Modern engine reliability is simply amazing. The fact that wide-bodies are successfully running transcontinental flights with only 2 engines shows how far aviation has come in the past 30 years
@@m93sekthe fact that twin engine jets are now certified to fly 5.5 hours away from a diversion field is simply amazing, and gives them access to something like 95% of potential routes. Really the only issue with ETOPS these days is the increased fuel burn on a single engine - one can count on everything else working just fine even if the failure was an un contained explosive engine failure. People love to rag on Boeing these days but commercial aviation has reached a level of safety not even dreamed of just 20 years ago. Every year experienced multiple catostrophic crashes whereas now the last crash most people can probably mention is the 737 max, and that was over 5 years ago now. It’s really a marvel of engineering. Commercial aviation has stalled in terms of speed and size advances but it sure had excelled with safety, fuel burn, and range.
and more importantly the fact that nowadays narrow body planes (such as the a321neo xlr) also have the capability to fly transcontinental which I find amazing
these engines are fascinating, when I worked at United in the parts warehouse I got the chance to talk with the maintenance techs and I definitely know that the parts are beyond expensive. a black box is about $48k, the main computer is near $1M, I've encountered parts that were small and cost thousands. incredible machines and engineering that go into it. kudos to the maintenance men and women.
I worked for a company that manufactured the equipment that melts and casts the superalloys and titanium for turbine blades. The equipment isn't cheap, the raw material inputs aren't cheap, the inspection is extensive. But it's such an important supply chain you need to have extreme confidence in the quality. This is why counterfeit parts are such an issue.
The first problem I solved was a poorly designed hook for headphones when I worked as an engineer for aircraft company name redacted. The hook cost $1,400. That holds the pilot headphones. It wasn't even designed right. I tell you, getting aviation certification is probably what drives the cost, but planes are so expensive it's more about delivering on time than cost saving. And of course safety.
Your article failed to mention that there's an acute shortage of skilled aircraft technicians, and this will only be exasperated by the upcoming retirements. The average age of the United States Airframe and Powerplant technician is in the mid fifties. This is only the tip of the iceberg. How do I know? I am an A&P technician with forty years of experience and will be retiring shortly. Good luck.
This is why Delta was never really affected by the Pratt & Whitney geared turbofan parts replacement issue. Delta is certified by Pratt & Whitney to do complete teardowns and rebuilds of engines, and that's why Delta was able to keep their A220-100 and A321neo fleet fully operational.
Maybe they should offer their services to other Airlines and make money from that advantage. Be it in wet leases as long as other companies wait for a slot or even offering overhauls to other carriers. Although as Delta I'd be more inclined to offer the wet leases on the other hand when the shortgage is finally over now they have overstock planes. On the other hand they could purchase old Lufthansa A321s. Yes some of them are over 30 years old but I bet United wouldn't mind using them as long as the Max10 isn't delivered if it will be ever.
They might have their own shop but everyone flying the GTF depends on the same supplier and who gets priority depends on the type of contract they have with Pratt aftermarket support
@@randomguy7175 LOL, even the Chinese use GE-Safran (CFM International) engines. Faceless wumaos trying to infiltrate comments to push CCP narratives. GTFO.
It always amazes me how interested I get in whatever they produce. This particular topic I'm genuinely interested in but then sometimes it's like "I didn't know I cared about soybean production in SE Asia but apparently I do"
So jet-engine makers let Delta repair/overhaul freaking jet engines in-house, but John Deere won't let farmers repair tractors anymore?? US is so messed up.
Not really Engine makers make their money from repair so there are different kind of contracts but all of them depend on the OWS and overhaul teams from the makers. Large customer like AA or FedEx does have their own facilities but as an extension of the maker's
Actually, the airlines sign two contracts. One with the airframe maker the other with an engine maker. Most planes have two engine options. When the sign the engine contract they get to pick from several types. They can buy the engines outright and are then responsible for maintenance, or they can pay „by the hour“ or sign a „fixed price agreement „. Big airlines like United or Lufthansa buy their engines and then repair them in house. . Smaller airlines either pay the engine maker for maintenance or go to a shop like United’s for work.
Although I support farmers' right to repair their equipment, but this is a very stup*d take. You are comparing people and companies, experienced technicians with admittedly one of the most hands on demographics, and jet engines with farm equipment.
That's right. And I still don't understand why a lot of people would throw shade on CNBC just because it has NBC in it's name. Meanwhile, from their documentaries to the Make It series, they're pumping so much useful content than all the right wing media combined. Not even close.
@@elaeiffel The Chinese are still having difficulty doing it. They're going with CFM for their initial lot of the Comac C919. And then there's their military engines, where they've been buying Russian engines while they sort out their production issues for their indigenous engines.
@@ypw510 I can tell you that the comac is not that good and leap 1-C is way behind 1-B and 1-A But you are right, they can't... yet. I was referring to the four makers listed on the video
Gas turbine blades are not made out of Titanium except in some compressor blades. All blades in the turbine are cast out of nickel based alloys including single crystal blades. The weak point in a casting is at the grain boundry, so by controlling the cooling process and growing the blade out of a single crystal, you can create a single crystal cast nickel blade without any grain boundries that maintains its strength a higher temperatures. The higher the turbine inlet temperature, the better the overall performance of the engine, so the single crystal blade gives you better performance and a longer turbine life.
I am in my A&P license prep and hopefully will join one of these engine overhaul shops soon. remember me in your prayers guys for a successful journey I will do the same.
AMT here of 40 years. Just remember you cannot rush Quality or Safety so don't let Management intimidate you it's your License not theirs. Also train yourself to be very attention to detail! Good Luck. Aviation has been very good to me. Cheers.
When I worked there at the jet shop, it was a beehive but they were also starting to offload jobs to China (because it was cheaper), then I went to work at the terminals and whenever I go back there a few years after, it was almost like a ghost building...so very quiet. I've been retired now for 4 years but I doubt if something has changed.
Running an airline isn’t cheap and it’s no surprise when one of them goes out of business. Having worked for four now defunct airlines, I’ve experienced it personally. When jet fuel prices go up, it’s even more challenging. No surprise that airlines have to increase fares every so often.
Personally i'm not against increasing fares for flights. In Europe i've taken tickets round trip for less than $30, there's no possible way of getting even break even at that price. There's no need to take such risks because low profit will eventually cause changes in the inspection and other testing needed for safety thus compromising it.
