Commercial Engines: Special Report

IN ASSOCIATION WITH
COMMERCIAL ENGINES
2011
SPECIAL REPORT
CURRENT THINKING, STRATEGIC ANALYSIS & MARKET EVOLUTION
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LEAP
Commercial Engines 2011
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Flightglobal Insight
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3
FOREWORD
FLIGHTGLOBAL INSIGHT
TREVOR MOUNTFORD: MANAGER
ANTOINE FAFARD: ANALYST
AIRLINE BUSINESS
MAX KINGSLEY-JONES: EDITOR
FOREWORD
2011 promises to be a landmark year for commercial engines
across both single-aisle and widebody sectors as market bat-
tles play out and development intensies.
Pratt & Whitney has already gained signicant traction on
Airbuss A320neo, with its geared turbofan winning the early
engine selection deals and being assigned lead powerplant
for the re-engined family. But CFM International which is
market leader in the single-aisle sector is more than capa-
ble of launching a major counter-attack in the sales war as
the year progresses.
In the widebody sector, the latest all-new civil engine from
General Electric should nally make its service debut on the
Boeing 787 and 747-8. While the GEnx is the only engine
option on the new 747, it is competing with the Rolls-Royce
Trent 1000 on the Dreamliner where it currently has the upper
hand in the market share battle (see page 9).
But before the GEnx makes its debut, the 787 should be pow-
ered into service by the R-R Trent 1000 as it is the lead pow-
erplant on the twinjet programme. Few will need reminding
that this rst delivery to launch customer All Nippon Airways
should have occurred more than three years ago. It is now
nally expected to take place before the end of the summer.
Over in Toulouse Airbus is preparing to ight-test another new
Rolls engine, the Trent XWB for the A350 XWB. Before the
engine powers the A350 on its maiden ight next year, it will
undertake around 140h of ight-tests on Airbuss A380 devel-
opment hack, beginning later this year.
Meanwhile at the other end of the airliner scale, P&W is about
to begin ight-testing the initial PW1500G version of the GTF,
which is due to power Bombardiers 110-145 seat CSeries on
its maiden sortie next year ahead of service entry in 2013.
In what will be a rapid development programme, the engine
maker will quickly evolve the smaller, lower-thrust PW1200G
version for the 90-100 seat Mitsubishi MRJ regional jet and
the larger, more powerful PW1100G for the A320neo and a
similar version, dubbed the PW1400G, for Russias MS-21
mainline narrowbody.
CFM International, working to overhaul its rivals head start
on the A320neo, has its own development programme run-
ning for the Leap-X advanced turbofan which is the alterna-
tive offering on the A320neo and is the sole western engine
selected for Chinas Comac C919 mainline jet. The Leap-X
is due to begin testing in 2013 on a newly acquired ex-JAL
Boeing 747-400 before its debut on the A320neo in around
2016.
Finally, this year has marked the debut for an all-new turbofan
developed by CFM partner Snecma in association with Rus-
sian engine maker NPO Saturn. The 13,500-17,500lb thrust
SaM146 turbofan entered service on the 100-seat Sukhoi
Superjet in April 2011 with Armavia, and is also now being
deployed by launch operator Aeroot on its Russian domestic
network.
A
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b
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s
COMMERCIAL ENGINES 2011
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5
ENGINE MARKET SHARE
Power players 7
OPERATORS & REGIONS
Share of engines for leading operators & regions 10
NEW ENTRANTS
Bombardier, Comac & Irkut 13
COMMERCIAL ENGINES
CFM International 15
Engine Alliance 17
General Electric 18
International Aero Engines 20
Pratt & Whitney 21
Rolls-Royce 23
AT A GLANCE
Overview of commercial engines currently in operation 25
CONTENTS
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7
ENGINE MARKET SHARE
Power players
ENGINE MANUFACTURER RANKING
2010 deliveries Backlog
*
Rank Manufacturer Units Share Units Share
1 CFM International 1,162 60.6% 6,038 42.0%
2 IAE 336 17.5% 2,002 13.9%
3 General Electric 188 9.8% 1,734 12.1%
4 Rolls-Royce 154 8.0% 2,392 16.6%
5 Engine Alliance 44 2.3% 428 3.0%
6 Pratt & Whitney 32 1.7% 146 1.0%
Undecided 1,648 11.5%
TOTAL DELIVERIES 1,916 14,388
NOTES:
*
At 31 December 2010. Data for installed engines based on Airbus/Boeing types.
Excludes corporate and military operators. Source: Flightglobal Insight analysis using ACAS
database.
Data at 31 December 2010 (excludes corporate and military operators and parked aircraft)
SOURCE: Flightglobal Insight analysis using ACAS database
Units x1,000
Engine
Alliance
General
Electric
Pratt &
Whitney
International
Aero Engines
Rolls-Royce CFM
International
Airbus Total = 5,730
Boeing Total = 10,045
Total feet = 15,775
0
1
2
3
4
5
6
7
8
2,636
4,839
441
1,619
382
2,461
491
1,035
91
1,761
Airbus
19
AIRBUS/BOEING FLEET BY ENGINE MANUFACTURER
Data for installed engines based on Airbus/Boeing types
*At 31 December 2010
Excludes corporate and military operators
Total deliveries = 1,916 engines Total backlog = 14,388 engines
CFM International
International Aero Engines
General Electric
Rolls-Royce
Engine Alliance
Pratt & Whitney
Undecided
2010 deliveries Backlog*
42% 60.6%
17.5% 13.9% 12.1%
16.6%
9.8%
8% 2.3% 1.7%
3%
1% 11.5%
ENGINE MANUFACTURER MARKET SHARE
Analysing data from the Flightglobal ACAS database, this
section features the market share battles playing out among the
engine makers for commercial Airbus and Boeing types. A
combined total of 1,916 engines were installed on delivered
mainline jet aircraft during 2010 while the engine order backlog
stood at 14,388 on 31 December of that year.
