And Airbus too. Remember they are the company that ultimately responsible for the final sign-off of the aircraft. They are equally responsible for this issue, if not more.
@@explorenaked In practice, that's not really how it works. The engine maker is responsible for all their own certification, testing, support and contracts for the engine. Entirely separate contracts from the airframe itself.
P & W has a back log on engine repairs. There are virtually no spare engines available due to numerous operators having issues with this version. It has even caused Airbus to push back plane deliveries because of insufficient engines available to the assembly line. While the original IAE-V-2500 had its problems too (bearing 3.5 would disintegrate in the original -1 version) they got the fix and it has become a very dependable engine; the -5 variant is almost bullet proof! Maybe P&W will undergo a similar fate, but the numerous engines needing serious repairs and wing removals is alarming, to say the least.
@@cromo7743 All version of the engine are having issues. It has been problematic on the E-2, 200 and 320. You just don't hear as much about the E-2 since so few have been delivered or sold.
And everybody jumped on RR in the past. Not anymore, although there is never ground for complacency. Maybe reliability is more important than promises about efficiency. A plane flying at all with 3% greater fuel burn is more useful than one always being pulled from operation.
Somebody complained about the identical situation with SSJ-100 and said such a situation cannot appear to a western airliners. Now it’s happening to almost all aircrafts equipped with PW engines
@@machintrucGaming No GE did not participate in the design of the SSJ-100 engines. However Snecma (Safran) of France the French company that makes the other half of CFM International did. The PowerJet SaM146 was design project between Snecma (Safran) of France and NPO Saturn of Russia. CFM International is a company with General Electric (GE) and Snecma (Safran) of France working together.
@Vladilen Katatschev The comparison of the poor design, problems, and performance of the SSJ-100 was based on the airframe wearing down at very low flight cycles. That’s what people in the aviation industries had issue with comparing it to western designs. The SSJ-100 had a lot of cracking issues near the rear of the plane. Also it didn’t have the best safety record with a crash in Indonesia during demonstrations flight on May 9, 2012 at Mount Salak killing 45 then the Aeroflot crash in Moscow in May 5th 2019.
Go Air was going to fail regardless. Certainly didn't help but one reason they were not getting attention from PW is they have not been paying their bills so goes bottom of list.
@@johniii8147well they need the engines to work for planes to fly to be able to pay for the said engines. Since they went to an arbiter and PW given a deadline of April means that the issue was going on for months. Certainly go air's books weren't great earlier as well but this migh have been a really big blow to any recovery plan that might have had
@@kartik_sinha Easy to explain here. You don't understand how these things work. The engines are under a maintenance contract where you have to pay for all that. The airline wasn't paying for many months so they were not getting service. Go Nowhere. Hardly the first time we've seen this. Don't pay guess what you go under.
@@johniii8147 The issue with maintenance is to do with the lessors. Faulty engines have been piling up even before GoFirst being unable to pay for maintenance. Pratt and Whitney are supposed to provide 10 new engines to GoFirst as per arbitration, they haven't done so. Other Airlines flying Pratt and Whitney A320 Neos are also facing the same problem, then how is it the fault of not paying dues? GoFirst's mistake here is to put all their eggs into the same engine type
Sounds similar to the Trent 1000 issue on the Boeing 787. it took Rolls Royce a long time to fix the issues and has affected sales of the engine. General Electric must be laughing as they supply the 787 and are a partner in CFM.
@@filledwithvariousknowledge2747 That choice is most likely related to the large MRO division that LH has for engine servicing. Was likely factored into the deal for the engine choice.
@@heidirabenau511 Single engine provider for widebodies is the way it now how it goes with wide bodies given the low volumes and very high capital outlays to develop the engines. The 787 was the last exception to that and that was now way back 20 years ago that decision was made.
The geared turbofan seems like a really great design, I can speak from experience that the A220s are super quiet and a joy to fly on. I hope Pratt gets the issues resolved soon.
Apparently it's not. It's been around for decades but the concern was always it's reliability in commercial service. Those concerns have proven to be true.
Its good that the Russians did not bother with that geared nonsense with their PD-14. I thought it was too safe at the time but turned out to be much less of a headache.
@@johniii8147 Its good that the Russians did not bother with that geared nonsense with their PD-14. I thought it was too safe at the time but turned out to be much less of a headache. Its a great innovation but not worth it.
@@johniii8147 planetary reduction is used on a majority of turboprops, and countless non aviation applications. I’m confident that the reliability will improve eventually.
That’s why Airbus should have multiple engine offers for airlines incase this does happen. You can’t just have one engine option for such a popular aircraft.
