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7JetSet7 Code: PRW
Status: Operational
Country: USA
Employees 36000
Web: pw.utc.com
Email: info@pw.utc.com

Click below for data links:
PRW - Singapore Facility.jpg
PRW-2014-09 - PW1000G ADVERT
PRW-2014-09 - UTC UPDATE
PRW-2016-02 - Manufacturing Facility Singapore.jpg
prw-2016-03 - 1ST Flight A321neo PRW GTF.jpg
PRW-LOGO 2012-04

Formed and started operations in 1925. Pratt & Whitney (PRW), a United Technologies Corporation Company, is a world leader in the design, manufacture and service of airplane engines, industrial gas turbines and space propulsion systems.

April 1925. Pratt & Whitney (PRW) was founded in Hartford, Connecticut, USA by Frederick Rentschler. (PRW)'s 1st airplane engine was a 410 horsepower, air-cooled Wasp which delivered unprecedented performance and reliability for the time and transformed the aviation industry.

October 2005: Pratt & Whitney (PRW) will manage all parts inventory and logistics including new spare parts, used serviceable material and part repair under an exclusive contract with United Airlines (UAL) covering 217 (PW4000) engines powering (UAL)'s 747s, 767s and 777s. The 10-year deal is the largest Materials Management Program agreement in (PRW) history and includes a renewal option, the company said. Value was not disclosed. In support of the (PMP), (PRW) said it will establish a material and logistics hub at San Francisco International Airport that is expected to be fully functional by year end. It also will manage the on-wing performance of the (PW4000) fleet using its Web-based Advanced Diagnostics and Engine Maintenance System.

February 2006: Pratt & Whitney (PRW) and (MTU) will collaborate on a "technology readiness program" to develop high-pressure compressors for the next generation of mid-thrust engines powering eventual successor airplanes to the A320 and 737. Ground rig testing of the new compressor is scheduled for this fall in Munich.

"Development of a whole new generation of single-aisle, medium-range airplanes will depend to a large degree on the availability of extremely efficient new engines," Pratt Senior VP Engineering Paul Adams said. "This program will help validate the technologies we and (MTU) believe are required. It also supports our effort to develop a mid-thrust geared turbofan engine."

The new compressor will have an eight-stage, 17-to-1 pressure ratio module along with integrally bladed rotors (IBR), in which blades are part of each compressor disk rather than attached individually. Adams said the (IBR) technology, along with a new rotor design and other advancements, will "make for a very lightweight and efficient compressor" that will provide a "great advantage" over conventional turbofans or Pratt's advanced geared turbofans. Pratt, a founding member of International Aero Engines (IAE), repeatedly has reaffirmed its commitment to (IAE) as its path to the next-generation single-aisle market.

In an effort to recapture some of the single-aisle market, re-establish its relationship with certain carriers and set the stage for its role in developing a next-generation single-aisle engine, Pratt & Whitney (PRW) announced its intention to manufacture, certify and market replacement (CFM56-3) parts for the 737-300/-400/-500 series through its new Global Material Solutions (GMS) business. The initiative was unveiled at a press conference in Washington, where newly appointed (GMS) VP & General Manager, Matthew Bromberg said United Airlines (UAL) has signed on as the launch customer with a 10-year agreement covering 200 engines. Pratt (PRW) said it hopes to see revenues of $500 million per year within 5 years through (GMS).

Bromberg admitted it was a "bold step" to offer parts for a competitor's product but said there was "strong interest in the industry" for "alternative" parts solutions. Pratt (PRW) is committed only to the dash 3 for the time being. There are approximately 4,000 currently in service but intends eventually to gauge Airbus (EDS) operators' interest in dash 5 parts for the A320 family and A340-200/A3402-300 series.

Pratt (PRW) will manufacture and market 55 gas-path and life-limited parts for the (CFM56-3). Deliveries are scheduled to begin early next year. The company said it is well positioned to do the work as it already has an extensive (CFM56) Maintenance Repair & Overhaul (MRO) business that will grow when it opens its Shanghai (MRO) facility in 2008. Aftermarket services account for nearly 60% of its revenues.

In a statement, (GE) spokesperson Rick Kennedy noted that several firms already make and sell parts for (CFM) engines and that (GE) and Snecma "continue to invest millions of dollars" annually to upgrade the in-service fleet. "These upgrade programs provide considerable advantages in terms of on-wing life and fuel efficiency over the original parts designed by (CFM) for the engine, which (PMA) manufacturers are attempting to replicate," he said.

April 2006: Aviation Fleet Solutions said its QuietEagle noise reduction system, developed and marketed with Pratt & Whitney (PRW) and designed to reduce cumulative noise from (JT8D-200)-powered MD-80s by up to 6 dB, received (FAA) certification.

July 2006: Pratt & Whitney (PRW) named United Technologies Corporation (UTC) VP Corporate Strategy & Development, Todd Kallman as President of its Commercial Engines division effective immediately. Kallman, 50, succeeds Steve Heath, who is retiring. Kallman held his position at (UTC) since 2003, and oversaw more than 50 acquisitions totalling $8.4 billion, including Chubb, Kidde, Lenel, Linde and Rocketdyne. He worked at Lockheed Martin for 14 years before joining (UTC) in 2001 as VP Finance and CFO of Hamilton Sundstrand.

Pratt & Whitney (PRW) President, Steve Finger said that the (PRW)-General Electric Engine Alliance is the most suitable vehicle to supply an engine for the redesigned and renamed A350 XWB, nixing the possibility that Pratt, which is not on the 787, will develop a new engine for the 787 Dreamliner's rival. "We believe the [Engine Alliance] (GP7000) has a lot of attributes that would work on the A350," Finger said during a media briefing at Farnborough.

At the same time, Steve Heath, who is stepping down as head of Pratt's large engine business, acknowledged that the (GP7000) will have a bit of a challenge in meeting the 95,000-lbs-thrust requirement for the dash A350-1000 version of the A350 unveiled by Airbus. "That is a rather large engine for that size family," Heath said, pointing out that the (GP7000) is well-suited for the 74,000 -84,000-lbs-thrust requirement of the dash A350-800/900 versions of the Airbus jet. "You want to leverage an existing investment whenever you can," he added.

(GE) has ruled out offering an engine in the 95,000-lbs-thrust range as well, although its (GEnx) was the launch engine on the first version of the A350.

Finger also said at the media briefing that the IAE (V2500) remains the preferred vehicle to develop an engine for the next-generation single-aisle airplane. It makes "natural sense to build on the market," he said. Pratt continues to develop its geared turbofan technology targeted for that market.

Turning to its Maintenance Repair & Overhaul (MRO) activities, which account for a larger share of sales than does original equipment, President-Global Material Services, Matthew Bromberg dismissed concerns expressed by (CFM) International executives that the use of Pratt & Whitney-made parts in CFM engines could impact engine performance and reliability and raise certification issues. "Our parts are fully interchangeable," he said, with "no impact on type certification and no impact on airplane certification."

Pratt earlier this year announced plans to design and certify 55 replacement parts for the (CFM56), including 19 life-limited parts. That overall number subsequently was reduced to 48 because there was no customer demand for (LPC) parts, Bromberg stated.

Kingfisher Airlines (KFH) chose Pratt & Whitney (PRW) (PW4000)s to power its A330 fleet. The deal includes 10 installed engines, one spare and an option for an additional 10. Pratt also was awarded a long-term exclusive fleet management program to overhaul and repair Kingfisher (KFH)'s (PW4000)s. Pratt valued the total transaction at $300 million, plus an additional $200 million if all options are exercised.

Pratt & Whitney Canada (PWC) signed an exclusive five-year agreement with Kingfisher (KFH) to maintain engines for its new fleet of 35 ATR 72-500s. The contract is valued at approximately $60 million. Under the agreement, (PWC) will provide engine maintenance and accessory coverage for Kingfisher (KFH)'s 70 (PW127F)s, along with seven spare engines.

September 2006: Pratt & Whitney Canada (PWC) appointed John Saabas, Executive VP and Benoit Brossoit Senior VP Service Centers & Operations. Saabas, previously Senior VP Engineering & Operations, will be responsible for engineering, operations, quality, service centers, customer support and marketing. Brossoit, previously VP Service Centers, will provide "strategic direction" and report to Saabas.

