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COMMERCIAL ENGINES
2011
IN ASSOCIATION WITH
To see
where a new
engine will
take you,
look at where it
came from.
LEAP
History alone makes the LEAP engine the right choice for the A320neo. No other engine manufacturer equals the record of CFM* in developing and
seamlessly introducing technology and innovation. Or matches its legendary reliability. The LEAP engine is the next generation. Offering 15% lower
fuel consumption and 15% lower CO2 emissions than the engines it will replace. See history repeat itself. Visit www.cfm56.com/leap
*CFM, LEAP and the CFM logo are all trademarks of CFM International, a 50/50 joint company of Snecma and General Electric Co.
FOREWORD
FOREWORD
2011 promises to be a landmark year for commercial engines
across both single-aisle and widebody sectors as market battles play out and development intensies.
Finally, this year has marked the debut for an all-new turbofan
developed by CFM partner Snecma in association with Russian engine maker NPO Saturn. The 13,500-17,500lb thrust
SaM146 turbofan entered service on the 100-seat Sukhoi
Superjet in April 2011 with Armavia, and is also now being
deployed by launch operator Aeroot on its Russian domestic
network.
FLIGHTGLOBAL INSIGHT
TREVOR MOUNTFORD: MANAGER
ANTOINE FAFARD: ANALYST
AIRLINE BUSINESS
MAX KINGSLEY-JONES: EDITOR
Airbus
CONTENTS
ENGINE MARKET SHARE
Power players
10
NEW ENTRANTS
Bombardier, Comac & Irkut
13
COMMERCIAL ENGINES
CFM International
Engine Alliance
General Electric
International Aero Engines
Pratt & Whitney
Rolls-Royce
15
17
18
20
21
23
AT A GLANCE
Overview of commercial engines currently in operation
25
CFM International
IAE
General Electric
Rolls-Royce
Engine Alliance
Pratt & Whitney
Undecided
Backlog*
Units Share
2010 deliveries
Units
Share
1,162
336
188
154
44
32
60.6%
17.5%
9.8%
8.0%
2.3%
1.7%
6,038
2,002
1,734
2,392
428
146
1,648
42.0%
13.9%
12.1%
16.6%
3.0%
1.0%
11.5%
CFM International
International Aero Engines
General Electric
Rolls-Royce
Engine Alliance
Pratt & Whitney
Undecided
Units x1,000
8
4,839
Airbus
Boeing
7
6
5
4
2,461
Total = 5,730
Total = 10,045
2
1
0
1,619
2,636
CFM
International
Airbus
19
Engine
Alliance
91
1,035
1,761
441
General
Electric
International
Aero Engines
382
Pratt &
Whitney
491
Rolls-Royce
Data at 31 December 2010 (excludes corporate and military operators and parked aircraft)
SOURCE: Flightglobal Insight analysis using ACAS database
2010 deliveries
Backlog*
43.3%
56.7%
21.9%
36.2%
42%
Total deliveries = 388
CFM International
Undecided
General Electric
Pratt & Whitney
Rolls-Royce
Undecided
11
14
59
TOTAL
84
Backlog*
Units
Share
Share
13.1%
16.7%
70.2%
17
65
224
37
5.0%
19.0%
65.3%
10.8%
343
NOTES: *At 31 December 2010. Excludes corporate and military operators. Source: Flightglobal
Insight analysis using ACAS database.
2010 deliveries
Units
Share
Engine Alliance
Rolls-Royce
Undecided
11
7
TOTAL
18
Backlog*
Units
61.1%
38.9%
Share
107
67
18
55.7%
34.9%
9.4%
192
NOTES: *At 31 December 2010. Excludes corporate and military operators. Source: Flightglobal
Insight analysis using ACAS database.
2010 deliveries
Units
Share
General Electric
Pratt & Whitney
Undecided
11
1
TOTAL
12
91.7%
8.3%
Backlog*
Units
Share
37
6
7
74.0%
12.0%
14.0%
50
NOTES: *At 31 December 2010. Excludes corporate and military operators. Source: Flightglobal
Insight analysis using ACAS database.