CFM International, the 50-50 joint venture between General
Electric and Snecma, remains the dominant player in the jet
engine market, delivering over 60% of all the powerplants
shipped on mainline jet airliners in 2010. CFM is also associated
to 42% of the order backlog at the end of 2010, representing
more than 6,000 engines.
International Aero Engines (IAE) ranks
second in the 2010 commercial deliveries
with 336 aircraft (17.5%), with Rolls-Royce
placed second in the order backlog
overview. The UK engine maker has a
strong position on the A330 in market
share terms and also benets from being
the only engine currently available on the
A350 XWB.
Exclusive widebody powerplant supplier
General Electric delivered a total of 188
engines during 2010. Its backlog stood at
1,734 at the end of the year.
The Airbus and Boeing commercial eet
by engine manufacturer chart shows that
CFM International stands out in the active
eet comparison. CFM powers a total of
7,475 aircraft (2,636 for Airbus and 4,839
for Boeing).
The CFM56 is the only engine provided
on the Boeing 737 and is an engine option
on the Airbus A320 family aircraft. The
A319, A320 and A321 can also be
powered by the IAE V2500 while the A318
8
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A330 ENGINE MANUFACTURER SHARE
*
Manufacturer Units Share Units Share
General Electric 11 13.1% 17 5.0%
Pratt & Whitney 14 16.7% 65 19.0%
Rolls-Royce 59 70.2% 224 65.3%
Undecided 37 10.8%
TOTAL 84 343
NOTES:
*
At 31 December 2010. Excludes corporate and military operators. Source: Flightglobal
Insight analysis using ACAS database.
A380 ENGINE MANUFACTURER SHARE
*
Engine Alliance 11 61.1% 107 55.7%
Rolls-Royce 7 38.9% 67 34.9%
Undecided 18 9.4%
TOTAL 18 192
NOTES:
*
767 ENGINE MANUFACTURER SHARE
*
General Electric 11 91.7% 37 74.0%
Pratt & Whitney 1 8.3% 6 12.0%
Undecided 7 14.0%
TOTAL 12 50
NOTES:
*
can be tted with the Pratt & Whitney PW6000.
The A320 family engine manufacturer
share for 2010 shows that more CFM
equipped A320s were delivered (56.7%
as opposed to 43.3% for IAE). The order
backlog at year-end 2010 is showing 42%
for IAE, 36.2% for CFM and 21.9%
undecided.
The A320 family is Airbus best selling
aircraft to date with over 4,500 built.
Of the commercial widebody aircraft
currently on offer, the Airbus A330 and
A380 as well as the Boeing 767, 777 and
the 787 are available with alternative options when it comes to
the choice of powerplant.
The Airbus A330 engine manufacturer share table shows that
70.2% of the deliveries in 2010 were completed with Rolls-Royce
(R-R) engines, while the aircraft backlog share for R-R stood at
65.3%. The General Electric CF6 and the Pratt & Whitney
PW4000 are the other two engine options for the A330.
The A330 family includes the A330-200, A330-300 and the
recent addition of the A330-200 Freighter. The fuselage and
wings of the A330 are identical to those of the original A340-
200/300 and the aircraft was designed to compete specically
against the Boeing 767.
A total of 18 Airbus A380s were delivered in 2010, 11 of them
tted with the Engine Alliance (EA) GP7200 and seven with the
Rolls-Royce Trent. The order backlog stood at 192 by the end of
last year, over half of which were EA powered. The A380 is the
largest passenger airliner in the world being the rst ever double-
deck passenger aircraft.
The Boeing 767 table shows that 11 General Electric powered
aircraft were delivered against a single Pratt & Whitney for the
year. The backlog stood at 74% for GE, 12% for Pratt & Whitney
and 14% were undecided.
*at 31 December 2010
Excludes corporate and military operators
Total deliveries = 388 Total backlog = 2,384
CFM International
2010 deliveries Backlog*
International Aero Engines Undecided
36.2%
42%
21.9% 56.7% 43.3%
A320 FAMILY - ENGINE MANUFACTURER SHARE
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9
Data at 31 December 2010
(excludes corporate operators)
SOURCE: Flightglobal Insight analysis using
ACAS database
Total backlog = 846
Undisclosed General Electric
Rolls-Royce
44.7% 25.8%
29.6%
Market share
Bombarder and Lmbraer
0ata for rm orders for A1P, Bombarder (no|udng U5eres), Uomao, Lmbraer, Mtsubsh and 5ukho at 31 0eoember 2010
no|udng P&W Uanada
Lxo|udes oorporate and m|tary operators
50UPUL: I|ghtg|oba| Insght ana|yss usng AUA5 database
1ota| de|veres = 234 1ota| baok|og = 1,022
Uenera| L|eotro
2010 regona| aroraft de|veres Pegona| aroraft baok|og
Pratt & Whtney Po||s-Poyoe Power[et
43.4%
54% 52.3%
35.1%
2.6% 12.4% 0.2%
787 BACKLOG
The backlog for the Boeing 787 totalled 846 at the end of 2010.