I work in private equity and as of 6yrs ago I stumbled onto my first MRO aviation inventory lot deal which was made up of CFM56-3 engine parts. As of today my entire focus is centered around parts deals, teardown deals and engine deals. It’s been a fantastic experience for our firm and our investors over the years. Amazing world.
When I volunteered for the Air Force during Vietnam, I was hoping to be placed in aircraft maintenance so I could get an A&E licence in civilian life, but ended up loading cargo airplanes instead. I finally ended with a B.S. in Mechanical Engineering thanks to the G.I. Bill when I got out so I got into a good career anyway.
Good video. One thing to keep in mind. Yes, to overhaul an engine is $5 to $10+ million. That in itself is a big amount, but considering these engines fly for years on these airplanes, think about the amount of revenue they generate for an airline. From that perspective, is not that expensive. Just take an airplane, use the average fare reported on an airline’s financial statement, multiply that times the reported load factor, and just figure out 270 days a year of the airplane flying, and see how much revenue one airplane with two engines generate. On the low end, one airplane has the potential to generate $30+ million a year. Is pretty interesting.
Perhaps the most extraordinary part of these engines’ stories is that today, when they are in flight they’re sending back constantly data to the companies that manufactured them. This is looked after by computer systems and any issues are passed up to human engineers to check out. This enables them to even contact pilots to tell them off issues with an engine during the flight. It enables them too to spot problems that need early preventative maintenance and parts replacements.
If one part fails the engine and perhaps the aircraft may be destroyed. Engines are interesting fun to work on because they're so demanding. Study how cooling air protects internal engine parts from heat which would otherwise melt them to slag. Jet fuel doesn't just "melt steel beams", it melts superalloys unless they're protected by an invisible and complex cooling air system which uses the (many, man tons) of air flowing through the engine.
Have you noticed the increasing use of the cliche "north of"? North of 200 days, or north of $30,000 etc. Is this expression dependent of which hemisphere you're in? For instance, in Australia do they say "south of"?
@@howardsimpson489 So, if you're "down-under" you consider yourselves such. I was wondering whether up and down might be relative to the hemisphere where one resides. If the use of cliches puts one in the "in crowd", I must be in the "out crowd" 🙂 But, thanks for taking the time to play with me.
I had a dream of an airliner stuck on the ground due to a lack of fuel, on it were a physicist and his young daughter, they began writing an equation on the inside of the fuselage to try and remedy the lack of fuel, it then proceeded down the runway and did a massive u-turn at the end, bypassing a fuel tanker that was parked there. I think the meaning of this dream is that there are other forms of powering aircraft (and maybe just power generally) that are yet to be discovered (1), and hopefully people are *supporting* the research of such technologies, beginning with the theory behind it (2). Perhaps there is an element of "family aptitude" when it comes to such matters as well, with child being liable to contribute by following in their learned parent's footsteps. I think an element of "desperate need" like being stranded in the dream may help *accelerate* the process by a stimulating a sense of urgency about the whole endeavour (3). Until then I think refurbishing present technology is important, including from an environmental point of view. 1. It might help to *articulate* things clearly, I think this is all ultimately energy but it manifests in various "forms of power", internal combustion is one form of power, thrust from a jet engine is another one, there are probably many others out there which are yet to be discovered. 2. I've had other dreams that may be relevant, such as Professor Einstein explaining the difference between classical mechanics which requires contact between physical points of matter to achieve motion (such as a wheel pushing against the ground), and his pure energy theory which doesn't. I saw a vehicle being at two different locations in "space-time" and the only difference seemed to be the "co-ordinates" at which it existed. I can't make sense of it all but I'm sure someone learned in that field can do so, maybe the energy is directly related to the co-ordinates, or maybe energy itself *has* co-ordinates, and you need to *factor* that in to move the vehicle using some form of power that doesn't burn anything. 3. I think this includes the fact that the planet is becoming increasingly toxic and very much dying from burning fossil fuels, important as that may have been to reach the present state of economic development. I think the *purpose* behind all of this is critical and if it is as benevolent as can be it might help to stimulate Scientific Wisdom. It should also help to hold scientific practitioners in high esteem, including by giving them *public acclaim* for their achievements. 100 years ago the most famous person on Earth was Professor Einstein, today it “isn’t that type of person of at all”.
I remember when a Narrowbody Jet Engine was 1 million and the crazy thing is, it wasn’t that long ago… now we are easily at 10 million +… pretty insane!
Fun Fact: one of the main reasons Southwest Airlines was so successful was due to the fact the only flew one plane type w the same engine type on every single plane. So mechanics only needed to train on one engine and can easily be transferred to assist in new location hitting the ground running. Parts were plentiful and easy to come by too. Not to mention their regional mindset w flights. But then again, in early 2000s SWA hedged their fuel prices successfully and paid about 50% less than their competitors, which lasted for about a decade.
@@TheBooban every1 wants newer more fuel efficient planes wtf u saying bro, that was the whole reason behind the 777X in the first place, they could have kept producing the old 777 if it wasnt the case
you missed the part where the airlines with the new engines are paying P&W for hours the engines are flying. the overhaul cost is then on the manufacturer.
You guys didn't mention the latest game changer in jet engines: the GE9X, the largest and most powerful commercial aircraft engine. Since GE's first announcement, all major jet engine manufacturers have been in an intense race to lead in this type of engine. I won’t dive into the tedious engineering details, but it’s important to note that jet engines are not only the most expensive part of an airplane-they're also a game changer for both manufacturers and operators. A new jet engine can transform a less attractive airplane into a long-range one, which is the extra mile all manufacturers are fighting for. For airplane operators, reducing jet fuel consumption-the most expensive component of a flight ticket-opens up new marketing niches. After all, an unoptimized set of jet engines can easily turn an entire flight unprofitable.
Worth mentioning that the (average, hourly) operating cost of fuel is a good 4-5x that of maintenance. Even if burning hotter demands more frequent overhauls, the fuel efficiency gains can be entirely economical.
What’s the actual story about why they’re so far behind? Did they just stop all work during the pandemic until demand surged? Cause that would make sense given how stupid corporations are.
It's a complicated story. Certainly part of it is pandemic related in that work certainly slowed during the period. Restrictions on in person work during lock downs etc. Also just so much less flying during the period that impacted engine maker revenue since most engines are now sold on a power by the hour maintenance contract with the OEM. However, the biggest longer term issue (which was covered in the story at a high level), is the new generation engines are requiring a lot more maintenance and part replacements. PW and RR both have had major issues with their latest generation of engines. Demand is exceeding supply.