Airbus didn't design the A220, Bombardier did when it was called the C-Series, Bombardier chose P&W as the only engine provider and then Airbus bought out the program from Bombardier when Bombardier was having legal issues with Boeing.
Why a neo maybe they should add another engine option to the A220 family. If they name it a neo meaning it has only one engine option again. Maybe they should not name it a neo but instead add another engine optionm
@@ibxgameryt9449 with the new A220-500 on the horizon, a new ownership and renaming by Airbus versus C-Series by Bombardier, I think it would be more appropriate to be call it a NEO “New Engine Option”
Gears and aero-engines have a long and very checkered history. There no denying the potential advantages to be gained in a turbo fan but very hard to execute well. Sometimes perfection (geared) is the enemy of good enough (direct). I hope they can sort it out.
I imagine that if such a fault was very limited in prevalence over the world's supply of these engines then the priority to fix it might well be reduced. Not at all sure that this is so however.
The TFE 731 of Garrett now Honeywell were good engines so that a gear driven fan can be made reliable, but PW didn’t and got their torsional analysis screwed up…Now I also doubt the GE Safran Leap is less efficient or if so, maybe by a very small gap, and more reliable it can be a much more productive alternative that should be offered and selected for A220’s. If as a user, we must avoid Max, PW1000G, GE9x and 787’s, and decent matches are not offered, how can we travel anymore if all North American products became real junk like F35 and PW135 as prime example…
Indigo has a large number of the geared TF made by P&W. If you are subscribed to Aviation Herald, you will know how many are having issues with them. Engine shutdown in flight is so common that Indigo pilots can teach a lot to the world on SEO.
What if future 787 versions be like in the scenario similar to 777-200LR and 777-300ER? It would be a version of GENx engine to be the sole option due to its reliability record, that would be critical for future 787-10ER, which would free up 787-9 for ultra long haul flights, and to improve upon it to make 787-9LR with the range almost matching A359ULR within 100 nm. At the same time, it would introduce folding wingtips as seen in 777x while folded to the wingspan of 767-400ER, and the touchscreen cockpit as well, and 2nd gen dimmable windows.
@@trenesdecolombiaPabloHiguita but reliability issues would prevent it from being a choice. Experiences used on GE9X would be used on further revisions of GENx engines while keeping the good track of record in terms of overall reliability
Also not to defend PW, however, there is much more to the second story with the Indian Carrier. If you bounce checks to PW, you get no engines regardless, was not 100% supply chain related. Airline “might” have a history of defaulting on payments.
@@heidirabenau511 Can't speak for others, but Indigo airline started replacing P&W engines with CFM engines 3 years back after they too became victim of faulty P&W engines, and it's never ending saga. Being able to identify the problem early on helped them to mitigate the risks to a point where they are not so much impacted after airline industry opened up post covid. Yes, they still have few aircrafts grounded due to P&W engine issues, but the problem is well under control now. Go First I would say was not very proactive, and for whatever xyz reason, they continued to put their trust on P&W's hollow assurances leading to this day today.
Hopefully P&W as soon as get solve the problem ... take some lesson learn from Garrett Aireseach TFE731 or Avco Lycoming ALF507 or lets re-excercise the wide chord fan blades use ... 🙏
Question:- Do these PW engines come with a warranty in the contract ? If so, how long is the warranty for ? Will it be based on landings or engine hours ? Would the warranty cover all parts and labour, plus loss of revenue ?
What are the engine issues? The specifics were never given. Is it the turbine blades, the gear components ? Which specific components, what defects, and why ? Then what repairs and modifications are required?
This “report” does not talk why they have issues. It’s very well known that these engines have issues in sandy environments due to heavy use of composite materials
@@danharold3087 Making more engines quicker? QC takes time, effort and money. The likely outcome to this that I see would be Airbus getting into a deal with one of the other engine manufacturers to also make engines for the same engine type eventually, giving airlines more options and not having themselves tied to a single supplier, which can always backfire
@@andrewlarson7895 This particular model of aircraft only takes PW engines, so airlines don't have the option of putting something else in. In most other aircraft models they do have that option, reducing risk
Maybe the problem is already solved, and they just need time to get the parts they need and fix everything. The president of Azul airlines, who operates 321 NEO and E2 (not sure about A220) said that PW was "nice" with them, and they had a couple of engines changed and today all 17 embraer E2 are flying. He said nothing about the A220 tho. Also, embraer CEO said they are having 4x less issues in the E2 than the reported for the 220 and they use an version with small modifications.
Well...all the small operators who bought this aircraft and who don't have financial backbone are in serious trouble ( air Senegal etc...) That is how you shutdown an airline.
Geared turbofan engines seem to have better performance than their non geared counterparts. This was a great opportunity for P&W to do some good business. But they completely blew it.
