The feud between Rolls-Royce and Pratt & Whitney over patent infringements is nasty and in court, and the Rolls-Royce view that it doesn’t think much of the PW Geared Turbo Fan technology is well known, but speculation that this would lead to the dissolution of International Aero Engines in which both are partners can now be put to rest.
Odds and Ends begins below the photo.
We’re not big on photos but every once in a while we find one that we’ve very impressed with–like this (via Airliners.net) at LAX:
Update, Feb. 2: Flight Global has this very good analysis about the WTO fight between Airbus and Boeing.
In this issue of Odds and Ends, we talk about the 777, a CNN interview with Jim Albaugh and a variety of other things.
Odds and ends:
Note: this is unusually long, 11 pages when printed.
The new year is here and it is time for our annual look-ahead for the big OEMs.
On a macro level, 2011 should be a good year. Airline passenger and cargo traffic recovery should continue. The global economy also is recovering, but it is almost painfully slow to do so. Still, this is better than some of the alternatives.
Airlines and lessors are likely to continue their order stream that resumed in mid-2010 at the Farnborough Air Show. There could be some key orders that will influence the OEMs and their strategies going forward.
On the military front, we are much more limited in our tracking. We follow the KC-X tanker program because the offerings are based on commercial airliners. We slightly follow the P-8A Poseidon for the same reason, but Boeing pretty much has the monopoly for this type airplane, so there isn’t much to follow.
We do closely follow cybersecurity issues, if for no other reason than it is so important but also because key aerospace companies, including Boeing, have major efforts in this arena.
But by and large, we focus on the OEMs, the emerging competitors and the new engines.
So let’s get to it.
Update, Dec. 13: FlightGlobal has this interview with Ryanair and its critique of the NEO.
The (London) Financial Times has this interview with Boeing Commercial Airplanes CEO Jim Albaugh in which he says there is no compelling reason now to re-engine the 737.
Boeing believes the newly announced Airbus A320neo family merely brings the legacy A320 family to parity with the 737 or at most provides only a 3%-4% direct operating cost advantage to the NEO which can be matched by yet more refinements to the 737.
Airbus refutes Boeing’s conclusions but won’t release its own numbers, regarding them as proprietary. But in a new study, The Business Case for the Bombardier CSeries, by AirInsight, with which we are affiliated, AirInsight’s independent analysis concludes the NEO generally has at best a slight advantage over the 737-700 and 737-800–but nothing to shout about.
We talk about the prospect of a production rate hike at AirInsight this morning.
Jon Ostrower of FlightGlobal has this piece about the “bolt-on” of Pratt & Whitney’s P1524G PurePower Geared Turbo Fan. The PurePower, also known as the Geared Turbo Fan, is the engine designed for Bombardier’s CSeries, with larger versions anticipated for development to re-engine the Airbus A320 family and potentially for application to the replacement airplane for the Boeing 737.
PW’s PurePower website is here.
Airbus said at the Farnborough Air Show that it has made the business case to re-engine the family, and it will conclude the study by the end of September whether engineering resources will be freed up to proceed with the project. We believe Airbus will green-light the program, with an announcement at the end of next month or in October.