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FlightGlobal.com 2022
COMMERCIAL
ENGINES
Powering In association with:
recovery
Setting course out of pandemic
to meet sustainability challenge
Commercial engines 2022
In focus Features
Programme updates 4 Fleet decisions 8 Forward thinking 16
Deliveries on the rise 14 After being forced to put their While recovery efforts
Engine availability 22 development plans on ice dominate near-term
during the crisis, airlines have horizons, commercial engine
picked up the pace in making manufacturers have their sights
aircraft orders and engine on developing technology to
decisions as they plot growth meet the longer-term challenge
for the post-pandemic market of sustainable flying
16
Day in. Day out.
CFM Services. Supporting your engine throughout its lifecycle.
At any point in time – from entry into service to mid-life and through maturity –
we have the capability, resources and experience to deliver all of your engine service Pandemic provides room for
green agenda to grow
requirements. From customized programs to tailored transactions, we ensure your
4
CFM engine is maintained to meet your needs and cost of ownership objectives.
Wherever you are in the world, whatever day in your engine’s life.
Expertise. Choice. Flexibility.
cfmaeroengines.com/services
CFM International is a 50/50 joint company between GE and Safran Aircraft Engines
12
Cover: Shutterstock
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Building back up “Safran is well placed to benefit
from the positive trends in both
aftermarket and original equipment
as narrowbody traffic returns to
pre-crisis levels by end-2022,” says
Almost two years since the pandemic chief executive Andries, noting the
“significant operational and finan-
brought the global airline industry to an cial progress” made last year.
Overall CFM deliveries stood
abrupt halt, a sharp pick-up in air travel at 952 engines – including 107
CFM56s – down from 972 in 2020.
demand means attention is focused on Safran expects CFM will be
building 25 Leap-1B engines for
returning to pre-crisis production levels the 737 Max weekly by 2023 as
the US airframer clears its backlog
of built but undelivered narrow-
M
bodies during the type’s ground-
omentum has returned pandemic. Others shed staff and ing and the pandemic. Andries
as operators are back have been unable to find suitable told the group’s capital markets
taking aircraft deliveries replacements. day that it forecasts “the inventory
and ordering new equip- Such factors are hindering the of Max is going to be melted down
ment. That has brought a welcome ability of suppliers to increase in the next two years”.
upswing for aircraft and engine production, particularly of com- He says: “In 2023, we have to
manufacturers, but also challenges plex engine components, aero- expect a very strong ramp-up at
in ramping up. space analysts say. Suppliers are Boeing. We have assumed that the
One of the main issues for en- trying to keep pace with Airbus rate will be around 50 [per month]
gine manufacturers in the years and Boeing, which are eager to by the end of 2023.”
immediately before the pandemic bring output back to – and above CFM Leap engines also power the
was to keep pace, as Airbus and – 2019 levels. Comac C919, which took a step clos-
CFM International
Boeing worked to increase output Airbus aims to produce 65 er to entering service when the first
of narrowbody jets. A320neo-family jets monthly by CFM delivered 845 Leap powerplants in 2021, 30
aircraft bound for a customer car-
Shortages, notably of cast and summer 2023 – and in May out- more than in 2020 but less than half the 2019 total
ried out its initial test flight in May.
forged engine components, had al- lined its plan to reach 75 per month
ready been a challenge before the in 2025. Boeing meanwhile is GE Aviation
pandemic as production rates rose. working to hit a 31-per-month 737 For its part, GE Aviation turned
2,000
Such troubles evaporated amid rate as it works through delivery of While the ramp-up is most It marks an increase of more than a a $2.9 billion profit in 2021, more
the pandemic as airlines grounded Max jets built but undelivered dur- vident for narrowbodies, and
e quarter on the 188 delivered in the than double its 2020 earnings,
jets and deferred deliveries of new ing the type’s 20-month grounding. wider production and certification same period a year earlier. reflecting cost cutting and a bump
Airbus and Boeing narrowbodies. While supply challenges in the issues have hit Boeing’s 777-9 and CFM shipped 845 Leap engines in commercial engine services reve-
However, after slashing staff, ramp-up have already been evi- 787 programmes, supply-chain in 2021, 30 more than in 2020 but nue. Despite the improved bottom
cutting production and shutter- dent, CFM, which makes Leap tur- CFM International production target issues are also a worry in the a little under half the 1,736 of 2019. line, GE Aviation generated less
ing facilities to counter the crisis, bofans for both A320neo-family for Leap engines in 2023 widebody segment. CFM is targeting a ramp-up in pro- revenue in 2021 than in 2020, part-
suppliers across the commercial aircraft and exclusively for the 737 Rolls-Royce, which provides duction to meet a 2,000-per-year ly as a result of fewer commercial
aerospace sector are now working Max, and Pratt & Whitney (P&W), its Trent powerplants for Airbus Leap engine target in 2023. engine deliveries last year.
frantically to get back up to speed. which makes PW1000G-series CFM intended to deliver 900 and Boeing twin-aisles, says it is
Some companies in the supply engines for the A320neo, A220 Leap engines in 2021 but ended working closely with its global
chain went belly up during the and Embraer E-jet E2, are working up with 845 deliveries for last supply chain to limit the impact
to meet the challenge. year. Safran chief executive Olivier of disruption and will continue
“We are aligned with the Andries cited “shortages of parts, to adapt its plans as the global
airframers on what we need to especially coming from [CFM’s] situation evolves.
GE Aviation/Safran snapshot produce through 2023, and we US supply chain”. “Our long-term sourcing agree-
are solidifying what we need to Greg Hayes chief executive of ments and hedging policies,
2021 Change
do for 2024,” GE Aviation chief P&W parent Raytheon Technologies designed to limit volatility in
executive of commercial engines also points to the challenge ahead. raw material inflation, give some
Kathy MacKenzie said in March. “We are in lockstep with both Air- near-term protection and we have
Leap engine deliveries 845 30
“We are confident… that we will bus and Boeing on their production increased inventory levels to help
meet our commitments to the rates,” he said in April. “We will see mitigate the impact," it says.