Jeez since may 3rd...imagine walking down the airbridge being a customer knowing about this failure before then - i'd walk back the other way, to hell with the no refund policy
Also the E2--anything that has the engine type on it. The 777 is a different story. Those are old engines that was mostly traced to agining fan blades without proper inspections.
@@johniii8147 The PW4000 engines (on the B777) may be older, but the issues they experienced indicate poor procedures at P&W. In other words, those defects should have been detected and dealt with before any incident. The reports I've read indicate that things were done more ad'hoc at P&W than they should have been, and technicians didn't have the necessary tools (training, procedures etc.). I find the original comment OK. "P&W is struggling". Either because they are under financial stress, lack of labor stress or just managerial chaos.
@@todortodorov940 We disagree and don't disagree on this issue. It was basically a testing issue on old fan blades. Should PW have been more involved of course. Were there a lot of parties involved from the airline to maintenance shop that's also true.
@@johniii8147 "Should PW have been more involved of course.". My understanding is that you send the engine to P&W, they test the blades, certify it for another X hours, and send it back to the customer. Of course, there is the "every day" maintenance, but fan-blade testing is not done by the customer.
GE should have developed a engine for the A220 and airlines should have chosen cfm leap for the A320neo family if P&W can't deliver engines this is unacceptable soon this issue will reach to us operators
Delta is a certified engine rebuilder for this engine. So shouldn’t be a problem for them. Delta is largest rebuilder of engines. Makes 4 times more money than running airline for them. That’s why they will order 787 And 777X to get engines certification.
It won’t happen, Bombardier made its final choice to choose Pratt & Whitney as their exclusive engine choice for the then-CSeries before Airbus bought the program.
@@mxttyzw I mean, PW can't delivered the reliability that one need so if Airbus keep that exclusivity agreement, it will at the end kill the program itself since everyone will start to avoid the A220. They got that exclusivity but unable to deliver a good and reliable engine. It won't be Airbus fault if they decide to drop PW. It's PW's fault.
This is what happens when you push the technology envelope to gain a bigger sales footprint. Look at how RR has had issues with some versions of thier Trents. Its lucky so far this hasn't caused loss of life.
That's just mostly an excuse for the carrier. They were not getting support because they were not paying their support contracts or payments on the engines.
Global supply chain crisis has destroyed many companies. Pratt & Whitney is also a victim supply shortages and quality issues with the global suppliers. A manufacturer MUST BE vertically integrated as much as possible and NOT depended on other suppliers aground the World for their raw materials, parts and finished components.
They should do a 100% refund , compensate for losses due to grounding and Airbus has to take back the aircraft where alternate is not available. They are playing with human life
This is terrible news and very incompetent from P&W. And let's be honest, it's not the only engine type that P&W has issues with. The good news is that the A220 program is now under Airbus, and they have more leverage on P&W than Bombardier had. Hopefully this will help resolve the problems quicker.
I think P&W may have to close down / replace ceo for injustfied action. Material failure is not joke. Safety issue. P&W follow Boeing 737 max model finally Boeing replaced ceo. Now they are picking up. What a shameful cituation for both company. End of the day if gready ceo condinue no dought company will colapse soon.
PW management has done a poor job. This is once again related to inexperienced engineers handling an old issue happened before. Quality if the engineering team is dwindling down every year.
NOPE. The engineers were experienced and knew how to build a reliable and safe engine. They were STOPPED by upper layers of MANAGEMENT from the drawing board to the release. And then ALL of those managers are rotating continually, to other "positions of gender equality" to DISTANCE themselves from the mess.
With more than $10 billion sunk into the bottomless well Pratt & W is nowhere close to solving the problem . Maybe they should degear the plant and revert to the old turbofan design.
@@johniii8147 half fleet of go first grounded because of engine issue This problem significantly down the revenue of carrier due to the less availablity of aircraft in fleet
@@goutamraoshab3777 Let me very clear here. I'm in no way defending PW here. Their engines have been a total disaster. But the fact remains that go last hasn't been paying their bills so of course you go to the bottom of the list on service contracts. You gonna take a job where you know you won't get paid? Yeah no I didn't think so.
But at least they can crow about reduced emissions and lower fuel burn.. this situation will get worse because reliability is no longer the priority. It’s as if engine manufacturers are unaware their product will be attached to a passenger carrying aircraft.
I like the design of the plane by engine problems are just terrible would probably buy another plane list engine problems can be resolved like the fuel efficiency but the maintenance cost are going to go up but probably get the same plane as Elon he's really smart
@@chris22capt It's actually been around for years so not a new technology. PW just totally screwed up in implementation on a mass scale on commercial aircraft.
