commercial engines 2010

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Commercial Engines 2010 | Flightglobal Insight | 3

FOREWORD

FLIGHTGLOBAL INSIGHTTREVOR MOUNTFORD: MANAGER

ANTOINE FAFARD: ANALYST

FLIGHT INTERNATIONALMAX KINGSLEY-JONES: DEPUTY EDITOR

FOREWORDWelcome to Flightglobal’s Commercial Engines 2010 special report, brought to you in association with CFM International.

The report provides an analytical overview of the com-mercial engine market as it stood on 1 March 2010, us-ing information from Flightglobal’s leading ACAS fleet database.

The focus is on western-built mainline airliners (includ-ing freighters) and the jet engines currently powering the world’s commercial widebody and narrowbody aircraft. With new technology emerging and with air-framers Airbus and Boeing looking to update their best-selling A320 and 737 narrowbody families and examine potential all-new successors, the world’s major engine manufacturers are quickly positioning themselves to acquire a foothold in the global share of the market.

The LEAP-X1C from CFM will be the successor to the widely used CFM56 and Pratt & Whitney has already invested more than $1 billion in the geared turbofan (GTF) technology which will be used by the PW1000G. Both engines promise double-digit reductions in fuel consumption over today’s powerplants, making them candidates for all-new narrowbodies in development or proposed, as well as for upgrades of Airbus and Boe-ing’s existing single-aisle aircraft.

The report looks at the development of the jet engine since 1970 and also the next generation. It also exam-ines in detail the multi-engine options available to the leading airframers and their current production aircraft.

Engines from General Electric and its CFM joint ven-ture dominate the widebody and narrowbody market groups, respectively, following progressive market share increases over the years.

The CFM56 has an exclusive position on Boeing’s 737, and is currently the lead powerplant in terms of deliv-ery share on the Airbus A320 family, where it competes with the International Aero Engines V2500.

Several of the current widebody aircraft like the Airbus A330, A380 and Boeing 767 are offered with multi-en-gine options. Although a choice of power is still avail-

able on the early versions of the 777, the bulk of current production is of the new -200LR/300ER variants which come exclusively with GE’s GE90 engine. Similarly, two of the three new widebody types in development - the A350 and 747-8 - have their powerplants supplied by a single manufacturer, Rolls-Royce and GE, respectively. Unlike its Airbus twinjet rival, The 787 is offered with both R-R and GE power.

Our regional market share analysis identifies the lead-ing manufacturers and engine types being operated by the world’s active fleet.

Highlighting the leading market group operators by en-gine manufacturer, we also look at the significant MRO contractors performing engine overhaul work. There is also analysis of Airbus and Boeing deliveries during the last 10 years and this is supplemented by detailed jet engine market statistics.

We hope you find this information useful and that the Commercial Engines 2010 special report provides you with a valuable reference source.

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COMMERCIAL ENGINES 2010

ENGINE MARKET SHARE 7Widebody regional analysis 8Narrowbody regional analysis 9Active fleet by engine manufacturer 10

ENGINE OPTIONS

Multi-engine option analysis 11

OPERATOR RANKINGS

Analysis by engine manufacturer and fleet size 15

MRO MARKET SHARE

Widebody focus 17Narrowbody focus 19

POWERPLANT EVOLUTION

Trend analysis by engine manufacturer and type 21

THE NEXT GENERATION

Emerging engine technology 27

AT A GLANCE

Narrowbody 30Widebody 31

CONTENT

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ENGINE MARKET SHAREEngine manufacturer and type analysis

NOTE: Active fleet data for passenger, freighter, combi & quick change aircraft as of 1 March 2010

WORLD NARROWBODY BY ENGINE MANUFACTURER

Engine manufacturer Aircraft active fleet share

CFM International 6,815 61.5%

Pratt & Whitney 1,874 16.9%

International Aero Engines 1,738 15.7%

Rolls-Royce 657 5.9%

TOTAL 11,084 100.0%

WidebodyAlmost half of the world’s commercial widebody fleet is currently operated with a General Electric power-plant. The CF6 is fitted to 1,540 active aircraft world-wide which represents a 37.3% market share and the GE90 family of engines has a 10.7% share.

Pratt & Whitney follows with a 26.6% share of the global market, this is largely influenced by the high volume of its PW4000 engine being used. The UK’s engine maker Rolls-Royce also has a significant glob-al share of 20.1%.

CFM International has some market presence (5.2%) with 213 Airbus A340 widebodies operating with their CFM56 powerplant. The Engine Alliance, a 50-50 joint venture between GE and P&W, is the fifth leading en-gine manufacturer providing the GP7200 exclusively for the Airbus A380.

The Asia-Pacific region (see page 8) has the larg-est volume of widebody aircraft with a total of 1,385, closely followed by North America (1,101) and Europe (964). GE’s CF6 family of engines dominates in every region apart from the Middle East where the Rolls-Royce Trent enjoys leading status.

NarrowbodyCFM is the dominant engine manufacturer for com-mercial narrowbody aircraft with a 61.5% share of the world market. CFM International is the 50-50 joint ven-ture between General Electric and Snecma founded in the mid-70s.

The CFM56 family of engines are currently fitted to more than 4,500 Boeing 737s and over 2,200 Airbus A320 family aircraft worldwide, making it by a large margin the most commonly used narrowbody power-plant.

North America has the largest active narrowbody fleet with 3,579 followed by Europe (3,287) and Asia-Pacif-ic (2,539). The CFM56 powerplant dominates all world regions, which includes a massive 74.8% of the Euro-pean market.

WORLD WIDEBODY BY ENGINE MANUFACTURER

Engine manufacturer Aircraft active fleet share

General Electric 1,983 48.0%

Pratt & Whitney 1,098 26.6%

Rolls-Royce 830 20.1%

CFM International 213 5.2%

Engine Alliance 10 0.2%

TOTAL 4,134 100.0%

WORLD NARROWBODY BY ENGINE FAMILY

Engine family Aircraft active fleet share

CFM International CFM56 6,815 61.5%

IAE V2500 1,738 15.7%

Pratt & Whitney JT8D 1,438 13.0%

Rolls-Royce RB211 512 4.6%

Pratt & Whitney PW2000 378 3.4%

Other 203 1.8%

TOTAL 11,084 100.0%

WORLD WIDEBODY BY ENGINE FAMILY

Engine family Aircraft active fleet share

General Electric CF6 1,540 37.3%

Pratt & Whitney PW4000 973 23.5%

Rolls-Royce Trent 655 15.8%

General Electric GE90 443 10.7%

CFM International CFM56 213 5.2%

Rolls-Royce RB211 175 4.2%

Other 135 3.3%

TOTAL 4,134 100.0%


8 | Flightglobal Insight | Commercial Engines 2010

Widebody regional analysis by manufacturer

Widebody regional analysis by engine family

NORTH AMERICA

GE Aircraft Engines 603Pratt & Whitney 425Rolls-Royce 73TOTAL 1,101

SOUTH AMERICA

GE Aircraft Engines 73Pratt & Whitney 31CFM International 13Rolls-Royce 9TOTAL 126

