-P&W Engine Alliance, to develop the GP7000 engine.

The idea was to use the core competencies of each parent company to design, develop, certify and manufacture a state-of-the-art high bypass turbofan engine for 450-seat and larger four-engined aircraft. Boeing later shelved its immediate plans for a growth 747 version while Airbus began to consider development of an aircraft called the A3XX, planned as the largest-ever commercial transport aircraft.

Airbus approached Engine Alliance about powering the new airplane, and received preliminary development support in the form of various GP7000 engine designs for the A3XX between 1998 and 2000. Airbus made the commercial relationship official on 19 December 2000 with the launch of the A380 programme, and on 19 May 2001, the GP7000 programme was fully established when Air France selected the GP7270 to power the 10 A380-800 passenger aircraft it had on order.

gP7200

thrust 70,000-81,500 lb

length 475 cm

diameter 316 cm

weight 6,725 kg

Service entry 2008

Aircraft A380



cf34The CF34 turbofan is a derivative of the GE TF34 which powers the US Air Force A-10 and US Navy S-3A. The CF34 is installed on regional jets including the Bombardier CRJ series, the Bombardier Challenger, the Embraer E-Jets and the Chinese Comac ARJ21, which is currently under development.

The CF34 was first used on business jets in 1983 and on regional jets in 1992.

Since the first CF34-3A1 engine entered service in 1992, its dispatch reliability rate has remained at 99.95%, with more than 80 million flight hours and 65 million cycles completed.

There are three models of the CF34 engine: CF34-3, CF34-8 and the latest CF34-10.

As of May 2013, there were more than 2,200 CF34-powered active commercial aircraft worldwide.

cf6The CF6 engine entered the commercial widebody market in 1971 on the DC-10.

The CF6 is currently in service on the 747, 767, A300, A310, A330 and MD-11. The CF6-80C2 (military designation: F103) was selected to re-engine the C-5 RERP.

There are five models of the CF6: CF6-6, CF6-50, CF6-80A, CF6-80C2 and CF6-80E1. The first model, the CF6-6, was developed with 40,000lb-thrust, while the newest CF6-80E1 model, designed specifically for the Airbus A330, produces 72,000lb-thrust.

The engine family has completed over 325 million flight hours with more than 260 customers since it entered commercial revenue service.

More than 1,400 CF6-powered airliners are still active.

geneRal electRic General Electrics aerospace division, GE Aviation, is part of GE Technology Infrastructure itself part of the conglomerate General Electric. GE Aviation operated under the name of General Electric Aircraft Engines (GEAE) until September 2005.

The General Electric Company built its first turbine engine in 1941 when it began development of Whittle-type turbojets under a technical exchange arrangement between the British and American governments. GEs first entry into the civil engine market was in the late 1950s, with a commercial version of the J79 designated CJ805. In 1967, GE announced the development of the CF6 high-bypass turbofan for future widebody airliners.

GEs presence in the widebody engine market has expanded steadily since the early 1970s, and the manufacturers engines now power the largest proportion of the worlds active commercial widebody fleet, with a share of 46%, and regional aircraft, with a 62% share.

cF34

thrust 9,220-20,360 lb

length 260-368 cm

diameter 124-145 cm

Service entry 1992

Aircraft ArJ21, crJ, e-Jet

cF6

thrust 40,000-72,000 lb

length 424-477 cm

diameter 266-289 cm

weight 4,067-4,104 kg

Service entry 1971

Aircraft A300, A310, 747, 767, dc-10, Md-11




genxThe GEnx (General Electric Next-generation) is the successor to the CF6 and is based on the GE90s architecture.

The GEnx is intended to replace the CF6 in GEs production line and will deliver 15% better specific fuel consumption than the engines it replaces.

It is designed to stay on wing 30% longer while using 30% fewer parts, greatly reducing maintenance time and cost. The GEnxs emissions are expected to be as much as 95% below regulatory limits.

The GEnx is an option on the Boeing 787 and is exclusively used to power the 747-8.

GE is in partnership with Pratt & Whitney through the Engine Alliance, which is responsible for the GP7200 engine designed for the Airbus A380. GE is also a partner with Snecma in CFM International.

