Rolls Royce RB211 is the most easily identifiable on the 747-400 with the nacelle running the whole length of the engine, from intake to turbine exhaust, mixing the core and bypass together before exiting. The Rolls Royce Trent 700 on the A330's have a distinct look from head on, with the flat appearance given to the base on account of the gear boxes position on the side, although the intake is still circular. The IAE 2000 on A319,A320,A321 narrow bodies has a similar look to the Rolls RB211 because of Rolls Royce involvement on that engine.
I always found it difficult to spot the difference between the P&W versus the GE
from a distance on a 747-400, on account of their similarities with the nacelle structure. The one thing that you can use to differentiate the P&W from the GE
on the 747-400 is the nacelle fairing on the P&W around the bypass section is slightly more contoured and shorter when viewed from the side, while the GE
seems flatter and longer around the nacelle bypass section. The 747-100/200 had the P&W JTD-9 to begin with, (which eventually found it's way onto the 747-300) followed by GE
's engine, then Rolls with the RB211, which did not have the nacelle shroud covering the exhaust area, a legacy of it's origins on the Tristar I imagine. The look of the P&W engine has evolved over time, with the most distinct difference on the PW4000 used on the 747-400, being no witches hat shaped exhaust cone.
On the narrow bodies the CFM is very distinct reflecting it's GE
heritage I suppose, but when viewed from the front, on a B737-300/400/500 or a B737-600/700/800/900 it has that oval squat intake which provides the necessary ground clearance. Also the CFM on the Next Gen 737's have the thin pipe sticking out of the exhaust, while the 737-3/4/500 don't. Does anybody know what the thin pipe is designed to do, or is merely for easy identification as a 737 Next Gen engine.
As far as the spinners are concerned Rolls favours, a very distinct witches hat design on the RB211 all the way up to the Trents except on the Trent 800 which features a collar before the spinner and flies on the B777, while P&W
went with the dome shaped spinner on the JTD-9, PW
2000/4000 as did GE on it's engines. Then came the GE90 on the B777 and GE
adopted a modified spinner, less dome shaped more pointed to help disperse any foreign objects away from the core intake.
Also another question for those in the know, is the nacelle shaped in such a way that it provides some lift?
Failing all that you can read the logo's on the side of the nacelle to see which manufacturer it is, except AA
, who for some reason are ashamed to wear the RR
logo on their Trent powered 777's.
Hope this is of some help Qantas 747300. Is this for research?
[Edited 2012-03-19 20:17:11]