AFRICA

GE Aircraft Engines 50 Pratt & Whitney 50Rolls-Royce 25CFM International 23TOTAL 148

EUROPE

GE Aircraft Engines 485Rolls-Royce 235Pratt & Whitney 133CFM international 109Engine Alliance 2TOTAL 964

MIDDLE EAST

GE Aircraft Engines 201Rolls-Royce 135Pratt & Whitney 42CFM International 23Engine Alliance 8TOTAL 409

ASIA-PACIFIC

GE Aircraft Engines 570Pratt & Whitney 417Rolls-Royce 353CFM Intenrational 45TOTAL 1,385


AFRICA

CF6 45PW4000 29CFM56 23JT9D 21Trent 20GE90 5RB211 5TOTAL 148

ASIA-PACIFIC

CF6 425PW4000 393Trent 295GE90 145RB211 58CFM56 45JT9D 24TOTAL 1,385

EUROPE

CF6 359Trent 139GE90 126PW4000 119CFM56 109RB211 96Other 16TOTAL 964

MIDDLE EAST

Trent 119GE90 108CF6 93PW4000 24CFM56 23JT9D 18Other 24TOTAL 409

NORTH AMERICA

CF6 554PW4000 378Trent 73GE90 49JT9D 47TOTAL 1,101

SOUTH AMERICA

CF6 63PW4000 30CFM56 13GE90 10Trent 9JT9D 1TOTAL 126



NORTH AMERICA

CFM International 1,757Pratt & Whitney 1,019IAE 415Rolls-Royce 388TOTAL 3,579

Narrowbody regional analysis by manufacturer

Narrowbody regional analysis by engine family

SOUTH AMERICA

CFM International 392Pratt & Whitney 255IAE 195Rolls-Royce 27TOTAL 869

AFRICA

CFM International 274Pratt & Whitney 190IAE 37Rolls-Royce 6TOTAL 507

EUROPE

CFM International 2,459IAE 432Pratt & Whitney 224Rolls-Royce 172TOTAL 3,287

MIDDLE EAST

CFM International 150IAE 97Pratt & Whitney 49Rolls-Royce 7TOTAL 303

ASIA-PACIFIC

CFM International 1,783IAE 562Pratt & Whitney 137Rolls-Royce 57TOTAL 2,539


AFRICA

CFM56 274JT8D 151V2500 37JT3D 29PW2000 10RB211 3Spey 3TOTAL 507

ASIA-PACIFIC

CFM56 1,783V2500 562JT8D 123RB211 46PW2000 13BR700 11JT3D 1TOTAL 2,539

EUROPE

CFM56 2,459V2500 432JT8D 183RB211 158PW2000 39BR700 11Other 5TOTAL 3,287

MIDDLE EAST

CFM56 150V2500 97JT8D 44RB211 7JT3D 5TOTAL 303

NORTH AMERICA

CFM56 1,757JT8D 698V2500 415PW2000 316RB211 286BR700 101Other 6TOTAL 3,579

SOUTH AMERICA

CFM56 392JT8D 239V2500 195BR700 15PW6000 15RB211 12JT3D 1TOTAL 869



Active fleet by engine manufacturerCFM INTERNATIONAL

Engine type Aircraft active fleet share

Widebody

CFM56 213 3.0%

Narrowbody

CFM56 6,815 97.0%

TOTAL 7,028 100.0%

GENERAL ELECTRIC


Widebody

CF6 1,540 77.7%

GE90 443 22.3%

TOTAL 1,983 100.0%

ENGINE ALLIANCE


Widebody

GP7200 10 100.0%

TOTAL 10 100.0%

INTERNATIONAL AERO ENGINES


Narrowbody

V2500 1,738 100.0%

TOTAL 1,738 100.0%

PRATT & WHITNEY


Widebody

JT9D 125 4.2%

PW4000 973 32.7%

Narrowbody

JT3D 43 1.4%

JT8D 1,438 48.4%

PW2000 378 12.7%

PW6000 15 0.5%

TOTAL 2,972 100.0%

ROLLS-ROYCE


Widebody

RB211 175 11.8%

Trent 655 44.0%

Narrowbody

BR700 138 9.3%

RB211 512 34.4%

Spey 6 0.4%

Tay 1 0.1%

TOTAL 1,487 100.0%




ENGINE OPTIONSMulti-engine option analysis

Airbus A330The Airbus A330 and A340 widebody aircraft pro-grammes were jointly launched in 1987. The A330 family includes the A330-200, A330-300 and the re-cent addition of the A330-200 Freighter. The fuselage and wings of the A330 are identical to those of the original A340-200/300 and the aircraft was designed to compete specifically against the Boeing 767.

The current commercial in-service worldwide fleet stands at 641 and the order backlog was 388 as of 1 March 2010.

The twin-engined A330 is available with General Elec-tic’s CF6, Pratt & Whitney’s PW4000 or Rolls-Royce’s Trent, which is currently fitted on 47% of the active A330s in the world. GE chose not to offer an engine for the A330-200F aircraft.

Rolls-Royce47%

301

181

159

Pratt & Whitney25%

GE 28%

Total active fleet: 641

WidebodyOf the commercial widebody aircraft currently on offer, the Airbus A330 and A380 as well as the Boeing 767, 777 and the 787 are available with alternative options when it comes to the choice of powerplant.

The engine manufacturers offering choices for wide-bodies are GE, P&W, R-R and Engine Alliance, a joint venture between GE and P&W.

The Airbus A340-200/300 classic was offered with the CFM56, but the stretched -500 and -600 variants are offered exclusively with the Rolls-Royce Trent. The A350 will also be available with the Trent while the Boeing 747-8 is fitted with the GE GEnx only.

NarrowbodyThe commercial narrowbody engine battle is mainly fought between CFM and IAE for the Airbus A319, A320 and A321 aircraft. Pratt & Whitney also offers the PW6000 on the A318 but no orders are currently showing for that pairing.