Airlines and engine companies cannot find decent workers with experience as the aviation world has such a bad reputation of low pay and layoffs so they hire inexperienced workers which causes a lot of damage to the airplanes and components as pre Covid massive layoffs and older experienced mechanics left for other professions bottom line Bad management decisions as usual 😢
I'm always amazed that flights are as cheap as they are, the costs of running an airline, plus the money invested in building airport infrastructure is huge money. I don't know how it can be sustained at prices that beat driving the car in many cases.
And they put him saying there are 40-60 blades over video showing that there are clearly 100s of blades in an engine. Maybe he was talking about one disk.
@@mattmullett9521 yeah on a -7B the compressor spool alone has probably around 80/90 airfoils (although since those are on the "cool side" of the engine they aren't expensive) but the HPT1/2 will have at least another 60 blades each on them and those suckers are more than a car, and they almost always fall out at every OVHL.
This is a good, basic overview that the average viewer can grasp. These engines are precision devices, with tolerances that are miniscule. I wonder if AA has thought about expanding their business to take on more outside work, separate to their own?
Just had an engine shut down on takeoff in San Diego last week, past point of no return so we took off on one engine. Emergency divert to LAX…I want to see the maintenance records on that engine.
It's high time, engine manufacturing companies start diversifying their supply chains by allowing knowledge transfer to new emerging economies like India. Reasons being- 1) There is going to be huge domestic demand as number of flyers is only going to increase. 2) By allowing proper knowledge transfer for manufacturing in these sectors make us capable of developing an entire ecosystem for supplying to world
back in the 70s and 80s they had a company called Denalko They were selling engine parts and other structural plane parts that they have been refurbishing from older planes and selling them as new anybody who remembers those years remembers a lot of crashes. Many many planes went down due to faulty parts, it wouldn’t surprise me if they were doing the same thing again 60 minutes did a big story on it and I know all of this because my grandmother was one of the receptionist.
For the airlines that have repair capability its more knowing their aircraft will be flying no matter what where other smaller airlines could loose a flying aircraft due to maintenance. American, delta, united are ensuring they have zero issues which comes at a cost to run these facilities.
So we have hard to produce parts to be more fuel efficient, but because of the backlog, it forces them to keep running older machines. Sounds completely logical...
The problem is that the more efficient you try to make an engine, you are also equally more likely to have a catastrophic failure. The bigger the stakes, the bigger the loss
With all that being said, this means that the customer will pay higher for a ticket. The cost always gets past down to the customer. I don’t invest in airlines too risky.
I guess the work we've been doing in aviation engineering is paying off. In all seriousness the cost in aviation is highly inflated for parts, I'm just saying.
Everyone in the repair facility looked to be over 40. This speaks volumes about the younger generations and their lack of focus and lack of attention to detail.
Or the fact many manufacturing skills have been farmed out overseas so younger people don't want to enter an industry where they don't see a future, led by accountants who put profit over safety or quality
Also corrosive to the workforce is a mindset carry-over from exposure to the computer/consumer electronics industry that some failure is ok, expected, or can be tolerated to some extent. In aeronautics , failure is simply NOT an option….for any working part, person, or organization. Very high stakes enterprise.
@@T.S.-eo7my Yes, very high stakes. Many catastrophic accidents were caused by improper maintenance work performed in the interests of time savings or convenience.
Hey, CNBC, I am still waiting for an in dept story that looks at Airbus' bribery scandal, the WTO ruling against Airbus, and now I've learned, the EU's attempts to block maintenance companies from certifying for Boeing aircraft repair services within Europe. I also love how you have a story on airliner engines, mention Boeing and Airubs, take not one but two swipes at Boeing, then don't even mention the fact that Airbus A320neos and the A220's using the Pratt and Whitney Geared Turbofan engines are being routinely grounded for maintenance issues due to the engine's design. Every time you take a swipe at Boeing, I am going to bring that up. That being said, yeah, I used to fly these things and I worked closely with out maintenance staff, this is one hell of an industry, and its really the FAA's fault for it being so hard to get new parts (partially, by the thing with the British company plus the Chinese component issue proving why they are so hyper, I didn't say the FAA's reasons weren't justified). There are easier ways to get these parts, but until you get through the miles of red tape to get the certifications, its will be hard to do it. That being said...how many planes are up in the air per day and how many have engine problems? Clearly, something is working.
The numbers just don't really seem to make sense. Several billion dollars for a new engine. He said that singular as in one engine can run several billion dollars and take 15 years to pay itself off. Somebody's lying, being ripped off, scammed or something.
If the newer engines are costing more to maintain, are the fuel savings that much more? No point in saving $1M/yr in fuel, but you have to spend $6M to overhaul it every 5yrs?