@@johniii8147 but afaik, doesn't the pw 1000g is the first high bypass turbofan to use the geared design? Also ge said the same that it'll add unnecessary reliability challenge and add more weight when they decided to drop the geared design for the leap.
Not likely anytime soon. That would be hugely expensive since the airframes would have to recertified with a new engine type, but more importantly the engines would required some redesign to a given airframe. CFM is probably not interested with all that since they can't keep up with their demand as it is. Just add more complexity they don't have time or need for at this point. The are exclusive on the max and taking 70% of the market share on the 320 NEO so would not be any priority for them.
PW has a lot to answer for, this is unacceptable
Likely their sin was cutting staff during the pandemic. Staff that never returned. This is the case for most companies including the airlines .
And Airbus too. Remember they are the company that ultimately responsible for the final sign-off of the aircraft. They are equally responsible for this issue, if not more.
@@explorenaked AB can't control the engine maker.
@@explorenaked In practice, that's not really how it works. The engine maker is responsible for all their own certification, testing, support and contracts for the engine. Entirely separate contracts from the airframe itself.
Pratt is notorious since the 90's for cutting staff, cutting corners, HIDING parts, when under inspection, from outside sources...disgusting.
P & W has a back log on engine repairs. There are virtually no spare engines available due to numerous operators having issues with this version. It has even caused Airbus to push back plane deliveries because of insufficient engines available to the assembly line.
While the original IAE-V-2500 had its problems too (bearing 3.5 would disintegrate in the original -1 version) they got the fix and it has become a very dependable engine; the -5 variant is almost bullet proof!
Maybe P&W will undergo a similar fate, but the numerous engines needing serious repairs and wing removals is alarming, to say the least.
Do you know if the version of this engine used in the Embraer E2 has the same problem or is it just in the A220?
@@cromo7743 All version of the engine are having issues. It has been problematic on the E-2, 200 and 320. You just don't hear as much about the E-2 since so few have been delivered or sold.
Pratt and Whitney should scale up the PW purepower geared turbofan engines for wide bodied jets like the 777x if they become very dependable.
@@davidperry4013 They have so many issues with the engine it's not really on their agenda. Also that's a small niche market already taken.
And everybody jumped on RR in the past.
Not anymore, although there is never ground for complacency.
Maybe reliability is more important than promises about efficiency. A plane flying at all with 3% greater fuel burn is more useful than one always being pulled from operation.
Somebody complained about the identical situation with SSJ-100 and said such a situation cannot appear to a western airliners. Now it’s happening to almost all aircrafts equipped with PW engines
the ssj engines are from cfm I believe
@@machintrucGaming No GE did not participate in the design of the SSJ-100 engines. However Snecma (Safran) of France the French company that makes the other half of CFM International did. The PowerJet SaM146 was design project between Snecma (Safran) of France and NPO Saturn of Russia.
CFM International is a company with General Electric (GE) and Snecma (Safran) of France working together.
@Vladilen Katatschev The comparison of the poor design, problems, and performance of the SSJ-100 was based on the airframe wearing down at very low flight cycles. That’s what people in the aviation industries had issue with comparing it to western designs. The SSJ-100 had a lot of cracking issues near the rear of the plane. Also it didn’t have the best safety record with a crash in Indonesia during demonstrations flight on May 9, 2012 at Mount Salak killing 45 then the Aeroflot crash in Moscow in May 5th 2019.
The plural form of aircraft is aircraft.
Russian says SSJ engine problem came from parts that made from the French's side.
They will replace it with their own new engine PD 8.
Theoretical fuel efficiency means nothing if the plane can't get off the ground...
Pratt and Whitney really needs to step up. First GoAir, now this
Go Air was going to fail regardless. Certainly didn't help but one reason they were not getting attention from PW is they have not been paying their bills so goes bottom of list.
@@johniii8147well they need the engines to work for planes to fly to be able to pay for the said engines.
Since they went to an arbiter and PW given a deadline of April means that the issue was going on for months.
Certainly go air's books weren't great earlier as well but this migh have been a really big blow to any recovery plan that might have had
@@kartik_sinha Easy to explain here. You don't understand how these things work. The engines are under a maintenance contract where you have to pay for all that. The airline wasn't paying for many months so they were not getting service. Go Nowhere. Hardly the first time we've seen this. Don't pay guess what you go under.
@@johniii8147 The issue with maintenance is to do with the lessors. Faulty engines have been piling up even before GoFirst being unable to pay for maintenance. Pratt and Whitney are supposed to provide 10 new engines to GoFirst as per arbitration, they haven't done so. Other Airlines flying Pratt and Whitney A320 Neos are also facing the same problem, then how is it the fault of not paying dues? GoFirst's mistake here is to put all their eggs into the same engine type
@@Jowoodburn96 Provide engines with payment! Payment didn’t happen. And hasn’t for a long time. Poor planing if any on airline part.