CFM56 engine deliveries 107 -50 customers,” she says. if we can get there.” “We are working with our suppli-
MacKenzie does, however, call Shortages, particularly of metal ers to monitor and manage these
GE commercial engine
deliveries (inc CFM)
1,487 -233 attention to the scope of the castings, left P&W unable to de- risks and challenges.”
challenge facing GE and partner liver 70 aircraft engines in the first
GE Aviation revenue $21.3bn -3% Safran – which jointly own CFM. quarter of 2022. CFM International
“We are again experiencing “We actually see supply chain Increased momentum in the nar-
Safran propulsion an unprecedented ramp in Leap constraints across the commercial rowbody sector continued over
$7.44bn -3%
production,” she says. CFM intends portfolio. We see it in electronics… the start of 2022 as deliveries of
GE Aviation
revenues
GE partially made up for fewer deliveries
to hike Leap production to around We see it in aluminium. We see it CFM's Leap engines rose to 239 in
Source: GE Aviation/Safran last year with an increase in shop visits
2,000 engines in 2023. in titanium,” Hayes notes. the first three months of the year.
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business jets, small turboprops
and turboshafts for business avi-
ation and helicopters, alongside
turboprop engines, notably the
PW127, for commercial aviation
P&W’s adjusted sales of original
equipment jumped 32% in 2021,
while commercial aftermarket
sales surged 28%.
As a result, P&W generated
$18.2 billion in sales last year, an
8% improvement from 2020, with
2021 operating profit hitting $454
million. By comparison, P&W lost
$564 million in 2020.
That brighter trend continued,
Shutterstock
even with supply-chain issues P&W passed the 1,000 mark for GTF-powered
hampering engine deliveries, into A320neos with a delivery to Wizz Air
the first quarter as P&W posted
an operating profit of $308 million
on revenues up 12%. The improved
results partly reflect sales of signs of gradual recovery emerged permanent fixes to those issues,” he
commercial aftermarket services, in the air transport sector. says. Seven of nine fixes developed
which jumped nearly 40%. R-R delivered 195 large civil for the Trent 1000 engine have
P&W shipped 119 large engines in 2021, down by more now been implemented, accord-
commercial engines in the first than 25%, and less than half of ing to a slide displayed as part of
quarter, down from 177 in the pre- the pre-crisis figure of 510. R-R Cholerton’s presentation.
vious quarter and compared with engine deliveries had been lifted Durability and reliability levels are
137 in the first quarter of 2021. in 2019, by a ramp-up of Airbus now in line with other Trent power-
P&W is also set to receive a A330neo production for which it plants, he says. That presents the
Rolls-Royce
Rolls-Royce cites optimism over the Trent
XWB-powered Airbus A350 freighter boost as United Airlines was poised supplies Trent 7000 engines. company with “opportunities to
at the end of May to reintroduce R-R is optimistic over recovery make wins” and increase a share of
its PW4000-powered Boeing 777s prospects and development of the 787 market that Cholerton ad-
into service. The aircraft have been the A350 freighter for which it will mits is “lower” than that of its rival.
It shipped 1,487 commercial first quarter, overall GE Aviation grounded since February 2021 provide Trent XWB engines. Cirium fleets data shows the Trent
aircraft engines last year, which ommercial engine deliveries
c Pratt & Whitney snapshot following an in-flight engine failure, The manufacturer has now 1000 has a 30.7% share on the 787,
includes 952 CFM powerplants. slipped to 343 from 359. but the path for their return to largely completed a wide-ranging lagging the 62.7% of the GE Avia-
The full-year figure is down from GE chief financial officer Caroli- 2021 Change
service came when the US Federal restructuring programme – fo- tion GEnx. A further 6.6%, or 98 air-
1,720 commercial engine shipped na Dybeck Happe specifically cites Aviation Administration in Decem- cused primarily on civil aerospace craft, are on order where no engine
in 2020. a decline in deliveries of GEnx P&W large-engine deliveries 623 77 ber issued three proposed airwor- – which it says is generating higher selection has been disclosed.
GE partially offset fewer ship- powerplants, which power Boeing thiness directives. productivity and lowering costs. Meanwhile, Rolls-Royce is eyeing
P&WC engine deliveries 1,825 175
ments with a 10% increase in com- 787s. Boeing’s deliveries of those In March, Japan’s aviation reg- R-R's civil aerospace division a return to smaller aircraft, with
mercial services shop visits in 2021. jets have been halted for most of Revenue $18.15bn 8% ulator lifted its operating ban on sharply cut its underlying operat- Embraer’s potential new regional
Notably, the US manufacturer’s the past 18 months because of Source: Raytheon Technologies PW4000-powered Boeing 777s, ing loss to £172 million ($231 mil- aircraft programme in its sights.
new commercial engine orders manufacturing quality issues. flown by local carriers All Nippon lion) last year – contrasting with Cholerton says the company con-
bounced back to 2,248 units, in- A further challenge comes from Airways and Japan Airlines. £2.5 billion in 2020, a figure in part tinues to invest in technologies to
cluding 1,457 Leaps. Boeing's late-April announcement P&W ticked off a noteworthy reflecting one-off pandemic-re- “drive a step change in the efficien-
Those figures are significantly that it is pushing back delivery of conversions and highlights sup- milestone in late April with delivery lated charges. That was despite cy” of gas turbine engines across
higher than 2020, when GE Avi- its first 777-9 – on which the GE9X port can be maintained due to of the 1,000th Airbus A320neo a 29% fall in original equipment a range of sizes. “At the smaller
ation logged new orders for 738 is the exclusive powerplant – by parts commonality with still in powered by its GTF. The customer revenues in 2021. size we are investing in technol-
commercial engines, including 351 two years, to 2025. production CF6-80C2 engines. was European low-cost player Wizz R-R is also hopeful that it can ogy which we are bidding on the
Leap units. The airframer has temporari- Air, which now has 54 GTF-powered increase the market share of its Embraer turboprop,” he says.
That upward sales trend contin- ly halted production of the new Pratt & Whitney examples. The company says it has Trent 1000 on the Boeing 787 now Embraer expects to take a deci-
ued in the first quarter as commer- widebody, saying its revised deliv- Pratt & Whitney swung to an 10,000 orders and commitments for that it believes the engine’s dura- sion on launching the programme
cial engine orders almost doubled ery schedule reflects the pace of operating profit in 2021, a year the GTF with 80 customers. bility issues are behind it. by year-end or in early 2023. ◗
to 553, including 442 Leaps. certification work. characterised by stronger demand Speaking to investors in May,
While Leap engine deliveries GE in October delivered its last for aftermarket services and new Rolls-Royce Chris Cholerton, R-R president of
were also on the rise during the CF6-80E1 production engine, after aircraft engines. P&W shipped 623 Rolls-Royce (R-R) recorded a 42% civil aerospace, admitted that the
more than 50 years in revenue large commercial aircraft engines increase in large-engine flying hours manufacturer’s reputation had Rolls-Royce snapshot
$454m
service. The powerplant was in 2021. That is up 14% from 546 for the first four months of this year, “taken a knock” from the durability
delivered to China Airlines for the deliveries in 2020 but still lags the compared with the same period in problems with compressor and 2021 Change
airline’s Airbus 330 fleet. 746 large commercial engines P&W 2021 – underscoring the improved turbine blades on the Trent 1000,
While the CF6-80E1 engine shipped in pre-pandemic 2019. outlook for long-haul travel. which saw 787s withdrawn from Large engine deliveries 195 -69
marked the end of production for Pratt & Whitney Canada also The UK engine manufacturer had service while R-R developed a fix.