The following idea provides a framework for a solar-powered aircraft that is both efficient and environmentally sustainable. The combined systems aim to use solar energy to power an advanced propulsion system that manipulates air to generate thrust without traditional fuel. Concept Overview: The idea is to create an aircraft that utilizes a solar-powered, electrically driven propulsion system capable of manipulating air (or ionizing it) to generate thrust. This propulsion system could operate using principles similar to MHD or electroaerodynamic (EAD) drives, potentially offering silent, efficient flight. How It Could Work: 1. Solar Energy Harvesting: - Flexible Solar Panels/Inductive Coating: The airplane's surface, including the wings and fuselage, would be covered with flexible solar panels or a solar inductive coating. These materials would capture sunlight and convert it into electrical energy throughout the flight. - Energy Storage: The harvested solar energy would be stored in advanced batteries or supercapacitors. These storage systems must be lightweight and capable of holding enough energy to power the aircraft's propulsion system and onboard systems. 2. Advanced Propulsion System: - Electroaerodynamic (EAD) Drive: The propulsion system could use high-voltage electrodes to ionize air around the aircraft and generate thrust through ion acceleration. Electric fields would accelerate the ions, creating a flow of air (thrust) without moving parts. - Magnetohydrodynamic (MHD) Drive Adaptation: Alternatively, the system could be based on MHD principles, where air is ionized and then accelerated using magnetic fields to produce thrust. This would create a similar effect to the fictional caterpillar drive from the film The Hunt for Red October but adapted for use in the atmosphere rather than underwater. 3. Thrust Generation: - Ion Acceleration: The propulsion system would accelerate the ionized air rearward, generating forward thrust. The system would work continuously, with the solar panels providing the necessary electricity to maintain air ionization and acceleration. - Supplementary Energy Usage: During periods of low solar availability (e.g., nighttime or cloudy weather), the system could draw on stored energy from the batteries or supercapacitors to maintain propulsion, ensuring continuous operation even when direct sunlight is unavailable. 4. Integrated Systems: - Energy Management: A sophisticated energy management system would regulate power distribution between propulsion, onboard systems, and energy storage. This system would optimize efficiency, ensuring maximum energy is available for thrust while maintaining sufficient reserves for critical systems. 5. Environmental Adaptation: - Adaptive Flight Systems: The aircraft could include adaptive control systems that optimize flight paths to maximize solar energy exposure. For instance, the aircraft might fly at altitudes or routes with more abundant sunlight, improving energy capture and efficiency. Potential Benefits: - Zero Emissions: The combined system would eliminate the need for fossil fuels, produce no direct emissions, and significantly reduce aviation's environmental impact. - Quiet Operation: Without traditional engines, the aircraft would produce significantly less noise, making it ideal for flights over populated areas. - Sustainability: Relying on solar power and advanced electric propulsion, the system would offer a sustainable and renewable approach to air travel and contribute to long-term environmental goals. - Longer Endurance: Continuous solar energy harvesting could allow the aircraft to achieve longer flight times, especially in regions with abundant sunlight. Challenges and Considerations: - Energy Density and Storage: Solar energy, while renewable, has low energy density compared to traditional fuels. To be viable for commercial aviation, the system would require highly efficient solar panels and advanced energy storage solutions. - Thrust Efficiency: Generating enough thrust to propel a large commercial aircraft using ionized air is a significant technical challenge. The system must produce sufficient force to overcome drag and maintain high speeds. - Weight and Materials: Integrating solar panels and advanced propulsion systems without significantly increasing the aircraft's weight is crucial. The materials used must be lightweight, durable, and efficient. - Weather and Night Operation: The system's reliance on solar energy may be less effective in cloudy conditions or at night. The aircraft would need robust energy storage or supplementary power sources to ensure continuous operation. Conclusion: Combining solar power with an advanced MHD-like or EAD propulsion system represents a bold and innovative approach to sustainable aviation. While the technology is still speculative and faces several significant challenges, it offers a vision of future air travel that is both environmentally friendly and efficient. Significant advancements in solar energy capture, energy storage, and propulsion technology are needed to realize this concept. However, with continued research and development, this could lead to a new era of aviation in which airplanes are powered primarily by renewable energy, using cutting-edge propulsion methods that do not rely on traditional fossil fuels.
Modern engine reliability is simply amazing. The fact that wide-bodies are successfully running transcontinental flights with only 2 engines shows how far aviation has come in the past 30 years
More interesting imo is the increased ETOPS rating enabling more direct routes.
@@m93sekthe fact that twin engine jets are now certified to fly 5.5 hours away from a diversion field is simply amazing, and gives them access to something like 95% of potential routes.
Really the only issue with ETOPS these days is the increased fuel burn on a single engine - one can count on everything else working just fine even if the failure was an un contained explosive engine failure.
People love to rag on Boeing these days but commercial aviation has reached a level of safety not even dreamed of just 20 years ago. Every year experienced multiple catostrophic crashes whereas now the last crash most people can probably mention is the 737 max, and that was over 5 years ago now.
It’s really a marvel of engineering. Commercial aviation has stalled in terms of speed and size advances but it sure had excelled with safety, fuel burn, and range.
and more importantly the fact that nowadays narrow body planes (such as the a321neo xlr) also have the capability to fly transcontinental which I find amazing
White american europeans technology like always in the history...
@@Bigbanggbig annnnnnnd there we go...
these engines are fascinating, when I worked at United in the parts warehouse I got the chance to talk with the maintenance techs and I definitely know that the parts are beyond expensive. a black box is about $48k, the main computer is near $1M, I've encountered parts that were small and cost thousands. incredible machines and engineering that go into it. kudos to the maintenance men and women.
I worked for a company that manufactured the equipment that melts and casts the superalloys and titanium for turbine blades. The equipment isn't cheap, the raw material inputs aren't cheap, the inspection is extensive. But it's such an important supply chain you need to have extreme confidence in the quality. This is why counterfeit parts are such an issue.
I hope the Chinese perfect this bussiness soon only then will we know the real cost of this parts and engines
The first problem I solved was a poorly designed hook for headphones when I worked as an engineer for aircraft company name redacted. The hook cost $1,400. That holds the pilot headphones. It wasn't even designed right. I tell you, getting aviation certification is probably what drives the cost, but planes are so expensive it's more about delivering on time than cost saving. And of course safety.
@CjMatthews-h2b downvoted you... rolls riyce is a car maker you fool...
@@williamwatitwa3534I don't Chinese engines will never be trustworthy quality over quantity
Your article failed to mention that there's an acute shortage of skilled aircraft technicians, and this will only be exasperated by the upcoming retirements. The average age of the United States Airframe and Powerplant technician is in the mid fifties. This is only the tip of the iceberg. How do I know? I am an A&P technician with forty years of experience and will be retiring shortly. Good luck.
Not to mention, with DEI criterias taking over, actual competence is going down the drain.
This is why Delta was never really affected by the Pratt & Whitney geared turbofan parts replacement issue. Delta is certified by Pratt & Whitney to do complete teardowns and rebuilds of engines, and that's why Delta was able to keep their A220-100 and A321neo fleet fully operational.
this is exactly what i thought about. On the other hand jetblue and airbaltic are suffering from the GTF PW engs
Maybe they should offer their services to other Airlines and make money from that advantage.
Be it in wet leases as long as other companies wait for a slot or even offering overhauls to other carriers.
Although as Delta I'd be more inclined to offer the wet leases on the other hand when the shortgage is finally over now they have overstock planes.
On the other hand they could purchase old Lufthansa A321s. Yes some of them are over 30 years old but I bet United wouldn't mind using them as long as the Max10 isn't delivered if it will be ever.
They might have their own shop but everyone flying the GTF depends on the same supplier and who gets priority depends on the type of contract they have with Pratt aftermarket support
It doesn't really matter who does the repairs. Everyone is in the same waiting line when it comes to spare parts.
Idk if you should trust maintenance by airlines. Many times their maintenance fails wrongly get blamed on the airplane manufacturers
CNBC doesnt stop bring us great content
Yes, they even have information from the future. Look at 1:14 - there is an article from September 12, 2024
Comac is the answer.