ENGINE OPTIONS FOR WIDEBODY AIRCRAFT

Aircraft type Option 1 Option 2 Option 3

Airbus A330 GE CF6 P&W PW4000 R-R Trent

Airbus A380 EA GP7200 R-R Trent

Boeing 767 GE CF6 P&W PW4000

Boeing 777 GE GE90 P&W PW4000 R-R Trent

Boeing 787 GE GEnx R-R Trent

ENGINE OPTIONS FOR NARROWBODY AIRCRAFT

Aircraft model Option 1 Option 2

Airbus A318 CFM CFM56 P&W PW6000

Airbus A319 CFM CFM56 IAE V2500



NOTE: List of aircraft currently in production

The Boeing 737 is exclusively offered with the CFM International CFM56. The early versions of the aircraft which entered the market in the late 1960s were pow-ered by the P&W JT8D. The recently launched Bom-bardier CSeries programme will be fitted with the Pratt & Whitney PW1000G geared turbofan powerplant, with the first flight expected in 2010.



Airbus A380

Boeing 747

The Airbus A380 is the largest passenger airliner in the world being the first full double-deck passenger aircraft. The A380 programme was launched in De-cember 2000 as a rival to the Boeing 747 and was introduced in October 2007 with Singapore Airlines.

The A380 was initially offered in two models: the A380-800 original configuration and the A380-800F. The -800F was put on hold as Airbus prioritised the pas-senger version and all cargo orders were cancelled. Future variants may include the A380-900 stretch and an extended range version with the same passenger capacity as the A380-800.

The powerplant options for the A380 are the Engine Alliance GP7200 and the Rolls-Royce Trent. The Trent currently powers 62% of the A380 in-service fleet which is now at 26. The A380 order backlog cur-rently stands at 176.

The Boeing 747 entered service with Pan American Airlines in January 1970. Now one of the most recog-nised aircraft in the world, it was the first passenger jet to have a twin-aisle cabin section and a staircase leading to an upper deck in the nose section.

The 747 is available in passenger, freighter and alter-native versions. Initially, engines were available only from Pratt & Whitney, but by 1975, powerplants were also available from General Electric and Rolls-Royce. GE powers 45% of the 747s currently in-service.

The latest generation of 747s, the streched 747-8, was launched in November 2005 and will be solely powered by the GE GEnx engine. It is due to enter service during 2010.

Rolls-Royce62%

16

10

Engine Alliance38%


GE 45%

344

285

137

Rolls-Royce18%

Pratt & Whitney37%


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Boeing 767

Boeing 777

© Kevin Koske

NOTE: Data graph for the 777-200/300 only and excludes GE90 powered 777-200LR/-300ER/777F

GE 69%

558

224

31

Rolls-Royce4%

Pratt & Whitney28%


The Boeing 777 was launched in 1990 and is the larg-est twin-engined airliner in service spanning the ca-pacity gap between the 767 and 747. All three engine manufacturers power the 777 which includes the most powerful turbofan ever to enter service - the GE90.

The original 777-200 model entered service in 1995, followed by the extended range 777-200ER in 1997; the stretched 777-300 began service in 1998. The longer range 777-300ER and 777-200LR variants en-tered service in 2004 and 2006 respectively, while a freighter version, the 777F, debuted in 2008.

The 777-200LR, 777-300ER and 777F are all exclu-sively powered by GE’s GE90.

A total of 277 Boeing 777s are currently on order, all for the -200LR, -300ER and freighter variants.

Rolls-Royce 41%

224

165

164

Pratt & Whitney30%

GE 29%


The 200-300 seat Boeing 767 is a twin-engine wide-body aircraft which has been produced since the early 1980s.

The 767 has been produced in three fuselage lengths: the 767-200 first entered into service in 1982, followed by the 767-300 in 1986 and the 767-400ER in 2000. Extended range versions of the original -200 and -300 models, the 767-200ER and 767-300ER have also been produced.

Out of the 833 in-service commercial 767s in the world, 558 are fitted with a GE engine which repre-sents a market share of 69%.

The order backlog for the 767 family currently stands at 58.



Airbus A320 family

Boeing 757

© 54north

The narrowbody Airbus A320 family includes the A318, A319, A320 and A321 models. The first member of the A320 family, the A320, was launched in 1984 and first delivered in 1988.

CFM International’s CFM56 is suitable for all mod-els. International Aero Engines’ V2500 can be fitted on the A319, A320 and A321 while the Pratt & Whit-ney PW6000 is the second option on the A318. The CFM56 has a dominant market share on all models apart from the A321 where the V2500 gets a higher share.

The A320 family is Airbus’ best selling aircraft to date with over 4,000 built. The total order backlog figure for the family is currently at 2,377.

The Boeing 757 narrowbody aircraft was introduced in the early 1980s and was produced for 23 years with the last 757 being delivered in 2005 to Shanghai Air-lines. Although the aircraft is now out of production, a total of 890 are still in service today in a passenger and freighter commercial role.

The Boeing 757 has been produced in two fuselage lengths: the 757-200 entered service in 1983 and the stretched 757-300 in 1999. A freighter version of the 757-200 has also been produced.

More than half of the active world fleet (58%) is pow-ered by the Rolls-Royce RB211 and the remaining 42% by the Pratt & Whitney PW2000 series.

CFM International57.9%

2,270

1,633

Pratt & Whitney0.4%

IAE 41.7%

Total active fleet: 3,918

Rolls-Royce58%

512

378

Pratt & Whitney42%


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AIRLINER FINANCE DEALS ANNOUNCED IN 2008 WITH ANALYSIS BY OPERATOR/LESSOR

OPERATOR RANKINGSAnalysis by engine manufacturer and fleet size

WIDEBODY OPERATORS BY ENGINE MANUFACTUREROperator Active fleet share

CFM InternationalLufthansa 26 12%

Air France 18 8%

Swiss International Air Lines 15 7%

Iberia 14 6%

South African Airways 12 5%

Cathay Pacific Airways 11 5%

Turkish Airlines (THY) 9 4%

Emirates 8 4%

Gulf Air 7 3%

Air China 6 3%

Other 96 43%

TOTAL 222 100%

Engine AllianceEmirates 8 80%

Air France 2 20%

TOTAL 10 100%

General ElectricFedEx 172 9%

Japan Airlines International 97 5%

Air France 88 4%

All Nippon Airways 83 4%

American Airlines 72 4%

Delta Air Lines 67 3%

Emirates 63 3%

KLM Royal Dutch Airlines 63 3%

United Parcel Service 57 3%

Eva Air 48 2%

Other 1,173 59%

TOTAL 1,983 100%

WIDEBODY OPERATORS BY ENGINE MANUFACTUREROperator Active fleet share

Pratt & WhitneyUnited Airlines 111 10%

Korean Air 92 8%



FedEx 69 6%

Japan Airlines International 56 5%

All Nippon Airways 30 3%

Malaysia Airlines 26 2%

Thai Airways International 25 2%

Air China 25 2%

Other 506 46%

TOTAL 1,098 100%

Rolls-RoyceBritish Airways 90 11%

Singapore Airlines 79 10%

Cathay Pacific Airways 72 9%

Emirates 60 7%


Lufthansa 39 5%

Thai Airways International 33 4%

Qantas 33 4%

Etihad Airways 29 3%

China Eastern Airlines 28 3%

Other 320 39%

TOTAL 830 100%

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WidebodyThe Airbus A340 is the only commercial widebody powered by CFM International engines and more than 50% are based in Europe. Lufthansa, Air France, Swiss International Air Lines and Iberia are the lead-ing operators in the CFM widebody table representing a combined 33% of the world’s share.