Pratt & Whitney 2021 operating profit, the most powerful CF6 engine made strides, handing over 1,825 reported that large-engine flying “That disruption is now behind us, Civil engines revenues $5.56bn -10%
driven by stronger demand for after- variant, GE cites growing interest engines, up 11% from 2020. P&WC hours rose by 11% last year – and by and we have made good p rogress Source: Rolls-Royce
market service and new engines in A330 passenger-to-freighter supplies turbofan engines for 57% in the second half of 2021 – as in validating and implementing
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Commercial Engines 2022
After being forced to put their development plans
on ice during the crisis, airlines have picked up the
pace of aircraft orders and engine selections as
they plot growth for the post-pandemic market
Fleet
decisions
Shutterstock
Boeing 737 operator Jet2 will stick with CFM
engines after making the leap to A321neos
of aircraft powered by CFM engines in its portfolio. Qantas, Spirit and Air Canada lead Pratt
Air France-KLM set to cap A320neo The engine manufacturer in March secured an order Meanwhile, Middle Eastern carrier Saudia in Decem- & Whitney A320neo-family jet wins
Leap deals for CFM International
A
from UK operator Jet2 covering Leap-1A engines to ber formally reached an agreement to take Leap-1A
A
power its incoming fleet of up to 75 A321neo jets. engines for the A320neo-family fleet it placed an nother eye-catching recent narrowbody
ir France-KLM is in exclusive talks with CFM The deal, the value of which has not been disclosed, order for in 2019. switch is Qantas’s move to order Airbus
International over a potential Leap-1A engine includes spare engines and a long-term support The airline ordered 30 A320neos and 35 A321neos A320neos, together with A220-300s – deals
deal to power its future fleet of Airbus agreement. after opting to scrap a previous agreement for the that would could see Pratt & Whitney (P&W)
A320neo and A321neo aircraft. Jet2 is currently a Boeing 737 operator, but Boeing 737 Max. land orders covering up to 134 aircraft.
If an agreement is secured, it would cap a year in announced an order switching to A320neo-family CFM builds the Leap-1B for the Max and Saudia The Australian operator has now finalised its
which the GE Aviation-Safran joint venture secured aircraft in August last year. The carrier has been a has chosen to retain the engine manufacturer for the narrowbody agreement, which adds to fresh P&W
Leap-1A orders from a number of A320neo-family CFM customer since 2002, notably of the CFM56 Airbus agreement. geared turbofan engine commitments on A320neos
aircraft customers, including lessor BOC Aviation, UK engines that power its 737 fleet. Saudia is ordering 149 Leap-1A engines and the from US ultra-low-cost carrier Spirit Airlines and air-
leisure carrier Jet2 and Saudia. “We are pleased to extend our long-standing deal includes a multiyear, rate-per-flight-hour services craft lessors Aviation Capital Group and BOC Aviation.
Air France-KLM's announcement followed the relationship with CFM, who have been a key partner pact. This also covers 20 leased A320neos in addition Qantas in late December detailed its plan to place
European airline group’s 100-aircraft order for of our continuous growth since our creation,” says to the newly ordered powerplants. an order for 20 A321XLRs and 20 A220s – and its
A320neo-family aircraft disclosed in December. The Jet2 executive chairman Philip Meeson. Saudia is already a strong CFM customer, with 61 intention to use P&W engines on both types. The
aircraft will be used to renew KLM and Transavia Aircraft lessor BOC Aviation has also placed conventional A320s fitted with the CFM56 engine, firm’s PW1500G geared turbofan (GTF) is the sole
Netherlands fleets, as well as to replace and grow the an order for CFM Leap-1A engines to power while budget division Flyadeal has 11 CFM56-powered powerplant option on the A220.
Transavia France fleet. The deal, which also includes A320neo-family aircraft. A320s as well as five Leap-powered A320neos. The Oneworld carrier in May firmed its order for the
acquisition rights for a further 60 jets, will see deliv- The order for eight shipsets from CFM, announced CFM says it will support Saudia Aerospace aircraft, deliveries of which are set to begin in late
eries commence in the second half of 2023. during February's Singapore air show, covers aircraft Engineering Industries to develop its own Leap-1A 2023. These aircraft will be supplemented by options
Air France-KLM group chief executive Ben Smith due for delivery in 2023. engine overhaul operation as part of the deal. ◗ and purchase rights for 94 additional aircraft over a
160
says: “We look forward to working with CFM Interna- BOC Aviation chief executive Robert Martin says: delivery window of 10 or more years.
tional in the coming weeks through these exclusive “CFM engines have powered our fleet since 1998, P&W chief commercial officer Rick Deurloo says:
negotiations. We are confident that our two groups and we are pleased to build on this long-standing “We thank Qantas for selecting us to power not just
will be able to continue a long-term relationship and relationship. one, but two of their next-generation fleets.”
to build a sustainable future together.” “This contract signifies our continued confidence Qantas is to use the aircraft to replace Boeing
CFM engines already power a significant number in the CFM Leap engine and reflects our customers’ 737-800s and 717s.
of aircraft in the Air France-KLM fleet today, includ- satisfaction in CFM Leap-powered A320neo air- Spirit meanwhile is sticking with P&W geared
ing Boeing 737NG-family jets operated by KLM and craft as an efficient and reliable airframe and engine Number of Airbus A321neo family jets Air France-KLM turbofans to power at least another 100 incoming
Transavia, as well as the A320ceo-family aircraft in Air combination,” he adds. could take under fleet switch, including 100 on firm order A320neo-family jets.
France’s fleet. The lessor notes the order takes to 486 the number The Miramar, Florida-based airline in October chose
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Commercial Engines 2022
134
PW1100Gs for 100 jets on firm order with Airbus and
for another 50 aircraft for which it holds options to
purchase. Those aircraft are scheduled for delivery
starting in 2023.