There are two models of the GEnx: the GEnx-1B (used on the 787-8 and 787-9) and the GEnx-2B (used on the 747-8 Intercontinental and Freighter).

In October 2011, Cargolux was the first customer to receive a GEnx-powered aircraft, fitted to its 747-8. As of May 2013, there were 37 GEnx-powered 747-8s in service.

From 16 January to the end of April 2013, the global 787 fleet was grounded following battery failures.

Of the 50 787s that were still parked at the end of April, a total of 28 were fitted with GEnx engines.

In May 2013, the GEnx order backlog stood at 370 aircraft for 787s and 57 for 747-8s.

ge90The GE90 turbofan series is physically the largest engine in aviation history. It was specifically designed for the Boeing 777 and was introduced into service in November 1995 with British Airways. It was originally certificated at 84,700lb-thrust.

The engine comes in two models: the GE90-94B and GE90-115B. Snecma of France, Avio of Italy and IHI of Japan are participants in the GE90 development programme.

The latest Boeing 777 variants the -200LR/300ER and 777F are exclusively powered by the GE90-115B. It has a fan diameter of 325cm and, with a nominal rating of 115,000lb-thrust, is the most powerful aircraft engine in the world.

On 10 November 2005, the GE90-110B1 powered a 777-200LR during the worlds longest flight by a commercial airliner. The aircraft flew 21,601km in 22h 42min, flying from Hong Kong to London over the Pacific, then over the continental US, and finally over the Atlantic to London.

In March 2013, Boeing announced that it had selected the GE9X to exclusively power the 777X to extend the engine makers propulsion monopoly to the next generation of the widebody type. The 777X is expected to compete with the Airbus A350-900 and A350-1000 over a wide span of the market, stretching from about 330 seats to more than 400, and offering ultra-long range.

GEs preliminary development plan for the GE9X calls for certification in May 2018 on a common core, with a slightly more than 100,000lb-thrust variant to power the 777-9X, a roughly 90,000lb-thrust variant to power the smaller 777-8X and another variant to power the ultra-long-range 777-8LX.

In May 2013, a total of 693 GE90-powered 777s were in service while the order backlog stood at 351.

ge90

thrust 76,000-115,000 lb

length 729 cm

diameter 312-325 cm

weight 7,550-8283 kg

Service entry 1995

Aircraft 777

genx

thrust 53,000-75,000 lb

length 430-470 cm

diameter 265-280 cm

weight 5,816 kg

Service entry 2011

Aircraft 747-8, 787



Although IAE promises smaller fuel burn savings than next-generation engines such as the Leap and PW1000G, SelectTwo shows that the joint venture is committed to providing support and continued investment in the engine.

The core and low-pressure spool of the two-shaft V2500 was left untouched by the upgrade. SelectTwo comprises software improvements for the electronic engine control and a new data entry plug.

IAE continues to work with its airline customers to define the requirements for the SelectThree improvements scheduled for service entry around 2015.

There are more than 2,200 V2500-powered airliners in service around the world, and approximately 800 aircraft in the A320 family that are on order have been assigned the engine.

V2500The V2500 powerplant was introduced into service in May 1989 on Airbus A320s operated by Adria Airways. The engine also powers the A319 and A321 variants and the Boeing MD-90.

There are three models of the V2500 engine the V2500-A1, V2500-A5 and V2500-D5 and each IAE partner contributes an individual module to the engines construction.

Pratt & Whitney provides the combustor and high-pressure turbine, Rolls-Royce the high-pressure compressor, JAEC the fan and low-pressure compressor and MTU the low-pressure turbine.

IAE unveiled the SelectOne performance improvement package for the V2500 in 2005 with launch customer IndiGo, with which it also signed an aftermarket agreement.

The next package of improvements, dubbed SelectTwo, should make its operational debut in the first quarter of 2014.

IAE is offering the SelectTwo package as a sales order option on V2500-A5 SelectOne engines, but has not announced a launch customer.