Engine Alliance engines are currently fitted on a total of ten A380s for Emirates and Air France only. Future deliveries of the GP7200 engine will include Etihad Airways, Korean Air and Air Austral.

FedEx operates 172 widebody aircraft powered by GE engines, making the US logistics services compa-ny the leading GE powered operator worldwide with a



NARROWBODY OPERATORS BY ENGINE MANUFACTUREROperator Active fleet share

CFM internationalSouthwest Airlines 544 8%

Ryanair 223 3%

Continental Airlines 218 3%


US Airways 172 3%

China Eastern Airlines 167 2%

easyJet 163 2%

Air China 157 2%

Air France 146 2%

China Southern Airlines 130 2%

Other 4,688 69%

TOTAL 6,815 100%

International Aero EnginesUnited Airlines 151 9%


jetBlue Airways 110 6%

US Airways 105 6%

TAM Linhas Aereas 78 4%

British Airways 77 4%

Turkish Airlines (THY) 45 3%

Sichuan Airlines 43 2%

Lufthansa 42 2%

Air India 41 2%

Other 930 54%

TOTAL 1,738 100%

NARROWBODY OPERATORS BY ENGINE MANUFACTUREROperator Active fleet share

Pratt & WhitneyDelta Air Lines 355 19%


United Airlines 96 5%

FedEx 68 4%

Allegiant Air 46 2%


SAS 27 1%

ABX Air Inc 26 1%

Alitalia 21 1%

Aserca Airlines 20 1%

Other 929 50%

TOTAL 1,874 100%

Rolls-RoyceAmerican Airlines 124 19%

airTran Airways 86 13%

Continental Airlines 57 9%


US Airways 28 4%

DHL Air 22 3%

Thomson Airways 19 3%


Icelandair 16 2%

Thomas Cook Airlines (UK) 15 2%

Other 233 35%

TOTAL 657 100%

9% market share. United Airlines preference lies with Pratt & Whitney of which they have a 10% share of the global market.

British Airways leads the table for Rolls-Royce’s pow-ered widebody aircraft with its 90 aircraft and 11% market share.

NarrowbodyCFM engines power most of the world’s narrowbod-ies, with the world’s leading US low-cost carrier and all-737 operator Southwest Airlines a major customer. They operate 544 CFM powered aircraft which alone

represents 8% of the global market.

United Airlines’ is IAE’s dominant operator with 151 V2500 powered A320 family aircraft in its fleet while Delta Air Lines is the stand out operator of Pratt & Whitney engines, with its 151 narrowbody aircraft rep-resenting 19% of the world fleet.

Reviewing Rolls-Royce engines in the narrowbody market group, it is yet another US carrier which leads the way in the form of American Airlines. They operate 124 aircraft which equates to 19% of the world’s fleet operating this make of engine.




MRO MARKET SHAREEngine overhaul contractors focus

WIDEBODY ENGINE CONTRACTORSContractor Aircraft share

GE Engine Services 952 17%

In-house 628 11%

Lufthansa Technik 369 7%

Air France Industries/KLM E&M 331 6%

Pratt & Whitney 312 6%

SAESL 308 6%

HAESL 234 4%

Rolls-Royce 199 4%

MTU Maintenance 175 3%

Delta TechOps 161 3%

United Services 149 3%

Other 1,762 32%

TOTAL 5,580 100%

WIDEBODY IN-HOUSE OPERATORSOperators Aircraft

Emirates 131

American Airlines 101

All Nippon Airways 100

Korean Air 72

China Airlines 56

Air India 34

Qantas 31

Thai Airways International 22

Saudi Arabian Airlines 20

Kalitta Air 19

Iberia 15

Other 27

TOTAL 628

u

NOTE: Analysis for worldwide widebody passenger, freighter, combi & quick change contracted aircraft as of 1 March 2010. Engine overhaul on certain aircraft might be handled by more than one contractor.

WIDEBODY CONTRACTORS BY ENGINE MANUFACTURERContractor Aircraft share

CFM InternationalLufthansa Technik 54 20%

SR Technics 51 19%


In-house 29 11%


Snecma 17 6%


Iberia 11 4%

Bedek Aviation 5 2%

Sichuan Snecma Aero Engine SVS 5 2%

Other 21 8%

TOTAL 274 100%


GE Aircraft EnginesGE Engine Services 827 31%

In-house 340 13%




Evergreen Aviation Tech Corp 146 5%

JAL Engineering 116 4%

Delta TechOps 99 4%

Alitalia Maintenance Systems 56 2%

LTQ Maintenance 54 2%

Other 452 17%

TOTAL 2,703 100%

WidebodyGE Engine Services undertake 17% of the world’s commercial widebody engine overhaul, which equates to 952 active aircraft. Airlines also prefer to make use of in-house facilities to perform engine overhaul work, accounting for 11% of the market share.

Focusing on in-house work, Emirates lead a host of other flag carriers based on the number of aircraft ser-viced. The Middle East carrier performs its own engine overhaul on 131 aircraft, closely followed by American Airlines (101) and All Nippon Airways (100).

The majority of CFM’s widebody engine overhaul is performed by European MRO companies in the form of Lufthansa Technik, SR Technics and Air France In-




Pratt & WhitneyPratt & Whitney 298 21%


In-house 150 10%


Eagle Services Asia Pte Ltd 97 7%

Delta TechOps 62 4%

SR Technics 53 4%

Ameco Beijing 49 3%

JAL Engineering 29 2%


Other 373 26%

TOTAL 1,447 100%

Rolls-RoyceSAESL 308 27%

HAESL 234 20%

Rolls-Royce 199 17%

In-house 109 10%


TAESL 52 5%

N3 Engine Overhaul Services 44 4%

TAP Maintenance & Engineering 17 1%

Jordan Airmotive 13 1%

EgyptAir Maint & Engineering 7 1%

Other 85 7%

TOTAL 1,146 100%

dustries/KLM E&M with a combined 56% share of the market. There are 29 active aircraft which have their CFM engines maintained by operators in-house, this equates to an 11% share.