December 2006: Pratt & Whitney (PRW) said that VP Operational Commercial Engines, Jon Beatty will become the new President of the International Aero Engines (IAE) consortium succeeding Mark King, who will return to Rolls-Royce (RRC) in a senior leadership position. "Beatty's leadership in Pratt & Whitney (PRW)'s Commercial Engines organization has been exemplary and I am very confident that (IAE) and (V2500) customers will benefit from his experience," P&W Commercial Engines President, Todd Kallman said. (P&W) VP Sales, Marketing & Customer Support, Mike Field will replace Beatty. Bob Keady, who has been serving as IAE senior VP-customer business, will move to (PRW) to take Field's post.

May 2007: (CFM) President, Eric Bachelet reiterated his confidence that Pratt & Whitney (PRW)'s initiative to develop replacement parts for (CFM56-3) engines will not affect its business. "We don't fear competition, we're used to it. We've [been] competing for 30 years and we're continuously adding value. We have invested $1.5 billion in upgrading the technology and customers know this." He also maintained that (CFM) is not interested in launching a similar initiative to produce replacement parts for its competitor's engines. "We are very clear: We will not do that," he said. "We do not think it is the right thing to do because we do not know their engines. We invest in our own product line and keep adding value to it."

June 2007: Northwest Airlines (NWA) confirmed at the Paris Air Show, that it has been in serious discussions with Bombardier for more than two years to become the launch customer for the CSeries airplane. (NWA) VP Finance & Fleet Planning, Dan McDonald said the company is "looking at this formally as an evaluation program at Northwest (NWA)." The airline could order up to 60 of the 110/130-seat CSeries, which would replace DC-9-30/-40/-50 airplanes. "Internally, we want to be in a position at the end of the year, where we have a specific plan for a launch," McDonald said.

While there are advantages to being a launch customer, including working closely with the manufacturer on design, the 2013 service entry date could be a drawback, he said; "We would like to have it sooner." Still, he expressed confidence in the design of the new airplane as well as (NWA)'s long-term relationship with Bombardier (BMB). He said the airline also has had discussions with Embraer (EMB) about the EMB-170/EMB-190 family.

Gary Scott, who heads the CSeries program, said an unidentified flight deck supplier has been selected, and Bombardier (BMB) is in discussions with major engine manufacturers. "We want to see a commitment on an engine by the end of the year," he said.

Pratt & Whitney Canada (PWC) President, Alain Bellemare said his company was involved with the CSeries program two years ago, "but there was not much traction in the marketplace at that time." CSeries work since has been shifted over to the larger commercial engine group in the USA office, he said.

July 2007: Pratt & Whitney (PRW) announced that its Global Material Solutions (GMS) subsidiary earned (PMA) certification from the USA (FAA) for the (CFM56-3) high-pressure turbine shroud, marking the first certification for the 48 life-limited and gas-path replacement parts, it plans to produce for the engine. UK Low Cost Carrier (LCC) Jet2.com (JT2) and an unidentified Chinese carrier, joined launch customer United Airlines (UAL) as a (GMS) customer at the Paris Air Show.

April 2008: Pratt & Whitney Canada (PWC) received type certification from Transport Canada and (EASA) for the (PW127M), the latest derivative of the (PW127F) and (PW127E) engines that power the ATR42-500 and ATR72-500. (PWC) said the (PW127M) offers +5% more power than earlier versions. It will be offered on existing variants of the airplanes going forward and also will be the standard engine on the ATR42-600 and ATR72-600.

In a rare development, Airbus (EDS) and Pratt & Whitney (PWC) announced an agreement to flight test Pratt (P&W)'s Geared Turbofan (GTF) engine on Airbus (EDS)'s A340 testbed, although the engine does not have an application on an Airbus (EDS) airframe. Testing will occur during the fourth quarter. The (GTF) has been chosen by Bombardier and Mitsubishi for their respective new airplane programs, the CSeries and Mitsubishi Regional Jet, and Pratt (PWC) has touted it for the successors to the A320 and 737NG families.

Approximately 20 years have passed since commercial engine and airframe makers last collaborated to test fly an engine without an application on the airframe Original Equipment Manufacturer (OEM)'s platform. These were the McDonnell Douglas Ultra High Bypass Demonstrator that featured a General Electric Unducted Fan demonstrator engine mounted on an MD-80 and the Pratt & Whitney-Allison Engine Propfan Demonstrator, which also flew on an MD-80. "We are delighted at the opportunity to partner with Airbus (EDS) on flight testing the Geared Turbofan engine," said Pratt & Whitney (P&W) Commercial Engines President, Todd Kallman. According to the company, "the flight testing will provide first-hand experience with the performance of the [GTF], which targets double-digit improvements in fuel burn, environmental emissions, engine noise and operating costs." Airbus (EDS) said in a statement that the trials "are an example of [its] commitment, as an eco-efficient company, to look at all new technologies and innovations that could potentially bring environmental and economic benefits to the aviation sector for the longer term." A Pratt (PRW) spokesperson noted, "The flight testing does not imply a business or technical agreement with Airbus (EDS) for current or future airplanes. That said, we are excited for the opportunity to demonstrate the performance of this engine to Airbus (EDS)."

The (GTF) demonstrator engine, which has logged approximately 150 hours since ground testing began in November, recently started Phase II testing, focusing on engine performance and acoustic characteristics with a flight-capable nacelle system. The first flight of the engine is expected around mid-year on Pratt (PWC)'s 747 testbed.

Pratt & Whitney Canada (PWC) will open a 49,987-sq-m flight test operations center at Montreal Mirabel. The facility will feature two bays for test airplanes and development engines, and is expected to employ more than >75, including test engineers and specialized technicians. "Establishing this single, state-of-the-art facility will improve our competitiveness and support flight testing for the complete range of Pratt & Whitney (PRW) engines, from turboprops to turbofans up to 90,000 lbs of thrust," Senior VP Service Centers & Operations, Benoit Brossoit said. "We have recently won several competitions to supply engines for new airplanes, and we need to evolve our flight test operations to support this growth." Investment is put at C$90 million. Completion is slated for spring 2009.

July 2008: At the Farnborough Air Show, Pratt & Whitney (PRW) Global Material Solutions (GMS) was "very disappointed" by United Airlines (UAL)'s decision to ground its entire 737 Classic fleet, (GMS) VP & General Manager, Matthew Bromberg said. United Services, the Maintenance Repair & Overhaul (MRO) arm of the airline, was the launch customer for Pratt's program to develop and sell gas path and life-limited parts for the (CFM56-3) that powers the 737 Classic fleet. Bromberg declined to discuss the terms of the contract with (UAL) but said, "United (UAL) is an important customer" and "we're going to work with them to accommodate their needs." He pointed out that Pratt (P&W) has two other customers, Jet2.com (JT2) in the UK, and an undisclosed airline in China. It has three "(MRO) partners" as well, who will offer customers the opportunity to use its parts: United Services (UAL), (JAT) Tehnika, and an undisclosed company in China.

The engine-maker has received (FAA) certification for all 19 (LLP)s and two gas path parts and recently installed the first (LLP) in a (UAL) engine. Bromberg noted that the (UAL) airplanes are likely to wind up with another operator, so the market for parts will continue to exist. He said 50% of (CFM56-3) maintenance activity is done on a transactional basis, and this represents a large opportunity for the (GMS) business.

August 2008: Pratt & Whitney (PRW) said the (PW1000G) (formerly the Geared Turbofan) demonstrator engine finished the first phase of flight testing on the company's 747SP flying testbed. The engine completed 12 flights and ran approximately 43 hours, with tests focused on performance and operability, according to the company. VP Next Generation Product Family, Bob Saia said it performed "flawlessly" and "met all of our pre-flight performance targets."

The powerplant has been shipped to Toulouse for installation on an Airbus-owned A340 flight test airplane in preparation for a joint Airbus-(P&W) flight test program, that will begin in the fourth quarter. "This second phase of testing, which will include approximately 75 flight hours, will focus on engine performance and acoustic testing, while providing valuable installation and operating data," Saia stated. The engine has achieved a total of 306 hours of ground and flight testing to date.