Sounds similar to the Trent 1000 issue on the Boeing 787. it took Rolls Royce a long time to fix the issues and has affected sales of the engine. General Electric must be laughing as they supply the 787 and are a partner in CFM.
Even with 2 years of no more problems GE now has 70% of the 787 engine market. LH is one of the last new airlines to pick RR
@@filledwithvariousknowledge2747 That choice is most likely related to the large MRO division that LH has for engine servicing. Was likely factored into the deal for the engine choice.
GE will also supply the engines for the 777x program, the only widebodies they aren't providing engines for are the A350 and A330neo.
@@heidirabenau511 Single engine provider for widebodies is the way it now how it goes with wide bodies given the low volumes and very high capital outlays to develop the engines. The 787 was the last exception to that and that was now way back 20 years ago that decision was made.
Boeing Faced alot of Challenges Concerning Battery and Engine's Rolls Royce Trent 1000 of the 787 before bringing up the 787.
It's sad! P&W did a great job on the gearbox, but seem to forget how to build the rest of the engine.
The geared turbofan seems like a really great design, I can speak from experience that the A220s are super quiet and a joy to fly on. I hope Pratt gets the issues resolved soon.
Apparently it's not. It's been around for decades but the concern was always it's reliability in commercial service. Those concerns have proven to be true.
Its good that the Russians did not bother with that geared nonsense with their PD-14. I thought it was too safe at the time but turned out to be much less of a headache.
@@johniii8147 Its good that the Russians did not bother with that geared nonsense with their PD-14. I thought it was too safe at the time but turned out to be much less of a headache. Its a great innovation but not worth it.
@@johniii8147decades? Only been in production a few years.
@@johniii8147 planetary reduction is used on a majority of turboprops, and countless non aviation applications. I’m confident that the reliability will improve eventually.
That’s why Airbus should have multiple engine offers for airlines incase this does happen. You can’t just have one engine option for such a popular aircraft.
Airbus didn't design the A220, Bombardier did when it was called the C-Series, Bombardier chose P&W as the only engine provider and then Airbus bought out the program from Bombardier when Bombardier was having legal issues with Boeing.
@@heidirabenau511 I know they did, but after Airbus took over and renamed it as the A220 then they should have offered a NEO “New Engine Option”
Why a neo maybe they should add another engine option to the A220 family.
If they name it a neo meaning it has only one engine option again.
Maybe they should not name it a neo but instead add another engine optionm
@@ibxgameryt9449 with the new A220-500 on the horizon, a new ownership and renaming by Airbus versus C-Series by Bombardier, I think it would be more appropriate to be call it a NEO “New Engine Option”
Maybe because it's a new variant.
And the smaller variants will now have The CFM-LEAP engines.
So win-win to the airlines.
Gears and aero-engines have a long and very checkered history. There no denying the potential advantages to be gained in a turbo fan but very hard to execute well. Sometimes perfection (geared) is the enemy of good enough (direct). I hope they can sort it out.
What I've heard is that the reliability issues have nothing to do with the gearbox. Problems are emerging in other parts of the engine.
If pratt knew the issue from long and didn't solve it means they are just ignoring it
Negligence??
I imagine that if such a fault was very limited in prevalence over the world's supply of these engines then the priority to fix it might well be reduced. Not at all sure that this is so however.
The TFE 731 of Garrett now Honeywell were good engines so that a gear driven fan can be made reliable, but PW didn’t and got their torsional analysis screwed up…Now I also doubt the GE Safran Leap is less efficient or if so, maybe by a very small gap, and more reliable it can be a much more productive alternative that should be offered and selected for A220’s. If as a user, we must avoid Max, PW1000G, GE9x and 787’s, and decent matches are not offered, how can we travel anymore if all North American products became real junk like F35 and PW135 as prime example…
A composite failure, should be much less of an issue than mechanical clearances being too much/too little.
It almost seems that P&W neglected to thoroughly test the PW1500 in all weather climates for a sufficient time period.
Indigo has a large number of the geared TF made by P&W. If you are subscribed to Aviation Herald, you will know how many are having issues with them. Engine shutdown in flight is so common that Indigo pilots can teach a lot to the world on SEO.
No it's not really about the pilots it's much more about a about engine choice in the order on engine choice.
They are moving to LEAP already since 2021, so...
What if future 787 versions be like in the scenario similar to 777-200LR and 777-300ER? It would be a version of GENx engine to be the sole option due to its reliability record, that would be critical for future 787-10ER, which would free up 787-9 for ultra long haul flights, and to improve upon it to make 787-9LR with the range almost matching A359ULR within 100 nm. At the same time, it would introduce folding wingtips as seen in 777x while folded to the wingspan of 767-400ER, and the touchscreen cockpit as well, and 2nd gen dimmable windows.