Nearly a third (31%) of GE engines are contracted out to its own engine services divisions worldwide, this ac-counts for 827 aircraft. In-house work features promi-nently (13%) and following closely is Air France Indus-tries/KLM E&M which also has significant presence by looking after 285 aircraft (11% market share).

Like GE, Pratt & Whitney prefers to contract out en-gine overhaul jobs to its very own maintenance divi-sions which looks after 298 aircraft and represents just over a fifth (21%) of the market. It is also a similar sce-nario in terms of in-house jobs, with 150 aircraft be-ing serviced by their own operators around the world equating to a 10% share.

Singapore’s SAESL and Hong Kong’s HAESL both specialise in Roll-Royce’s (R-R) engine maintenance and it is therefore not surprising to see them domi-nating the overhaul work associated to these power-plants. Looking after a total of 542 aircraft, these two companies combined are actually maintaining nearly half (47%) of the world’s widebody market group using these engine types. Rolls-Royce themselves perform overhaul work on 199 aircraft and close behind with a 10% share are the operators utilising their own in-house capability by servicing 109 aircraft.

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NARROWBODY ENGINE CONTRACTORSContractor Aircraft share

GE Engine Services 2,489 16%

SNECMA 1,361 9%

Pratt & Whitney 1,230 8%

MTU Maintenance 1,146 7%


In-house 772 5%


Rolls-Royce 532 3%

Bedek Aviation 348 2%


Iberia 288 2%

Other 5,763 36%

TOTAL 15,930 100%

NARROWBODY IN-HOUSE OPERATORSOperators Aircraft

American Airlines 396

Iberia 103

Air India 98

Korean Air 31

Finnair 29

All Nippon Airways 26

Aviacsa 25

Aerolineas Argentinas 17

Kelowna Flightcraft Group 15

China Airlines 10

Far Eastern Air Transport Corp 8

Other 14

TOTAL 772

u

NARROWBODY CONTRACTORS BY ENGINE MANUFACTURERContractor Aircraft share

CFM InternationalGE Engine Services 2,443 26%

Snecma 1,358 14%





In-house 345 4%


SR Technics 282 3%

Bedek Aviation 281 3%

Other 2,238 24%

TOTAL 9,478 100%


International Aero EnginesMTU Maintenance 678 33%


International Aero Engines AG 259 13%


Rolls-Royce 209 10%

IHI Corporation 116 6%

Evergreen Aviation Tech Corp 65 3%

In-house 44 2%

EgyptAir Maint & Engineering 17 1%

ANZES 12 1%

Other 127 6%

TOTAL 2,056 100%

NarrowbodyGE Engine Services leads the engine contractor ta-ble with a 16% share of the world’s commercial nar-rowbody aircraft. The US-based company is followed by Snecma (9%), Pratt & Whitney (8%), MTU Main-tenance (7%) and Lufthansa Technik (6%). In-house maintenance accounts for a 5% world share with the leading airline performing in-house engine overhaul being American Airlines, looking after 396 narrowbody aircraft.

CFM International engines, the most widely used pow-erplants fitted to narrowbody types, are mainly main-

tained by their joint owners - GE Engine Services and Snecma with a combined share of 40%. Lufthansa Technik and Pratt & Whitney each get a market share of 7%.

With IAE being a multinational collaboration of Pratt & Whitney, Rolls-Royce, Japanese Aero Engine Corpo-ration and MTU Aero Engines, the world’s IAE V2000s are largely maintained by MTU Maintenance with a third (33%) of the market share worldwide. They are followed by Lufthansa Technik and International Aero Engine AG who each represent 13% of the market. Pratt & Whitney and Rolls-Royce are close behind with 12% and 10% respectively.

In-house work leads Pratt & Whitney’s narrowbody en-

NOTE: Analysis for worldwide narrowbody passenger, freight-er, combi & quick change contracted aircraft as of 1 March 2010. Engine overhaul on certain aircraft might be handled by more than one contractor.




Pratt & WhitneyIn-house 383 11%



Aerothrust 170 5%

ITR-Turborreactores 106 3%


ANZES 79 2%

Bedek Aviation (Divn of IAI) 67 2%


Pacific Gas Turbine Center 59 2%

Other 1,922 55%

TOTAL 3,499 100%

Rolls-RoyceRolls-Royce 323 36%

TAESL 203 23%

Iberia 164 18%

Ameco Beijing 44 5%


HAESL 17 2%

Other 124 14%

TOTAL 897 100%

gine work with 383 aircraft being serviced in this way. Pratt & Whitney’s own maintenance divisions look af-ter 320 aircraft and they are closely followed by Delta TechOps (232) and Aerothrust (170) each with market shares of 7% and 5%.

Rolls-Royce is handling the majority of its engine overhaul work with more than a third (36%) being per-formed by its own maintenance divisions. TAESL ac-counts for 23% of the work worldwide, Iberia follows with 18% of the R-R engine related work.

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A340-500/600 with its first deliveries on that aircraft taking place during 2002. The Trent is also one of the two powerplant options for the A380.

CFM International’s CFM56 entered the widebody market in 1993 by powering the Airbus A340 with the last two deliveries fitted to this aircraft ending in 2008.


POWERPLANT EVOLUTIONTrend analysis by engine manufacturer and type

WidebodyThe Pratt & Whitney JT9D was the first turbofan en-gine to power a widebody aircraft with its initial appli-cation on the Boeing 747-100. It entered into service in 1970 and is still used on the 747 as well as the 767, A300-600, A310 and DC-10 aircraft. The PW4000 was built as the successor to the JT9D and was first delivered in 1987, it is now fitted on the 747, 767, 777, A300-600, A310, A330 and MD-11.

General Electric’s CF6 entered the commercial wide-body market in 1971 on the DC-10 and is currently

also in-service on the 747, 767, A300, A310, A330 and MD-11. The GE90 came into service in 1995 on the Boeing 777, retaining exclusivity on the 777-200LR/-300ER/777F. GE’s presence in the widebody engine market has expanded consistently in volume since the early 1970s, the manufacturer now powers the ma-jority (48%) of the active commercial widebody fleet worldwide.

The Rolls-Royce RB211 came into service in 1972 on the Lockheed L-1011 TriStar aircraft and also powers the 747, 757 and 767 aircraft. The Trent is a develop-ment of the RB211 and was first delivered in 1995 on the Airbus A330 and on the 777 the following year. It is also now the exclusive powerplant fitted to the Airbus

NOTE: Analysis for worldwide widebody passenger, freight-er, combi & quick change contracted aircraft as of 1 March 2010. Airbus A380’s Engine Alliance GP7200 which en-tered the market in 2008 hasn’t been included the graph.