@@randomguy7175 LOL, even the Chinese use GE-Safran (CFM International) engines. Faceless wumaos trying to infiltrate comments to push CCP narratives. GTFO.
It always amazes me how interested I get in whatever they produce. This particular topic I'm genuinely interested in but then sometimes it's like "I didn't know I cared about soybean production in SE Asia but apparently I do"
@@krzysztof3546it’s a typo lol they meant 2023 you can find the article by googling it, everyone is human they make mistakes.
So jet-engine makers let Delta repair/overhaul freaking jet engines in-house, but John Deere won't let farmers repair tractors anymore?? US is so messed up.
I'm all for farmers fixing their equipment, but in this comparison it would be more like the pilots ovehauling the engines
Not really
Engine makers make their money from repair so there are different kind of contracts but all of them depend on the OWS and overhaul teams from the makers.
Large customer like AA or FedEx does have their own facilities but as an extension of the maker's
Actually, the airlines sign two contracts. One with the airframe maker the other with an engine maker. Most planes have two engine options. When the sign the engine contract they get to pick from several types. They can buy the engines outright and are then responsible for maintenance, or they can pay „by the hour“ or sign a „fixed price agreement
„.
Big airlines like United or Lufthansa buy their engines and then repair them in house. . Smaller airlines either pay the engine maker for maintenance or go to a shop like United’s for work.
The US? You mean corporations making their own decisions.
Although I support farmers' right to repair their equipment, but this is a very stup*d take. You are comparing people and companies, experienced technicians with admittedly one of the most hands on demographics, and jet engines with farm equipment.
The amount of substance and insight CNBC is getting in those videos is just impeccable. Hope that my videos reach this level of quality one day.
That's right. And I still don't understand why a lot of people would throw shade on CNBC just because it has NBC in it's name. Meanwhile, from their documentaries to the Make It series, they're pumping so much useful content than all the right wing media combined. Not even close.
Thanks CNBC for providing dense informational content instead of relying on hype and controversy for views - it’s really refreshing.
*AT ROLLS ROYCE* they GROW those blades as a single crystal of titanium - this is why its a LONG process
That is a pretty standard process now for all engine makers
Still impressice
@@elaeiffel
The Chinese are still having difficulty doing it. They're going with CFM for their initial lot of the Comac C919. And then there's their military engines, where they've been buying Russian engines while they sort out their production issues for their indigenous engines.
@@ypw510 I can tell you that the comac is not that good and leap 1-C is way behind 1-B and 1-A
But you are right, they can't... yet. I was referring to the four makers listed on the video
Gas turbine blades are not made out of Titanium except in some compressor blades. All blades in the turbine are cast out of nickel based alloys including single crystal blades. The weak point in a casting is at the grain boundry, so by controlling the cooling process and growing the blade out of a single crystal, you can create a single crystal cast nickel blade without any grain boundries that maintains its strength a higher temperatures. The higher the turbine inlet temperature, the better the overall performance of the engine, so the single crystal blade gives you better performance and a longer turbine life.
@@rocketscience777999 These were definitely titanium. The breakthrough they had perfected was growing them in titanium
Being a retired major airline A&P mechanic I thought this was a well done story, BRAVO CNBC. FLY NAVY!!!
I am in my A&P license prep and hopefully will join one of these engine overhaul shops soon. remember me in your prayers guys for a successful journey I will do the same.
😂😂😂 you will regret working in Aviation
Wish you all the best in your journey. Aviation is a very fascinating job
Americans heavily maintenance base in Tulsa will hire you in a heartbeat
You’re gonna need seniority to get into the engine shop. Won’t be for a long time!
AMT here of 40 years.
Just remember you cannot rush Quality or Safety so don't let Management intimidate you it's your License not theirs.
Also train yourself to be very attention to detail!
Good Luck.
Aviation has been very good to me.
Cheers.
United airline overhauls their engines too. Their SFO jetshop is huge and even has a F117 military contract to overhaul their C17 engines.
When I worked there at the jet shop, it was a beehive but they were also starting to offload jobs to China (because it was cheaper), then I went to work at the terminals and whenever I go back there a few years after, it was almost like a ghost building...so very quiet. I've been retired now for 4 years but I doubt if something has changed.
These videos are always so insightful and informative
Running an airline isn’t cheap and it’s no surprise when one of them goes out of business. Having worked for four now defunct airlines, I’ve experienced it personally. When jet fuel prices go up, it’s even more challenging. No surprise that airlines have to increase fares every so often.
Personally i'm not against increasing fares for flights. In Europe i've taken tickets round trip for less than $30, there's no possible way of getting even break even at that price. There's no need to take such risks because low profit will eventually cause changes in the inspection and other testing needed for safety thus compromising it.
you forgot to include the fat bonuses for CEOs
Comac from China is the future
@@randomguy7175 China has no clue about aerospace.
Hmmm maybe you're the reason they're going bankrupt if they keep flopping after you work there
I work in private equity and as of 6yrs ago I stumbled onto my first MRO aviation inventory lot deal which was made up of CFM56-3 engine parts. As of today my entire focus is centered around parts deals, teardown deals and engine deals. It’s been a fantastic experience for our firm and our investors over the years. Amazing world.
These guys really dig the expression "north of"
😂😂
Every time
I'm pretty sure I heard that phrase being uttered north of twelve times!
When I volunteered for the Air Force during Vietnam, I was hoping to be placed in aircraft maintenance so I could get an A&E licence in civilian life, but ended up loading cargo airplanes instead. I finally ended with a B.S. in Mechanical Engineering thanks to the G.I. Bill when I got out so I got into a good career anyway.
Good video. One thing to keep in mind. Yes, to overhaul an engine is $5 to $10+ million. That in itself is a big amount, but considering these engines fly for years on these airplanes, think about the amount of revenue they generate for an airline. From that perspective, is not that expensive. Just take an airplane, use the average fare reported on an airline’s financial statement, multiply that times the reported load factor, and just figure out 270 days a year of the airplane flying, and see how much revenue one airplane with two engines generate. On the low end, one airplane has the potential to generate $30+ million a year. Is pretty interesting.
Air travel today is limited to the customer by price so it is pretty important to keep price of tickets as low as possible
I would imagine A&Ps are just as hard to find as some of those parts.