Units
787 BACKLOG
The backlog for the Boeing 787 totalled 846 at the end of 2010.
General Electrics GEnx and Rolls-Royces Trent 1000 engine
split was 44.7% and 29.6% respectively, with an additional
25.8% still undecided at this point.
Market share
25.8%
44.7%
General Electric
Rolls-Royce
*!#('%#** ,%#4*#+
2.6%
!#('%#** ,$%(!
54%
12.4%
43.4%
52.3%
35.1%
(,%%#4*#+ = 234
2'*%%,*#
0.2%
*,,"#,'/
(,%$%(! = 1,022
(%%+1(/
(5*3,
(&*#*'&**
, (*0*&(**+ (*
(&*#*#'%-#'!*#+(&&**#,+-#+"#'-$"(#,
&*
#'%-#'!'
.%-+(*)(*,'&#%#,*/()*,(*+
%#!",!%(%'+#!",'%/+#+-+#'!,+
Max Kingsley-Jones/Flightglobal
their eet of 214 MD-80s which are all powered by the JT8D.
The Southwest Airlines 737 eet consists of 551 CFM56-tted
aircraft (prior to the acquisition of AirTran), while the United
Airlines mixed eet of 359 aircraft is powered by either Pratt &
Whitney or IAE powerplants.
The majority of cargo operator FedEx Expresss eet is powered
by GE and Pratt & Whitney engines, but the carrier also operates
24 Boeing 757s powered by the Rolls-Royce RB211.
Continental Airlines eet of 229 737s makes up CFMs majority
market share. followed by Rolls-Royce and GE. US Airways
eet is also dominated by CFM engines for their 737 and A320
family eet. But an additional 106 A320s are powered by the IAE
LEADING OPERATORS
Operator (total active eet)
Country
USA
Engine manufacturer
Active eet
Number of engines
419
870
CFM International
209
418
General Electric
70
140
24
48
16
214
428
Rolls-Royce
171
342
CFM International
152
304
Rolls-Royce
American Airlines (610)
USA
General Electric
Southwest Airlines (551)
USA
USA
USA
73
146
CFM International
551
1,102
207
462
152
304
General Electric
190
493
142
375
24
48
229
458
61
122
Rolls-Royce
Continental Airlines (338)
USA
CFM International
Rolls-Royce
General Electric
US Airways (326)
USA
48
96
CFM International
169
338
106
212
Rolls-Royce
32
64
General Electric
10
20
18
LEADING OPERATORS
Operator (total active eet)
Country
Engine manufacturer
Active eet
Number of engines
China
CFM International
142
284
125
250
Rolls-Royce
29
58
General Electric
15
30
Germany
CFM International
10
24
157
366
48
96
Rolls-Royce
44
146
29
116
Ryanair (272)
Ireland
General Electric
CFM International
272
544
China
CFM International
191
394
Rolls-Royce
35
70
23
64
France
CFM International
General Electric
Engine Alliance
China
EasyJet (174)
UK
USA
UK
30
348
86
198
16
178
366
34
68
Rolls-Royce
28
66
CFM International
GE Aircraft Engines
British Airways (225)
15
158
14
Rolls-Royce
90
280
82
164
General Electric
30
60
CFM International
23
46
115
257
General Electric
62
159
Rolls-Royce
40
80
CFM International
174
348 gg
CONTINUES
The eet for Ryanair consists of 272 737s while EasyJet primarily
LEADING OPERATORS
Operator (total active eet)
Country
Engine manufacturer
Active eet
Number of engines
Japan
General Electric
90
200
30
60
CFM International
30
60
General Electric
65
130
Rolls-Royce
59
138
Engine Alliance
15
60
Emirates (147)
CFM International
TAM Linhas Aereas (144)
Brazil
Canada
32
164
CFM International
35
70
13
26
General Electric
12
24
Rolls-Royce
Air Canada (142)
8
82
CFM International
86
172
General Electric
41
82
Rolls-Royce
16
14
Source: Flighglobal ACAS (1 April 2011). Active eet for narrowbody and widebody mainline aircraft in passenger, freighter, combi and quick change role.
