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NearMiss
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Posts: 176
Joined: Sun May 22, 2016 5:10 pm

Switching engine provider

Mon Apr 08, 2019 8:46 am

Some 20 or so years ago, I remember that, when LAN Chile ordered their first A320s and A319s, they came with the, then less common, IAE engines. But, since 2011, they switched their orders to CFM equipped A319s and A320s. I never knew why and I thought it was a bit uneconomical to go from one engine provider to another on a fleet that wasn't that big at that time. Same thing with their 767s, which, at first, came with PW engines, but then they switched to GE for the following orders.

You also see that on other airlines like Thai that went from PW to RR on their A330s or Lufthansa that has CFMs on their A320s, but IAEs on their A321.

Are these cases related to performance on certain environments or just because of a better deal from the different engine manufacturers?
"There is an art, it says, or rather, a knack to flying. The knack lies in learning how to throw yourself at the ground and miss."
 
a320fan
Posts: 778
Joined: Fri May 01, 2009 5:04 am

Re: Switching engine provider

Mon Apr 08, 2019 11:04 am

Most likely a better deal from the manufacturer, that’s why EK went from EA to RR for its last A380 order.
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LA704
Posts: 79
Joined: Sat Jun 25, 2016 10:04 am

Re: Switching engine provider

Mon Apr 08, 2019 12:03 pm

LH went IAE on the 321 due to a thrust bump.
JJ also has CFM and IAE 320s, as LH(EW) and many others.
Reasons may be a better deal from another manufacturer (probably LA), engine performance (RR is more economical than PW on the 330 for many missions, with GE second and PW worst), specific engine strengths and weaknesses (I have heard the V2500 is slightly less thirsty than the CFM56-5, but more maintenance-heavy. That would result in short sectors favoring the CFM and the IAE for longer routes)
I'm sure there's more
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MD80Ttail
Posts: 159
Joined: Wed Dec 07, 2016 1:22 am

Re: Switching engine provider

Mon Apr 08, 2019 12:30 pm

Also once an airline gets to a certain size of “critical mass” each sub type or sub fleet can become large enough further costs savings can no longer be gained from a single type. What size “critical” mass is for each airline will depend on many many factors individual to each respective company.

Conversly, extremely small carriers that perhaps sub out all maintence wouldn’t see any savings for engine commonality if all Maint is out of house.

Just my thoughts.

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