Spirit has also agreed to have the engines
maintained under the engine maker’s long-term
maintenance programme, called EngineWise Qantas’s total firm orders, options and purchase rights for
Comprehensive, says P&W. P&W-powered narrowbodies over 10 years from 2023
Spirit has been a long-term P&W engine custom-
er. The airline’s all-Airbus-narrowbody fleet includes
about 120 A320ceos powered by V2500s, made by
International Aero Engines, of which P&W is the ma- The lessor ordered GTF engines for a further 20 firm
jority owner. Spirit also operates almost 50 PW1100G- A320neos, as well as taking options on another 20
powered A320neos, according to Cirium data. single-aisle jets.
Spirit has a combined 162 A320neo-family jets on The lessor had in October committed to the e ngine
order with Airbus – all of which will have PW1100Gs. for an additional 10 firm A320neo-family a ircraft, as well
Air Canada in April picked GTF engines to power as options to power an additional s even of the jets with
30 A321XLR aircraft, with another 14 jets covered by GTF engines.
purchase rights. The commitments take to 60 the number of firm
The Canadian carrier had earlier disclosed plans to A320neo-family aircraft it has ordered with PW1100Gs
acquire 26 Airbus A321XLRs, emerging as the undis- – together with a further 27 options. It had earlier Akasa Air in May unveiled the first Leap-powered 737 Max
Akasa Air
closed customer behind an order for six of the jets in at the Singapore air show firmed an order for 20 in its colours, after ordering 72 Boeing jets last year
the airframer’s backlog. The airline is taking another PW1500G-powered A220s.
20 of the long-range model through leasing compa- Another lessor, BOC Aviation, picked GTF engines
nies, including 15 from Air Lease and five from AerCap. to power an order of 10 firm and 15 optioned
Deliveries begin in the first quarter of 2024 and A320neo-family aircraft. This covered aircraft CFM bolstered by new Max customers more of the Boeing narrowbodies, including 150
A
continue to the first quarter of 2027. The Star Alliance entering service this year. Max-10s, as part of its “United Next” project. That
carrier’s purchase rights cover deliveries between The lessor previously ordered 25 GTF-powered s the sole powerplant provider on the commitment also includes 70 A321neos, for which
2027 and 2030. A320neo-family aircraft, which have been delivered Boeing 737 Max, CFM International is lined United has still to make an engine choice.
Air Canada already operates the P&W1500- to operators worldwide. up for a raft of new business following a A number of airlines have taken delivery of their
powered A220. “The GTF’s efficiency and reliability Delta Air Lines meanwhile became the latest oper- pick-up in orders and deliveries for the type first Leap-1B-powered Max aircraft over the past
will help us lower costs and also allow us to expand ator of P&W-powered A321neo jets when it operated that has taken place since its return to commercial year, most notably Ryanair. The Irish low-cost carrier
our network,” says Air Canada senior vice-president, its first revenue flight with the narrowbody in late service 18 months ago. received the first of 210 on-order Max jets last June
operations and express carriers R ichard Steer. May. The US carrier selected GTF engines to power That includes a notable win from US budget carrier and expects to operate 70 of them this summer.
Aviation Capital in May placed a follow-on order its A321neo fleet in December 2017, with a total of 155 Allegiant Air in January. The Las Vegas–based oper- Other new Max operators over the past year include
for P&W engines to power A320neo-family aircraft. purchase commitments through 2027. ◗ ator, an all-Airbus operator today, ordered 50 Boeing Korean Air, Caribbean Airlines and start-ups Flyr and
737 Max jets and took options to acquire a further 50, Lynx Air. ◗
with deliveries starting in 2023.
Allegiant is already a CFM engine customer, oper-
ating 110 CFM56-powered A320-family aircraft. New A220 operators score hit for P&W
A
Allegiant chairman and chief executive Maurice
Gallagher says: “CFM has been a great partner for longside fresh orders and commitments for
us. They helped us transform our fleet, providing us Pratt & Whitney (P&W)-powered Airbus
with high-quality, reliable engines that allowed us to A220s from Qantas and Aviation Capital, US
improve operational efficiency over the years. carrier JetBlue Airways placed a follow-on
“When we made the decision to purchase new order for 30 more A220s, on which the PW1500G is
737s, we knew CFM would be the ideal partner to the exclusive engine.
work with us as our fleet continues to evolve.” JetBlue launched services with its first A220-300
Indian start-up carrier Akasa Air placed firm in April last year and has 10 of the type in service. The
orders for 72 737 Max aircraft, including some for airline has a further 90 on order.
the higher-density Max 8-200 version, at Novem- Another US operator, Breeze Airways, began its
ber’s Dubai air show. It signed a $4.5 billion deal first services with A220s this year. The airline has
with CFM covering Leap-1B engines to power the agreements with P&W for geared turbofans covering
incoming narrowbodies. Akasa aims to launch flights 80 A220-300s. Breeze chief executive David Neele-
this summer and in late May unveiled the first Max man says: “With industry-leading fuel efficiency, Pratt
painted in its livery. & Whitney’s engines will help us fly more passengers,
Dominican Republic-based Arajet, the corporate farther, quieter and more sustainably, at lower fares.”
successor to now-defunct Flycana, ordered 20 737 Aircraft lessors Air Lease and Azorra signed for 25
Max 8-200s and took options to purchase an addition- and 22 A220s respectively, the latter including a pair
al 15 examples. Boeing disclosed the deal in March but of ACJ TwoTwenty business jet variants.
finalised the purchase order in January. Qatar Airways Air France meanwhile took delivery of the first
meanwhile signed a provisional deal for up to 50 Boe- of 60 A220-300s. Other new A220 operators in-
ing 737 Max in January, while IAG has agreed to take clude Iraqi Airways, which this year took delivery of
50 Max aircraft and options for another 100 – reaffirm- the first two of five A220-300s it ordered in 2013;
Spirit Airlines
ing a tentative commitment made back in 2019. Reunion-based Air Austral, which is taking three
Spirit has chosen PW1100Gs for an order of
In June 2021, United Airlines signed up for 200 A220-300s, and Kyrgyzstan-based Air Manas. ◗
up to 100 Airbus A320neo-family airliners
❱
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Commercial Engines 2022
Bamboo Dreamliner win and Boeing The follow-up order for GE9X engines relates to
777-8F launch give GE widebody lift SIA’s move last year to switch an order for 14 787-10s
V
to 11 777-9s during the pandemic.
ietnamese carrier Bamboo Airways inSeptem- On the cargo side, in January, Qatar Airways
ber signed a memorandum of understanding became launch customer for Boeing’s next-
with GE Aviation covering the purchase of generation 777-8F, with orders for 34 of the type
GEnx engines for its on-order Boeing 787-9s. – 20 of those were conversions of Qatar’s existing
Bamboo has 10 of the type on firm order, together orders for passenger-configured 777Xs. The new
with options on 20 more Dreamliners. freighter is powered by GE9X engines. Qatar also
The GEnx is one of two engine options on the 787, ordered two more 777 freighters, which are powered
alongside the Rolls-Royce Trent 1000; Bamboo al- by GE90s.
