Probably not much as a stand alone PWA
product in the commercial area, maybe as a partner in a consortium (V2500, GP7200). The PW6000 might be available for the 737 replacement or as a re-engine for the MD
-80 series. The PW4000 is a fine engine, but I'd only expect incremental sales now, only more if the KC
-767 is ever ordered by the USAF
won't be giving engines away in future competitions hoping to make profits in the aftermarket. UTC
shareholders expect a certain return, and that cant happen if you can't make money on the front end.
The geared fan concept is sound, but it has to tailored to the right airframe. The 787 would have been a good application except that PWA
wouldn't agree to a losing price as a risk sharing partner. Why give the product away?
In the era of the JT8D, Pratt could give the engines away as they had 100% of the aftermarket and could recoup all those profits. Not today.
I think that their future in the production engines is in military. The F119 will be used on the F22, and even if the production of that plane is only 200 or so, not to worry as the F135 JSF (F35) engine uses most of the technology of the 119, and as the lead engine on the JSF, I'd expect PW
to get the majority of the sales over the GE
F136 as in much of the technology, it is years ahead of GE
. If PW
gets 70% of the engines in as many as 3500 aircraft, they will do very well.