The USA Federal Aviation Administration (FAA) flight-test program for the Pratt & Whitney (P&W) (JT8D-219) 707 re-engining program is underway at Mojave, California, USA. The engine is being used to re-engine the US Air Force (USF)'s Boeing E-8C JSTARS and (NATO) (NAT) E-3 (AWACS) surveillance airplane derivatives of the 707. The (JT98D-219)s will be provided on an operational lease basis by (PRW). The upgrade will provide up to 22% fuel burn reduction and a take-off noise reduction of 40dB over the existing (P&W) (TF33)/(JT3D) engines. The program was developed with the help of Dublin-based 707 operator Omega Air (OMG) and its San Antonio, Texas subsidiary, Seven-Q-Seven. SEE ATTACHED PHOTO AND ARTICLE - - "PWC-707-AUG08."

September 2008: Pratt & Whitney Canada (PWC) has established a new parts distribution center (PDC) in Sydney, Australia to speed delivery times to customers in the Australia and New Zealand regions. Pratt & Whitney Canada (PWC) is a United Technologies (NYSE:UTX) company. "This is the third (PDC) we have deployed worldwide, as part of our aftermarket strategy to extend our global footprint to meet our customers' requirements and keep them flying," said Maria Della Posta, VP Customer Support.

(PWC)'s new (PDC) in Australia will complement a (PDC) opened in Singapore last year, and in Amsterdam in late 2006. It will house a range of spare parts, including new parts, exchange accessories and line-replaceable units for all (PWC) engine models. The (PDC)s are operated by Pratt & Whitney Component Solutions (P&WCS). Parts ordered by phone or email through (P&WCS) will be dispatched from the closest (PDC) warehouse.

"Together with our new Customer First Centre and other customer support initiatives, our expanding (PDC) network will ensure (PWC) engine customers have a greater availability of parts and can rely on an expert service staff that is accessible 24 hours a day, year-round," said Della Posta.

(PWC)'s global customer support comprises over 30 (PWC)-owned and designated overhaul facilities, field support representatives strategically located worldwide, mobile repair teams available around the clock, the largest pool of (PWC) rental and exchange engines in the industry and advanced diagnostic capabilities.

Pratt & Whitney Canada (PWC), based in Longueuil, Quebec, is a world leader in the design, manufacture and service of airplane engines powering business, general aviation and regional airplanes and helicopters. The company also manufactures auxiliary power units and industrial gas turbines. Parent, United Technologies, based in Hartford, Connecticut, USA, is a diversified company providing high technology products and services to the global aerospace and building industries.

October 2008: Pratt & Whitney Canada (PWC) announced that it is establishing a "world-class" aerospace center at Montreal Mirabel for final assembly and test of the new-generation (PW800) family of small jet engines as well as the PurePower (PW1524G) geared turbofan for the Bombardier CSeries. A total of C$575.3 million/$448.4 million will be invested, with the Quebec provincial government contributing C$141.9 million for infrastructure and equipment. The new facility will be "the global hub" for Pratt (PWC)'s integrated flight test operations and include two bays for the engine-maker's 747SP flying testbed.

Pratt & Whitney Canada (PWC) announced integration of its Customer Service and Support Center groups into one organization. The move aims to streamline point of contact through Web tools, advance parts availability, and improve Turn Around Time (TAT)s.

Pratt & Whitney (PRW) restructured and placed its Commercial Engines, Global Service Partners, and Global Material Solutions operations into a new unit named Commercial Engines & Global Services, that will be led by Todd Kallman as President. Kallman has headed the Commercial Engines business since 2006. Global Service Partners (GSP) is Pratt's maintenance, repair and overhaul (MRO) organization and Global Material Solutions (GMS) is its engine parts business that is developing non-Original Equipment Manufacturer (OEM) parts for the (CFM56-3). The company will continue to use the (GSP) brand for its (MRO) activities and remains "fully committed" to the (GMS) program.

"Placing the (OEM) and (MRO) businesses under Todd's leadership is based on direct feedback from our customers and will provide a single point of contact empowered to make decisions to improve responsiveness," (PRW) President, Steve Finger said. "This move is consistent with our unique (OEMRO) business model." Before joining Pratt & Whitney (PRW), Kallman, 52, headed (UTC)'s Strategy and Development group in 2003 through 2006 overseeing more than 50 acquisitions totaling $8.4 billion. He joined (UTC) in 2001 and previously worked at Lockheed Martin for 14 years.

Later, parent, United Technologies Corp (UTC) announced that Hamilton Sundstrand President, David Hess will succeed Stephen Finger as President of Pratt & Whitney (PRW) on January 1, when Finger retires. Alain Bellemare, currently President of Pratt & Whitney Canada (PWC), will succeed Hess at Hamilton Sundstrand. Hess and Bellemare will report to (UTC) President & (CEO), Louis Chenevert.

Hess, 53, joined (UTC) in 1979 and has been with Hamilton Sundstrand since 1995. He has held his current position for three years. Bellemare, 47, was appointed President of (PWC) in June 2002, and took on the additional role of Executive VP Group Strategy & Development for (P&W) in March 2007. He joined (PWC) in 1996. Finger, 59, has spent 38 years at (UTC), virtually all at (P&W). He has headed Pratt since 2006 and oversaw the launch of the (PW1000G) geared turbofan, which has been selected by Mitsubishi for the MRJ and Bombardier (BMB) for the CSeries. Succeeding Bellemare as President of (PWC) is John Saabas, 48, who joined that company in 1985 and is currently Executive VP.

Airbus (EDS) operated its first test flight powered by a PurePower (PW1000G) engine using an A340-600 in Toulouse. The engine features Pratt & Whitney (PRW)'s Geared Turbofan technology. (PRW) Commercial Engines President, Todd Kallman said, "Demonstrating the Geared Turbofan technology throughout its entire operating envelope using the Airbus (EDS) A340 flight test airplane . . . will provide us with valuable installation and operating data." The Airbus (EDS)/(PRW) flight test program follows 43 flight hours on Pratt's 747SP flying testbed. "The first phase of our flight test program included full power takeoffs, in-flight performance up to 40,000 foot altitude, engine operability, including in-flight starting and engine operation during extreme aircraft maneuvers," VP Next Generation Product Family, Bob Saia said. "The (PW1000G) engine's performance has met all of our pre-flight performance targets."

Airbus (EDS) is the first airplane manufacturer to fly the PurePower (PW1000G) on its own flight test airplane (Airline Procurement, September 2008). "The trials on Airbus (EDS)'s A340 test airplane will focus on the (PW1000G)'s design elements like the fan-drive gear system that incorporates a gearbox capable of absorbing greater power levels than those previously achieved on other engine designs," it said.

November 2008: International Aero Engines (IAE) won a $700 million deal from Sichuan Airlines (SIC) for (V2500 SelectOne) engines to power 18 A320s slated for delivery in 2009 through 2012. The contract also designates (IAE) as Sichuan (SIC)'s preferred engine supplier for future A320 family acquisitions. Sichuan (SIC) launched the (V2500) in China in 1995, and the engine has been selected for more than >180 additional A320s placed on firm order in East Asia, representing more than half the market share in China. The "SelectOne" build standard entered service last month with IndiGo (IGO). Pratt & Whitney (P&W), which holds 32.5% of (IAE), said it will earn $233 million on the deal, which includes long-term aftermarket support for both the new engines and those currently powering 15 airplanes.

December 2008: Japan Airlines (JAL) said that it will operate a 747-300 test flight from Tokyo Haneda on January 30 in conjunction with Boeing (TBC), Pratt & Whitney (PWC) and Honeywell (SGC). It will use biofuel primarily derived from camelina plants. A blend of 50% biofuel and 50% traditional jet fuel will be tested in one of the airplane's four (JT9D) engines. The biofuel will be a mixture of three second-generation feedstocks: Camelina (84%), jatropha (under 16%) and algae (under 1%). The flight will be the first using fuel derived from camelina and the first to use a combination of three feedstocks. It also will be the first biofuel test flight on an airplane powered by Pratt & Whitney (P&W) engines. It will last about 1 hour. (JAL) Environmental Affairs VP, Yasunori Abe said, "In the air, we will check the engine's performance during normal and non-normal flight operations, which will include quick accelerations and decelerations and engine shutdown and restart."

January 2009: Pratt & Whitney (PRW) signed two 10-year contracts with Delta Air Lines (DAL) to provide engine maintenance, material and aftermarket support. (PRW)'s Commercial Engines & Global Services unit will cover material replacement and parts repair for more than 80 (PW4000)s in (DAL)'s fleet under an Inventory Logistics Program agreement. The unit also will handle material replacement and part repairs for Delta TechOps' Maintenance Repair & Overhaul (MRO) customers under a second contract. Valued at more than $1 billion, the agreements are focused on developing and implementing repairs in both (DAL)'s and third-party customers' fleets. "Bringing our (OEMRO) approach, we can provide knowledge as the (PW4000) manufacturer, as well as (MRO) flexibility through our Global Service Partners network," President Commercial Engines & Global Services, Todd Kallman said.