ready operates three leased GEnx-powered 787-9s. Qatar Airways Group chief executive Akbar Al Baker
Bamboo Airways chief executive Dang Tat Thang says: “We are confident that Qatar Airways’ focus to
says: “The selection of the GEnx engines for our drive towards a sustainable future will be very much
Boeing 787-9 aircraft will help increase the operation- supported by the efficiency of the GE9X engines.”
al efficiency and service quality of Bamboo Airways Lufthansa meanwhile in May became the second
on Vietnam-US nonstop flights, as well as many customer for the 777-8F, when it placed an order
potential international routes.” for seven of the type. First delivery of the freighter
Deliveries of the 787 were suspended for much of is set for 2027. Ethiopian Airlines has also made a
the last 18 months owing to manufacturing quality preliminary commitment for five.
issues that have taken longer to rectify than origi- Like Qatar, Lufthansa also ordered two more 777
nally planned. Boeing in late April said it had sub- freighters, while Ethiopian is taking five more of the
mitted a certification plan to the US Federal Aviation cargo aircraft. They join Atlas Air, China Airlines, DHL
Administration (FAA). Express, Emirates and Western Global Airlines in
Other new widebody business over the past year making fresh commitments for the 777F, while UPS
for GE Aviation includes an additional commitment signed for 19 Boeing 767 freighters. ◗
50
from Singapore Airlines (SIA) for 22 GE9X engines
to power its fleet of 777-9s. The order, which comes
with a 12-year services contract, is valued at
$2.8 billion at list price.
SIA already has orders for 31 777-9s, on which the
GE9X is the sole engine. Boeing has announced a
two-year delay on first deliveries of the programme
Qantas chief executive Alan Joyce (left) and Airbus chief commercial officer Christian
until 2025, however. The airframer has been working
Airbus
Scherer at the signing for the carrier’s 12 Trent XWB-97-powered Airbus A350-1000s
with the FAA to address certification issues, including Number of 777-8Fs launch customer Qatar Airways
those that led Boeing to make some design changes. has made commitments for, including 34 firm orders
Freighter and Qantas sunrise deal
expand Rolls-Royce A350 horizons “We have been powering
R
olls-Royce (R-R) has been boosted by Air- Qantas aircraft for more
bus’s decision to launch a freighter version of
its A350 widebody, which, like the passenger than 40 years and we are
variant, will be powered by the manufacturer’s
Trent XWB engines. delighted to be making
Airbus unveiled lessor Air Lease as its first custom-
er for the freighter version at November’s Dubai air more history with Qantas
show. Air France-KLM, logistics specialist CMA CGM
and Singapore Airlines have since followed, taking on Project Sunrise”
formal commitments for the A350F to 22.
Middle Eastern operator Etihad Airways has also Ewen McDonald Chief customer officer, Rolls-Royce
signalled that it will acquire the cargo model. Airbus
is planning entry into service for 2025 for the type.
On the passenger side, Qantas at the start of May fleet revamp, the first of which entered service in April.
committed to a deal for 12 Trent XWB-97 powered German leisure carrier Condor last summer outlined
Airbus A350-1000s. The aircraft will support its its plan to take 16 A330neos, ordering seven directly
ultra-long-haul Project Sunrise initiative, with the first from Airbus and leasing a further nine.
flights from Sydney to New York and London due for Deliveries of the Trent 7000-powered aircraft begin
a late-2025 launch. in the autumn.
Ewen McDonald, chief customer officer, Rolls- Taiwanese start-up carrier Starlux Airlines had
Royce Civil Aerospace, said: “We have been powering earlier this year taken its first Trent 7000-powered
Qantas aircraft for more than 40 years and we are A330neo. Starlux was set to debut the type in May,
delighted to be making more history with Qantas on while three further A330neos are also due for deliv-
Project Sunrise.” ery this year.
The UK engine manufacturer has also secured new Starlux Airlines founder and chairman KW Chang
business from European carriers Condor and ITA says: “The efficiency of the A330neo is outstanding
Airways for its Trent 7000 engines, which is the sole by bringing together enhanced technologies and
powerplant option for Airbus A330neo widebodies. highly efficient Rolls-Royce Trent 7000 engines.”
New Italian carrier ITA Airways, which has been The airline is taking its A330neos from lessor Air
established as a successor to Alitalia, signed for 10 Lease, but also has orders with Airbus for Trent
Boeing has secured orders from Lufthansa and Qatar Airways
A330neos. ITA is also taking A350-900s as part of its XWB-powered A350s. ◗
Boeing
after launching its GE9X-powered 777-8F in January
12 FlightGlobal FlightGlobal 13
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Deliveries on the rise
After the lows of 2020 as the pandemic resulted in a sharp
industry slowdown, the gradual increase in demand as
borders reopened and the return to service of Boeing’s
737 Max helped manufacturers see an uplift in mainline jet
deliveries last year – although still well below pre-crisis levels
IndiGo’s Airbus A320neo-family mainline fleet
now features Leap-1A and PW1100G engines Top 10 mainline aircraft
Bradley Caslin/Shutterstock
customers 2021
Rank Airline Units
Boeing handed over Ryanair’s first CFM
1 IndiGo 42
Leap-1B-powered 737 Max last summer
2= Delta Air Lines, Ryanair 33
3 China Eastern Airlines 30
4 Southwest Airlines 28
Engine manufacturer rankings 2021 Airbus/Boeing fleet by manufacturer
Soos Jozsef/Shutterstock
5 Air China 28
6 United Airlines 27
2021 Backlog Manufacturer Airbus Boeing Total
7= American Airlines, Wizz Air 25 deliveries
8 Turkish Airlines 22 Rank Manufacturer Engines Share Engines Share
CFM International 5,311 8,042 13,353
9= Aeromexico, FedEx 21
1 CFM International 1,066 59% 13,100 54% GE Aviation 402 2,967 3,369
10 Air Canada 19
Note: Data for Airbus and Boeing deliveries to airlines. 2 Pratt & Whitney 478 26% 4,128 17% International Aero Engines 2,989 4 2,993
Mainline jet deliveries 2010-2021 Source: Cirium fleets data
3 Rolls-Royce 146 8% 1,670 7% Rolls-Royce 1,543 1,174 2,717
1,000 Pratt & Whitney 1,463 1,224 2,687
4 GE Aviation 122 7% 1,528 6%
Engine Alliance 127 0 127
800
Top 5 regional aircraft Undecided 3,810 16%
Total 11,835 13,411 25,246
customers 2021 Total 1,812 24,236
Deliveries (aircraft)
Source: Cirium fleets data. Notes: At 31 December 2021. Data for installed engines based on Source: Cirium fleets data. Notes: In-service and parked fleet at 31 December 2021. Boeing data
Rank Airline Units Airbus/Boeing types. Excludes corporate and military operators includes former MDC types. Excludes corporate and military operators. Data is number of aircraft
600
1 SkyWest Airlines 19
400 2 Rossiya Airlines 14
A320 family engine manufacturer share 787 engine manufacturer share
3 IndiGo 10
200
4 Red Wings Airlines 9
2021 deliveries Backlog
2021 deliveries Backlog
0
5 KLM Cityhopper 7 Manufacturer Aircraft Share Aircraft Share
Manufacturer Aircraft Share Aircraft Share
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
Note: Includes ATR, Bombardier (CRJ), Comac (ARJ), De
Havilland Canada, Embraer, Sukhoi and Viking Air types.