0

1,000

2,000

3,000

4,000

5,000

CFM International

Rolls-Royce

Pratt & Whitney

GE Aircraft Engines

1 9 7 0 1 9 7 5 1 9 8 0 1 9 8 5 1 9 9 0 1 9 9 5 2 0 0 0 2 0 0 5 2 0 1 0

Widebody active fleet development

Rolls-Royce’s RB211 entered service in 1972

GE’s CF6 is currently the mostly fitted engine on commer-cial widebody aircraft in the world



GE and Snecma’s joint venture CFM International was officially founded in 1974. Its CFM56 engine was first contracted to re-engine the DC-8s and 707s. The engine was first delivered on the Boeing 737 in 1984 and on the Airbus A320 in 1988. The CFM56 is by a large margin the most widely used engine on commer-cial narrowbodies with a current market share of over 60%.

International Aero Engines is a P&W, R-R, MTU and Japanese Aero Engine Corporation joint venture which was formed in 1983. The subsequent V2500 power-plant first featured in 1989 on the A320, it also powers the A319, A320, and A321 variants and is also used on the MD-90.

There are currently 213 in-service A340s in the world fitted with the CFM56. However, this engine is not re-quested for any other widebody aircraft.

The Airbus A380’s second engine option, the Engine Alliance GP7200, came into service in 2008. Engine Alliance is the 50-50 joint venture between General Electric and Pratt & Whitney formed in 1996.

NarrowbodyPratt & Whitney has been producing commercial en-gines since the late 1950s for aircraft such as the Boe-ing 707 and the Douglas DC-8 with engines including the JT3D, JT4A and JT8D. The company developed the PW2000 for the Boeing 757 in order to compete with the RB211 and was first delivered in 1984. The PW6000 was designed for the Airbus A318 and was first delivered in 2007.

Rolls-Royce has also produced commercial narrow-body engines since the late 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 fitted to the 707, DC-8 and the Vick-ers VC10. The Spey engine was also produced in the 1960s and designed for the BAC One-Eleven and the

three-engined Hawker Siddeley Trident. The RB211-535 was first delivered on the 757 in 1982. The next addition to the Rolls-Royce family of engines was the Tay which was used to re-engine the 727 from 1988. The BR700 came in 1999 on the Boeing 717 with 139 currently in-service. The fleet development shows that although Rolls-Royce has been consistently present in the commercial narrowbody market for a consider-able time, its fleet size hasn’t expanded much over the years. However, R-R’s presence has expanded while being one of IAE’s shareholders, which is in direct con-trast to its position in the widebody engine market.

DC-8 aircraft have been re-fitted with the CFM56 turbofan since 1979. The engine is now the main powerplant on the

world’s commercial narrowbodies.

0

2,000

4,000

6,000

8,000

10,000

12,000

Rolls-Royce

International Aero Engines

Pratt & Whitney

CFM International

1 9 7 0 1 9 7 5 1 9 8 0 1 9 8 5 1 9 9 0 1 9 9 5 2 0 0 0 2 0 0 5 2 0 1 0

Narrowbody active fleet development

NOTE: Analysis for worldwide narrowbody passenger, freighter, combi & quick change contracted aircraft as of 1 March 2010. The Concorde’s Rolls-Royce Snecma Olym-pus active from 1975 to 1999 and GE’s CJ805 active until 1999 haven’t been included to the graph.

The Rolls-Royce Conway was the first turbofan to enter serrvice in service. It was active up to the year 1999.



It is worth noting that GE produced the CJ805 engine which was in service on Convair 880/990 aircraft up to 1999. Apart from its 50% share in CFM, GE’s engine production is solely dedicated to widebody engines.

Also, Rolls-Royce and Snecma produced the Olym-

IAE’s V2500 entered service with Adria Airways in 1989

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pus 593 turbojet engine which was designed for the supersonic Concorde airliner which was operational from 1976 to 2003.

The CFM56 currently powers more than 60% of the world’s commercial narrowbodies



Airbus and Boeing deliveries in last 10 years

2009 deliveries

ENGINE MARKET SHARE DELIVERIES

CFM/GE MARKET SHARE DELIVERIES*

AIRBUS/BOEING 2009 DELIVERIES BY AIRCRAFT CATEGORY Airbus continues to be more reliant than Boe-ing on narrowbodies, with its single-aisle family representing 81% of its 2009 deliveries, against 77% for its rival.

Both airframers should see the ratio shifting towards widebodies from 2011 as the delayed ramp-up of A380 and 787 production finally be-gins to take effect.

Airbus and Boeing 2009 shipments reveal that while GE and its joint venture CFM International remain the dominant market players, Pratt & Whitney’s participation has slipped to an all-time low. The Connecticut-based engine maker powered just 1% of all mainline jets delivered in 2009, down from 3% in 2008. A decade ago, P&W powered around 9% of the airliners delivered.

GE and CFM are now established as the lead suppliers to Airbus, powering just over half of all its deliveries. Unsurprisingly, giv-en their exclusive status on the 737 and later 777 models, they dominate at Boeing. In the last two years the GE/CFM share of Boeing deliveries reached a new high of 98%, having risen steadily from around 70% at the start of the decade.



A330/A340 AND 777 DELIVERIES A320 FAMILY DELIVERIES

AIRBUS/BOEING 2009 DELIVERIES BY REGION

As P&W’s share declined, Rolls-Royce saw a gain in 2009, thanks largely to its success on the A330.

IAE currently still provides strong com-petition for CFM on the Airbus nar-rowbodies, but the company struggles to match the market success of the middle of the last decade, when it was able to almost match its rival in deliv-eries.

Pratt & Whitney currently has just one solid commercial application for its big fan engine: the A330.

The prospect of more PW6000-pow-ered A318s being sold looks slim, with just one operator of that version - LAN Airlines - and Airbus’ backlog for its smallest jet almost in single figures.

European airlines were the single biggest recipients of new airliners in 2009 - an achievement driven by the continued hunger of the region’s low-cost carriers. Boeing has a big part to play here with Ryanair as an exclusive customer and the region accounted for just over one-fifth of its 2009 deliveries.

Unsurprisingly, Europe was Airbus’ most important market in 2009, accounting for 38% of its deliveries. Similarly, North America was Boeing’s lead sector with one-third of its total deliveries. Airbus has struggled to match Boeing’s success in Europe, with its rival’s home patch only accounting for 19% of its deliveries.