The SelectTwo engine should trim fuel burn costs by 0.58% for an Airbus A320 on a 930km leg. This represents savings of roughly $4.3 million over a 10-year period for a 10-aircraft fleet of A320s completing 2,300 flights per year.

inteRnational aeRo engineS International Aero Engines is a joint venture that was originally set up between Pratt & Whitney, Rolls-Royce, MTU Aero Engines and Japanese Aero Engine Corporation (JAEC). IAE was formed in 1983 to develop an engine for the 150-seat single-aisle market. In October 2011, Rolls-Royce agreed to leave the consortium, making P&W the majority shareholder. The remaining members of IAE have agreed to extend their partnerships to 2045.

v2500

thrust 22,000-33,000 lb

length 320 cm

diameter 160 cm

weight 2,359 kg

Service entry 1989

Aircraft A319, A320, A321, Md-90




PoWeRJet PowerJet is a 50:50 joint company which was formed by Snecma of France and NPO Saturn of Russia in July 2004. Snecma and NPO Saturn began to work together in 1997, when Snecma sub-contracted the production of CFM56 engine parts to NPO Saturn. PowerJet is responsible for the development and commercialisation of the SaM146, an engine purpose-designed for regional jets. PowerJet has one operational unit in France and a second in Russia.

SaM146

thrust 15,400-17,800 lb

length 220 cm

diameter 122 cm

Service entry 2011

Aircraft Superjet 100

SaM146The SaM146 engine powers the new Sukhoi Superjet 100 family of regional jets. The engine is a complete propulsion system comprising engine, nacelle and equipment, featuring a single-stage high-pressure turbine and a high-pressure compressor with a reduced number of stages and parts.

PowerJet is responsible for all aspects of the SaM146 engine programme including the design, production, marketing, sales and services.

Snecma is responsible for the core engine, control systems, transmission (accessory gearbox, transfer gearbox), overall engine integration and flight testing.

NPO Saturn is responsible for the components in the low-pressure section and engine installation on the Superjet 100.

The engine underwent its first ground tests in July 2006 and its first engine flight tests began in December 2007. In May 2008, the first flight test of the SaM146 on the Sukhoi Superjet 100 was carried out and in May 2010, PowerJet completed all tests required for certification.

The type certificate for the SaM146 engine was issued by the European Aviation Safety Agency in June 2010 and by the Russian certification body in August the same year. As

of 31 July 2011, the engine had logged 10,400h of testing, including 5,700h with a 99% dispatch reliability rate.

Depending on the model (1S15, 1S17 or 1S18), the SaM146 develops between 15,400lb-thrust and 17,800lb-thrust to meet thrust requirements for the 70- to 120-seat regional jet class. The SaM146 meets the most stringent environmental standards both in terms of emissions as well as noise.

The first Sukhoi Superjet 100 was delivered to Armenian carrier Armavia in April 2011. Aeroflot Russian Airlines has since received the seven others currently in service.

As of May 2013, the order backlog for the Superjet 100 stood at 165. Kartika Airlines and Pearl Aircraft Leasing both had order backlogs of 30 aircraft, UTair followed with 24 while Aeroflot Russian Airlines and Interjet had backlogs of 20 aircraft each.

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Jt9dThe JT9D represented P&Ws entry into the high-thrust, high-bypass ratio engine market. It was developed to power the Boeing 747, which entered service in 1970.

The JT9D family of engines comprises three distinct series. The JT9D-7 engine covers the 46,300lb-thrust to 50,000lb-thrust range, and the JT9D-7Q series has a 53,000lb-thrust rating. The later -7R4 series, introduced in 1982, covers the 48,000lb-thrust to 56,000lb-thrust range. These three engine types power 747, 767, A300, A310 and DC-10 aircraft.

P&W continues to invest in and support the JT9D family of engines. Upgrade programmes are in place to enable operators to improve durability, increase thrust and reduce noise. These update programmes are provided as JT9D Reduced Cost of Ownership Kits.

The JT9D has flown more than 169 million total hours to date. More than 600 aircraft take-offs are accomplished with JT9Ds every day.

JT9D production ended in 1990. A total of 66 JT9D powered aircraft were still active in May 2013.

