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On the Record with
LOUIS CHENEVERT, PRESIDENT, PRATT & WHITNEY
'Restructuring Is Now Behind Us'
 Pratt
& Whitney, the world's third largest aero engine manufacturer,
last year spelled out plans to double profits and revenues by 2004
to $2 billion on sales of $15 billion.
At that time president Louis Chenevert admitted it would be "a
real stretch target" that called for competitive new engines,
a new product line, growth opportunities in the military, and acquisitions.
One year later, that plan is on target, he told Show News.
"We've transitioned from a company that has been in restructuring
mode for much of the '90s to one that's focused on growth,"
Chenevert says. "We're executing the plan well, leveraging
best practices, introducing new products (the PW6000, the ATFI geared-fan
demonstrator, and the SSME main engine turbopumps for the Space
Shuttle). Restructuring is now behind us, the military business
is moving forward-in fact we're working now on the next five-year
roadmap."
Pratt will demonstrate its confidence in the future here by focusing
on:
- The PW6000. The first production engine is displayed here. "It's
working, it's flying, it's going to be spectacular," Chenevert
says. Its only application to date is the yet-to-fly Airbus A318,
but Chenevert sees a second application and perhaps fleet re-engining
programs. "The payback will be very decent on this program,"
he says.
- The GP7000 by the GE-P&W Engine Alliance, which just captured
Air France as its launch customer on the giant Airbus A380. "We
will secure a significant market share with major airlines,"
he says.
- ATFI, the advanced technology fan integrator program, now under
test.
- V2500. The successful IAE partnership has done very well on
Airbus narrowbodies, with 1,500 engines sold and projections for
3,000 in service by 2005. "We're making sure we have the
technology on hand to support the current generation, either through
evolution or with the next generation, and the ATFI technology
is very scaleable," Chenevert says.
- PW2000. A $1 billion order from Northwest Airlines earlier this
year included launching the Boeing 757-300 with PW2000 engines.
Military programs remain strong with victories in the last year
to power F-16s in Greece, Korea and Israel, and to provide upgrade
kits for F-16s leased by Italy. The F-22 is performing flawlessly,
according to Chenevert, and Pratt powers both the JSF contenders.
Plans continue apace to expand in the commercial aftermarket, adding
component services through the acquisition of Cade Industries. Pratt
bought the Braathens Airlines engine shop, and with Air New Zealand's
operation will add JT8D capability and eventually the V2500 as well.
The key message, Chenevert says, "is that we're enthused. We've
turned the corner with this company."
By John Morris
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Pratt
Wants On the Crusier
Pratt &
Whitney has offered Boeing a range of proposals to power the
Sonic Cruiser, some of which might look like a technological
stretch today but 20 years later will appear to be just the
right thing.
"We
have all the technology to make this engine with our expertise
in our military, small engine and large commercial engine
businesses," P&W president Louis Chenevert told Show
News. "We view the Sonic Cruiser propulsion system as
an integration challenge for us, taking all the best technologies
we have in materials and coatings, and aerodynamics."
Offerings
to Boeing include a derivative turbofan from a current larger
motor, a new turbofan developed specifically for the Sonic
Cruiser, "or a game-changing concept that is a blend
of all the key technologies we have in this company that could
potentially change the game as to the capabilities of the
aircraft," Chenevert says. "It depends what Boeing
wants to do, but we have technology on the military side where
we do supercruise without afterburning," he added.
"It
is up to Boeing to decide on speed, size and capability."<BR>
<B> -- J.M.</B>
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Another
Game-Changer
Also featured
at Pratt & Whitney Paris is the ATFI-Advanced Technology
Fan Integrator-engine, which is now running under test as
a 12,500-pounds-thrust motor. The search is under way now
to find "the right kind of launch conditions with a key
OEM," says P&W president Louis Chenevert.
"The
geared fan engine brings game-changing technology with reduced
noise, reduced fuel burn, and optimized cost from an operating
perspective," he says. It is aimed as a 10,000- to 19,000-pounds-thrust
engine for the 100-passenger regional jet market where all
proposed aircraft are to be powered by essentially the same
GE CF34-thus an OEM could see it as a differentiator, if not
now, then for the next generation of regional airliners.
"That
might be in five to ten years time, but this business is long
cycle," Chenevert says.
-- J.M.
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