Man this is crazy ass engineering man. These people are magicians. Literally. How tf lol
imagine the genius to design them in the first place
No one does aircraft maintenance better than Delta TechOps 💯
Perhaps the most extraordinary part of these engines’ stories is that today, when they are in flight they’re sending back constantly data to the companies that manufactured them. This is looked after by computer systems and any issues are passed up to human engineers to check out. This enables them to even contact pilots to tell them off issues with an engine during the flight. It enables them too to spot problems that need early preventative maintenance and parts replacements.
If one part fails the engine and perhaps the aircraft may be destroyed. Engines are interesting fun to work on because they're so demanding. Study how cooling air protects internal engine parts from heat which would otherwise melt them to slag. Jet fuel doesn't just "melt steel beams", it melts superalloys unless they're protected by an invisible and complex cooling air system which uses the (many, man tons) of air flowing through the engine.
Have you noticed the increasing use of the cliche "north of"? North of 200 days, or north of $30,000 etc. Is this expression dependent of which hemisphere you're in? For instance, in Australia do they say "south of"?
We antipodeans don't tend to use the term but know what it means, just "more than" but part of the 'in crowd'.
@@howardsimpson489 So, if you're "down-under" you consider yourselves such. I was wondering whether up and down might be relative to the hemisphere where one resides. If the use of cliches puts one in the "in crowd", I must be in the "out crowd" 🙂 But, thanks for taking the time to play with me.
Damn... Feel sorry for the airlines. It's gotta be rough to operate on razor-thin margins and dealing with these crazy expensive maintenance cost
Lol it is smoke screen about the "razor-thin" margins....
@@johndavolta3124
The margins are thin, which is why their profits at the moment come from their credit cards etc, not from ticket sales.
@@hugolindum7728 I don't buy it at all
Still cheaper tha bmw maintenance
Very well done report !
Flight 191 still haunts American to this day
You are the best trader I must say. I gained knowledge so much from your channel. Benefited so much. I will follow your videos, keep up the good work.
I love these videos please don’t stop making them!
FTAI has been one of the best performers in my portfolio this year, big potential in this space.
I had a dream of an airliner stuck on the ground due to a lack of fuel, on it were a physicist and his young daughter, they began writing an equation on the inside of the fuselage to try and remedy the lack of fuel, it then proceeded down the runway and did a massive u-turn at the end, bypassing a fuel tanker that was parked there. I think the meaning of this dream is that there are other forms of powering aircraft (and maybe just power generally) that are yet to be discovered (1), and hopefully people are *supporting* the research of such technologies, beginning with the theory behind it (2). Perhaps there is an element of "family aptitude" when it comes to such matters as well, with child being liable to contribute by following in their learned parent's footsteps. I think an element of "desperate need" like being stranded in the dream may help *accelerate* the process by a stimulating a sense of urgency about the whole endeavour (3). Until then I think refurbishing present technology is important, including from an environmental point of view.
1. It might help to *articulate* things clearly, I think this is all ultimately energy but it manifests in various "forms of power", internal combustion is one form of power, thrust from a jet engine is another one, there are probably many others out there which are yet to be discovered.
2. I've had other dreams that may be relevant, such as Professor Einstein explaining the difference between classical mechanics which requires contact between physical points of matter to achieve motion (such as a wheel pushing against the ground), and his pure energy theory which doesn't. I saw a vehicle being at two different locations in "space-time" and the only difference seemed to be the "co-ordinates" at which it existed. I can't make sense of it all but I'm sure someone learned in that field can do so, maybe the energy is directly related to the co-ordinates, or maybe energy itself *has* co-ordinates, and you need to *factor* that in to move the vehicle using some form of power that doesn't burn anything.
3. I think this includes the fact that the planet is becoming increasingly toxic and very much dying from burning fossil fuels, important as that may have been to reach the present state of economic development. I think the *purpose* behind all of this is critical and if it is as benevolent as can be it might help to stimulate Scientific Wisdom. It should also help to hold scientific practitioners in high esteem, including by giving them *public acclaim* for their achievements. 100 years ago the most famous person on Earth was Professor Einstein, today it “isn’t that type of person of at all”.
How high are you
A great report!
Excellent mini documentary!
I remember when a Narrowbody Jet Engine was 1 million and the crazy thing is, it wasn’t that long ago… now we are easily at 10 million +… pretty insane!
Fun Fact: one of the main reasons Southwest Airlines was so successful was due to the fact the only flew one plane type w the same engine type on every single plane. So mechanics only needed to train on one engine and can easily be transferred to assist in new location hitting the ground running. Parts were plentiful and easy to come by too. Not to mention their regional mindset w flights. But then again, in early 2000s SWA hedged their fuel prices successfully and paid about 50% less than their competitors, which lasted for about a decade.
This video content had me engaged every second. Bravo 👏
You have to wonder how the airline industry is sustainable. The cost to maintain these engines and keep us save is a lot of money
Lol published 2 hours after the Boeing 777 test flight news is some amazing timing
Lol yeah, the engine mounts cracked. The real reason airlines want to maintain the engines is because they don’t want new Boeing planes.
@@TheBooban every1 wants newer more fuel efficient planes wtf u saying bro, that was the whole reason behind the 777X in the first place, they could have kept producing the old 777 if it wasnt the case
SpaceX should explore the jet engine manufacturing industry. They would take over.
you missed the part where the airlines with the new engines are paying P&W for hours the engines are flying. the overhaul cost is then on the manufacturer.
Honeywell has that type of deal too, we call it MSA contracts - maintenance service agreement
Already using your broker’s site and seeing great results.🧨
When it comes to jet engine, US is KING
Pretty much GE Aerospace and Pratt & Whitney.
Excellent article by Erin Black.
I love jet engines.
Build them
At 1:15 the article is shown to have a published date of September 12, 2024 lol were getting articles from the future!
The newsbenders 😉
I feel comforted by the fact that someone was fishing parts out of a used yogurt container.
I paused the video because of that
I believe one of the used to be vanilla flavoured yoghurt
You guys didn't mention the latest game changer in jet engines: the GE9X, the largest and most powerful commercial aircraft engine. Since GE's first announcement, all major jet engine manufacturers have been in an intense race to lead in this type of engine. I won’t dive into the tedious engineering details, but it’s important to note that jet engines are not only the most expensive part of an airplane-they're also a game changer for both manufacturers and operators.