In a separate deal, (PRW) signed a long-term agreement with (DAL) for the provision of (JT8D-219) engine parts. The $50 million dollar contract covers most (JT8D-219) material, including compressor and turbine blades and vanes. (PRW) will stock the parts in a consignment warehouse within Delta TechOps' Atlanta facility.

February 2009: Mxi Technologies will provide Pratt & Whitney (PRW) with its Maintenix aftermarket software to support the Original Equipment Manufacturer (OEM)'s power-by-the-hour contracts. The technology features an engine-centric dashboard, life-limited parts forecasting and utilization tracking.

Pratt & Whitney (PRW)'s Columbus Engine Center retrofitted an (IAE) (V2500-A5) owned by US Airways (AMW)/(USA) to a (V2500) "SelectOne." The (V2500-A5) has been in service since February 16, 1998, and has more than >38,000 hours on wing with nearly 15,000 cycles. (P&W) said it is "the first" to do this and, according to VP Global Engine Centers, Tom Mayes, "it is important because it shows airlines that it is possible to get even greater performance from one of their existing assets."

March 2009: Pratt & Whitney Canada (PWC) expects turboprops to increase in popularity despite the industry downturn and is well positioned to work with Bombardier on the stretched version of its DHC-8-Q400, according to Senior Manager Marketing Communications, Pierre Boisseau. Bombardier Commercial Aircraft President, Gary Scott, speaking at the SpeedNews Commercial Aviation Industry Suppliers Conference in Los Angeles, said the manufacturer would be ready to deliver a 90/100-seat DHC-8-Q400 by 2013 to 2014 and that further details will be hammered out over the next two years.

"At this point in time we don't have specific specs for that future application . . . but clearly the [PW150A] engine we have powering the DHC-8-Q400 right now has some capacity to provide more power if it actually meets their requirements for the program," Boisseau said. "If not, there's more technology investment that can be done on the existing engine to build a derivative of the (PW150) that we currently use on the DHC-8-Q400."

He said that "there has been some conversation" with Bombardier (BMB) about the DHC-8-Q400 stretch and that the airframe manufacturer "knows the engine that's currently being used for the DHC-8-Q400 has some possibility or flexibility to provide more power." But he said (PWC) would be willing to build a derivative if necessary. The (PW150A) currently offers a maximum 5,071 shp.

"I think Bombardier (BMB) is having tremendous success with their DHC-8-Q400s, which are benefiting the airlines that want to take advantage of them," Boisseau said. "This has always been, at least for the past 5 to 10 years, a growing segment for (PWC), and we will certainly continue to focus on that because I think there's a lot of growth potential as well."

(P&W) executives said that interest in the PurePower (PW1000G) geared turbofan (GTF) engine has increased since Lufthansa (DLH)'s recent commitment to Bombardier (BMB)'s CSeries and that additional orders may boost a company whose parent, United Technologies, has launched a major restructuring featuring up to -11,600 job cuts this year. "Orders beget orders. We expect this to stimulate more order action for the CSeries," (PRW) President, David Hess said at the company's Hartford headquarters. "There is a lot of discussion going on, a lot of orders out there that could potentially be announced this year . . . Getting a launch order from (DLH) could really help get traction in the marketplace." (DLH) signed a letter of intent for 30 CSeries airplanes plus 30 options at last year's Farnborough Air Show but did not firm the order until this month. The apparent delay produced speculation about the program's viability, although (PRW)'s (GTF) already had been selected by Mitsubishi for its new regional jet and launch customer (ANA). Both airplanes are scheduled to enter service in 2013. 'We were highly confident because we felt we understood the process (LLH) was going to go through to complete their selection," (PRW) President Commercial Engines & Global Services, Todd Kallman said. "I do feel very positive that there will be other orders. There are ongoing discussions and actually at [this month's ISTAT annual conference in Arizona] a couple people talked to us and said, 'Hey, this is good. We're going to continue to look at this thing'."

Kallman and VP Next Generation Product Family, Bob Saia also stressed that (PRW) is on schedule with design and testing of the (PW1000G)'s new core, which "will have 100% new parts." The fan drive gear system that anchors the engine has been tested on the core of a (PW6000), which powers the A318, although other new parts, such as the (PW1000G)'s combustor, have been included. "We're doing pre-product demonstrations to a level we've never done before," Saia said. The final design will include -60% fewer turbine airfoils thanks to efficiencies derived from decoupling the fan from the turbine. "Even though you add +200 lbs with the gear, you basically save over -300 lbs from a non-geared engine size," Saia said.

Both Kallman and Hess said (PRW) hopes to participate in any re-engineering or replacement of the A320 and 737 but that for the time being the focus is on bringing the CSeries and MRJ to market. The positive momentum generated by (DLH)'s commitment only can help a company hit hard by the global economic downturn. Hess said engine deliveries will be "flat to actually down" this year and possibly next. P&W Canada (PWC) already had announced up to -1,000 layoffs, while Hess told "Reuters" that (PRW) and Hamilton Sundstrand plan to cut some -1,500 additional jobs this year.

(PRW) announced that its (PW4000-100) engine with the Advantage 70 upgrade completed its first test flight aboard an Air Comet (APZ) A330-200 in Toulouse. The test program will continue through early April. The (PW4000-100) is designed to deliver 70,000 lbs thrust for the A330 and will enter revenue service on the Air Comet A330-200 and an Air Caraibes (GUP) A330-300 in the summer. Advantage 70 offers a -1% reduction in fuel consumption and increased durability, Pratt said.

(PRW) Global Service Partners announced a one-year deal with El Al (ELA) for its EcoPower engine wash service on 777s and 747s at New York (JFK).

April 2009: Pratt & Whitney (PRW) signed a five-year, Engine Management Program agreement with Vietnam Airlines (VIE) covering on-wing performance monitoring services for 58 (PW4000) and (V2500) engines.

May 2009: International Aero Engines (IAE), the consortium led by Pratt & Whitney (PWC) and Rolls-Royce (RRC) that builds the (V2500) engine for the A320 family, expects to produce nearly as many engines this year as it did in 2008, although CEO, Jon Beatty said he would not be surprised if both Airbus (EDS) and Boeing (TBC) "have some rate rationalization" in 2010. "I think there's more uncertainty in 2010 than there is in 2009," he said. "We did a pretty good job of predicting the slowdown in 2009. Our production rates really haven't fluctuated that much. We did 360 engines in 2008 and we'll do between 330 and 340 in 2009 . . . There haven't been a lot of cancellations but there have been a fair amount of deferrals in the last 18 months."

The forecast beyond that is murkier, however. In February, Airbus (EDS) announced that it will cut monthly A320 family production to 34 airplanes from 36 in October and has suspended plans to ramp up to 40 next year. "We had hoped they were going to go up to rate 40, but I think it was the right move with the slowdown," Beatty conceded, adding that (IAE)'s production rate for 2010 has not been finalized but that it should resemble this year's. "2010 is the great uncertainty," he said, with (EDS) and (TBC) "both considering some rate rationalization." The big question is when the recovery begins: "I think if it delays into the middle or end of 2010, then we'll probably see some rationalization . . . if we start to come out at the end of 2009, then 2010 could be a pretty good year."

(IAE) continues to claim more than >50% of the A320 family market but may face an additional challenge from (CFM)'s (CFM56-7B) Evolution engine enhancement program, set to enter service in 2011 on the 737NG. Although marketed exclusively on the 737NG at this point, Beatty said, "You can pretty much assume that most of [the Evolution technology] will also find its way onto the (EDS) product." He said (CFM)'s new offering "would negate 1% of our 4% [fuel savings] advantage, but we've got other things we're working on also . . . What would scare me is if my shareholders weren't developing technology."

(IAE) also includes Germany's MTU Aero Engines and the Japanese Aero Engines Corporation consortium. Last year it introduced its SelectOne build standard on the (V2500), which delivered +1% improvement in fuel burn (Airline Procurement, December 2008).

Regarding an eventual A320/737 replacement airplane, Beatty admitted that (IAE) "would love to be on the (TBC) application" as well. Either way, "(IAE) is the preferred route to market" for (PWC), (RRC) and their partners, he said.