The only thing is RR has the most powerfull engine for the B787s
@@trenesdecolombiaPabloHiguita but reliability issues would prevent it from being a choice. Experiences used on GE9X would be used on further revisions of GENx engines while keeping the good track of record in terms of overall reliability
Simple Flying should make Long Haul video about this
Also not to defend PW, however, there is much more to the second story with the Indian Carrier. If you bounce checks to PW, you get no engines regardless, was not 100% supply chain related. Airline “might” have a history of defaulting on payments.
This is why putting all your eggs in one basket is a potential for big problems down the line.
There should be a CFM Leap 2a engine for the A220. Basically the same fan diameter as the CFM leap 1b but with a smaller engine core.
Go First, Lufthansa and now Iraqi airlines. Shame on PW
You forget Delta, Breeze, Air Senegal, Swiss, Air France, Air Canada, Widerøe, KLM, Korean Air, Air Tanzania, Azul, Indigo, Egypt Air and others.
@@heidirabenau511 Can't speak for others, but Indigo airline started replacing P&W engines with CFM engines 3 years back after they too became victim of faulty P&W engines, and it's never ending saga. Being able to identify the problem early on helped them to mitigate the risks to a point where they are not so much impacted after airline industry opened up post covid. Yes, they still have few aircrafts grounded due to P&W engine issues, but the problem is well under control now.
Go First I would say was not very proactive, and for whatever xyz reason, they continued to put their trust on P&W's hollow assurances leading to this day today.
That comes from listening to manufacturer's prattling .
@@egg-h4bare all indigo engines replaced now
Hopefully P&W as soon as get solve the problem ... take some lesson learn from Garrett Aireseach TFE731 or Avco Lycoming ALF507 or lets re-excercise the wide chord fan blades use ... 🙏
Question:-
Do these PW engines come with a warranty in the contract ?
If so, how long is the warranty for ?
Will it be based on landings or engine hours ?
Would the warranty cover all parts and labour, plus loss of revenue ?
Nope.
What are the engine issues? The specifics were never given. Is it the turbine blades, the gear components ? Which specific components, what defects, and why ? Then what repairs and modifications are required?
Does anyone know if the version of this engine used in the Embraer E2 has the same problem or is it just in the Airbus?
Ingesting fan casing is devastating to a jet engine.
Only if it goes through the core, otherwise just goes through bypass which can only damage fan blades
This would never happen if they changed the oil every 3,000 miles.
This “report” does not talk why they have issues. It’s very well known that these engines have issues in sandy environments due to heavy use of composite materials
Is PW misusing its monopoly to force customers to put up with subpar parts, service and design?
That would be counterproductive for everyone including P&W. What would be the motivation ?
@@danharold3087 Money ! It's always the answer. Just like apple...
@@danharold3087 Making more engines quicker?
QC takes time, effort and money.
The likely outcome to this that I see would be Airbus getting into a deal with one of the other engine manufacturers to also make engines for the same engine type eventually, giving airlines more options and not having themselves tied to a single supplier, which can always backfire
@@lolumo Monopoly?
@@andrewlarson7895 This particular model of aircraft only takes PW engines, so airlines don't have the option of putting something else in. In most other aircraft models they do have that option, reducing risk
Almost all of PW engines had problems mostly on the pw4000 and this pw1000
The JT9 was the worst.
The FAA and EASA should launch an joint investigation into this matter
Amazing engine though. Love flying a220s in the states with them. So quiet.
Maybe the problem is already solved, and they just need time to get the parts they need and fix everything. The president of Azul airlines, who operates 321 NEO and E2 (not sure about A220) said that PW was "nice" with them, and they had a couple of engines changed and today all 17 embraer E2 are flying.
He said nothing about the A220 tho.
Also, embraer CEO said they are having 4x less issues in the E2 than the reported for the 220 and they use an version with small modifications.
Well...all the small operators who bought this aircraft and who don't have financial backbone are in serious trouble ( air Senegal etc...)
That is how you shutdown an airline.
Geared turbofan engines seem to have better performance than their non geared counterparts. This was a great opportunity for P&W to do some good business. But they completely blew it.
Fresh new video!
Jeez since may 3rd...imagine walking down the airbridge being a customer knowing about this failure before then - i'd walk back the other way, to hell with the no refund policy
The manufacturer Pratt of the jet engines were well aware of the issues and passed the problem to the airlines to pay for the fix.
That is spot on and is essentially what happens, never acknowledged.
i sense big lawsuits incoming. p&w is liable for much disruption here
Well, I'm going to plant the seed, AEO. Alternate Engine Option.