2009 LONG-RANGE MIDSIZE WIDEBODY TWINJET DELIVERIES



Jet engine market statistics by engine manufacturerAircraft type Engine In service On order Total Operators

CFM international

737 CFM56 4,681 2,035 6,716 356

A318 CFM56 53 7 60 13

A319 CFM56 797 119 916 79

A320 CFM56 1,212 666 1,878 109

A321 CFM56 257 47 304 34

A340-200/300 CFM56 222 0 222 39

TOTAL CFM FITTED AIRCRAFT 7,222 2,874 10,096

General Electric

747-400 CF6 310 0 310 41

747-8 GEnx 1 108 109 1

767-200/300 CF6 536 41 577 75

767-400 CF6 37 0 37 2

777-200 GE90 8 0 8 3

777-200ER GE90 159 4 163 16

777-200LR/777F GE90 56 68 124 11

777-300ER GE90 224 186 410 21

787 GEnx 0 358 358 --

A300-600 CF6 101 0 101 14

A310 CF6 107 0 107 27

A330 CF6 184 33 217 26

CRJ 100/200/440 CF34 979 4 983 91

CRJ 700 CF34 315 41 356 23

CRJ 900 CF34 222 18 240 19

CRJ 1000 CF34 2 49 51 1

Embraer 170 CF34 172 18 190 21

Embraer 175 CF34 128 14 142 11

Embraer 190 CF34 274 199 473 29

Embraer 195 CF34 48 40 88 11

TOTAL GE FITTED AIRCRAFT 3,863 1,181 5,044

Engine Alliance

A380 GP7200 11 84 95 3

TOTAL EA AIRCRAFT 11 84 95


A319 V2500 409 122 531 52

A320 V2500 930 773 1703 90

A321 V2500 316 81 397 36

TOTAL IAE FITTED AIRCRAFT 1,655 976 2,631

Pratt & Whitney

747-400 PW4000 211 0 211 28

757 PW2000 385 0 385 27

767-200/300 PW4000 194 6 200 38

777-200 PW4000 62 0 62 6

777-200ER PW4000 85 3 88 9

777-300 PW4000 18 0 18 3

A300-600 PW4000 142 0 142 16

A310 PW4000 41 0 41 12

A318 PW6000 15 0 15 2

A330 PW4000 160 69 229 22

TOTAL P&W FITTED AIRCRAFT 1,313 78 1,391

Aircraft type Engine In service On order Total Operators

Rolls-Royce

717 BR700 138 0 138 6

747-400 RB211 109 0 109 7

757 RB211 529 0 529 69

767-200/300 RB211 31 0 31 3

777-200 Trent 16 0 16 3

777-200ER Trent 166 11 177 11

777-300 Trent 42 0 42 4

787 Trent 2 257 259 1

A330 Trent 301 248 549 43

A340-500/600 Trent 117 7 124 16

A350 Trent 0 447 447 --

A380 Trent 17 74 91 3

ERJ-135 AE3007 242 10 252 122

ERJ-140 AE3007 75 0 75 3

ERJ-145 AE3007 681 8 689 37

TOTAL R-R FITTED AIRCRAFT 2,466 1,062 3,528

GRAND TOTAL ALL AIRCRAFT 16,530 7,182 23,712

Manufacturer Engine In service Orders Total

Airbus A320 family

CFM International CFM56 56.2% 35.8% 46.8%

IAE V2500 43.1% 41.6% 42.4%

Pratt & Whitney PW6000 0.7% 0.0% 0.4%

Unannounced 22.6% 10.4%

Airbus A330/340

General Electric CF6 22.6% 0.0% 16.1%

CFM International CFM56 18.7% 8.4% 15.7%

Pratt & Whitney PW4000 16.3% 17.5% 16.6%

Rolls-Royce Trent 42.5% 64.6% 48.8%


Airbus A350


Unannounced 0.0% 11.5% 11.5%

Airbus A380

Engine Alliance GP7200 39.3% 47.7% 46.6%



Boeing 777

General Electric GE90 53.5% 93.1% 63.3%

Pratt & Whitney PW4000 19.7% 1.1% 15.1%



Boeing 787

General Electric GEnx 0.0% 42.1% 42.0%

Rolls Royce Trent 0.0% 30.2% 30.4%


Bombardier & Embraer*

General Electric CF34 68.2% 95.5% 71.3%

Rolls-Royce AE 3007 31.8% 4.5% 28.7%

* For Bombardier CRJs and Embraer 170/175 & 190/195NOTES: Figures represent numbers of aircraft and not individual en-gines. SOURCE: Flightglobal ACAS database (1 March 2010).




THE NEXT GENERATIONEmerging engine technology

CFM International

The world’s major engine manufacturers are prepar-ing to battle it out for a share of the spoils as airfram-ers Airbus and Boeing look to update their best-selling A320 and 737 narrowbody families.

General Electric/Snecma joint venture CFM Interna-tional is well advanced with work on its contender, the LEAP-X, which was recently boosted by its selection to power China’s indigenous Comac C919 150-seat airliner.

CFM’s arch rival International Aero Engines, compris-ing partners Pratt & Whitney, Rolls-Royce, MTU Aero Engines and Japanese Aero Engine Corporation, is

formulating its own strategy, driven by Airbus, which wants to launch its A320 re-engining project in time for the Farnborough air show in July 2010.

The consortium will have to decide whether to offer a further development of its successful V2500, a de-rivative of P&W’s PW1000G geared turbofan - already selected for the Bombardier CSeries and Mitsubishi MRJ regional jet - or an all-new engine.

CFM, the 50-50 joint venture between General Electric and Snecma, is most famous for building the CFM56 turbofans, an engine that now powers nearly 8,500 commercial and military aircraft including the Airbus A320 and Boeing 737.

CFM has been working on a replacement for the CFM56 since 1999 and the LEAP-X1C turbofan is the successor of the CFM56 line. The engine should enter service in 2016 after 16 years of development. The LEAP-X has heritage from technology developed over the past 10-15 years by GE and Snecma with engines such as the GE90 and GEnx.

The X1C fan will have a 190.5cm diameter with 18 blades, compared with 36 titanium blades for a CFM56-5C and 24 blades for a CFM56-7B. Combined with a new lighter fan containment structure, total weight savings will be 455kg per aircraft. CFM has at this point completed full-scale, aerodynamic, acoustic, birdstrike and blade-out tests on the new fan.

The LEAP-X1C has been selected by China’s Comac for its C919, a 150-passenger single-aisle twinjet set to enter service in 2016. The LEAP-X1C will have 18 blades




General Electric

IAE was formed in 1983 to develop the V2500 engine powering the Airbus A319/A320/A321 and the Boeing MD-90.