Source: Cirium fleets data
Excludes corporate and military customers GE Aviation 12 86% 299 62%
l Airbus deliveries l Boeing deliveries Source: Cirium fleets data CFM International 290 61% 2,453 42%
Rolls-Royce 2 14% 89 18%
Pratt & Whitney 189 39% 1,595 27%
Undecided 99 20%
Emirates in December took the last production Undecided 1,791 31%
Total 14 487
A380, featuring Rolls-Royce Trent 900 engines
Total 479 5,839 Source: Cirium fleets data. Notes: At 31 December 2021. Excludes corporate and military operators
Source: Cirium fleets data. Notes: At 31 December 2021. Excludes corporate and military operators
Regional aircraft engine manufacturer share
Backlog for other mainline jets
2021 deliveries Backlog
Manufacturer C919 MC-21 Manufacturer Aircraft Share Aircraft Share
CFM International 303 - Pratt & Whitney* 60 44% 374 39%
Aviadvigatel (Soloviev) - 60 GE Aviation 51 37% 503 53%
Pratt & Whitney - 83 Powerjet 26 19% 79 8%
Undecided - 32 Total 137 956
Total 303 175 Source: Cirium fleets data. Notes: At 31 December 2021. Excludes corporate and military operators.
Airbus
*Including P&W Canada. Data for firm orders for ATR, Bombardier, Comac, De Havilland Canada,
Source: Cirium fleets data. Note: At 31 December 2021. Data is number of aircraft Embraer, Mitsubishi, Sukhoi and Viking Air
14 FlightGlobal FlightGlobal 15
Commercial Engines 2022
While recovery efforts dominate near-term
horizons, commercial engine manufacturers have
their sights on developing technology to address
the longer-term challenge of sustainable flying
Forward
thinking
Tatyana Belyakova/Shutterstock
Blue-sky thinking on cutting emissions has risen
up the industry’s agenda during the pandemic
was showing signs of significant growing pains. In manufacturers are quick to stress that despite the
“We are excited about
Mark Pilling London
2019, FlightGlobal’s annual Commercial Engines pandemic, none cut back their expenditure on R&D
T
Report saw the manufacturers facing criticism over to any great extent. The technologies under scrutiny
oday, every self-respecting aerospace engine design issues and in-service problems. In addition, building our arsenal of include electric, hybrid-electric, and engines powered
manufacturing executive has a cool road with bulging orderbooks, the engine makers were in by liquid hydrogen or hydrogen fuel cells.
map to hand, charting the pathway, over the a steep production ramp-up, putting strain on the technologies for the
coming two decades, towards a decarbonised supply chain and contributing to delivery delays. Breakthrough technologies
air transport industry. The grand mission is to achieve Each of the big three had significant issues in the future with sustainability Speaking at GE’s investor day in March, Mohamed
net zero carbon emissions by 2050. years running up to the end of the decade. However, Ali, vice-president of engineering, talked about the
Important waypoints along the journey are a by 2019, Rolls-Royce (R-R) was coming to grips with as our north star” great strides made in breakthrough technologies and
massive increase in the use of sustainable avia- the premature turbine blade deterioration problems materials to enable next-generation engines like the
tion fuel (SAF) and to make decisive progress on suffered by the Trent 1000 engine, which is an option Mohamed Ali Vice-president engineering, GE Aviation GEnx and Leap. Ali highlighted the introduction of
“disruptive technologies”, such as hydrogen. These on Boeing 787s. Similarly, Pratt & Whitney’s Geared composite fan blades to replace metals on the GE90,
are vital ingredients, in parallel with the ever-present Turbofan (GTF), the manufacturer’s big bet on return- the creation of highly durable ceramic components
desire to reduce fuel burn and deliver engines with ing to the narrowbody powerplant market, was, after March that year. As revenues from the all-important for Leap, and the invention of additive manufacturing
improved efficiency. three years in service, overcoming its early high-pro- service contracts, which are based on how much technology to produce hitherto “impossible-to-make”
As Eric Dalbies, senior executive vice-president file engine issues. engines are flown, fell off a cliff, all the manufactur- lightweight parts.
research & technology and innovation at Safran told At GE Aviation, the story was different, but no ers shed staff, raised liquidity, and restructured their “We are excited about building our arsenal of
the EU’s Clean Aviation Summit in March: “For the less troublesome. Its GE9X engine was selected by businesses to cut losses and preserve cash. technologies for the future with sustainability as our
coming decade the focus is on ultra-efficient aircraft… Boeing as the sole powerplant choice for the 777X However after two years of unprecedented busi- north star,” says Ali. These advances will enable GE to
reducing fuel burn is a no-regret choice.” in 2013. Issues with components in the high-pressure ness trauma, the recovery in air travel is very wel- reduce fuel burn by more than 20%, whether the fuel
The speed at which sustainability has rocketed to compressor, which came to light in 2019, caused a come as the engine majors seek a return to normality. is kerosene, SAF or hydrogen, he adds.