General Electrics GEnx and Rolls-Royces Trent 1000 engine
split was 44.7% and 29.6% respectively, with an additional
25.8% still undecided at this point.
The 210-330-seat twinjet is aimed at a potential replacement
market for the Boeing 767, Airbus A300-600 and A330-200/300.
The 787-8 is scheduled to nally enter service during 2011 after
several years of delays.
Regional aircraft
In the regional market group, the chart shows that General
Electrics share for 2010 deliveries is at 54% while Pratt &
Whitney and Rolls-Royce follow with
43.4% and 2.6% respectively.
The total backlog at the end of December
was standing 1,022 for regional aircraft.
Once more GE gets the largest share of
the pie with 52.3% while Pratt & Whitney
(including Pratt & Whitney Canada) totals
35.1%. Snecma and NPO Saturn 50-50
joint venture Powerjet gets 12.4% for its
SaM146 powering the Sukhoi Superjet
100. Rolls-Royce collects only 0.2% of the
backlog share.
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REGIONAL AIRCRAFT ENGINE MANUFACTURER MARKET SHARE
10
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OPERATORS & REGIONS
Share of engines by leading operators & regions
LEADING OPERATORS
Operator (total active eet) Country Engine manufacturer Active eet Number of engines
Delta Air Lines (730) USA Pratt & Whitney 419 870
CFM International 209 418
General Electric 70 140
International Aero Engines 24 48
Rolls-Royce 8 16
American Airlines (610) USA Pratt & Whitney 214 428
Rolls-Royce 171 342
Southwest Airlines (551) USA CFM International 551 1,102
United Airlines (359) USA Pratt & Whitney 207 462
FedEx Express (356) USA General Electric 190 493
Pratt & Whitney 142 375
Rolls-Royce 24 48
Continental Airlines (338) USA CFM International 229 458
Rolls-Royce 61 122
US Airways (326) USA CFM International 169 338
Rolls-Royce 32 64
The leading operators table lists the worlds leading 20 airlines
and cargo carriers by eet size. As a regional breakdown, nine of
the 20 carriers are based in North America, ve in Europe, four in
Asia, a single airline in South America and a further one in the
Middle East.
Delta Air Lines appears at the top of the table with a total eet of
730 in-service aircraft. A total of 419 aircraft are powered by Pratt
& Whitney engines which represents 870 engines. CFM-
powered aircraft also represent a signicant share of the eet
with a combined total of 209 Boeing 737s and Airbus A320 family
aircraft.
American Airlines is next in the list with a eet of 610 active
aircraft. Pratt & Whitney is also the leading engine supplier for
their eet of 214 MD-80s which are all powered by the JT8D.
The Southwest Airlines 737 eet consists of 551 CFM56-tted
aircraft (prior to the acquisition of AirTran), while the United
Airlines mixed eet of 359 aircraft is powered by either Pratt &
Whitney or IAE powerplants.
The majority of cargo operator FedEx Expresss eet is powered
by GE and Pratt & Whitney engines, but the carrier also operates
24 Boeing 757s powered by the Rolls-Royce RB211.
Continental Airlines eet of 229 737s makes up CFMs majority
market share. followed by Rolls-Royce and GE. US Airways
eet is also dominated by CFM engines for their 737 and A320
family eet. But an additional 106 A320s are powered by the IAE
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LEADING OPERATORS
China Southern Airlines (321) China CFM International 142 284
Rolls-Royce 29 58
Lufthansa (278) Germany CFM International 157 366
Rolls-Royce 44 146
Ryanair (272) Ireland CFM International 272 544
Air China (264) China CFM International 191 394
Rolls-Royce 35 70
Air France (248) France CFM International 158 348
Engine Alliance 4 16
China Eastern Airlines (247) China CFM International 178 366
Rolls-Royce 28 66
GE Aircraft Engines 7 14
British Airways (225) UK Rolls-Royce 90 280
United Parcel Service (217) USA Pratt & Whitney 115 257
Rolls-Royce 40 80
EasyJet (174) UK CFM International 174 348
V2500. The remaining US Airways eet is powered by a mixture
of R-R, GE and P&W engines.
China Southern Airlines is the eighth carrier in the table and one
of three leading Asian carriers based on eet size. Its eet
consists mainly of CFM and IAE-powered aircraft.
Lufthansas gures show that although most of its aircraft are
powered by CFM and IAE powerplants, the number of Rolls-
Royce and GE engines is signicant as those engines power
Lufthansas eet of four-engined Boeing 747s (29), Airbus A340s
(24) and A380s (5) as well as its twin-engined A330s (15).
The eet for Ryanair consists of 272 737s while EasyJet primarily
operates A320 family aircraft, all powered by CFM.
In the Middle East, we notice that the majority of the Emirates
eet is powered by GE engines with 65 777s (totalling 130
engines). In terms of quantity of engines, Rolls-Royces total is
higher as it represents 138 Trent powerplants tted to A330s,
A340s and 777 Classics. Emirates also has the largest Engine
Alliance powered eet with its 15 A380s.