June 2009: Pratt & Whitney (P&W) and Korean Air (KAL) signed a contract worth approximately $300 million for (PW4170) Advantage 70 engines for six new A330s, plus two spares. (P&W) also announced a 10-year Engine Management Program agreement with Japan Airlines (JAL)/(JAS) covering 75 (PW4000) and (V2500) engines and a three-year parts repair agreement valued at more than >$75 million covering (JT9D)s and (PW4000)s. It also announced EcoPower engine wash agreements with JetBlue Airways (JBL), Hawaiian Airlines (HWI) and ArkeFly (HOL).

Pratt & Whitney (PRW) announced that China Southern Airlines (GUN) selected (PW4170) Advantage70 engines to power its 10 A330s. The contract is valued at $590 million including a 10-year Fleet Management Plan for engine maintenance. Additionally, TAM (TPR) signed a four-year exclusive repair agreement with (P&W) for A330-200 thrust reversers. (TPR) currently operates 11 A330-200s with (PW4168A) engines.

(PRW) cut -200 salaried positions across its USA-based operations (including approximately -170 in Connecticut) this week as part of a restructuring initiative announced in March by parent United Technologies. "It is clear that this is not a short-term economic downturn. Engine orders, as well as maintenance, repair and overhaul (MRO) activities are lower, requiring us to make difficult decisions," (P&W) said.

September 2009: Pratt & Whitney Canada (PWC) will reduce its global workforce by approximately -250 employees by year's end to align with a projected decline in customer demand and weakness in the global aerospace market with no signs of a recovery in 2010. (PWC) is a United Technologies Corporation company.

(PWC) will also close its facility on Auvergne Street in Longueuil, Quebec, by the end of 2010. The plant's activities will be transferred to other (PWC) facilities on Montreal's South Shore. This closure will result in an additional workforce reduction of -160 employees across (PWC)'s Quebec operations, starting in early 2010.
"These are difficult times. We need to make strategic decisions and structural changes to remain competitive and preserve our future in the face of continuing economic headwinds," said John Saabas, President, (PWC). "We are sensitive to the personal impact on employees who will be affected, and we will do everything we can to ease their transition." (PWC) will consolidate its activities into three key strategic manufacturing and aftermarket facilities in Quebec. These include its headquarters, manufacturing, and research & development facility in Longueuil; its service center in St Hubert; and its Mirabel Aerospace Centre, the future home of Pratt & Whitney's global flight test operations and final assembly and test of (PW1524G) engines for the Bombardier CSeries and the (PW800) engine family.

"We remain committed to our activities in Quebec and Canada," said Saabas. When (PWC) completes the Mirabel facility in 2010, it will have 1.1 million square feet of manufacturing space in Quebec, approximately +10% more than today.

(PWC) will continue to invest in new technologies to be ready for the next generation of business jets, regional airplanes and helicopters and to emerge stronger from this economic downturn.

Pratt & Whitney Canada, based in Longueuil, Quebec, is a world leader in the design, manufacture and service of airplane engines powering business, general aviation and regional airplanes and helicopters. The company also offers auxiliary power units and industrial gas turbines. (PRW) employs over >9,000 employees worldwide. United Technologies, based in Hartford, Connecticut, USA, is a diversified company providing high technology products and services to the global aerospace and building industries.

Pratt & Whitney (PRW) has decided to close its Cheshire, Connecticut, Maintenance Repair & Overhaul (MRO) center and its Connecticut Airfoil Repair Operation (CARO) facility in East Hartford, resulting in the loss of some -1,000 jobs and prompting a lawsuit from the International Association of Machinists and Aerospace Workers. (PRW) overhauls the (PW2000), (PW4000) and (F117) at Cheshire and conducts component repair at (CARO). It said it would save -$53.8 million per year by closing the two facilities. (CARO) is scheduled to close in the 2010 second quarter, with Cheshire set to be shuttered in early 2011, a (PRW) spokesperson confirmed. Although the closures were not part of the major restructuring announced in March by (PRW) parent United Technologies (UTC), "now that the decision is made, this will fall under (UTC)'s restructuring," the spokesperson said. "From the financial side, it falls under that."

The (CARO) work will move to Asia and the Cheshire work will transfer to (PRW)'s Columbus, Georgia, facility and its Singapore-based joint venture with (SIA) Engineering. The engine-maker said current costs at Cheshire, which employs 800, are some +40% higher than in Georgia, while (CARO) costs are +40% more than at (PRW)'s Japan center and +170% higher than in Singapore.

(PRW) said it anticipated that Cheshire would suffer a -40% reduction in volume next year, including a -68% drop in work from USA customers. Work at (CARO) is expected to fall at a similar rate.

"It is important to understand that this evaluation followed the company's ongoing efforts to make these businesses successful . . . and to preserve the work here in Connecticut," (PRW) said. "In the years leading up to this evaluation, the company invested in these businesses to improve capability and capacity, implemented transformational continuous improvement initiatives, reduced overhead and explored numerous alternatives before turning to the meet and confer process" with (IAM).

That process began July 24. (PRW) said the union's final proposal would have resulted in $25.8 million in savings next year, along with further savings related to overtime and process improvement that were "not quantifiable." The state of Connecticut also offered incentives worth an additional $5 million over five years.

The (IAM) filed suit in USA District Court seeking an order blocking the closures and accusing (PRW) of failing to make "every reasonable effort" to find a solution, the "Associated Press" reported. State Attorney General, Richard Blumenthal called the company's negotiation a "charade." In a statement, (PRW) said it had not yet been served with the complaint and insisted that it "followed the process outlined in the collective bargaining agreement, acted in good faith at all times and are confident that we will prevail in this matter."

December 2009: The Irkut Corporation (IKT), manufacturer of the MC-21 passenger airplanes scheduled to enter service in 2016, selected Pratt & Whitney (PRW)'s (PW1000G) geared turbofan engine to power the airplane.

The MC-21 family (sometimes identified as the MS-21) will comprise three variants seating between 150 and 212 passengers, with the first flight planned for 2014. (IKT) announced a design freeze 11 months ago.

The (PW1000G) also will power Bombardier (BMB)'s CSeries and the Mitsubishi Regional Jet. The engine program entered its 12 to 15-month detailed design phase over the summer. Core testing is scheduled to continue through January, with full testing planned for next summer.

(PRW) said the MC-21 will require an extension of the engine to the 30,000-lbs-thrust class. The (BMB) CSeries requires up to 23,000 lbs. (PRW) will partner with Russia's United Engine Building Corporation on the Irkut application. (IKT) said participation of a domestic engine-maker is required under the Federal Special Purpose Program. The MC-21-200, the smallest of the trio, will be built first.

(PRW) signed a 10-year Engine Management Program agreement with (ANA) covering 80 (PW4000)s, including spares. (ANA) operates 30 (PW4000)-powered 777s.

January 2010: (SIA) Engineering Company (SIAEC) broke ground for a non-Original Equipment Manufacturer (OEM) provider of Maintenance Repair & Overhaul (MRO) services by purchasing a stake in Pratt & Whitney (PRW)'s (PW1000G) engine "risk-revenue sharing program (RRSP)" in exchange for a key role in (PRW)'s (MRO) network.

(SIAEC), a member of Singapore Airlines Group, will hold a 3% stake in the engine (RRSP) for the Bombardier CSeries and a 1% stake in the Mitsubishi Regional Jet engine (RRSP). (SIAEC)'s joint venture with (PRW), Eagle Services Asia, will be designated as "the first engine center" in the global (RRSP) (MRO) network for the (PW1500G) geared turbofan variant that will power the CSeries scheduled to enter service in 2013. "We are pleased that (SIAEC) has committed to participate in our (RRSP) for the PurePower (PW1000G) engine," (PRW) Commercial Engines & Global Services President, Todd Kallman said.

"By scaling up the (MRO) value chain through our investments in the development of the (PW1000G) engine, our (PRW) joint ventures will benefit from the downstream (MRO) work," (SIAEC) (CEO), William Tan said. "The acquisition of new engine capabilities will also enable (SIAEC) to access the markets of next-generation airplanes powered by the new engines."

