Check out my articles related to these topics: aeroxplorer.com/articles/spirit-airlines-hit-with-engine-issues-amid-revenue-struggles.php aeroxplorer.com/articles/the-challenges-with-pratt-&-whitneys-pw1100g-engines.php
Recently, Boeing has been getting blamed for their share of engine issues, from the Trent 1000 issues affecting Air New Zealand to the compressor stalls on an Atlas 747-8 and Air Canada 777. The dominant take on these engines is “Boeing is responsible for supplier quality, they should’ve been more careful with choosing and vetting the engine manufacturers”, while not criticizing GE and RR as much as Boeing. In 2019 and 2020, we have even seen airline execs from Virgin Atlantic and Norwegian blame Boeing for the Trent 1000 issues, Norwegian even sued Boeing for that without even listing RR as the co-defendant in 2020. In this context, we should cut PW some slack and start pointing pitchforks at Airbus for the PW issues, in order to make things even, and to demonstrate what the logic behind blaming Boeing for engine issues looks like.
My grandfather spent a handful of decades working with General Electric, and recently he talked to a friend of his who also worked there about this particular engine. His response was “we tried developing an engine like that, but while researching we found so many issues with the design we never bothered developing one.” This is one of those engineering designs that on paper, Is brilliant. But in practice it’s just too impractical.
The issue that PW is having has nothing to do with it being a geared engine. It has to do with quality issues of turbine disks and compressor rotors. Also, Honeywell (previously Garrett) has been building geared turbofans for about 5 decades now. So assume that your grandfathers friend was not quite correct in his statement. As an aside, GE attempted to purchase (at the time Garrett) to get their hands on the geared fan design.
@Blank00 Airbus have been getting a lot of stick regarding the P&W GTF. However, engine issues are often not Boeing’s or Airbus' fault, somtimes they aren't even their responsibility. While they may attach the engines, their contract is often only for the airframe, the engines being supplied under a separate contract with the engine manufacturer. I can't remember the parties involved, but not too long ago, a contract for quite a few aircraft was cancelled simply because the airline was unable to negotiate a mutually acceptable deal with the engine manufacturer.
I still remember Qatar airways was supposed to be a launch customer of A320neo but Akber Al baker rejects delivery of A320neo because the engines isn’t tested at high temperatures situation and CFM LEAP engines wasn’t certified yet, after 8 years he was right about PW GTF engine and choosing CFM LEAP instead
I figured if those PW1000 series engines on the A320NEO family, the A220s, and E195-E2 were brand spanking new, sometimes they’d have technical difficulties. I’m glad it doesn’t seem major. I mean ever since the Boeing 737MAX family first got started, 2 crashes happened involving that aircraft causing Boeing to ground all 737MAX aircraft. Could Airbus and Embraer have to temporarily ground all their NEO PW1000 engine equipped aircraft temporarily? I really like how quiet and fuel efficient these engines are.
As Boeing searches for Calhoun’s replacement, they should not be looking at anyone from PW. Edit: Boeing's new CEO is from Collins. Hopefully he neither influence nor was influenced by PW considering that PW and Collins has been under the same parent conpany since 2018
Sure seems like they could have pretty much fixed all the problems by now. The engine has been in production for about 8 years although they haven't had any crashes as a result of the GTF engine.
Honestly, the shear amount of airlines that use the PW1100G compared to the CFM Leap 1A is so significant that I feel like the PW engine must have been cheaper or something cause only a few have chosen the latter CFM. GE engines are really reliable so maybe the PWs need less maintenance or something? I’m not sure but there has to be a reason why so many airlines keep choosing this problematic engine and not go the safe route with the CFM.
Rolls Royce is developing their own GTF engine and I'm sure GE is too. That is the future because they are more efficient if they can ever get them perfected.
Sadly they’ve gotten screwed over by RR. They arguably have it worse because unlike Airbus, Boeing got a lot of blame for the Trent 1000 issues, Norwegian Air even filed a lawsuit on Boeing in 2020 for the Trent 1000 issues
1:05 - better learn your turbine engines author, most modern turbine engines DO NOT use a single shaft that connects everything, its even in your own diagram.
The author states the problem was present in engines built between 2015 to 2021, but did not fully explain the nature of the problem nor the steps P & W took to resolve the issue. Feels like a hatchet piece. Is he shorting their stock?
