June 18, 2013
Credit: Pratt & Whitney
Pratt & Whitney will add another 1,000 engines to its geared-turbofan backlog this week at Paris—adding to its existing orderbook of more than 4,000—“That’s a certainty,” says President David Hess as the company begins looking towards a next-generation “Geared Turbofan Advanced.”
PW1500G and PW1700G engines for the 365 orders and other commitments announced yesterday by Embraer at the launch of its E-Jet E2 family will make up a large part of the show total, he says.
Hess says P&W expects $400 billion in OEM and aftermarket revenues from sales of the PW1000G family over the lives of the five platforms for which the GTF engine has been selected: Airbus A320NEO, Bombardier CSeries, Embraer E-Jet E2, Irkut MC-21 and Mitsubishi MRJ.
GTF sales will help P&W double its large commercial and military engine deliveries and double its revenues to more than $24 billion in 2020 from $12 billion in 2010, he says.
Hess, meanwhile, stresses that the GTF is about more than the geared fan. “Today we have a 15% fuel-burn reduction [from the V2500]—5-6% is from the gear. The other 10% is from technology improvements in all models: materials technology, component efficiency, and high-pressure core.”
He is addressing claims by CFM International that new technologies such as ceramic matrix composites (CMC) in its competing Leap-1A engine will offer lower fuel burn and maintenance costs than the PW1100G engine on the A320NEO.
Arguing that P&W is “second to none” on materials technology because of its work of the F119 and F135 combat engines, Hess says the GTF was designed deliberately to run cooler to reduce maintenance costs.
“On Leap they were compelled to drive temperatures up to get close to us on fuel burn, but running hotter drives maintenance,” says Chief Operating Officer Paul Adams. “We have 75% of the A321NEO market. Those are high-thrust engines that run at higher temperatures.”
In an interview today with Aviation Week, Embraer President and CEO Frederico Fleury Curado says the temperature reserves the engine provides by running cooler were a factor in the company’s decision to select the GTF over incumbent GE’s NG34 for the E-Jet E2.