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The GE CF-6 Engine And The A330  
User currently offlineQatarAirways From Qatar, joined Sep 2008, 0 posts, RR: 0
Posted (13 years 10 months 3 weeks 5 days ago) and read 3210 times:

Earlier on the Airbus A330 program RR and PW captured most of the A330's Engine market share. GE had a farely rocky start and wasn't succesful in gaining as many orders/customers as thier competitors.

I have noticed that more recently GE's market share of the new orders for the A330 has rised considerably with customers such as Qantas, Air France, Qatar Airways, TAM Brasil and Air Calin. TAM Brasil has also tried PW and RR powered A330-200's.

I was wondering what has changed with GE's offerings that had given them a larger share of new orders. Was it lower prices, modifications (i.e. new subtype) or cutomer dissatisfaction with other engine manufacturers?

Thank you in Advance for your help.


4 replies: All unread, jump to last
User currently offlineDynkrisolo From United States of America, joined Feb 2001, 1896 posts, RR: 6
Reply 1, posted (13 years 10 months 3 weeks 4 days 23 hours ago) and read 3175 times:

GE has upgraded their -80E1 engine. The new subtype A3 and A4 has an upgraded core and higher thrust than the old A1 model. I believe only GE and RR offer 72-73k lb thrust engine. P&W doesn't have one. That might explain why P&W isn't getting too many new A330 orders, especially the A332.

User currently offlineTEDSKI From , joined Dec 1969, posts, RR:
Reply 2, posted (13 years 10 months 3 weeks 4 days 21 hours ago) and read 3151 times:

Why can't Boeing put this 72,000lb thrust GE CF6-80E1 engine on their poor selling 767-400?

User currently offline0A340 From United States of America, joined Nov 2000, 268 posts, RR: 0
Reply 3, posted (13 years 10 months 3 weeks 4 days 20 hours ago) and read 3132 times:

Dear Tedski,

You are always wondering why manufacturers don't put "heavy" engines under the wings. For starters, a heavier engine does NOT guarantee better performance - au contraire, it may reduce profitable payload and is more thirsty. The structure - MTOW, wings, landing system - must be able to handle it, one must cannot hang any engine under any wing.

In this specific case, the problem of the 767-400 is that is simply a stretched 763 (with minor aerodynamic improvements like the raked wing tips). Wing area is practically the same as the 763, AND it is a heavier bird. Thus the reduced payload-range performance. Mind you, it is the wing that lifts the bird, and its chore angle determines the most economic cruise speed.

IF Boeing were to listen to you and do what you propose, then simply the 764 would be even worse, from the economics and payload-range characteristics. Only the climb rate would improve - - your very-very favorite climb rate.

Well, if you need more info, simply drop me a line.

Your friend George.

User currently offlineExpratt From United States of America, joined Mar 2000, 311 posts, RR: 0
Reply 4, posted (13 years 10 months 3 weeks 4 days 17 hours ago) and read 3086 times:

In addition to the reasons cited by OA340, another reason for not installing increased thrust engines on twin-engined airplanes is single engine controllability. With both engines running, there is no problem. But if one of the engines fails, the airplane may not be controllable. At lower speeds, the rudder and ailerons may not be able to counteract the extra asymetrical thrust.

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