A new jet engine can transform a less attractive airplane into a long-range one, which is the extra mile all manufacturers are fighting for. For airplane operators, reducing jet fuel consumption-the most expensive component of a flight ticket-opens up new marketing niches. After all, an unoptimized set of jet engines can easily turn an entire flight unprofitable.
We love the GE9X
@@robertaries29749x gives me lots of headaches
@@robertaries2974 GE9X is not just the best, it's 100% American!
@@KenBarrChannel wait till you see R-R Ultrafan, now thats a game changer
This is why GE is where it is today, those maintenance contracts are big!
Much rather overhauled engine than a new engine with the way they cut corners to cut cost nowadays
Worth mentioning that the (average, hourly) operating cost of fuel is a good 4-5x that of maintenance. Even if burning hotter demands more frequent overhauls, the fuel efficiency gains can be entirely economical.
Thanks for sharing
Very VERY good story. Chock full of information
A very interesting video. I hope everyone is having a great day. Sheila Mink in New Mexico
What’s the actual story about why they’re so far behind? Did they just stop all work during the pandemic until demand surged? Cause that would make sense given how stupid corporations are.
It's a complicated story. Certainly part of it is pandemic related in that work certainly slowed during the period. Restrictions on in person work during lock downs etc. Also just so much less flying during the period that impacted engine maker revenue since most engines are now sold on a power by the hour maintenance contract with the OEM. However, the biggest longer term issue (which was covered in the story at a high level), is the new generation engines are requiring a lot more maintenance and part replacements. PW and RR both have had major issues with their latest generation of engines. Demand is exceeding supply.
Airlines and engine companies cannot find decent workers with experience as the aviation world has such a bad reputation of low pay and layoffs so they hire inexperienced workers which causes a lot of damage to the airplanes and components as pre Covid massive layoffs and older experienced mechanics left for other professions bottom line Bad management decisions as usual 😢
I'm always amazed that flights are as cheap as they are, the costs of running an airline, plus the money invested in building airport infrastructure is huge money. I don't know how it can be sustained at prices that beat driving the car in many cases.
HPT blades can be a lot more than $30K each
i think that such price is for a fan blade
And they put him saying there are 40-60 blades over video showing that there are clearly 100s of blades in an engine. Maybe he was talking about one disk.
@@mattmullett9521 yeah on a -7B the compressor spool alone has probably around 80/90 airfoils (although since those are on the "cool side" of the engine they aren't expensive) but the HPT1/2 will have at least another 60 blades each on them and those suckers are more than a car, and they almost always fall out at every OVHL.
No… not HPT blades only fan blades specifically for 7B
This is a good, basic overview that the average viewer can grasp. These engines are precision devices, with tolerances that are miniscule. I wonder if AA has thought about expanding their business to take on more outside work, separate to their own?
most jet engines are on a lease contract even the biz jets and you do not play with the FAA .
Just had an engine shut down on takeoff in San Diego last week, past point of no return so we took off on one engine. Emergency divert to LAX…I want to see the maintenance records on that engine.
All civil airliners tend to be Perf A anyway, so perfectly safe to take off following a failure of one engine
Fact: Only an Experienced Aircraft Mechanic can maximize the life of most Aircraft Engines and Jets.
Louis Rossman would like this video most likely
Composite blades will be interesting as the years roll by ….
It's high time, engine manufacturing companies start diversifying their supply chains by allowing knowledge transfer to new emerging economies like India. Reasons being-
1) There is going to be huge domestic demand as number of flyers is only going to increase.
2) By allowing proper knowledge transfer for manufacturing in these sectors make us capable of developing an entire ecosystem for supplying to world
back in the 70s and 80s they had a company called Denalko They were selling engine parts and other structural plane parts that they have been refurbishing from older planes and selling them as new anybody who remembers those years remembers a lot of crashes. Many many planes went down due to faulty parts, it wouldn’t surprise me if they were doing the same thing again 60 minutes did a big story on it and I know all of this because my grandmother was one of the receptionist.
I can learn a lot of things from this content. Thanks for sharing this.
For the airlines that have repair capability its more knowing their aircraft will be flying no matter what where other smaller airlines could loose a flying aircraft due to maintenance. American, delta, united are ensuring they have zero issues which comes at a cost to run these facilities.
So engine price is 10 million. And overhaul is 5bmillon ?
So we have hard to produce parts to be more fuel efficient, but because of the backlog, it forces them to keep running older machines. Sounds completely logical...
Didn't imagine that plane engines are such a problem for flight industry
Super 😍👍🏻
15 billion profit for GE basically for parts and maintenance, imagine how much cheaper flying would be if GE only made 7.5 billion
Numbers on overhaul are too low. An overhaul of a large turbofan for a widebody could run as much as $30 million.
low emission aero derived industrial gas turbines running pipe lines all over are not cheap either
I work with Detroit dd13 engines and I would love to work commercial airplane engines thinking about switching fields now
You should add egr coolers and def systems
The problem is that the more efficient you try to make an engine, you are also equally more likely to have a catastrophic failure. The bigger the stakes, the bigger the loss
Very interesting
I wish car engines would last 30 years 🥺
Im part of the designer engineering team at prat and whitey.
They solve one problem with creating a new one haha
With all that being said, this means that the customer will pay higher for a ticket. The cost always gets past down to the customer. I don’t invest in airlines too risky.
0:30 - I would have imagined jet engines have significantly more blades than he mentioned. 🤔
I wonder how much in house metal 3D printing they're using these days to cut costs.
Will the Aircraft Engineers actually doing the work see a fair percentage...? !
Clearly the answer is no
@@aizrh88 Oliver Twist Sir Can I have some more...
Absolutely not
I guess the work we've been doing in aviation engineering is paying off. In all seriousness the cost in aviation is highly inflated for parts, I'm just saying.
Everyone in the repair facility looked to be over 40. This speaks volumes about the younger generations and their lack of focus and lack of attention to detail.
Or the fact many manufacturing skills have been farmed out overseas so younger people don't want to enter an industry where they don't see a future, led by accountants who put profit over safety or quality
What.?
Also corrosive to the workforce is a mindset carry-over from exposure to the computer/consumer electronics industry that some failure is ok, expected, or can be tolerated to some extent. In aeronautics , failure is simply NOT an option….for any working part, person, or organization. Very high stakes enterprise.
@@T.S.-eo7my Yes, very high stakes. Many catastrophic accidents were caused by improper maintenance work performed in the interests of time savings or convenience.
