In two years, Airbus has signed 54 contracts for 1,864 A320neo-family aircraft. Each deal is another opportunity for a referendum on the different engine options. So far, the orders almost evenly split between the Leap-1A (35%), the PW1100G (31%) or a selection yet to be made (33%). The CFM option enjoys a clear lead on the smaller of the two variants, including by far the most popular version with the A320neo. P&W is the strong favourite so far on the A321neo, but the number of undecided customers remains strong enough on the A320neo and A321neo to easily tip the lead towards either side.
This on its own would suggest that the PW has favorable characteristics for the A321 and its missions, but is that the case or is it a statistical quirk that will change once the 33% of undecided customers decide?
The article also goes on to point out that airlines face a problem dealing with unknown future maintenance costs with either product, either with PW the unknown cost of maintaining the additional gearing, and with CFM the unknown cost of how durable the new CMC materials will be and the fact that they are using an additional turbine stage that will increase maintenance costs.
It mentions that P&W has recently received Transport Canada certification for a smaller variant of the PW1100G which powers the Bombardier CSeries. Has this resulted in any data that could help us figure out if the PW1100G is meeting its performance targets?
Edit to add that I like the idea that Airbus is adding what I think is "disruptive technology" to the market with the PW GTF. It's not clear if this the reason why RR sold its share of IAE to PW and is now partnering with PW on some future GTF type projects, but still, it's mighty disruptive, especially if the GTF ends up with better performance on the 'neo' than the LeapX.
[Edited 2013-03-21 20:12:22]