CONTINUES
gg
12
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Commercial aircraft by engine manufacturer
EUROPE
CFM 2,714
GE 514
IAE 447
Rolls-Royce 438
Pratt & Whitney 344
Engine Alliance 4
TOTAL 4,461
Source: Flightglobal ACAS (1 April 2011). Active eet for
mainline narrowbody and widebody aircraft in passenger,
freighter, combi and quick change role.
NORTH AMERICA
CFM 1,847
Pratt & Whitney 1,380
GE 629
Rolls-Royce 481
IAE 435
TOTAL 4,772
SOUTH AMERICA
CFM 436
Pratt & Whitney 271
GE 202
Rolls-Royce 80
IAE 14
TOTAL 1,003
NORTH AMERICA
CFM 328
Pratt & Whitney 218
GE 51
IAE 36
Rolls-Royce 34
TOTAL 667
ASIA-PACIFIC
CFM 2,035
IAE 655
GE 555
Pratt Whitney 530
Rolls-Royce 440
TOTAL 4,215
MIDDLE EAST
GE 227
CFM 199
Rolls-Royce 159
IAE 104
Pratt & Whitney 86
Engine Alliance 15
TOTAL 790
Source: Flighglobal ACAS (1 April 2011). Active eet for narrowbody and widebody mainline aircraft in passenger, freighter, combi and quick change role.
LEADING OPERATORS
All Nippon Airways (150) Japan General Electric 90 200
Emirates (147) United Arab Emirates General Electric 65 130
Rolls-Royce 59 138
Engine Alliance 15 60
TAM Linhas Aereas (144) Brazil International Aero Engines 82 164
Rolls-Royce 2 8
Air Canada (142) Canada CFM International 86 172
Rolls-Royce 8 16
TOTAL WORLDWIDE: 15,908
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13
NEW ENTRANTS
Bombardier, Comac & Irkut
For airlines in the market for a mainline narrowbody jet,
things have suddenly become interesting. In the past year,
the choice of suppliers has more than doubled.
Since the demise of McDonnell Douglas and its MD-80/90
line a decade ago after the takeover by Boeing, airlines have
had only two doors to knock on when seeking a short-haul
airliner in the 110 to 180-seat market. While the regional jet
sector has constantly created under the weight of too many
suppliers, no-one wanted to brave it in the space above.
Until now, that is. Bombardier, along with aircraft manufac-
turers in China and Russia, all have new-generation nar-
rowbodies targeted at the mainline sector in development,
and all of them have signed up customers. If they beat the
odds and keep to schedule, these new jets should become
realities over the next three to ve years.
Bombardier was the rst to step up, with its all-new CSeries
powered by Pratt & Whitneys PW1000G geared turbofan,
which was launched in 2008. Despite slow sales and
doubts in some quarters about Bombardiers ability to go up
against the big two the 110 to 145-seater is already mak-
ing its presence felt. Airbus, which launched its A320 New
Engine Option (Neo) in December, has publicly stated that a
desire to stop the CSeries was one of the criteria that drove
the move.
The industry is waiting to see what Boeing does in response
to Neo, CSeries and the emerging manufacturers. It has
been evaluating a possible re-engining of the 737, but has
given strong indications that it will concentrate on developing
an all-new single-aisle jet.
Serious Threat
But while the new Canadian twinjet could
be an irritant, it is the national projects,
as one Boeing executive once described
them, coming from Russia and, more sig-
nicantly, China, that arguably represent
the more serious threat to Airbus and Boe-
ings equilibrium in the long term.
The two countries state-run manufacturers
NEW ENTRANTS: SPECIFICATIONS
Bombardier CSeries Comac C919 Irkut MS-21
Seats 110-145 150 150-210
Powerplant P&W PW1400G CFM Leap-X P&W PW1500G
Range (nm) 2,950 3,000 2,700-2,970
First delivery Late 2013 2016 2016
Orders 90 100
*
180
*
*Includes options, MoUs, LoIs etc. Source: Flightglobal/manufacturers.
have adopted advanced engines from Western suppliers as
the cornerstone of their plans for clean-sheet new genera-
tion single-aisles in the 100 to 200-seat category.
For Russia, this represents possibly a last chance to return
to the glory days of high-volume airliner manufacturing of
the Soviet era, whereas for China the endgame is arguably
more feasible. That is: to ensure that its local industry rides
the wave of its airline boom in the coming years.
As now planned, the two new airliners Russias MS-21
and Chinas Comac C919 are conventional in prole but
will incorporate advanced materials and new generation en-
gines. The MS-21, which is being developed by Irkut under
the umbrella of United Aircraft (UAC), will be powered by
a version of P&Ws GTF closely related to the PW1100G
under development for the A320neo. Similarly Comacs new
twinjet will use a version of the Neos other engine option,
the CFM International Leap-X advanced turbofan.
With Airbus now consistently out-delivering Seattle, it is re-
markable to consider that it is only in the past decade or so
that its production rose consistently beyond one-third of the
overall mainline aircraft shipments. It nally broke the 50%
share threshold in 2003 29 years after it shipped its rst
A300.
So like the Airbus evolution, the threat from new entrants may
be a slow burn, initially denting the full market potential of the
established players before they become fully edged rivals to-
wards the middle of the century.
