Pratt touts GTF for narrowbody re-engining, IAE partner Rolls unconvinced

Pratt & Whitney continues aggressively to push the PW1000G geared turbofan as a solution for re-engining the A320 and/or 737, but President David Hess acknowledged that talks with International Aero Engines partner Rolls-Royce about developing a variant of the GTF as a successor to the V2500 have been "tough" with no agreement in sight.

Getting involved in potential A320 and 737 re-engining programs is "certainly important to us," Hess said yesterday at Pratt's annual media day in East Hartford. "The largest and most lucrative segment of the aerospace market is the narrowbodies produced by Airbus and Boeing. We're not happy with our share of that market right now. We're spending a lot of time talking with Boeing and Airbus about the benefits of the geared turbofan."

Neither Airbus nor Boeing has committed to a narrowbody re-engining, but both have said it is under strong consideration (ATWOnline, March 10). If Airbus moves forward, it would like to do so with a "variation" of the PW1000G offered through IAE and CFM International's LEAP-X, according to COO-Customers John Leahy.

Boeing has not said whether it would continue the exclusivity now enjoyed by CFM with its CFM56 on 737NGs/Classics on a re-engining, but 737 program suppliers suggest that fitting the PW1000G on the aircraft will require significant modifications including a lengthened main undercarriage. Pratt President-Commercial Engines and Global Services Todd Kallman played down the engineering issues, telling ATWOnline that "you can get a [GTF on the 737] that gives substantial benefits," adding, "We've had discussions with Boeing and they like our engine."

While there are fewer engineering obstacles to fitting the PW1000G on the A320, Leahy has said Airbus would like to see it offered through IAE as a successor to the V2500. "We love the [IAE] brand," Hess said, explaining that it would be Pratt's "preference. . .to go to market again with IAE." But he said "engine architecture" has been the "toughest part of the discussion" with Rolls, which has not warmed to the geared concept. "People at Rolls-Royce still believe a [nongeared] two-spool solution is better," he said.

Kallman added that IAE is "not something you want to walk away from. The better answer would be if we could make it work with them. However, I do want to see [the GTF] get on the single-aisle market."

Pratt late last year started advance core testing on the PW1000G set to enter service powering Bombardier's CSeries in 2013 and plans to conduct full-engine ground testing in the second half of this year. It claims the GTF will provide a 16% fuel-burn gain with 20% lower maintenance costs compared to today's narrowbody powerplants.