EUROPE
1,847
1,380
629
481
435
4,772
CFM
GE
IAE
Rolls-Royce
Pratt & Whitney
Engine Alliance
TOTAL
2,714
514
447
438
344
4
4,461
SOUTH AMERICA
NORTH AMERICA
CFM
Pratt & Whitney
GE
Rolls-Royce
IAE
TOTAL
CFM
Pratt & Whitney
GE
IAE
Rolls-Royce
TOTAL
436
271
202
80
14
1,003
MIDDLE EAST
GE
CFM
Rolls-Royce
IAE
Pratt & Whitney
Engine Alliance
TOTAL
227
199
159
104
86
15
790
ASIA-PACIFIC
328
218
51
36
34
667
CFM
IAE
GE
Pratt Whitney
Rolls-Royce
TOTAL
2,035
655
555
530
440
4,215
NEW ENTRANTS
Bombardier, Comac & Irkut
For airlines in the market for a mainline narrowbody jet,
things have suddenly become interesting. In the past year,
the choice of suppliers has more than doubled.
Until now, that is. Bombardier, along with aircraft manufacturers in China and Russia, all have new-generation narrowbodies targeted at the mainline sector in development,
and all of them have signed up customers. If they beat the
odds and keep to schedule, these new jets should become
realities over the next three to ve years.
Bombardier was the rst to step up, with its all-new CSeries
powered by Pratt & Whitneys PW1000G geared turbofan,
which was launched in 2008. Despite slow sales and
doubts in some quarters about Bombardiers ability to go up
against the big two the 110 to 145-seater is already making its presence felt. Airbus, which launched its A320 New
Engine Option (Neo) in December, has publicly stated that a
desire to stop the CSeries was one of the criteria that drove
the move.
The industry is waiting to see what Boeing does in response
to Neo, CSeries and the emerging manufacturers. It has
been evaluating a possible re-engining of the 737, but has
given strong indications that it will concentrate on developing
an all-new single-aisle jet.
Serious Threat
But while the new Canadian twinjet could
be an irritant, it is the national projects,
as one Boeing executive once described
them, coming from Russia and, more signicantly, China, that arguably represent
the more serious threat to Airbus and Boeings equilibrium in the long term.
The two countries state-run manufacturers
Bombardier CSeries
Comac C919
Irkut MS-21
110-145
P&W PW1400G
2,950
Late 2013
90
150
CFM Leap-X
3,000
2016
100*
150-210
P&W PW1500G
2,700-2,970
2016
180*
has a nal assembly line in the country, which will be producing at least four A320s a month. The two rivals combined
backlog from Chinese airlines stands at around 670 units
or 10% of their total orderbook, but the C919 threatens to
dent their prospects of cleaning up among the airlines from
now on.
Comac signalled its intent to grab a share of the business
at the Zuhai air show last year when the rst C919 customers were announced. These comprised Air China, China
Southern Airlines, China Eastern Airlines, Hainan Airlines,
Chinese lessor CDB Leasing Company (CLC) and US lessor GECAS (sister company to GE Aircraft Engines, which
is a partner in Leap-X builder CFM International). Between
them they signed for 100 orders and options.
In Flightglobal Insights recently published Commercial Fleet
Forecast (CFF) 2011-2030, which was produced in association with Achieving the Difference, it predicts demand from
China for 3,700 passenger aircraft in the 121- to 200-seat
category, covering both replacement and growth requirements. Of these, it forecasts that more than 20% or 700
units will be of Chinese origin.
Like Airbus four decades ago, the new entrants know they
need to break into the overseas markets to really enjoy success, but as Toulouse found out, achieving this is not simply
about creating a competitive product.
Sukhoi success
The Sukhoi Superjet regional jet has had some international
success, helped by the fact that its Russian builder has tied
up with Italys Alenia Aeronautica to boost its credibility
and in-service support capability on the global stage. The
company is pitching its 100-seater at Delta Air Lines requirement for up to 200 new narrowbodies, but most observers
see this as a very long shot.
Ryanair recently indicated that not only was it now big
enough to break the low-cost carriers single-type eet rule
but more controversially that it might be interested in the
Chinese and Russian types.