China
Between them, Airbus and Boeing have delivered almost
1,700 airliners into the Chinese market indeed the former
14
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has a nal assembly line in the country, which will be produc-
ing at least four A320s a month. The two rivals combined
backlog from Chinese airlines stands at around 670 units
or 10% of their total orderbook, but the C919 threatens to
dent their prospects of cleaning up among the airlines from
now on.
Comac signalled its intent to grab a share of the business
at the Zuhai air show last year when the rst C919 custom-
ers were announced. These comprised Air China, China
Southern Airlines, China Eastern Airlines, Hainan Airlines,
Chinese lessor CDB Leasing Company (CLC) and US les-
sor GECAS (sister company to GE Aircraft Engines, which
is a partner in Leap-X builder CFM International). Between
them they signed for 100 orders and options.
In Flightglobal Insights recently published Commercial Fleet
Forecast (CFF) 2011-2030, which was produced in associa-
tion with Achieving the Difference, it predicts demand from
China for 3,700 passenger aircraft in the 121- to 200-seat
category, covering both replacement and growth require-
ments. Of these, it forecasts that more than 20% or 700
units will be of Chinese origin.
Like Airbus four decades ago, the new entrants know they
need to break into the overseas markets to really enjoy suc-
cess, but as Toulouse found out, achieving this is not simply
about creating a competitive product.
Sukhoi success
The Sukhoi Superjet regional jet has had some international
success, helped by the fact that its Russian builder has tied
up with Italys Alenia Aeronautica to boost its credibility
and in-service support capability on the global stage. The
company is pitching its 100-seater at Delta Air Lines require-
ment for up to 200 new narrowbodies, but most observers
see this as a very long shot.
Ryanair recently indicated that not only was it now big
enough to break the low-cost carriers single-type eet rule
but more controversially that it might be interested in the
Chinese and Russian types.
But any lower cost of ownership benet a deal with Comac
or Irkut might bring, must be weighed up against several ba-
sic risks.
ENGINE OPTIONS FOR WIDEBODY AIRCRAFT
Aircraft type Option 1 Option 2 Option 3
Airbus A330 CF6 PW4000 Trent
Airbus A380 GP7200 Trent
Boeing 767 CF6 PW4000
Boeing 777 GE90 PW4000 Trent
Boeing 787 GEnx Trent
ENGINE OPTIONS FOR NARROWBODY AIRCRAFT
Aircraft model Option 1 Option 2
Airbus A318 CFM56 PW6000
Airbus A319 CFM56 V2500
Airbus A320neo Leap-X PW1100G
NOTE: List of aircraft currently in production
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COMMERCIAL ENGINES
Overview by manufacturer
CFM INTERNATIONAL

CFM International is a 50-50 joint venture be-
tween General Electric and Snecma founded in
1974. The company is most famous for building
the CFM56 turbofans, en engine that now pow-
ers more than 8,500 commercial and military
aircraft including the Airbus A320 and Boeing 737. More
than 22,000 CFM56s have been built since its introduction
into the market.
The core engine is derived from the F-100 turbofan devel-
oped by GE for military applications. The CFM56 rst ran
at the Evendale plant of GE on 20 June 1974 and rst pro-
duction 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. Snecma is re-
sponsible for the low-pressure system, gearbox, accessory
integration and engine installation.
The CFM56 was rst contracted to re-engine DC-8s, military
707s and Boeing C-135s. It was rst delivered on the Boe-
ing 737 in 1984 and on the Airbus A320 in 1988. The engine
has powered all versions of the 737 since the -300 variant
as well as being offered on the A319, A320, A321 and A340.
The CFM56 is by a large margin the most widely used en-
gine on commercial narrowbodies with a current market
share of over 60%.
CFM has been working on a replacement for the CFM56
since 1999 and the Leap-X turbofan is the successor of the
CFM56 line. The Leap-X has a heritage from technology de-
veloped over the past 10-15 years by GE and Snecma with
engines such as the GE90 and GEnx.
The Leap-X fan will have a 198cm diameter with 18 blades,
compared with 36 titanium blades for a CFM56-5C and 24
blades for a CFM56-7B. Combined with a new lighter fan
containment structure, total weight savings will be 455kg per
aircraft. CFM has at this point completed full-scale, aerody-
namic, acoustic, birdstrike and blade-out tests on the new
fan.
DC-8 aircraft have been retrotted with the CFM56 turbofan since
1982. The engine is now the leading powerplant on the worlds
commercial narrowbodies
The Leap-X will power the A320neo and C919
The CFM56 currently powers more than 60% of
the worlds commercial narrowbodies
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17
ENGINE ALLIANCE

Engine Alliance is a 50-50 joint venture be-
tween General Electric and Pratt & Whitney
which was formed in 1996. The GP7200 en-
gine came into service in 2008 on the Airbus A380 and is
one of the two powerplant options for this aircraft.
The main application for Engine Alliances rst engine was
originally the Boeing 747-500/600X projects, before these
were cancelled owing to lack of demand from airlines. The
GP7200 was designed for the A380.
The GP7000 family is derived from the GE90 and PW4000
families. It is built on the GE90 core and the PW4000 low
spool heritage.
The GP7200 is certicated at thrusts of 76,500lb (340kN)
and 81,500lb (363kN).
The Leap-X is one of the two engine options on the Airbus
A320neo which is due to enter service in 2016. The Leap-X
programme remains on schedule and CFM is condent that
their next-generation powerplant will be competitive in the
battle for engine market share on the A320neo.
