It may be worthwhile to return to the classic Airbus A320 if the A320neo is experiencing such severe issues. However, this requires a comprehensive reassessment of the entire situation regarding aircraft and engines in order to better understand Airbus’ present decisions, which depend on much more extensive data than the supposedly rational but superficial recommendations that are being proposed.
The A320neo is not a new model; rather, it is a minor modernization of the classic 1986 model, with minimal modifications to its major components. Minor modifications were implemented, including the addition of six seats to the cabin and the modification of small details. The main modification is the “neo” prefix, which signifies “New Engine Option,” which implies the introduction of new engines. Therefore, the honest inquiry is: Given that hundreds of aircraft equipped with the current engines are suspended globally, should Airbus reconsider its decision to return to the CFM56 engines?
The LEAP-1A from CFM International and the PW1100G (or GTF) from Pratt & Whitney are the two engine options available for the A320neo, with varying modifications based on thrust.
There are substantial differences between these engines.
By using a larger fan that is connected to an additional shaft from a third, oversized turbine, the LEAP-1A expands upon the dependable CFM56. Although there are more modifications, these two components are essential. The larger fan compensates for the turbine’s reduction in bypass thrust. Interestingly, the PD-14 engine from Russia is based on a comparable design, albeit with some variations in the turbine construction. However, the outcome is satisfactory; although it is not as dependable as the CFM56, it is anticipated to improve over time. That said, development issues remain.
For example, Boeing doesn’t face the same reputational challenges as Airbus, despite the fact that it has other issues. Boeing has specifically selected the LEAP engine for its aircraft. In the same vein, China has implemented the LEAP engine without any substitutes.
Nevertheless, the GTF introduces an array of innovations that necessitate long-term refinement, presenting an ongoing stream of surprises to both operators and developers. Pratt & Whitney is known for its turboprop engines and used comparable concepts in this context. However, the stresses experienced by jet engine fans and propellers are significantly different.
A geared fan is the primary innovation in the GTF, as it is responsible for reducing the engine’s rotational speed, which is a core issue. The transmission has encountered numerous issues, including gearbox oil contamination and material defects, as it has been unable to cope with the necessary loads. In addition, the gas generator’s powdered metal components began to fracture, necessitating repairs.
The GTF’s exceptional fuel efficiency is a result of its large fan and clear bypass flow, despite these setbacks. The concept is clever; however, the execution is inadequate.
At present, approximately one thousand A220, A320/321, and E-Jet aircraft have been suspended due to the GTF engines. EgyptAir declined A220 orders due to the absence of engine alternatives, AirBaltic has been operating at a loss and substituting failed ultramodern aircraft with Romanian Fokker-100s, and India’s GoFirst has gone bankrupt.
The A220 and E-Jets are equipped entirely with Pratt & Whitney engines, which necessitates operators to make difficult decisions. In the interim, Embraer circumvents these complications by equipping E175s with CFM34 engines for US airlines.
Compensation payments have exceeded revenues on the Airbus side due to issues with GTF engines. For instance, Air Transat in Canada has grounded seven A321neos as a result of engine defects, and $26 million in compensation has been paid. Pratt & Whitney has recently obtained FAA certification for GTF engines on the A321XLR and intends to introduce the GTF Advantage, which is expected to provide improved thrust, fuel efficiency, and durability, despite these setbacks.
In light of the persistent issues, should operators continue to operate with GTF engines when profits were higher with classic A320s that used CFM56 engines? This issue continues to be a source of debate as Airbus faces reputational risks and limited production capacity for LEAP engines. In the interim, industry challenges continue to exist, with sustainability concerns and geopolitical shifts further complicating the situation.
Official Website of Youtube Channel – Altitude Addicts