International Aero Engines (IAE) announced a (V2500) SelectOne order from Jetstar Airways (IMU) worth up to $1.5 billion comprising engines for 50 A320 family airplanes plus 40 options and purchase rights. (IMU) also signed a $2 billion (IAE) Aftermarket Services agreement covering the newly ordered engines plus those already operating on 40 current airplanes. Rolls-Royce (RRC) said its share of the order was valued at up to $1.2 billion and Pratt & Whitney (PRW) said its share "could exceed" $1 billion, including the aftermarket agreement.

February 2010: Pratt & Whitney (PRW) announced that Hong Kong Airlines (CRY) selected the (PW4170) Advantage 70 to power the six A330-200s it ordered at the Singapore Airshow. The engine deal is worth approximately $470 million at list prices and includes two spares and a fleet management program.

(PRW) said it will offer an Advantage Performance Upgrade package for (PW4000) engines powering 767, 747, MD-11, A300, and A310 airplanes, promising a -1% fuel burn reduction and improved engine durability. "Other benefits . . . include lower greenhouse gas emissions, lower gas exhaust temperature and increased time on wing," it said. The upgrade follows the "successful entry into service of the (PW4000) Advantage engine for the A330" and will be available in the second quarter.

June 2010: Southwest Airlines (SWA) Executive VP & (COO), Mike Van de Ven called on airplane manufacturers to develop a new narrow body airplane, saying that today's 737NG and A320s are unable to deliver the "step change" in efficiency that the airline industry needs.

Delivering the opening keynote address at Air Transport World (ATW)'s Eco-Aviation Conference in Washington, he said, "The time has come to develop a replacement to the workhorse narrow bodies." He added that today's single-aisle airplanes only enable airlines to make "marginal improvements" in fuel burn efficiency, adding that "marginal improvements won't allow us to meet our environmental responsibilities and economic challenges. Our industry needs better economics. I believe that a new narrow body airplane will produce one of the single most significant steps toward meeting our economic challenges."

Both Boeing (TBC) and Airbus (EDS) are contemplating whether to re-engine the 737/A320 for a service entry around 2015 or to launch an all-new airplane program with an Entry Into Service (EIS) around 2018 to 2020. Both have said a re-engining decision likely will be made this year.

"It looks like now you can re-engine the existing [narrow body] airplanes with a very substantial fuel burn improvement," Pratt & Whitney (P&W) VP Technology & Environment, Alan Epstein said. "The airframers and the engine companies have learned you can put a much bigger engine under existing wings than you would have thought three or four years ago."

He explained, "All [airplane manufacturers] have design rules for how far the engine has to be off the runway. Each of the four Western airplane companies has very firm guidelines. But [each company's guidelines] are different, so it's not the laws of nature but the laws of man [that have determined the guidelines]. What's the ultimate low ground clearance? It's where you don't hit the ground lights. Everything else is technology. Boeing (TBC) and Airbus (EDS) are enormously capable technical organizations. Each company has come up with very credible [re-engine] designs with engine [ground clearances] that 3 to 5 years ago, you wouldn't have thought were feasible."

As a result, he added, whether or not to re-engine is "a business decision at this point, not a technology decision."

(P&W) is pushing its (PW1000G) geared turbofan for a re-engining program. Epstein said airlines are "telling us they're holding their orders for narrow bodies" until (TBC) and (EDS) make "definitive comments" on whether they will re-engine or launch new airplanes. "Historically, these guys like to play liar's poker," he commented. "They like to confuse the enemy as to what their intentions are."

USA (FAA) Administrator, Randy Babbitt announced at Air Transport World (ATW)'s "Eco-Aviation" Conference that the (FAA) has awarded $125 million to five companies to "develop and demonstrate technologies that will reduce commercial jet fuel consumption, emissions and noise."

The five-year contracts are part of the (FAA)'s Continuous Lower Energy, Emissions and Noise program, or (CLEEN). The five companies:- Boeing (TBC), GE Aviation (GEC), Honeywell (SGC), Pratt & Whitney (PWC), and Rolls-Royce-North America (RRC), each will match the agency's investment dollar-for-dollar, bringing the total (CLEEN) investment to $250 million.

Delivering the keynote luncheon address at the conference in Washington, Babbitt acknowledged that commercial aviation has made "phenomenal progress" over the last decade in becoming more environmentally efficient but said the industry must "do more" to address "a national crisis with our environment that extends well beyond aviation. The (FAA) is going to push as hard as humanly possible to improve aviation's environmental efficiency."

He said technology developed through (CLEEN) "could be introduced into the commercial airplane fleet beginning in 2015. The goals of these research and demonstration efforts include: A reduction in fuel burn by -33%, a reduction of nitrogen oxide emissions by -60% and a reduction in cumulative airplane noise levels by 32 decibels. As early as 2015, you and I could be flying on quieter, cleaner, more efficient airplanes that are operating on alternative fuel."

Boeing (TBC) said it will receive $25 million from the (FAA) and contribute another $25 million to "conduct flight demonstrations of emergent airframe and engine technologies that have the potential of reducing greenhouse gas emissions and community noise." The technologies include adaptive wing trailing edges and ceramic matrix composite acoustic engine nozzles, (TBC) said, adding that they will be flight tested aboard a 737 in 2012 and "a yet-to-be-determined twin-aisle airplane in 2013."

(GEC) said the combined (CLEEN) investment of itself and the (FAA) will be "up to $66 million." (GEC) added that the contract "will help fund…[development of the] TAPS II combustor, open rotor and Flight Management System-Air Traffic Management (FMS-ATM) technologies." (GEC) will work with Lockheed Martin, AirDat and Alaska Airlines (ASA) to develop and demonstrate the technologies.

Honeywell (SGC) said it will use the contract money "to develop mature technology for fuel burn reduction and test aviation biofuels for use in Honeywell (SGC) turbine engines." It will use its (TECH7000) turbofan test engine as the basis for its research and work in conjunction with its (UOP) business.

Pratt & Whitney (PRW) said it will develop and demonstrate "low noise, highly efficient fans" and "low-emissions combustors" as part of the (CLEEN) program.

Babbitt said the "(CLEEN) consortium of companies" will meet twice annually to discuss progress on technological development. Asked which types of alternative fuels the (FAA) is interested in seeing developed, he said, "Everything is on the table."

December 2010: Airbus (EDS) has ended almost 12 months of speculation and applied the blowtorch to Boeing (TBC) by launching as an option the re-engine of the A320 family (but not the A318) with either the (CFM) International (LEAP-X) or Pratt & Whitney (PRW)'s PurePower (PW1100G) geared turbofan.

To be known as the "A320neo," the airplane will also come equipped with "sharklet" winglets currently offered as an option on new build A320 family airplanes. Airbus (EDS) said the A320neo will offer up to a -15% fuel saving and will be available for delivery from spring 2016. The airplane will have over 95% airframe commonality with the standard A320 family, with the new engines requiring "limited modifications, primarily to the wing and pylon areas." (EDS) put the market potential at 4,000 A320neo family airplanes over the next 15 years.

In a statement, (CFM) International President & CEO, Eric Bachelet said, "We are obviously honored to be part of this exciting program. This is a natural extension of the long and very successful relationship we have enjoyed with Airbus (EDS) since the inception of the A320 family program in the early 1980s." The (LEAP-X) is also being developed for the COMAC (CCC) C919.

Driven partly by a surge in new engine programs, including the (PW800) and geared turbofan, Pratt & Whitney Canada (PWC) says it plans to invest more than >$1 billion in research and development (R&D) on next-generation engine technology over the next five years. The boost in research spending includes a $300 million repayable contribution from the government of Canada under the Strategic Aerospace and Defense Initiative program. (PWC) President, John Saabas says, “We are currently recruiting more than >200 engineers to support our development programs, which will bring our engineering workforce to more than >1,500 in Canada.” The investment is designed to position the company for long-term growth and “will enable us to sustain our engineering centers of excellence in Ontario and Quebec,” he adds.

Focus areas for the new round of research planning will include expanded use of composites and advanced alloys to reduce engine weight, improved aerodynamics—particularly in compressors—to boost efficiency, and further enhancements to the Talon (technology for low NOx) series of low-emissions combustors. The work will also likely include additional refinement of physics-based modeling to reduce development cycles and further improvement to advanced diagnostic technologies. Improvements will be fed into (PWC)’s engines across the board covering turbofan, turboprop and turboshafts for business jet, regional airliner and helicopter applications.

(PWC) has certified 70 engine models during the past 14 years and has 46,000 engines in service worldwide. The company is the No 1 investor in aerospace (R&D) in Canada at $400 million a year and, with more than >$3 billion invested in the past 10 years (more than Bombardier), accounts for half of the country’s aerospace R&D spending.