Hey, CNBC, I am still waiting for an in dept story that looks at Airbus' bribery scandal, the WTO ruling against Airbus, and now I've learned, the EU's attempts to block maintenance companies from certifying for Boeing aircraft repair services within Europe. I also love how you have a story on airliner engines, mention Boeing and Airubs, take not one but two swipes at Boeing, then don't even mention the fact that Airbus A320neos and the A220's using the Pratt and Whitney Geared Turbofan engines are being routinely grounded for maintenance issues due to the engine's design. Every time you take a swipe at Boeing, I am going to bring that up. That being said, yeah, I used to fly these things and I worked closely with out maintenance staff, this is one hell of an industry, and its really the FAA's fault for it being so hard to get new parts (partially, by the thing with the British company plus the Chinese component issue proving why they are so hyper, I didn't say the FAA's reasons weren't justified). There are easier ways to get these parts, but until you get through the miles of red tape to get the certifications, its will be hard to do it. That being said...how many planes are up in the air per day and how many have engine problems? Clearly, something is working.
I think, arguably, the WINGS are the most important part of an airplane.
Airlines rent the engines. Pilots calculate power levels to save fuel and wear and tear on engines. No full throttle takeoffs
CNBC do a video on how jet engines are owned by banks , trust companies. They’re worth millions alone.
Woah, No mention of how P&W engine delays caused GoAir to go bankrupt!
The numbers just don't really seem to make sense. Several billion dollars for a new engine. He said that singular as in one engine can run several billion dollars and take 15 years to pay itself off. Somebody's lying, being ripped off, scammed or something.
Bo Durašinović legend from balkans❤❤❤
If the newer engines are costing more to maintain, are the fuel savings that much more? No point in saving $1M/yr in fuel, but you have to spend $6M to overhaul it every 5yrs?
I heard Boeing needs to discover complex problem of maintaing doors
Where my Honeywell Phoenix Sky Harbor Repair & Overhaul boyos at??
I think without the wings the plane fall out of the sky so that makes it more important than the engine 😉
the only thing I noticed from this is that American Airlines is using a harbor Freight US general toolbox 1:42
The following idea provides a framework for a solar-powered aircraft that is both efficient and environmentally sustainable. The combined systems aim to use solar energy to power an advanced propulsion system that manipulates air to generate thrust without traditional fuel.
Concept Overview:
The idea is to create an aircraft that utilizes a solar-powered, electrically driven propulsion system capable of manipulating air (or ionizing it) to generate thrust. This propulsion system could operate using principles similar to MHD or electroaerodynamic (EAD) drives, potentially offering silent, efficient flight.
How It Could Work:
1. Solar Energy Harvesting:
- Flexible Solar Panels/Inductive Coating: The airplane's surface, including the wings and fuselage, would be covered with flexible solar panels or a solar inductive coating. These materials would capture sunlight and convert it into electrical energy throughout the flight.
- Energy Storage: The harvested solar energy would be stored in advanced batteries or supercapacitors. These storage systems must be lightweight and capable of holding enough energy to power the aircraft's propulsion system and onboard systems.
2. Advanced Propulsion System:
- Electroaerodynamic (EAD) Drive: The propulsion system could use high-voltage electrodes to ionize air around the aircraft and generate thrust through ion acceleration. Electric fields would accelerate the ions, creating a flow of air (thrust) without moving parts.
- Magnetohydrodynamic (MHD) Drive Adaptation: Alternatively, the system could be based on MHD principles, where air is ionized and then accelerated using magnetic fields to produce thrust. This would create a similar effect to the fictional caterpillar drive from the film The Hunt for Red October but adapted for use in the atmosphere rather than underwater.
3. Thrust Generation:
- Ion Acceleration: The propulsion system would accelerate the ionized air rearward, generating forward thrust. The system would work continuously, with the solar panels providing the necessary electricity to maintain air ionization and acceleration.
- Supplementary Energy Usage: During periods of low solar availability (e.g., nighttime or cloudy weather), the system could draw on stored energy from the batteries or supercapacitors to maintain propulsion, ensuring continuous operation even when direct sunlight is unavailable.
4. Integrated Systems:
- Energy Management: A sophisticated energy management system would regulate power distribution between propulsion, onboard systems, and energy storage. This system would optimize efficiency, ensuring maximum energy is available for thrust while maintaining sufficient reserves for critical systems.
5. Environmental Adaptation:
- Adaptive Flight Systems: The aircraft could include adaptive control systems that optimize flight paths to maximize solar energy exposure. For instance, the aircraft might fly at altitudes or routes with more abundant sunlight, improving energy capture and efficiency.
Potential Benefits:
- Zero Emissions: The combined system would eliminate the need for fossil fuels, produce no direct emissions, and significantly reduce aviation's environmental impact.
- Quiet Operation: Without traditional engines, the aircraft would produce significantly less noise, making it ideal for flights over populated areas.
- Sustainability: Relying on solar power and advanced electric propulsion, the system would offer a sustainable and renewable approach to air travel and contribute to long-term environmental goals.
- Longer Endurance: Continuous solar energy harvesting could allow the aircraft to achieve longer flight times, especially in regions with abundant sunlight.
Challenges and Considerations:
- Energy Density and Storage: Solar energy, while renewable, has low energy density compared to traditional fuels. To be viable for commercial aviation, the system would require highly efficient solar panels and advanced energy storage solutions.
- Thrust Efficiency: Generating enough thrust to propel a large commercial aircraft using ionized air is a significant technical challenge. The system must produce sufficient force to overcome drag and maintain high speeds.
- Weight and Materials: Integrating solar panels and advanced propulsion systems without significantly increasing the aircraft's weight is crucial. The materials used must be lightweight, durable, and efficient.
- Weather and Night Operation: The system's reliance on solar energy may be less effective in cloudy conditions or at night. The aircraft would need robust energy storage or supplementary power sources to ensure continuous operation.
Conclusion:
Combining solar power with an advanced MHD-like or EAD propulsion system represents a bold and innovative approach to sustainable aviation. While the technology is still speculative and faces several significant challenges, it offers a vision of future air travel that is both environmentally friendly and efficient.
Significant advancements in solar energy capture, energy storage, and propulsion technology are needed to realize this concept. However, with continued research and development, this could lead to a new era of aviation in which airplanes are powered primarily by renewable energy, using cutting-edge propulsion methods that do not rely on traditional fossil fuels.
Was it Delta that said the JT8D was cheaper to overhaul than a CFM56?
Just don’t make the blades expensive 🤷🏽♂️