Leeham News and Analysis
There's more to real news than a news release.
Leeham News and Analysis
- Bjorn’s Corner: Air Transport’s route to 2050. Part 19. April 25, 2025
- How good is the C929? Part 2. April 24, 2025
- Boeing First Quarter Results Update: China is 10% of the backlog, with 500 in “Unidentified” April 24, 2025
- Boeing First Quarter Results: Tariffs, Return flights, $10.55bn asset sale April 23, 2025
- RTX Q1 2025 Earnings: GTF Talk Takes A Back Seat To Tariffs April 22, 2025
Bjorn’s Corner: Turbofan engine challenges, Part 3
By Bjorn Fehrm
November 12, 2016, ©. Leeham Co: In our trip through a modern turbofan airliner engine and its technologies, we looked last week at the engine intake and the fan. We now continue with the compressor parts.
As compressors and turbines use the same principles (but in opposing ways), we will look at these principles this week and how their roles in the engine create their special characteristics.
Figure 1. Stylistic cross section of a three-shaft turbofan with section numbers. Source: GasTurb.
As before, to make things concrete, we use a GasTurb simulation of a Rolls-Royce Trent XWB 84k engine to look at practical data when needed. As before, I have no specific knowledge about the engine and will not use any data outside what is public information.
The GasTurb cross section of a three-shaft turbofan is shown in Figure 1. We will examine the sections between station numbers (22) and (3) and (4) and (5) in the general discussion of compressors and turbines. We will then look at some data for common compressors. Read more
Bjorn’s corner; Turbofan engine challenges; Part 2
By Bjorn Fehrm
November 04, 2016, ©. Leeham Co: We will now start to go through a modern turbofan airliner engine and look at the technologies which are used and what are their technical challenges. We will start today with the engine intake and the fan.
To make things concrete, we will use a GasTurb simulation of a Rolls-Royce Trent XWB 84k engine. This will provide us with realistic example data for the different parts of the engine. I want to stress that all values are assumed as typical for such an engine. I have no specific knowledge of the Trent XWB and will not use any data outside what is public information.
Figure 1. Stilistic cross section of a three-shaft turbofan with section numbers. Source: GasTurb.
The GasTurb cross section of a three-shaft turbofan is shown in Figure 1. We will use the station numbers in the figure to navigate the engine and the data from the simulation to understand modern airline engines and their typical data. Read more
Bjorn’s Corner: The Engine challenge
By Bjorn Fehrm
October 21, 2016, ©. Leeham Co: In our Corners on East bloc aeronautical industries, we could see that the hardest part to master in a new civilian airliner is the engine.
Both new airliners from Russia and China (Irkut MC-21 and COMAC C919) start their lives with Western engines.
Why is this so? What are the challenges that make engines harder to create than aircraft?
LEAP-1C which will be standard engine on COMAC C919. Source: COMAC.
We will spend several Corners on the main reasons that airliner engines are harder to do than aircraft. Read more
Engine industry clamoring for road back
By Bjorn Fehrm
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Introduction
October 13, 2016, ©. Leeham Co: The airline engine industry is like a ticking bomb. Over the years, a business practice of selling the engines under manufacturing cost and planning to recover costs and make a profit on the aftermarket developed. This goes back decades.
The practice was fostered by fierce competition over the engine contracts for aircraft which offered alternative engines. The losses of the engine sales could be made up later by selling spare parts and services at high margins.
Figure 1. Trent 7000 from Rolls-Royce. Source: Rolls-Royce.
These “jam tomorrow” practices have several implications. The engine industry is now confronted with these and wonder how it could put itself in such a bind. How to handle these and what is the way back?
Summary:
- High competition in engine sales forced ultra high discounts for the up-front engine sale.
- Aftermarket schemes was created that should recover profits over spare parts and services.
- But these maintenance practices create all sorts of problems in the used engine market.
- The engine industry now wants to return to more normal business practices. But how do they find the way back?
Airbus, Boeing agree on NMA–for now
One concept of the middle of the market airplane.
Oct. 12, 2016, © Leeham Co.: It’s rare when Airbus and Boeing agree on product strategy, but officials of the two companies seemed in almost perfect alignment in separate interviews by LNC last week.
Barry Eccleston, president of Airbus Americas, and Mike Sinnett, VP of Product Strategy for Boeing, each said there is no consensus yet among customers for the Middle of the Market airplane (MOMA), also known as the New Mid-range Airplane (NMA) at Boeing.
Eccleston was interviewed on the sidelines of the annual Seattle conference organized by the British American Business Council Pacific Northwest. Sinnett was interviewed on the sidelines of the annual Governor’s Conference organized by the Aerospace Futures Alliance, a lobbying group in Washington State.
Bjorn’s Corner: The Chinese aircraft engine industry
By Bjorn Fehrm
October 07, 2016, ©. Leeham Co: In our Corners on East bloc aeronautical industries, we will now look at the Chinese civil aircraft engine industry.
The Chinese engine industry is closely modeled after the Chinese aircraft industry that we looked at last week. It is organized as divisions and later subsidiaries to the major aircraft companies. Contrary to the Chinese aircraft industry, it has had major problems in gaining the necessary know-how to start developing and producing its own designs.
The industry has built Soviet designs on license since the 1950s and only recently managed to present functional own designs, after many failures.
No sanctions will be levied on Airbus and Boeing in WTO dispute
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Now open to all readers.
Introduction
Sept. 26, 2016, © Leeham Co.: It’s hazardous to use the word “never,” but the US and European Union will never impose trade sanctions or tariffs on Airbus or Boeing airplanes.
No sane president would do so. (Cue Donald Trump.) It would start a devastating trade war and the collateral damage on innocents in the Airbus-Boeing illegal subsidies disputes would be severely harmed.
Summary
- US tariffs on Airbus aircraft and EU tariffs on Boeing aircraft would hurt engine makers, suppliers—innocents in the illegal subsidy disputes.
- Some key customers order from Airbus and Boeing. Tariffs on one or the other company risk alienating these customers.
- Sanctions/tariffs permitted on other companies, industries.
- Canada, Brazil never imposed sanctions in Bombard-Embraer violations.
44% supplier shortfall for GTF now showing impact
Sept. 6, 2016, © Leeham Co.: It was a stunning admission, one that produced the biggest headlines at the United Technologies media days in June: 44% of the suppliers on Pratt & Whitney’s Geared Turbo Fan engine weren’t performing to the UTC/PW standards.
The impact of this was seen today when Bombardier announced it will deliver only half the anticipated 15 C Series this year because of engine delivery issues by PW for the GTF powering the new airplane.
Bombardier and PW pointed the finger at its supply chain for the delays in delivering engines.
Pontifications: “Troubled” 787 is a thing of the past
LNC has been beset by technical issues since Aug. 17 that interferes with e-mail notification as well as links to Twitter, Facebook and Linkedin. We’re working on it with Wordpress.
By Scott Hamilton
Aug. 29, 2016, © Leeham Co.: Faulty engines dominated commercial aviation news last week.
First was ANA’s Boeing 787s were hit by issues with its Rolls-Royce engines. Corrosion was found on key engine parts. ANA cancelled flights to inspect and repair the engines.
Unfortunately, some media characterized the matter as the “latest” to hit the “troubled” 787. The London Telegraph is one example.
This characterization, of course, refers to the history of the 787 with its design and production challenges and later by the grounding from the lithium-ion battery fires.