But any lower cost of ownership benet a deal with Comac
or Irkut might bring, must be weighed up against several basic risks.
Aircraft type
Option 1
Option 2
Option 3
Aircraft model
Option 1
Option 2
Airbus A330
CF6
PW4000
Trent
Airbus A318
CFM56
PW6000
Airbus A380
GP7200
Trent
Airbus A319
CFM56
V2500
Boeing 767
CF6
PW4000
Airbus A320
CFM56
V2500
Airbus A321
CFM56
V2500
Airbus A320neo
Leap-X
PW1100G
Boeing 777
GE90
PW4000
Boeing 787
GEnx
Trent
Trent
COMMERCIAL ENGINES
Overview by manufacturer
CFM INTERNATIONAL
CFM International is a 50-50 joint venture between General Electric and Snecma founded in
1974. The company is most famous for building
the CFM56 turbofans, en engine that now powers more than 8,500 commercial and military
aircraft including the Airbus A320 and Boeing 737. More
than 22,000 CFM56s have been built since its introduction
into the market.
The core engine is derived from the F-100 turbofan developed by GE for military applications. The CFM56 rst ran
at the Evendale plant of GE on 20 June 1974 and rst production models installed in a re-engined DC-8-70 airframe
entered service in April 1982.
DC-8 aircraft have been retrotted with the CFM56 turbofan since
1982. The engine is now the leading powerplant on the worlds
commercial narrowbodies
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The Leap-X has also been selected by Chinas Comac for its
C919, a 168-190 passenger single-aisle twinjet. It will be the
largest commercial airliner ever designed and built in China.
Its rst ight is expected to take place in 2014, with initial
deliveries scheduled for 2016.
Operators can expect double-digit fuel burn improvement
compared to current production CFM56 engines. Noise levels will also be cut in half and NOx levels will meet CAEP/6
requirements with a 50% margin. These advances will come
even as the Leap-X inherits the unsurpassed reliability and
The Leap-X will have 18 blades
ENGINE ALLIANCE
Engine Alliance is a 50-50 joint venture between General Electric and Pratt & Whitney
which was formed in 1996. The GP7200 engine came into service in 2008 on the Airbus A380 and is
one of the two powerplant options for this aircraft.
The main application for Engine Alliances rst engine was
originally the Boeing 747-500/600X projects, before these
were cancelled owing to lack of demand from airlines. The
GP7200 was designed for the A380.
The GP7000 family is derived from the GE90 and PW4000
families. It is built on the GE90 core and the PW4000 low
spool heritage.
The GP7200 is certicated at thrusts of 76,500lb (340kN)
and 81,500lb (363kN).
www.flightglobal.com/datasets
Commercial Engines 2011 | Flightglobal Insight | 17
GENERAL ELECTRIC
General Electrics aerospace division is called
GE Aviation which is part of GE Technology
Infrastructure, itself part of the conglomerate
General Electric. GE Aviation previously operated under the
name of General Electric Aircraft Engines (GEAE) until September 2005.
The General Electric Company built its rst turbine engine
in 1941 when it began development of Whittle-type turbojets
under a technical exchange arrangement between the British and American governments.
GEs rst entry into the civil engine market was in the late
1950s with a commercial version of the J79 designated
CJ805. In 1967 GE announced the development of the CF6
high-bypass turbofan for future widebody airliners.
GEs presence in the widebody engine market has expanded
consistently in volume since the early 1970s. The manufacturer now powers the largest proportion (48%) of the active
commercial widebody eet worldwide.
CF6
The CF6 engine has been a dominant force in aviation for
decades. It entered the commercial widebody market in
1971 on the DC-10 and is currently also in-service on the
747, 767, A300, A310, A330 and MD-11. The CF6-80C2
(military designation: F103) was selected to re-engine the
C-5 RERP.
The engine family has compiled more than 325 million ight
hours with more than 260 customers since it entered commercial revenue service.
GE90
The GE90 turbofan series are physically the largest engines
in aviation history. It was specically designed for the Boeing
777 and was introduced in 1995. It was originally certicated
at 84,700lb thrust.