I think P&W is struggling. It’s effected the A220, A320, and 777!
Also the E2--anything that has the engine type on it. The 777 is a different story. Those are old engines that was mostly traced to agining fan blades without proper inspections.
@@johniii8147 The main issue for the version on the E2 is much faster than expected wearing out
@@johniii8147 The PW4000 engines (on the B777) may be older, but the issues they experienced indicate poor procedures at P&W. In other words, those defects should have been detected and dealt with before any incident. The reports I've read indicate that things were done more ad'hoc at P&W than they should have been, and technicians didn't have the necessary tools (training, procedures etc.).
I find the original comment OK. "P&W is struggling". Either because they are under financial stress, lack of labor stress or just managerial chaos.
@@todortodorov940 We disagree and don't disagree on this issue. It was basically a testing issue on old fan blades. Should PW have been more involved of course. Were there a lot of parties involved from the airline to maintenance shop that's also true.
@@johniii8147 "Should PW have been more involved of course.". My understanding is that you send the engine to P&W, they test the blades, certify it for another X hours, and send it back to the customer. Of course, there is the "every day" maintenance, but fan-blade testing is not done by the customer.
I think air senegal cancelled all his A220s orders do tho the same problem.
And they are considering ordering the E2 which is also facing issues with it's P&W engines 🙄
@@heidirabenau511 The Embraer used version doesn’t have the same issue but instead suffers from fast wearing out that needs spotting in maintenance
@@heidirabenau511 Yeah, they should order the a320neo
Boeing should just buy Pratt and Whitney. They both seem to have the same approach to quality (or the lack of it).
Pratt & Whitney should pay and compensate ALL of these carriers !!!
What engines are on the breeze airways A220’s in the United States?
There’s only one engine type on the A220… it’s the PW 1500G
Outrageous!
You know the engine is junk when the Iraq government says you have problems!
In india a popular airline Go air is going bankrupt due to them
GE should have developed a engine for the A220 and airlines should have chosen cfm leap for the A320neo family if P&W can't deliver engines this is unacceptable soon this issue will reach to us operators
I think maybe wrong but US operators keep better supply of consumables. Don’t wait to need it before ordering it!
Has there been any news regarding Delta or JetBlue having issues??
No these are the US Carrier
Delta is a certified engine rebuilder for this engine. So shouldn’t be a problem for them. Delta is largest rebuilder of engines. Makes 4 times more money than running airline for them. That’s why they will order 787 And 777X to get engines certification.
Can an Airbus A220 originally fitted with P&W engines be retrofitted with CFM engines?
Yes, if Airbus willing to pay for the certification and the customer can have the patience to wait for it.
@@ansonleung3234 Talking years!
Due to Pratt and Whitney engines an Indian Airline named GoFirst had to declare itself insolvent
What other engine optioins did Airbus look at for the 220?
1:06 *Insert Now That's a Lot of Damage meme here*
This would slow down deliveries of the type which may favor Boeing and their MAXes.
Airbus a320 uses GE too.
Another example of the slippery slope of having a one aircraft type fleet!
Would this be a case of CEOs promising to airlines something engineers cant build?
sure sounds as if Pratt "rushed" the "development" to meet deadlines,,
1:08 "Deteriate"? That's not the word you're looking for.
Heard the other day, over 1500 aircraft are going to require engine change overs. At the cost to PW. That's big money.
GE/CFM >>>
Time to make a NEO
😂😂😂
😂😂true
More like AEO (Additional Engine Option)
It won’t happen, Bombardier made its final choice to choose Pratt & Whitney as their exclusive engine choice for the then-CSeries before Airbus bought the program.
@@mxttyzw I mean, PW can't delivered the reliability that one need so if Airbus keep that exclusivity agreement, it will at the end kill the program itself since everyone will start to avoid the A220. They got that exclusivity but unable to deliver a good and reliable engine. It won't be Airbus fault if they decide to drop PW. It's PW's fault.
GoFirst from India goes bankrupt because of their PW engine issues.
Geee, a planetary gear set right behind the big fan, what could go wrong?
This is what happens when you push the technology envelope to gain a bigger sales footprint. Look at how RR has had issues with some versions of thier Trents. Its lucky so far this hasn't caused loss of life.
NEO stands for new engine option. Well,
Shouldn't have opted on hindsight.
AIRBUS TURNING INTO BOEING WITH THIS ONE 🗣🗣🗣🔥🔥🔥🔥🔥🔥
The Issues with Pratt and Whitney Engines may Ground and Suspend Most Jobs. I Pray they resolve the Issues soon.
That's just mostly an excuse for the carrier. They were not getting support because they were not paying their support contracts or payments on the engines.