the very top of the aerospace agenda is astonishing. redesign that delayed the first flight of the 777X. Revenues are flowing again as flying hours rise and The key component of bringing GE’s roadmap
Equally remarkable is the fact that it has taken place That was scheduled for 2019 with first deliveries to maintenance shop visits return. As business revives to fruition is a batch of “breakthrough technology
during a global pandemic that saw the air transport airlines of the initial 777-9 version in 2020. While GE and the discipline of delivering hundreds of highly demonstrators” with ground and flight tests to show
industry grind to a halt. has fixed the engine issue, Boeing itself now expects sophisticated engines annually returns, the strategic technology readiness this decade, says Ali. This is
The world’s urgent need to tackle climate change the aircraft to enter service in 2025 under the current landscape has changed for the propulsion experts. the critical timeline to meet the count back in years
may be argued to have been a welcome call to arms certification timetable. The decarbonisation challenge has become an for Airbus and Boeing’s ambitions for next-genera-
for aviation when it was at its lowest ebb. Despite these hiccups, the engine makers entered overwhelming obligation. Every manufacturer was tion aircraft using “disruptive” technology in service
Pre-pandemic, the air transport industry was in 2020 in good health, with record orderbooks and deeply absorbed in R&D to find more efficient, from 2035.
rude health, bathing in a decade of unbridled growth. strong aftermarket revenue flows. That changed lower emissions engines prior to the pandemic. Now GE has three demonstration programmes lined up.
However, at the end of the 2010s decade, the industry abruptly with the onset of the global pandemic in that occupation has turned into an obsession. The The first is a partnership with NASA and Boeing,
16 FlightGlobal FlightGlobal 17
Commercial Engines 2022
25%
P&W was selected by NASA in October 2021 for
HyTEC to develop advanced high-pressure turbine
technologies for next-generation single-aisle aircraft.
These include ceramic matrix composite (CMC)
materials that are capable of operating at higher
temperatures than current CMCs, e nvironmental
barrier coatings and advanced cooling and
aerodynamic approaches that will make new Fuel-efficiency gain that could be achievable using
component designs and efficiencies possible, adaptive-cycle engine management technology
according to P&W.
HyTEC is part of NASA’s Sustainable Flight
National Partnership, which is intended to enable thrust and a 1% increase in fuel efficiency.
breakthrough innovations and help accomplish the P&W’s key demonstrator in the hybrid field is work
industry’s decarbonisation goals. led by Pratt & Whitney Canada, which is partnering
Using a raft of advanced fan technologies, new with De Havilland to equip a Dash 8-100 turboprop
CFM International
core development, increased use of hybrid-elec- with a hybrid-electric propulsion system. P&W’s
tric to augment the engine, and more efficient roadmap sees hybrid-electric technology coming into
CFM RISE programme will develop open-fan
propulsion-airframe integration, P&W will build the service from 2030.
engines powered by 100% SAF or liquid hydrogen
future GTF, the firm’s first chief sustainability officer, Flight tests with the Dash 8 are scheduled to start
Graham Webb, explained at the Sustainable Skies in 2024 with ground tests planned this year, says
World Summit, hosted by Farnborough International Webb. The target is a 30% reduction in fuel burn and
with BAE Systems recently added to provide testbed to allow engine emissions, including contrails, Airshow in early April. CO2 emissions compared with today’s turboprops. A
electricity management systems. Through NASA’s to be monitored separately from those of the engines In December, P&W launched the GTF Advantage key partner in this project is P&W’s Raytheon Tech-
Electrified Powertrain Flight Demonstration (EPFD) powering the aircraft. configuration, the next iteration of the engine, nologies stable mate Collins Aerospace, which is
project, GE will test hybrid-electric configurations on The physical property of hydrogen means it has which has technology enhancements throughout providing the electric motor and controller.
a modified Saab 340B with GE CT7-9B engines to many challenges to become a viable liquid fuel for the core. After completing a year of ground and P&W says this project will provide technology and
prove out the technology. It says the programme will either gas turbine combustion engines or to make flight testing it will be available for A320neo-family component learnings that will directly feed into to
fly a full hybrid-electric aircraft by the mid-2020s. electricity in a fuel cell. However, many believe it has aircraft from January 2024, offering greater larger applications. Although it has not announced
“Anybody can do a motor – a hybrid-electric motor a future role in the decarbonisation picture. “Hydro-
or an electric motor and test it on the ground,” says gen combustion does get to zero carbon emissions,
Airbus
Ali. “Anybody can fly perhaps even up to 10,000ft. so it is a logical thing to look at,” says Arjan Hege-
Above 10,000ft, high-voltage electric machines man, general manager advanced technologies at GE.
behave very differently. We are testing in collabo- As the first ground testing on this programme
ration with NASA at the NASA facility, a megawatt begins this year, GE’s third demonstrator using
electric motor in a 40,000ft environment… and we technology called adaptive cycling is already running.
believe we have the technology to enable that.” This is being conducted in collaboration with the US
In February, Airbus and CFM International Air Force (USAF) to develop the XA100 adaptive
announced one of the most significant moves by cycle engine for the F-35 fighter. The latest phase of
the aerospace majors to date on the hydrogen front. tests began in March at the USAF Arnold Engineering
Airbus will use an A380 as the flight-test demonstra- Development Complex in Tennessee.
tor for a future hydrogen-fuelled engine. The aim is “An adaptive cycle means the engine actually
for first flight by the end of 2026, says Sabine Klauke, changes its geometry depending on which part of
chief technical officer at Airbus. the mission it is in to maximize the fuel burn advan-
CFM will modify the combustor, fuel and control tage for that mission,” says Ali. It has the potential
system of a GE Passport turbofan to run on hydrogen. to give the “best of both worlds”, switching between
The engine was selected because of its physical size, high thrust and efficiency with the promise of 10%
advanced turbo machinery and fuel flow capability. It more thrust and 25% better fuel efficiency compared
will be mounted along the rear fuselage of the A380 with today’s engines.
He adds: “We are going to be taking all of these
technologies and putting them in what we call the
RISE demo, where RISE stands for revolutionary
“There is still life in the innovations for sustainable engines.” This demon-
stration programme, launched in June 2021 by
gas turbine. Whether CFM, aims to develop open-fan powerplants that
can be fuelled by 100% SAF or liquid hydrogen and
fuelled by kerosene, include hybrid-electric capability for the next gen-
eration of single-aisle aircraft from 2035. The target
SAF or hydrogen, we is to reduce fuel consumption and carbon dioxide
(CO2) emissions by more than 20% with a flight
need to invest in the demonstration engine planned for mid-decade.
basic efficiency of the Greener business
Pratt & Whitney (P&W) has identified three
gas turbine” core themes in its roadmap to net zero: smarter
technology; clean fuels and greener business.