Check out my articles related to these topics:
aeroxplorer.com/articles/spirit-airlines-hit-with-engine-issues-amid-revenue-struggles.php
aeroxplorer.com/articles/the-challenges-with-pratt-&-whitneys-pw1100g-engines.php
Recently, Boeing has been getting blamed for their share of engine issues, from the Trent 1000 issues affecting Air New Zealand to the compressor stalls on an Atlas 747-8 and Air Canada 777. The dominant take on these engines is “Boeing is responsible for supplier quality, they should’ve been more careful with choosing and vetting the engine manufacturers”, while not criticizing GE and RR as much as Boeing. In 2019 and 2020, we have even seen airline execs from Virgin Atlantic and Norwegian blame Boeing for the Trent 1000 issues, Norwegian even sued Boeing for that without even listing RR as the co-defendant in 2020. In this context, we should cut PW some slack and start pointing pitchforks at Airbus for the PW issues, in order to make things even, and to demonstrate what the logic behind blaming Boeing for engine issues looks like.
The Atlas 747-8 engine issue was the result of improper third-party maintenance.
My grandfather spent a handful of decades working with General Electric, and recently he talked to a friend of his who also worked there about this particular engine. His response was “we tried developing an engine like that, but while researching we found so many issues with the design we never bothered developing one.”
This is one of those engineering designs that on paper, Is brilliant. But in practice it’s just too impractical.
The issue that PW is having has nothing to do with it being a geared engine. It has to do with quality issues of turbine disks and compressor rotors. Also, Honeywell (previously Garrett) has been building geared turbofans for about 5 decades now. So assume that your grandfathers friend was not quite correct in his statement. As an aside, GE attempted to purchase (at the time Garrett) to get their hands on the geared fan design.
@Blank00 Airbus have been getting a lot of stick regarding the P&W GTF.
However, engine issues are often not Boeing’s or Airbus' fault, somtimes they aren't even their responsibility.
While they may attach the engines, their contract is often only for the airframe, the engines being supplied under a separate contract with the engine manufacturer.
I can't remember the parties involved, but not too long ago, a contract for quite a few aircraft was cancelled simply because the airline was unable to negotiate a mutually acceptable deal with the engine manufacturer.
I still remember Qatar airways was supposed to be a launch customer of A320neo but Akber Al baker rejects delivery of A320neo because the engines isn’t tested at high temperatures situation and CFM LEAP engines wasn’t certified yet, after 8 years he was right about PW GTF engine and choosing CFM LEAP instead
I figured if those PW1000 series engines on the A320NEO family, the A220s, and E195-E2 were brand spanking new, sometimes they’d have technical difficulties. I’m glad it doesn’t seem major. I mean ever since the Boeing 737MAX family first got started, 2 crashes happened involving that aircraft causing Boeing to ground all 737MAX aircraft. Could Airbus and Embraer have to temporarily ground all their NEO PW1000 engine equipped aircraft temporarily? I really like how quiet and fuel efficient these engines are.
As Boeing searches for Calhoun’s replacement, they should not be looking at anyone from PW.
Edit: Boeing's new CEO is from Collins. Hopefully he neither influence nor was influenced by PW considering that PW and Collins has been under the same parent conpany since 2018
Sure seems like they could have pretty much fixed all the problems by now. The engine has been in production for about 8 years although they haven't had any crashes as a result of the GTF engine.
Honestly, the shear amount of airlines that use the PW1100G compared to the CFM Leap 1A is so significant that I feel like the PW engine must have been cheaper or something cause only a few have chosen the latter CFM. GE engines are really reliable so maybe the PWs need less maintenance or something? I’m not sure but there has to be a reason why so many airlines keep choosing this problematic engine and not go the safe route with the CFM.
The reason is efficiency
Rolls Royce is developing their own GTF engine and I'm sure GE is too. That is the future because they are more efficient if they can ever get them perfected.
All I can say is Boeing is lucky they didn’t use the PW GTF on the 737 max
Sadly they’ve gotten screwed over by RR. They arguably have it worse because unlike Airbus, Boeing got a lot of blame for the Trent 1000 issues, Norwegian Air even filed a lawsuit on Boeing in 2020 for the Trent 1000 issues
Looking at the PW GTF A21N operators like UA and F9 looks like they're going for Leap-X
Bit didn’t Frontier just switch to PW from CFM?
I did not know about this thanks also nice vid
You have to maintain your engine timely so it is standing strong as needed.
how in christs name does that have anything to do with poor metallurgy on the part of the OEM?
@@ghostrider-be9ekwe should not be afraid of things doesnt happen yet!
@@eduardodaquiljr9637 OK AI/bot
1:05 - better learn your turbine engines author, most modern turbine engines DO NOT use a single shaft that connects everything, its even in your own diagram.
The author states the problem was present in engines built between 2015 to 2021, but did not fully explain the nature of the problem nor the steps P & W took to resolve the issue. Feels like a hatchet piece. Is he shorting their stock?
CFM >>> P&W