The Leap-X has also been selected by Chinas Comac for its
C919, a 168-190 passenger single-aisle twinjet. It will be the
largest commercial airliner ever designed and built in China.
Its rst ight is expected to take place in 2014, with initial
deliveries scheduled for 2016.
Operators can expect double-digit fuel burn improvement
compared to current production CFM56 engines. Noise lev-
els will also be cut in half and NOx levels will meet CAEP/6
requirements with a 50% margin. These advances will come
even as the Leap-X inherits the unsurpassed reliability and
The Leap-X will have 18 blades
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maintenance cost of the CFM56.
Accompanying the Leap-X is an integrated propulsion sys-
tem (IPS) built by Nexcelle, a GE and Safran joint venture.
18
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GENERAL ELECTRIC

General Electrics aerospace division is called
GE Aviation which is part of GE Technology
Infrastructure, itself part of the conglomerate
General Electric. GE Aviation previously operated under the
name of General Electric Aircraft Engines (GEAE) until Sep-
tember 2005.
The General Electric Company built its rst turbine engine
in 1941 when it began development of Whittle-type turbojets
under a technical exchange arrangement between the Brit-
ish and American governments.
GEs rst 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
consistently in volume since the early 1970s. The manufac-
turer now powers the largest proportion (48%) of the active
commercial widebody eet worldwide.
CF6
The CF6 engine has been a dominant force in aviation for
decades. It entered the commercial widebody market in
1971 on the DC-10 and is currently also 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.
The engine family has compiled more than 325 million ight
hours with more than 260 customers since it entered com-
mercial revenue service.
GE90
The GE90 turbofan series are physically the largest engines
in aviation history. It was specically designed for the Boeing
777 and was introduced in 1995. It was originally certicated
at 84,700lb thrust.
The GE90-115B is the exclusive powerplant on the latest
Boeing 777 variants - the 200LR/300ER and 777F. Nomi-
nally rated at 115,000lb thrust, the engine holds the world
record for thrust totalling 127,900lb thrust.
Snecma of France, Avio of Italy and IHI of Japan are partici-
pants in the GE90 development programme.
GEs CF6 is the most widely tted engine on
commercial widebody aircraft in the world
The GE90-115B powers the Boeing
777-200LR//300ER and 777F
The CF34 is based on the TF34
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19
The GEnx is available on both the
787 and 747-8
CF34
The CF34 turbofan is a deriative of the GE TF34 which pow-
ers the US Air Force A-10 and US Navy S-3A. The CF34 is
used on regional jets including the Bombardier CRJ series,
the Embraer E-Jets and the Chinese Comac ARJ21 which is
currently under development.
GEnx
The GEnx (General Electric Next-generation) is the succes-
sor to the CF6 and is based on the GE90s architecture.
The GEnx will deliver 15% better specic fuel consumption
than the engines it replaces. It is designed to stay on wing
30% longer, while using 30% fewer parts, greatly reducing
maintenance. The GEnxs emissions will be as much as
95% below current regulatory limits.
The GEnx is an engine option on the Boeing 787 and is the
exclusive powerplant on the 747-8. The GEnx is intended to
replace the CF6 in GEs production line.
GE is in partnership with Pratt & Whitney forging the Engine
Alliance, responsible for the GP7200 engine designed for
the Airbus A380. GE is also a partner with Snecma in CFM
International.
The CF34 powers the majority of the worlds
regional jets, including Embraers E-Jet family
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20
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International Aero Engines (IAE) is a Pratt & Whitney, Rolls-
Royce, MTU Aero Engines and Japanese Aero Engines joint
venture which was formed in 1983. The V2500 powerplant
made is debut in 1989 on the Airbus A320. The engine also
powers the A319 and A321 variants and the Boeing MD-90.
IAE unveiled the SelectOne performance improvement
package for the V2500 in 2005 with launch customer IndiGo,
and with an after-market agreement.
The next package of improvements, dubbed SelectTwo, will
be introduced in 2013. IAE is offering the SelectTwo pack-
age as a sales order option on V2500-A5 SelectOne en-
gines, 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. That would translate
to roughly $4.3 million savings over a 10-year period for a
10-aircraft eet of A320s completing 2,300 ights per year.
Although IAE promises smaller fuel burn cuts than next-
generation engines (Leap-X and PW1000G), the SelectTwo
shows that the joint venture is committed to providing sub-
stantial support and continued investment in the V2500.
The core and low-pressure spool of the two-shaft V2500 is
left untouched by the upgrade. SelectTwo comprises a soft-
ware upgrade for the electronic engine control and a new
data entry plug.
The Pratt & Whitney PW1100G geared turbofan was se-
lected by Airbus to power the re-engined A320neo after the
manufacturer and Rolls-Royce failed to reach an agreement
to offer the engine jointly through the IAE venture.
Members of the IAE consortium have agreed to extend their
partnerships to 2045 despite philosophical differences on
the design of future engines.
IAEs V2500 entered service with Adria Airways in 1989
Nearly 6,500 V2500 engines are either in service or
on order
INTERNATIONAL AERO ENGINES
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21
PRATT & WHITNEY

Pratt & Whitney was established in 1925 by its
founder, Frederick Rentschler, as part of United Aircraft and
Transport Corporation (which later became known simply
as the United Aircraft Corporation and from 1975 as Unit-
ed Technologies). Pratt & Whitney manufactures products
widely used in both civil and military aircraft.