The IAE partners - P&W, Rolls-Royce, MTU and Japa-nese Aero Engine Corporation - are discussing how to address the competitive threat posed by the emer-gence of rival CFM International’s LEAP-X advanced turbofan. At the heart of the dilemma for the IAE part-ners is whether to adopt P&W’s GTF architecture for any potential V2500 successor.

General Electric’s CF6 engine has been a dominant force in commercial widebody aviation for decades.

The GE90 turbofan was specially designed for the Boeing 777 and was introduced in 1995. The GE90 series are physically the largest engines in aviation history. The GE-90-115B holds the world record for thrust totalling 127,900lbs of thrust.

The GEnx (General Electric Next-generation) is the successor to the CF6 and is based on the GE90’s ar-chitecture. The GEnx is an engine option on the Boe-ing 787 and is the exclusive powerplant on the 747-8. The GEnx is intended to replace the CF6 in GE’s pro-duction line.

GE is in partnership with Pratt & Whitney forging the Engine Alliance, a company responsible for the GP7200 engine designed for the Airbus A380. GE is also a partner with Snecma in CFM International.

The V2500 is currently fitted on 15% of the world’s commercial narrowbodies

The GEnx will be available on both 787 and 747-8



Pratt & Whitney’s geared turbofan (GTF) concept has been in development for many years as the manufac-turer invested more than $1 billion in the technology.

The GFT delivers a 12-15% reduction in fuel burn and 20-25% when installed on a next generation aircraft. It also provides up to 15% reduction in CO2 emissions, up to 50% in NOx emissions and up to 50% in engine noise.

Renamed the PW1000G in mid-2008, the engine should enter into service in 2013. The engine has been selected for the Mitsubishi MRJ regional jet, Bombar-dier CSeries airliner and is offered as an option on the United Aircraft Corporation (UAC) manufactured Irkut MS-21. The first production engine for the CSeries programme is due to go to test in mid-July 2010.

MTU is responsible for supplying the GTF’s high-speed, three-stage low-pressure turbine and half of the powerplant’s eight-stage high-pressure compres-sor - the same sections it supplies for the PW800. MTU is also responsible for assembling the A318’s PW6000 under licence in Hanover, although the order-

Pratt & Whitneybook has run dry since the last of its 34 engines were handed over to sole customer LAN Airlines of Chile. It is possible that MTU could seek a European assembly line for future derivatives of the GTF to supplement its PW6000 work.

Pratt & Whitney hopes that the GTF will in the future power rejuvenated A320s or 737s.

Rolls-Royce is also in the frame to power future single-aisle airliner families from Airbus and Boeing.

Although Rolls-Royce and Pratt & Whitney are part-ners in IAE, the companies have different approaches to engine development for next generation narrowbod-ies. 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 believe that their design can deliver the same efficiency benefits as the GTF, with-out the need for a gearbox to decouple the fan.

Rolls-Royce will in 2011 begin to feel the benefit of the Boeing 787 production, as the UK maker is lead pow-erplant supplier on the Dreamliner with itsTrent 1000.

Also, the Trent XWB will be the exclusive engine deliv-ered with the Airbus A350 when it is expected to enter service during 2013.

Rolls-Royce

P&W has invested more than $1 billion in the GTF technology

The Trent XWB is a new engine designed for the Airbus A350 XWB family



NOTE: The year field refers to the entry into service

CFM International

CFM56

Thrust 18,500-34,000 lb

Length 250 cm

Diameter 165 cm

Weight 2,360 kg

Year 1984

Aircraft A318,A319, A320,A321, 737

IAE

V2500

Thrust 22,000-33,000 lb

Length 320 cm

Diameter 160 cm

Weight 2,359 kg

Year 1989

Aircraft A319, A320,A321, MD-90

Pratt & Whitney

PW2000

Thrust 37,000-43,000 lb

Length 360 cm

Diameter 200 cm

Weight

Year 1984

Aircraft 757

Pratt & Whitney

PW6000

Thrust 18,000-24,000 lb

Length 275 cm

Diameter 145 cm

Weight 2,245 kg

Year 2007

Aircraft A318

Pratt & Whitney

PW1000G

Thrust 14,000-23,000 lb

Diameter 140-185 cm

Aircraft CSeries, MRJ, MS-21

AT A GLANCENarrowbody engine comparison

CFM International

LEAP-X1C

Thrust ~30,000 lb

Diameter 190.5 cm

Aircraft C919



Widebody engine comparison

NOTE: The year field refers to the entry into service

Engine Alliance

GP7200

Thrust 70,000-77,000 lb

Length 474 cm

Diameter 316 cm

Weight 6,725 kg

Year 2008

Aircraft A380

General Electric

CF6

Thrust 40,000-72,000 lb

Length 465 cm

Diameter 267 cm

Weight 4,067-4,104 kg

Year 1971

Aircraft A300, A310, 747, 767, DC-10,

MD-11

General Electric

GE90

Thrust 74,000-115,000 lb

Length 729 cm

Diameter 340 cm

Weight 7,550-8283 kg

Year 1995

Aircraft 777

General Electric

GEnx

Thrust 53,000-75,000 lb

Length 430-470 cm

Diameter 265-280 cm

Year due in 2010

Aircraft 747-8, 787

Pratt & Whitney

JT9D

Thrust 45,800-56,000 lb

Length 325-355 cm

Diameter 235 cm

Year 1966

Aircraft A300, A310, 747 767, DC-10

Pratt & Whitney

PW4000

Thrust 64,000-70,000 lb

Length 414 cm

Diameter 240-255 cm

Year 1987

Aircraft A300, A310, A330,747, 767, 777

MD-11

Rolls-Royce

RB211

Thrust 7,264-9,874 lb

Length 300-320 cm

Diameter 188-220 cm

Weight 3,300-4,490 kg

Year 1969

Aircraft L-1011, 747 757, 767, Tu-204

Rolls-Royce

Trent

Thrust 53,000-115,000 lb

Length 390-455 cm

Diameter 250-455 cm

Weight 4,700-6,550 kg

Year 1995

Aircraft A330, A340, A350 A380. 777, 787

CFM. GENERATION AFTER GENERATION.

Year after year CFM* is at the forefront of engine design. And that’s where we intend to stay. Our on-going development program regularly introduces new technologies into all aspects of our engine architecture. As a result, each new product improvement in our CFM engines marks a further advance in engine performance for both narrow and widebody aircraft. For our customers, that means greater fuel efficiency, decreased emissions, less noise and lower costs of ownership. To find out more about our family of engines, visit www.cfm56.com

*CFM, CFM56 and the CFM logo are all trademarks of CFM International, a 50/50 joint company of Snecma and General Electric Co.

commercial engines 2010

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