The announcement on further (R&D) investment follows a busy year of expansion in new facilities for (PWC), which employs more than >6,200 at sites in Alberta, Manitoba, Ontario, Quebec, and Nova Scotia. In advance of the start of flight tests of the (PW800) and (PW1000G) geared turbofan families, (PWC) inaugurated a new flight test operations center in October 2010 as part of the new (PWC) Mirabel Aerospace Centre at Montreal-Mirabel Airport. A second expansion phase, scheduled for completion early in 2011, will include a test and assembly facility for production (PW1524G) engines for the Bombardier CSeries, as well as the (PW800) for larger business airplanes.

On October 29, (PWC), together with Rolls-Royce (RRC), also inaugurated the Global Aerospace Center for Icing and Environmental Research (GLACIER) in Thompson, Manitoba. (GLACIER) will specialize in ice tests for engine certification programs.

January 2011: Pratt & Whitney (PRW) reported an operating profit of $1.99 billion in 2010 on revenues of $12.94 billion.

April 2011: IndiGo (IGO) selected Pratt & Whitney (PRW) (PW1100G) engines to power its future fleet of up to 180 A320neo airplanes, "probably Pratt's largest order in the last 50 years," (P&W) President, David Hess remarked to journalists. (PRW) said the order represents 300 firm (PW1100G)s with options for additional units. Under terms of the agreement, (PRW) will also provide maintenance for the powerplants.

"We are honored (IGO) chose the PurePower engine — one of the largest engine orders in recent aviation history—for their new A320neo family fleet," Hess said.

(IGO) President, Aditya Ghosh added, "The PurePower engine's benefits will allow us to make dramatic improvements in environmental performance with reduced emissions and significant savings in fuel consumption."

Hess said he expects (PRW) will engine "more than half" the 4,000 A320neo orders which Airbus expects to receive over the next 15 years. With this selection, (PRW) has a backlog of more than >1,200 (PW1000G) engines, including options. It also is the exclusive powerplant for Bombardier (BMB)’s CSeries and the Mitsubishi Regional Jet.

(IGO) will be a launch customer for the re-engined narrow body under a Memo of Understanding (MOU) signed with Airbus (EDS) at the end of December covering 150 firm and 30 option airplanes. Virgin America (VUS) was the first carrier to place a firm order for the airplane.

Pratt & & Whitney (PRW) and Russia’s Irkut Corporation (IKT) have signed a contract for the companies to begin preliminary design activities on the Pratt & Whitney PurePower® (PW1400G) engine, which was selected to power the Irkut (IKT) MC-21 airplane. The contract represents the beginning of the development of the third airframe application for the PurePower engine, which will provide customers a significant reduction in fuel burn and noise with lower environmental emissions and operating costs than today’s engines.

Irkut (IKT) plans to develop the MC-21 as a family of 150 to 210-passenger airplanes with the first flight planned for 2014 and entry into service in 2016.

“We are pleased to work with Irkut (IKT) to offer the many economic and environmental benefits of the PurePower engine to the MC-21 airplanes,” said Todd Kallman, President, Pratt & Whitney Commercial Engines & Global Services. “Our Geared Turbofan™ engine architecture offers unprecedented advantages in the reduction of fuel burn, noise, emissions and operating costs. We believe our engine offers the best benefits possible to Irkut (IKT)’s potential customers and provides a competitive advantage.”

The PurePower (PW1000G) engine features an advanced gear system that allows the engine’s fan to operate at a slower speed than the low-pressure compressor and turbine. The combination of the gear system and an advanced core delivers double-digit improvements in fuel efficiency and environmental emissions and a -50% reduction in noise as well as reduced maintenance costs.

With core testing in progress and full engine testing scheduled this summer for the engine’s first applications, the PurePower engine program fully supports the Irkut (IKT) MC-21 development timeline.

September 2011: United Technologies Corporation (UTC) will become an even bigger player in aviation if its planned acquisition of Goodrich Corporation (BFG) gains shareholder and regulatory approvals. The Hartford, Connecticut-based parent of airplane engine manufacturer Pratt & Whitney (PRW) and aerospace systems maker, Hamilton Sundstrand (among other properties) said it has reached an agreement to buy Charlotte, North Carolina-based Goodrich (BFG), a leading airplane technology and equipment producer, for $16.5 billion in cash and the assumption of $1.9 billion in debt.

It plans to operate a "(UTC) Aerospace Systems" business unit (combining Goodrich (BFG) and Hamilton Sundstrand) following the sale. Goodrich (BFG) employs 27,000 workers worldwide and generates around $8 billion in annual revenue selling an array of products that include airplane landing gear, wheels and brakes. "Goodrich (BFG) delivers on all of our acquisition criteria," (UTC) Chairman & (CEO), Louis Chenevert said. "It is strategic to our core, has great technology and people, and strengthens our position in growth markets."

(UTC) said it is "expected to have worldwide sales of approximately $66 billion based on projected 2011 results" following the completion of the Goodrich (BFG) acquisition.

United Technologies (UTC) expects the transaction will be accretive to earnings in the second year."

Goodrich (BFG) Chairman, President & (CEO), Marshall Larsen will become Chairman & (CEO) of (UTC) Aerospace Systems, to be based in Charlotte, (UTC) stated. A projected timeline for closing the sale was not released.

Pratt & Whitney (PRW) said the (PW1524G) geared turbofan engine completed its initial flight test program at P&W Canada (PWC)'s Mirabel Aerospace Center in Quebec, logging a total of 25 flights and 115 flight hous aboard a flying test bed 747. The engine will power the Bombardier (BMB) CSeries jet airplane.

(PRW) VP NextGen Product Family, Bob Saia said, "Results confirmed our earlier sea level test findings validating the geared turbofan’s overall engine design. The engine operated flawlessly, enabling us to conduct double the number of flight hours we initially planned. Our expanded test program enabled us to conduct additional flight testing [that had been] planned for early 2012."

The (PW1500G) test program is slated to comprise eight test engines. (PRW) is targeting engine certification in 2012 with (BMB) CSeries Entry Into Service (EIS) planned for 2013.

China Eastern Airlines (CEA) has awarded (IAE) International Aero Engines an order for (V2500) engines to power a new fleet of 50 A320-family airplanes. The agreement also includes a long-term (IAE) engine maintenance agreement. The value to Pratt & Whitney (PRW) of the order and aftermarket agreement is approximately $400 million.

October 2011: Pratt & Whitney (PRW) Global Service Partners has been selected by Cargolux Airlines (CLX) for an Engine Management Program agreement providing on-wing engine health monitoring. It will use its Web-based Advanced Diagnostics & Engine Management tools to provide engine performance monitoring services for (CLX)’s fleet of (PW4056) engines.

November 2011: Pratt & Whitney (PRW) announced that (QTA) has selected its PurePower (PW1100G-JM) engines for its order of 50 firm A320neo family airplanes. The deal includes 100 (PW1100G-JM) engines with a PureSolutionSM maintenance service agreement, (PRW) said. Deliveries are scheduled to start in 2015.

December 2011: Pratt & Whitney (PRW), which said it sees its future inextricably linked to the development of alternative fuel sources, has participated in the publishing of “The Path to Fuel Readiness," along with the rest of the Commercial Aviation Alternative Fuels Initiative (CAAFI) R&D committee made up of representatives from the (FAA), (GEC), (PRW) and Boeing (TBC).

(PRW) Manager Advanced Technology, Stephen Kramer told attendees at the (CAAFI) Expo in Washington that the document was prepared following a meeting of the (R&D) team in February, when “confusion” and “lack of direction” was among audience feedback on what was needed for the certification step.

January 2012: Pratt & Whitney (PRW) has approximately 35,000 employees who support more than >11,000 customers in 198 countries around the world.

More than >500 customers operate Pratt & Whitney (PRW) large commercial engines in 132 countries.

Nearly 30 customers operate airplanes operated by (PRW) military engines. (PRW) builds engines for front line fighters, like the F-15 Eagle, F-16 Fighting Falcon, F-22 Raptor and F-35 Joint Strike Fighter, as well as the C-17 Globemaster iii military transport airplanes.

Pratt & Whitney Canada (PWC) has produced more than >73,000 engines, of which there are currently more than>47,000 in service on over>25,000 airplanes operated by some 10,000 operators in 198 countries.