Pratt & Whitney began producing commercial jet engines in
the late 1950s for the Boeing 707 and the Douglas DC-8 with
engines including the JT3 and the JT4A. Later, the JT8D
powered the 727, 737 and DC-9.
JT9D
The development of the JT9D represented Pratt & Whitneys
entry into the high thrust, high bypass engine market and
was developed to power the 747. Initially rated at around
43,500lb thrust, later versions of the engine went on to de-
velop 56,000lb. It entered into service in 1970 and is still
used on the 747 as well as the 767, A300, A310 and DC-10
aircraft.
PW2000
The company developed the PW2000 for the Boeing 757 in
order to compete with the RB211 and was rst delivered in
1984. It has a thrust range from 37,000 to 43,000lb.
PW4000
The PW4000 was built as the successor to the JT9D in the
high thrust engine market. The engine has a certicated
thrust ranging from 52,000 to 90,000lb. It was rst delivered
in 1987, it is now tted on the 747, 767, 777, A300, A310,
A330 and MD-11.
PW6000
The high-bypass PW6000 turbofan was designed for the Air-
bus A318 and was rst delivered in 2007 after development
delays. It has a design thrust range of 18,000 to 24,000lb.
The PW6000 currently powers a total of 15 A318s, 12 of
which are operated by LAN Airlines and three by LAN Ec-
uador. Overall, the engine has a small market share and no
order has been placed since its last deliveries in 2008.
PW1000G
PW1000G is the designation for Pratt & Whitneys new high-
bypass geared turbofan. It was known as the Advanced
Technology Fan Integrator (ATFI). The engine has been in
development for many years as the manufacturer invested
more than $1 billion in the technology.
The PW2000 was rst delivered in 1984
JT9D was rst used on the Boeing 747 and entered
service in 1970
The PW4000 was built as the successor to the JT9D
22
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P&W has invested more than $1 billion in the GTF technology
Pratt & Whitney claims that the PW1000G delivers a 12-15%
reduction in fuel burn, with up to 15% reduction in CO
2
emis-
sions and up to 50% in NOx emissions and engine noise.
MTU is reponsible for supplying the PW1000Gs highspeed,
three-stage low-pressure turbine and half of the powerplants
eight-stage high-pressure compressor - the same sections it
supplies for the PW800. MTU is also responsible for assem-
bling the A318s PW6000 under licence in Hanover, altough
the orderbook has run dry since the last engine deliveries to
sole customer LAN.
The engine has been selected for the Mitsubishi MRJ re-
gional jet, Bombardier CSeries airliner and is offered as an
option on the United Aircraft (UAC) Irkut MS-21.
The PW1000G was selected by Airbus to power the re-
engined A320neo after the manufacturer failed to reach
an agreement with Rolls-Royce to offer the engine jointly
through the IAE venture, which also includes Japanese Aero
Engines and MTU Aero Engines.
In March 2011, Indian low-cost carrier IndiGo selected the
PW1000G to power up to 150 of the updated A320s. The op-
erator signed a memorandum of understanding with Airbus
for up to 180 A320 aircraft, including 150 of the re-engined
A320neos, making it the European airframers launch cus-
tomer for the new variant due for entry into service in Octo-
ber 2015.
Lufthansa followed the lead set by IndiGo and picked the
PW1100G engine to power its recent order of 30 Airbus
A320neo family aircraft.
To date (May 2011), Airbus has received 332 rm orders and
commitments for the A320neo, with 240 airframes slated
to be powered by the PW1000G, and Pratt & Whitney has
been designated the lead engine manufacturer for this pro-
gramme.
A total of 15 A318s are currently powered by the
PW6000, but the engine doesnt show any order backlog
Search the engine directory.
www.flightglobal.com/ComEngDirectory
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23
ROLLS-ROYCE
Rolls-Royce was founded in 1906 by Henry Royce
and Charles Rolls, and produced its rst aircraft engine in
1914.

Rolls-Royce has produced commercial jet engines since the
1950s with the Avon for the de Havilland Comet and the
Sud Aviation Caravelle. The Conway engine came to promi-
nence in the early 1960s and was tted to the 707, DC-8
and the Vickers VC10. The Spey engine was also produced
in the 1960s and designed for the BAC One-Eleven and the
three-engined Hawker Siddeley Trident.
RB211
The RB211 came into service in 1972 on the Lockheed
L-1011 TriStar aircraft. It also powers the 747, 757, 767 and
Tu-204 aircraft. The RB211-535 was rst delivered on the
757 in 1982.
Tay
Derived from the the Spey, the next addition to the Rolls-
Royce family of engines was the Tay which was rst run in
1984. The Tay family powers on the Fokker 70 and 100 re-
gional jets as well as business jets including the Gulfstream
IV family. It was also used to re-engine the Boeing 727 but is
no longer used on this aircraft.
AE3007
The AE3007 entered into service in 1995 and is used on
regional, corporate and military aircraft. The regional aircraft
powered by this engine include the Embraer ERJ family.