Alan Newby Director of aerospace technology and future Under the smarter technology banner come projects Airbus and CFM will experiment with hydrogen fuel contained in
programmes, Rolls-Royce such as the Hybrid Thermally Efficient Core (HyTEC). internal tanks at the rear of an A380 flying testbed
18 FlightGlobal FlightGlobal 19Commercial Engines 2022
a specific programme yet to augment the GTF GTF. There are certainly challenges with delivering on
with hybrid-electric power, it is in the plan. The liquid hydrogen as a fuel for aviation, but Webb sees
thinking is to marry an electric engine capable of the opportunity too. “There is a lot more work and
delivering 18MW with the GTF to “enhance the flight study to be done but we look at hydrogen as a prom-
operations” of a single-aisle airliner, says Webb. This ising fuel,” says Webb.
is an order of magnitude larger than the 2MW being While hydrogen fuel grabs many headlines, the in-
delivered for the Dash 8 project. dustry’s drive to increase SAF use is critical to achieve
P&W’s roadmap, which is naturally in sync with the net zero.
Airbus vision of a zero emissions aircraft in service, In March, P&W tested the GTF Advantage config-
sees it ready to field a hydrogen-fuelled engine for a uration with 100% SAF in what it describes as a key
100-plus-seat airliner from 2035. Like its competitors, milestone towards 100% operation of GTF-powered
the company is accelerating its hydrogen research. aircraft with these fuels. Today, SAF is approved in
In February, it was awarded a US Department of blends of up to 50% with regular kerosene.
Energy project called the Hydrogen Steam Injected,
Inter-Cooled Turbine Engine (HySIITE). Step change
It is described as a revolutionary hydrogen combus- The three big themes in the Rolls-Royce (R-R) strate-
tion system that uses water vapour recovered from the gic drive to net zero are a step change in the efficien-
exhaust stream to increase engine efficiency, promis- cy of gas turbines, leading SAF demonstrators and
ing a reduction in fuel consumption for next-genera- adoption, and developing third-generation technol-
tion narrowbody airliners of 35% compared with the ogies, the company’s chief technology officer Grazia
Pratt & Whitney
MTU leads charge with flying fuel cell
In parallel with its work alongside partner P&W on
next-generation geared turbofan technology, MTU
Aero Engines is developing a fuel cell powered by
hydrogen as one of the answers to create engines
Rolls-Royce
R-R broke world speed records for an all-electric
with game-changing emissions reduction. aircraft with its Spirit of Innovation demonstrator
MTU’s approach has been to develop a
complete product-relevant electric powertrain
from the hydrogen fuel system to the gearbox for
technology demonstration purposes. The MTU ittadini explained at the Clean Aviation Summit.
V up to regional and narrowbody aircraft. As the aircraft
Flying Fuel Cell (FFC) team is already 70 strong “Engines are at the core of the decarbonisation chal- move up in size, from narrowbody and to widebody
and growing. lenge… and are the most impactful,” she says. territory, the gas turbine is the clear favourite.
MTU is working with German aerospace research Of the engine majors, R-R is exploring the widest “There is still life in the gas turbine. Whether fuelled
centre DLR on converting a Dornier 228 twin- range of potential power and propulsion technologies by kerosene, SAF or hydrogen, we need to invest in
turboprop into a hydrogen fuel cell demonstrator. and applications, from small propeller aircraft and the basic efficiency of the gas turbine,” Alan New-
One of the Do 228’s Honeywell TPE 331 engines advanced air mobility vehicles, right up to widebody by, director of aerospace technology & future pro-
will be replaced with a 600kW fuel cell-powered airliners and large business jet aircraft. grammes at Rolls-Royce, said at Clean Aviation.
electric motor. The Do 228 will be a flying testbed All-electric power will be viable for smaller aircraft The key demonstrator in the R-R gas turbine world
used to validate the technologies being developed with short range requirements and is a relatively mature is its UltraFan engine design. UltraFan features a
and integrated, but it will not be a product. technology, says R-R. new-engine architecture, material, and a new power
However, proving the technology will, MTU In November, it flew the Spirit of Innovation, a high- gearbox to prove “all the building blocks that will go
believes, put it in a leading position to be the speed demonstrator that set two new world speed into a next-generation engine”. Engine UF001 is now
engine partner with an airframer seeking to launch records for an all-electric aircraft. being built and will be tested with 100% SAF this
a zero-emissions 19-seater aircraft. This effort was part of the UK Government’s Accel- year, says Newby.
One of the main challenges for hydrogen fuel cell erating the Electrification of Flight project and the R-R says the engine will be available in the second
technology is certification. “We are in talks with advanced battery and propulsion technology devel- half of the 2020s and will be 25% more fuel efficient
EASA and Germany’s civil aviation authority, the oped has applications for the advanced air mobility than a first-generation Trent powerplant. Although
Luftfahrt-Bundesamt, because clearly a fuel cell of market, says R-R. initially sized for a widebody jet, UltraFan would be
this type has not been through the full certification On the electric front, the company is also the scalable for narrowbody aircraft.
process,” explains the chief engineer at MTU’s engine partner with Italy’s Tecnam on the 11-seat Summing up the efforts of engineers at the engine
FFC unit, Barnaby Law. The cryogenic fuel tanks P-Volt utility aircraft. It will feature two R-R electric manufacturers, Vittadini describes the technologies
to carry liquid hydrogen are another important powerplants of 320kW each with Norwegian regional being explored as a “buffet” from which engine mak-
technology and MTU has an unannounced partner airline Wideroe set to take the first examples in 2026. ers will choose the tastiest to meet the low-emission
on board to work in this area. R-R has created a division dedicated to furthering aircraft applications coming down the line.
The aim is for the Do 228’s first flight in the its efforts in the electric engine space. In addition to “Revolutionary breakthroughs are required for avia-
middle of the decade with the platform used its work with Tecnam, another key programme for tion,” Vittadini says. “There is quite a series of daunt-
to test individual system components prior to R-R’s electrical division is providing the technology ing challenges.”
installation of the complete powertrain. to power Vertical Aerospace’s four-seat VX4 vertical By the end of this decade, we will know which buf-
If this is successful, MTU believes it will be take-off and landing vehicle. This is expected to be fet items have the most promise for these pioneering
positioned to have serious discussions with certificated in 2024 with service entry soon after. aircraft. The biggest unknown is whether “disruptive”
In March, P&W undertook tests on the new GTF airframers on providing an entire electric R-R’s research into potential propulsion pathways technologies such as hydrogen will be one of the
Advantage engine configuration with 100% SAF powertrain for a new aircraft product. encompasses hybrid-electric, hydrogen fuel cells, and ingredients or whether super-efficient gas turbines
gas turbines burning hydrogen, with likely applications burning SAF will be the right choice. ◗
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