lightsaber wrote:AvroLanc wrote:SteelChair wrote:Delta can convert CS100 orders to CS300s after the 35th CS100.
Regarding the overbuilt comments, Delta is getting the small engine option and has stated in official filings that the average segment length for the CS100 will be under 1,000nm.
Would you be so kind as to explain the "small engine option" i was not aware there was a difference. Also has this power plant been tested?
Almost all engines are sold for less with better maintenance intervals, or just lower power by the hour fees, if the engine is sold derated. The physical engine is the same. There is just a plug with a tiny amount of software, mostly a text file of constants and authorization codes, that reduce the engine takeoff, climb, and even cruise thrust. This results in less outstanding short field performance and is usually paired with a reduced MTOW for the airframe.
This is usually done with the hope the airline will pay to increase thrust (more missions). While it does extend engine maintenance intervals, most of this is paperWork constraining performance. For example, my prior car changed the crankshaft and a plug as part of a $2,000 upgrade that cost less than $20, but boosted horsepower 20%. This is a $12 plug that might cost $400,000 per engine!
Pratt sold engines at such an extreme discount, they want a chance of a future payment. Same with Bombardier. DL gets no upgrade for free...
Well stated. All of that is exactly what i was referring to. I would add that Delta no doubt also figured that this being a new engine, it might run longer at the lower thrust levels, thus reducing engine cost (since shop visits are so expensive) Then they doubled down (tripled down?) by signing a deal with PW to be a factory approved overhaul facility, no doubt getting good deals on parts, tooling, support, etc. Then they quadrupled down by ordering GTF powered 321neos.