CF34
The CF34 turbofan is a deriative of the GE TF34 which powers the US Air Force A-10 and US Navy S-3A. The CF34 is
used on regional jets including the Bombardier CRJ series,
the Embraer E-Jets and the Chinese Comac ARJ21 which is
currently under development.
GEnx
The GEnx (General Electric Next-generation) is the successor to the CF6 and is based on the GE90s architecture.
Although IAE promises smaller fuel burn cuts than nextgeneration engines (Leap-X and PW1000G), the SelectTwo
shows that the joint venture is committed to providing substantial support and continued investment in the V2500.
The core and low-pressure spool of the two-shaft V2500 is
left untouched by the upgrade. SelectTwo comprises a software upgrade for the electronic engine control and a new
data entry plug.
The Pratt & Whitney PW1100G geared turbofan was selected by Airbus to power the re-engined A320neo after the
manufacturer and Rolls-Royce failed to reach an agreement
to offer the engine jointly through the IAE venture.
Members of the IAE consortium have agreed to extend their
partnerships to 2045 despite philosophical differences on
the design of future engines.
PW2000
The company developed the PW2000 for the Boeing 757 in
order to compete with the RB211 and was rst delivered in
1984. It has a thrust range from 37,000 to 43,000lb.
PW4000
The PW4000 was built as the successor to the JT9D in the
high thrust engine market. The engine has a certicated
thrust ranging from 52,000 to 90,000lb. It was rst delivered
in 1987, it is now tted on the 747, 767, 777, A300, A310,
A330 and MD-11.
PW6000
The high-bypass PW6000 turbofan was designed for the Airbus A318 and was rst delivered in 2007 after development
delays. It has a design thrust range of 18,000 to 24,000lb.
The PW6000 currently powers a total of 15 A318s, 12 of
which are operated by LAN Airlines and three by LAN Ecuador. Overall, the engine has a small market share and no
order has been placed since its last deliveries in 2008.
PW1000G
PW1000G is the designation for Pratt & Whitneys new highbypass geared turbofan. It was known as the Advanced
Technology Fan Integrator (ATFI). The engine has been in
development for many years as the manufacturer invested
more than $1 billion in the technology.
ROLLS-ROYCE
Rolls-Royce was founded in 1906 by Henry Royce
and Charles Rolls, and produced its rst aircraft engine in
1914.
Rolls-Royce has produced commercial jet engines since the
1950s with the Avon for the de Havilland Comet and the
Sud Aviation Caravelle. The Conway engine came to prominence in the early 1960s and was tted to the 707, DC-8
and the Vickers VC10. The Spey engine was also produced
in the 1960s and designed for the BAC One-Eleven and the
three-engined Hawker Siddeley Trident.
RB211
The RB211 came into service in 1972 on the Lockheed
L-1011 TriStar aircraft. It also powers the 747, 757, 767 and
Tu-204 aircraft. The RB211-535 was rst delivered on the
757 in 1982.
Tay
Derived from the the Spey, the next addition to the RollsRoyce family of engines was the Tay which was rst run in
1984. The Tay family powers on the Fokker 70 and 100 regional jets as well as business jets including the Gulfstream
IV family. It was also used to re-engine the Boeing 727 but is
no longer used on this aircraft.
AE3007
The AE3007 entered into service in 1995 and is used on
regional, corporate and military aircraft. The regional aircraft
powered by this engine include the Embraer ERJ family.
Trent
The Trent is a development of the RB211 and was rst delivered in 1995 on the Airbus A330 and on the 777 the following year. The Trent is also now the exclusive powerplant
tted to the Airbus A340-500/600 with its rst deliveries on
that aircraft taking place during 2002. It is also one of the two
powerplant options for the A380 and the 787 as well as being the only engine currently available on the A350 XWB.