PRatt & WHitneY Pratt & Whitney was established in 1925 by Frederick Rentschler as part of United Aircraft and Transport Corporation (which later became known simply as the United Aircraft Corporation, and from 1975 as United Technologies). P&W manufactures products widely used in both civil and military aircraft.

P&W began producing commercial jet engines in the late 1950s for the Boeing 707 and the Douglas DC-8, with models including the JT3 and the JT4A. The 727, 737 and DC-9 were later powered by the JT8D. P&W commercial engines have logged more than 1 billion hours of flight powering both the narrowbody and widebody aircraft that fly passengers and cargo around the world. In October 2011, P&W and Rolls-Royce unveiled plans to form a new joint venture for the development of new engines powering future mid-size aircraft in the 120- to 130-seat segment.

Jt8dThere are eight models in the JT8D family covering a thrust range of 14,000lb-thrust to 21,700lb-thrust and powering 727, 737-100/200, MD-80 and DC-9 aircraft. Since the JT8D was first introduced to commercial aviation in 1964, more than 11,800 JT8D standard engines have been produced. The newer JT8D-200 series entered service in 1980, offering 18,500 to 21,700lb-thrust. It is exclusively used in MD-80 series aircraft.

To ensure that the JT8D-200 stays current with environmental regulations, a low-emissions combustion system known as the E-Kit was developed. The E-Kit is FAR-25 certified and reduces JT8D-200 NOx emissions by 25%, unburned hydrocarbons by 99% and smoke by 52%. It exceeds all ICAO standards for newly-produced engines and it also qualifies for the Swiss Class 5 (cleanest) emissions category.

P&W and Aviation Fleet Solutions have jointly developed a noise reduction kit for JT8D-200-powered MD-80 aircraft, which was certified in 2006.

As of May 2013, more than 850 JT8D powered aircraft were still in service.

Jt9d

thrust 46,300-56,000 lb

length 325-355 cm

diameter 235 cm

Service entry 1970

Aircraft A300, A310, 747, 767, dc-10

Jt8d

thrust 14,000-21,700 lb

length 304-391 cm

diameter 101-125 cm

Service entry 1964

Aircraft 727, 737-100/200, dc-9, Md-80




PW4000The PW4000 was built as the successor to the JT9D in the high-thrust engine market and is certificated for a range of 52,000lb-thrust to 98,000lb-thrust. First delivered in 1987, the powerplant is now fitted on the 747, 767, 777, A300, A310, A330 and MD-11.

There are three PW4000 families, based on fan diameters: 94in, 100in and 112in fans. The PW4000 94in fan covers 52,000lb-thrust to 62,000lb-thrust. Approved for 180min ETOPS, equipped with FADEC and featuring single-crystal superalloy materials, it powers the 747-400, 767-200/300, MD-11, A300-600 and A310-300.

The PW4000 100in fan has a capability of 64,500lb-thrust to 70,000lb-thrust and was specifically developed for the A330. It entered service in 1994 with 90min ETOPS approval and was approved for 180min ETOPS in 1995.

The latest version the PW4170 Advantage 70 received US Federal Aviation Administration certification on 22 December 2008 and entered service in 2009 with the A330-200 Freighter. It is offered both as a new engine and as an upgrade to existing engines.

The PW4000 112in fan entered service in 1995 as the launch engine for the 777. It is the largest P&W commercial engine offering 74,000lb-thrust to 98,000lb-thrust. The PW4098, with 84,000lb-thrust, was the first engine to enter service already approved for 180min ETOPS, and was subsequently approved for 207min, the maximum allowable, along with all other PW4000 112in models.

A higher-thrust version of the engine, the 90,000lb-thrust PW4090, powers an increased gross-weight 777. The 98,000lb-thrust PW4098 powers the 777 up to 660,000lb take-off weight.

More than 900 PW4000-powered aircraft were in service in May 2013.

PW2000The PW2000 was developed for the Boeing 757 in order to compete with Rolls-Royces RB211.

The engine entered service with Delta Air Lines, which was the civil aviation launch customer for the new engine type in 1984.