Trent
The Trent is a development of the RB211 and was rst de-
livered in 1995 on the Airbus A330 and on the 777 the fol-
lowing year. The Trent is also now the exclusive powerplant
tted to the Airbus A340-500/600 with its rst deliveries on
that aircraft taking place during 2002. It is also one of the two
powerplant options for the A380 and the 787 as well as be-
ing the only engine currently available on the A350 XWB.
BR700
The BR700 family of engines was developed by BMW and
Rolls-Royce through the joint venture company BMW Rolls-
Royce to power regional and corporate jets. Rolls-Royce
took full control of the company in 2000. The rst BR700 en-
tered service on the Gulfstream V in 1997. It entered service
in 1999 on the Boeing 717. Production of the 717 ceased
Rolls-Royces RB211 entered service in 1972
The Rolls-Royce Conway was the rst
commercial turbofan to enter service
The Trent was rst delivered in 1995 on the A330
The Tay powers the Fokker 70/100
24
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The Trent XWB is a new engine designed for the
Airbus A350 XWB family
in 2006. A total of 129 BR700-powered 717s are currently
in service.
Next generation
Rolls-Royce has committed to developing a new, more ef-
cient engine core to power the next generation of narrow-
bodies, bypassing the near-term option of re-engining im-
proved versions of the Boeing 737 and A320.
Although Rolls-Royce and Pratt & Whitney are partners in
IAE, the companies have different approaches to engine de-
velopment for next generation narrowbodies. R-R has con-
sistently rejected the geared turbofan concept, preferring in-
stead to research advanced two and three-shaft turbofans,
known as the RB282 and RB285, respectively. R-R believes
that its design can deliver the same efciency benets as the
GTF, without the need for a gearbox to decouple the fan.
Although Airbus favoured IAE to offer an engine option for
their A320neo, Rolls-Royce and Pratt & Whitney failed to
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agree. Consequently, Pratt & Whitney is going it alone with
the PW1000G which is the alternative to CFMs Leap-X.
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25
CFM International
CFM56
Thrust 19,500-34,000lb
Length 250cm
Diameter 165cm
Weight 2,360kg
Service entry 1982
Aircraft 737, A320 family, A340, DC-8
Engine Alliance
GP7200
Thrust 70,000-77,000lb
Length 475cm
Diameter 316cm
Weight 6,725kg
Service entry 2008
Aircraft A380
General Electric
CF34
Thrust 9,220-20,000lb
Length 260-368cm
Diameter 124-145cm
Service entry 1992
Aircraft ARJ21, CRJ, E-Jet
AT A GLANCE
Engine comparison
Leap-X
Thrust ~30,000lb
Diameter 190.5cm
Service entry due in 2015
Aircraft A320neo, C919
CF6
Thrust 40,000-72,000lb
Length 424-477cm
Diameter 266-36cm
Weight 4,067-4,104kg
Service entry 1971
Aircraft A300, A310, 747, 767, DC-10, MD-11
S
ip
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P
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IAE
V2500
Thrust 22,000-33,000lb
Length 320cm
Diameter 160cm
Weight 2,359kg
Service entry 1989
Aircraft A319, A320, A321, MD-90
GE90
Thrust 76,000-115,000lb
Length 729cm
Diameter 340cm
Weight 7,550-8283kg
Service entry 1995
Aircraft 777
GEnx
Thrust 53,000-75,000lb
Length 430-470cm
Diameter 265-280cm
Service entry due in 2011
Aircraft 747-8, 787
Pratt & Whitney
JT9D
Thrust 45,800-56,000lb
Length 325-355cm
Diameter 235cm
Service entry 1970
Aircraft A300, A310, 747, 767, DC-10
Powerjet
SaM 146
Thrust 17,270lb
Length 220 cm
Diameter 122 cm
Service entry 2011
Aircraft Superjet 100
PW1000G
Thrust 15,000-32,000lb
Diameter 140-210cm
Service entry 2013 (expected)
Aircraft A320neo, CSeries, MRJ, MS-21
J
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O
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/
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Rolls-Royce
AE3007
Thrust 6,495-8,917lb
Length 270cm
Diameter 98cm
Weight 720kg
Service entry 1995
Aircraft ERJ-145 family
PW6000
Thrust 18,000-24,000lb
Length 275cm
Diameter 145cm
Weight 2,245kg
Service entry 2007
Aircraft A318
PW4000
Thrust 52,000-90,000lb
Length 414cm
Diameter 240-255cm
Service entry 1987
Aircraft A300, A310, A330, 747,
767, 777, MD-11
PW2000
Thrust 37,000-43,000lb
Length 360cm
Diameter 200cm
Service entry 1984
Aircraft 757
RB211
Thrust 7,264-9,874lb
Length 300-320cm
Diameter 188-220cm
Service entry 1972
Aircraft L-1011, 747 , 757, 767, Tu-204
Trent
Thrust 53,000-115,000lb
Length 390-455cm
Diameter 250-455cm
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.
M
a
x

K
in
g
s
le
y
-J
o
n
e
s
/
F
lig
h
t
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lo
b
a
l
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reliability is legendary. Now, the LEAP engine with its proven architecture and ground-breaking technology,
delivers 15% lower fuel consumption and 15% lower CO2 emissions than the engines it will replace.
Dont jump into the unknown. Leap into the future.Visit www.cfm56.com/leap
*CFM, LEAP and the CFM logo are all trademarks of CFM International, a 50/50 joint company of Snecma and General Electric Co.
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