P&W is really becoming like the Boeing of engine makers, I hate to say
Global supply chain crisis has destroyed many companies.
Pratt & Whitney is also a victim supply shortages and quality issues with the global suppliers.
A manufacturer MUST BE vertically integrated as much as possible and NOT depended on other suppliers aground the World for their raw materials, parts and finished components.
Why do we pay the FAA?
They should do a 100% refund , compensate for losses due to grounding and Airbus has to take back the aircraft where alternate is not available. They are playing with human life
This is terrible news and very incompetent from P&W. And let's be honest, it's not the only engine type that P&W has issues with.
The good news is that the A220 program is now under Airbus, and they have more leverage on P&W than Bombardier had. Hopefully this will help resolve the problems quicker.
Iraqi only?
I think P&W may have to close down / replace ceo for injustfied action. Material failure is not joke. Safety issue.
P&W follow Boeing 737 max model finally Boeing replaced ceo. Now they are picking up. What a shameful cituation for both company.
End of the day if gready ceo condinue no dought company will colapse soon.
PW management has done a poor job. This is once again related to inexperienced engineers handling an old issue happened before. Quality if the engineering team is dwindling down every year.
NOPE. The engineers were experienced and knew how to build a reliable and safe engine. They were STOPPED by upper layers of MANAGEMENT from the drawing board to the release. And then ALL of those managers are rotating continually, to other "positions of gender equality" to DISTANCE themselves from the mess.
They need to be given an ultimatum.....
Either rectify their issues, or lose the contracts.
Reality is already saying that!
Prat and Whitney is easilg the most incompetent and belligerent company in the aviatjon sector for obvious reasons...
With more than $10 billion sunk into the bottomless well Pratt & W is nowhere close to solving the problem . Maybe they should degear the plant and revert to the old turbofan design.
No… the airlines actually quite like the engine; but PW cannot keep up with repairs and spare parts.
I think it was smart of Bombardier to sell the whole lot to Airbus, now it is there problem
Not a good look for PW... but they will eventually fix it.
PW has killed GoFirst India and almost 40% of A220 fleets out of order .
No they killed themselves with poor revenues and not paying their bills. PW is just a long list of vendors they have not paid.
@@johniii8147 half fleet of go first grounded because of engine issue
This problem significantly down the revenue of carrier due to the less availablity of aircraft in fleet
@@goutamraoshab3777 Let me very clear here. I'm in no way defending PW here. Their engines have been a total disaster. But the fact remains that go last hasn't been paying their bills so of course you go to the bottom of the list on service contracts. You gonna take a job where you know you won't get paid? Yeah no I didn't think so.
Is anybody giving a350 vibes from the paint incident from Qatar airways?
Such a shame because this is such a nice airplane to travel on.
Maybe P&W have hit a Muilenburg and have started sinking.
Is Pratt & Whitney bound to destroy airbus
Comment? Your report is ambiguous. It is foolish to comment when you provide no specific information regarding the failures. .
List all the problems
You can also change your logos to UNdependable and UNreliable
Thank god I only fly Boeing and Embraer.
same happened in india recently
Can this aircraft fit Russian engine and start it's operation back to sky... ?
But at least they can crow about reduced emissions and lower fuel burn.. this situation will get worse because reliability is no longer the priority. It’s as if engine manufacturers are unaware their product will be attached to a passenger carrying aircraft.
Reliability is super high.::
They making Airbus look bad fr.
Pan Am vent broke because of P & W engine
I like the design of the plane by engine problems are just terrible would probably buy another plane list engine problems can be resolved like the fuel efficiency but the maintenance cost are going to go up but probably get the same plane as Elon he's really smart
not cool Pratt and whitney
I feel that P&W’s jet engines are not doing well these days. What happened?
It's likely complicated without one cause. Clearly design and testing issues, ramping up production too quickly are the obvious ones.
One says the geared design is not yet mature and prone to problem..
@@chris22capt It's actually been around for years so not a new technology. PW just totally screwed up in implementation on a mass scale on commercial aircraft.
@@johniii8147 but afaik, doesn't the pw 1000g is the first high bypass turbofan to use the geared design? Also ge said the same that it'll add unnecessary reliability challenge and add more weight when they decided to drop the geared design for the leap.
Airbus could put a cfm leap option for the A220 aswell Embraer on their E2.
Not likely anytime soon. That would be hugely expensive since the airframes would have to recertified with a new engine type, but more importantly the engines would required some redesign to a given airframe. CFM is probably not interested with all that since they can't keep up with their demand as it is. Just add more complexity they don't have time or need for at this point. The are exclusive on the max and taking 70% of the market share on the 320 NEO so would not be any priority for them.