The PW2000 covers a range of 37,000lb-thrust to 43,000lb-thrust. It was the first commercial engine with full authority digital electronic control (FADEC) technology. An improved version of the PW2000, the Reduced Temperature Configuration (RTC), was introduced in 1994.

The PW2000 is certified to operate 180min extended twin-engined operations (ETOPS) and meets all current and proposed noise and emissions regulations around the world.

There are three models of the PW2000 engine: PW2037, PW2040 and PW2043. Introduced into service in 1991 as the F117-PW-100, the PW2040 is exclusively used on the four-engined Boeing C-17 Globemaster III military transport. The model also powers the US Air Force C-32A, the military version of the 757.

The current build standard, launched in 1994, is the PW2043 which provides 43,000lb-thrust. This model is the latest in the series to power the 757 and the 757-300. The improved model is known as the PW2000 RTC.

MTU Aero Engines holds a 21.2% stake in the engine, having developed the low-pressure turbine and turbine exit casing as well as critical parts of the turbine exhaust casing, high-pressure compressor and high-pressure turbine.

More than 350 PW2000-powered 757s were in service in May 2013.

Pw4000

thrust 52,000-98,000 lb

length 414 cm

diameter 240-255 cm

Service entry 1987

Aircraft A300, A310, A330, 747, 767, 777, Md-11

Pw2000

thrust 37,000-43,000 lb

length 360 cm

diameter 200 cm

Service entry 1984

Aircraft 757, Il-96M



The PW1000G was chosen by Airbus to power the re-engined A320neo after P&W failed to reach an agreement with Rolls-Royce to offer the engine jointly through the IAE venture, which also includes JAEC and MTU Aero Engines.

The engine has also been selected for the Mitsubishi MRJ regional jet (PW1200G), Bombardier CSeries airliner (PW1500G) and is offered as an option on the United Aircraft (UAC) Irkut MS-21 (PW1400G).

In January 2013, Embraer announced that it had selected the PurePower geared turbofan as the exclusive engine for its new second generation E-Jet aircraft family. Scheduled to enter service in 2018, the Embraer E-Jets will be equipped with the PW1700G and PW1900G engines.

In March 2011, Indian low-cost carrier IndiGo selected the PW1000G to power up to 150 updated A320s. The operator signed a memorandum of understanding with Airbus, becoming the launch customer for the new variant, which is due for entry into service in October 2015.

P&W completed the first flight of the PW1217G for the MRJ on P&Ws 747SP on 30 April 2012, beginning the year-long flight testing phase for engine certification. The first delivery of the 78-92 passenger MRJ aircraft has been delayed until the summer of 2015.

Bombardier has commenced systems tests and simulations of the engine with its 100-150 passenger CSeries aircraft. The Canadian manufacturer plans to install the engines and fly the first test aircraft by the end of 2012, looking to bring them into service in late 2013. P&W has also initiated certification testing for the PW1524G.

As of May 2013, the PW1000G order backlog stood at 590, 165, 145 and 128 for the A320neo, MRJ, CSeries and MS-21 aircraft respectively. There were also 835 A320neo family aircraft on order for which an engine selection had yet to be announced.

PW6000The high-bypass PW6000 turbofan was designed for the Airbus A318 and was first delivered in 2007 after development delays. It has a design range of 18,000lb-thrust to 24,000lb-thrust. The PW6000 currently powers a total of 15 A318s, 12 of which are operated by Avianca Brazil and three by LAN Airlines. Overall, the engine has a small market share and there have been no orders for it since its last deliveries in 2008. MTU has been responsible for assembling the PW6000 under licence in Hannover, although there are no engines currently on order.

Pw1000g

thrust 15,000-32,000 lb

diameter 140-210 cm

Service entry 2013 (expected)

Aircraft A320neo, cSeries, MrJ, MS-21

PW1000gPW1000G is the designation for P&Ws new high-bypass geared turbofan, previously known as the Advanced Technology Fan Integrator (ATFI). The engine has been in development for many years and the manufacturer has invested more than $1 billion in the technology.