BR700
The BR700 family of engines was developed by BMW and
Rolls-Royce through the joint venture company BMW RollsRoyce to power regional and corporate jets. Rolls-Royce
took full control of the company in 2000. The rst BR700 entered service on the Gulfstream V in 1997. It entered service
in 1999 on the Boeing 717. Production of the 717 ceased
The Trent was rst delivered in 1995 on the A330
Commercial Engines 2011 | Flightglobal Insight | 23
Next generation
Rolls-Royce has committed to developing a new, more efcient engine core to power the next generation of narrowbodies, bypassing the near-term option of re-engining improved versions of the Boeing 737 and A320.
Although Rolls-Royce and Pratt & Whitney are partners in
IAE, the companies have different approaches to engine development for next generation narrowbodies. R-R has consistently rejected the geared turbofan concept, preferring instead to research advanced two and three-shaft turbofans,
known as the RB282 and RB285, respectively. R-R believes
that its design can deliver the same efciency benets as the
GTF, without the need for a gearbox to decouple the fan.
Although Airbus favoured IAE to offer an engine option for
their A320neo, Rolls-Royce and Pratt & Whitney failed to
AT A GLANCE
Engine comparison
CFM International
CFM56
Thrust
19,500-34,000lb
Length
250cm
Diameter
165cm
Weight
2,360kg
Service entry
1982
Aircraft
Leap-X
Thrust
~30,000lb
Diameter
190.5cm
Service entry
due in 2015
Aircraft
A320neo, C919
Engine Alliance
GP7200
Thrust
70,000-77,000lb
Length
475cm
Diameter
316cm
Weight
6,725kg
Service entry
2008
Aircraft
A380
General Electric
Thrust
9,220-20,000lb
Length
260-368cm
Diameter
124-145cm
Service entry
Aircraft
1992
CF34
CF6
Thrust
40,000-72,000lb
Length
424-477cm
Diameter
Weight
Service entry
Aircraft
266-36cm
4,067-4,104kg
1971
A300, A310, 747, 767, DC-10, MD-11
GE90
Thrust
76,000-115,000lb
Length
729cm
Diameter
Weight
Service entry
340cm
7,550-8283kg
1995
Aircraft
777
Thrust
53,000-75,000lb
Length
430-470cm
Diameter
265-280cm
Service entry
due in 2011
Aircraft
747-8, 787
IAE
V2500
Thrust
22,000-33,000lb
Length
320cm
Diameter
Weight
Service entry
Aircraft
160cm
2,359kg
1989
A319, A320, A321, MD-90
Powerjet
SaM 146
Thrust
17,270lb
Length
220 cm
Diameter
122 cm
Service entry
Aircraft
2011
Superjet 100
45,800-56,000lb
Length
325-355cm
Diameter
Service entry
Aircraft
235cm
1970
A300, A310, 747, 767, DC-10
PW1000G
Thrust
Diameter
Service entry
Aircraft
15,000-32,000lb
140-210cm
2013 (expected)
A320neo, CSeries, MRJ, MS-21
Jon Ostrower/Flightglobal
GEnx
PW2000
Thrust
37,000-43,000lb
Length
360cm
Diameter
200cm
Service entry
Aircraft
1984
757
PW4000
Thrust
Length
Diameter
Service entry
Aircraft
52,000-90,000lb
414cm
240-255cm
1987
A300, A310, A330, 747,
767, 777, MD-11
PW6000
Thrust
18,000-24,000lb
Length
275cm
Diameter
Weight
145cm
2,245kg
Service entry
2007
Aircraft
A318
Rolls-Royce
AE3007
Thrust
6,495-8,917lb
Length
270cm
Diameter
Weight
Service entry
Aircraft
98cm
720kg
1995
ERJ-145 family
Thrust
7,264-9,874lb
Length
300-320cm
Diameter
188-220cm
Weight
Service entry
Aircraft
3,300-4,490kg
1972
Max Kingsley-Jones/Flightglobal
RB211
Trent
Thrust
53,000-115,000lb
Length
390-455cm
Diameter
Weight
Service entry
Aircraft
250-455cm
4,700-6,550kg
1995
A330, A340, A350, A380, 777, 787
NOTE: Engines listed
are currently in production and or in service
Commercial Engines 2011 | Flightglobal Insight | 27
for commercial narrowbody, widebody and regional aircraft.