P&W claims that the PW1000G delivers a 12-15% reduction in fuel burn, with up to 15% reduction in CO2 emissions and up to 50% in NOx emissions and engine noise. The powerplant uses an advanced gear system which allows the engines fan to operate at a different speed from the low-pressure compressor turbine.

MTU is responsible for supplying the PW1000Gs high speed, three-stage low-pressure turbine and half of the powerplants eight-stage high-pressure compressor. The engine was tested on the P&W-owned 747SP, and the second phase of flight testing was conducted on an A340-600.

The testbed aircraft, with the engine in the number two pylon position, flew for the first time from Toulouse in October 2008.

Pw6000

thrust 18,000-24,000 lb

length 275 cm

diameter 145 cm

weight 2,245 kg

Service entry 2007

Aircraft A318




Rb211The RB211 family of high-bypass turbofan engines are capable of generating 37,400lb-thrust to 60,600lb-thrust and are divided into three series: RB211-22, RB211-524 and RB211-535.

The RB211-22 came into service in 1972 on the Lockheed L-1011 TriStar aircraft, a year later than originally planned. It was officially superseded by the Trent series in the 1990s.

The RB211-524 entered service in 1977 with British Airways on the 747-200. The RB211-524G, rated at 58,000lb-thrust, and the RB211-524H, certificated at 60,600lb-thrust, were developed in response to the larger 747-400. They were the first versions to feature FADEC. The -524H model entered service with British Airways in 1990 and achieved 180min ETOPS approval on the 767 three years later.

In 1997, the RB211-524G/H engines were upgraded with high pressure (HP) turbine systems technology developed on the Trent 700 engine family. These variants (designated as RB211-524G/H-T) are 200lb lighter, offer 40% lower NOx emissions and 2% lower fuel burn. The RB211-524 is the first engine to achieve more than 27,500h on wing. The -524 fleet has now logged nearly 66 million flying hours, and almost 12.5 million flight cycles.

The RB211-535 entered service in 1983 as a launch engine on the new 757. In 1988, American Airlines ordered 50 757s powered by the RB211-524E4. It is more reliable and quieter than its direct competitor the PW2037, but is not as efficient. The engine was also selected to

RollS-RoYceRolls-Royce was founded in 1906 by Henry Royce and Charles Rolls, and produced its first aircraft engine in 1914. The company has produced commercial jet engines since the 1950s, beginning with the Avon for the de Havilland Comet and the Sud Aviation Caravelle. The Conway engine came to prominence in the early 1960s and was fitted to the 707, DC-8 and the Vickers VC10. The Spey engine, also produced in the 1960s, was designed for the BAC One-Eleven and the three-engined Hawker Siddeley Trident.

The development of a high-bypass turbofan engine forced Rolls-Royce into bankruptcy and it was nationalised by the British government in 1971. However, the company survived and, thanks to the RB211 the first true three-spool engine it became a global player in the airline industry.

rB211

thrust 37,400-60,600 lb

length 300-320 cm

diameter 188-220 cm

weight 3,300-4,490 kg

Service entry 1972

Aircraft 747, 757, 767, l-1011, tu-204

trentThe Trent is a development of the RB211 and, like its predecessor, it uses a three-spool design. It was first delivered in 1995 on the A330, and on the 777 the following year. The Trent is now the exclusively fitted to the A340-500/600, with its first deliveries on that aircraft taking place during 2002.

It is also one of the two engine options for the A380 and the 787. In addition, the Trent is currently the only engine available on the A350 XWB.

power the Tupolev Tu-204-120. It entered service in 1992 and was the first western engine to power a Russian airliner. In 1990 it achieved 180min ETOPS approval on the 757.

The RB211-535 is currently in service with more than 40 operators and powers more than 450 Boeing 757 aircraft around the world. It has accumulated over 60 million flying hours and around 24 million cycles.



ae 3007The Rolls-Royce AE 3007 entered into service in 1995 and is used on regional, corporate and military aircraft. Regional aircraft powered by this engine include the Embraer ERJ family, with more than 1,400 in operation.

The ERJ fleet continues to grow, with more than 23 million flight hours accumulated on the AE 3007A series of powerplants, contributing to the total 32 millio

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