Pratt & Whitney (PRW) large commercial engines power more than >30% of the world's passenger airplane fleet. The company continues to develop new engines and work with its partners in International Aero Engines (IAE) and the Engine Alliance to meet airline customers' future needs.

Pratt & Whitney Rocketdyne has been the power behind over >1,600 rocket launches and has been a key engine provider to the USA space program since its inception.

February 2012: Pratt & Whitney (PRW) has won a $200 million order to provide Korean Air (KAL) with 10 (PW4170) Advantage70 engines to power five new A330s.

The Advantage70 is offered both as a new engine and as an upgrade kit for existing (PW4168) engines. It delivers a +2% thrust increase and more than >-1% reduction in fuel consumption.

GoAir (GOZ) has signed a firm order for 144 Pratt & Whitney (PRW) PurePower (PW1100G-JM) engines at the Singapore Airshow. The engines will power its 72 A320neo airplanes ordered at the Paris Air Show in June. The deal is “anticipated” to include a PureSolution maintenance package, (PRW) said. Deliveries are scheduled to begin in 2016.

March 2012: Hawaiian Airlines (HWI) has earned the first-ever aviation based carbon credits, having reduced its CO2 emissions by nearly -22,000 metric tons over the past six years using an eco-friendly engine washing technology developed by Pratt & Whitney (PRW).

“We are proud to be the first airline to receive verified carbon credits for reducing emissions,” said Mark Dunkerley, (HWI) President & (CEO). “Importantly, engine washing with EcoPower is helping us to mitigate rising fuel costs and significantly reduce (HWI)’s carbon footprint at the same time.”

A carbon credit is a verified means of measuring the reduction of industrial CO2 emissions from the environment, with one credit equal to the removal of one ton of CO2. (HWI)'s earning of carbon credits has been quantified and certified under the Verified Carbon Standard, an independent standard for the measurement and verification of greenhouse gas emissions and the creation of carbon credits.

(HWI)’s use of (PRW)’s EcoPower engine washing system has had the equivalent effect of taking 700 cars off the road annually, (HWI) said.

In addition, since launching the program in 2005, (HWI)’s commitment to the engine-washing system has saved the company more than -2.5 million gallons of fuel, along with an estimated -26,000 gallons of water that would have been used with traditional washing methods.

The EcoPower system reduces fuel burn and eliminates three pounds of CO2 for every pound of fuel saved, while also reducing engine temperatures and normal wear. It uses pure, atomized water to wash aircraft engines in a closed-loop system that filters contaminants and reuses water, eliminating potential contaminant runoff. The system is more effective and faster than traditional engine washing processes.

April 2012: Pratt & Whitney (PRW) Global Service Partners' Turkish Engine Center has delivered its 100th overhauled (CFM56) engine to Turkish Airlines (THY).

May 2012: Pratt & Whitney (PRW) has a five-year agreement from Monarch Airlines (MON) for its fuel conservation program, EcoFlight Solutions. It has begun developing and implementing fuel-saving solutions for (MON)’s fleet of 32 airplanes.

June 2012: Pratt & Whitney (PRW) and Russia’s Irkut Corporation (IKT) signed an agreement to offer the PurePower (PW1400G) engine on Irkut (IKT)’s MC-21 family of airplanes. It will be the only western powerplant offered on the new narrow body program. (IRK) is developing the MC-21 as a family of 150- to 210-passenger airplanes with first flight of the (PW1400G) engined airplane planned for 2015 and entry into service (EIS) in 2017. The MC-21 series will feature jetliners with 25,000 - 32,000 lbs of thrust.

In addition, the two companies selected Short Brothers plc, a subsidiary of Bombardier Aerospace (BMB) of Canada, as the exclusive nacelle provider for the (PW1400G) engine family.

Pratt & Whitney (PRW) has closed on its $1.5 billion buyout of Rolls-Royce (RRC)’s shares in the International Aero Engines (IAE) joint venture (JV) that produces (V2500) engines for Airbus (EDS) A320s.

The change in (IAE)’s makeup was announced last year. Japanese Aero Engines and (MTU) Aero Engines will remain part of the (JV), and Rolls (RRC) will continue as a key supplier, but Pratt (PRW)’s buyout will give it the predominance of control over (IAE) by mid-2013.

The United Technology Corporation company said it would provide more details on the deal’s closing at the Farnborough Airshow in July.

Pratt (PRW) and Rolls (RRC) reiterated they will form a new collaboration to develop engines for future mid-size airplanes. The companies noted the new venture is subject to separate regulatory approvals from Pratt (PRW)’s buyout of (IAE) shares. Japan Aero Engines and (MTU) will also be a part of the new collaborative effort.

Pratt (PRW) President, David Hess explained the significance of buying out the engine manufacturer’s main (IAE) partner: “It really does three things for us. One, there’s certainly earnings growth. We now have delivered 5,000 (V2500)s with probably another 3,000 to go before Airbus (EDS) completes production of the classic A320. So this will give us growth throughout the decade and beyond with a lucrative aftermarket stream. [Second], this will enable us to leverage the existing (V2500)-installed marketplace to create value for customers and help us market the [(PW1000) geared turbofan engine for the Airbus A320neo] better. And finally, it really extends our reach to (IAE) customers that Rolls (RRC) serves but Pratt (PRW) doesn’t serve today. It extends our reach to another 100 engine operators that we don’t serve today.”

July 2012: Israel Aerospace Industries (IAI) was named by Pratt & Whitney (PRW) as a Designated Service Provider (DSP) for (JT9D) engines for the next ten years.

Pratt & Whitney (PRW) has a Memo of Understanding (MOU) from AlbaStar (ABS) to provide (CFM56-3) maintenance/overhaul for five years.

September 2012: Pratt & Whitney (PRW) signed five contracts for its engine management program (EMP) service; an eight-year (EMP) agreement with Southern Air (SOF) covering 12 (PW4000) engines; a five-year (EMP) agreement with Capital Cargo (CCA) covering six (PW2000) engines; a three-year (EMP) agreement with China Cargo (CKK) covering four (PW2000) engines; a three-year (EMP) agreement with Astra Airlines (SZZ) covering two (V2500) engines; and a five-year (EMP) agreement with Icelandair (ICE) covering eight (PW4060) engines.

October 2012: Pratt & Whitney (PRW) completed assembly of its first PurePower (PW1100G-JM) engine for the Airbus (EDS) A320neo.

The engine will be one of eight test engines to enter the (PW1100G-JM) engine test program over the next two years. Pratt & Whitney (PRW) said the engine reduces fuel burn by about -15% for the A320neo compared to the A320ceo.

The (PW100G-JM) is scheduled to enter into service for the A320neo in October 2015.

November 2012: TransAsia Airways (FSH) has converted options for six A321neo airplanes with Pratt & Whitney (PRW) PurePower® (PW1100G-JM) engines into firm orders. (PRW) will now power (FSH)’s order of 12 firm A321neo airplanes. The deal includes a 10-year PureSolutionSM maintenance service agreement for 27 engines, including spare engines. Deliveries are scheduled to start in 2017.

Established in 1951, TransAsia (FSH) was the first private airline in Taiwan and has since grown to be one of the nation’s three largest carriers. It is a publically listed company on the Taiwan Stock Exchange and is expanding rapidly to all the major Asian cities within a flight duration of nine hours including Australia, New Zealand and the Middle East.

United Technologies Corporation (UTC) subsidiary, Pratt & Whitney (PRW) is expanding its manufacturing capabilities, with a $63-million investment at its West Palm Beach facility.

The expansion will construct a new building to support its commercial and military jet engine production at the facility, which is shared with Sikorsky Aircraft Corporation, also a (UTC) company.

"This expansion involves (PRW)'s most advanced commercial and military engines and builds upon the great work already being done here. We look forward to continued strong cooperation with the state of Florida and Palm Beach County," said Louis Chenevert, Chairman & (CEO) at (UTC).

December 2012: Pratt & Whitney (PRW) announced its Singapore engine center has delivered its 7,000th overhauled engine. The engine center has delivered 3,730 (PW4000) engines, 174 (CFM56) engines, 47 (GE90) engines and 3,049 (JT9D) engines.

January 2013: Pratt & Whitney (PRW) confirmed it will reduce its salaried workforce by -350 positions company wide. Of the 350 positions, approximately 200 will be eliminated from its Connecticut operations, effective immediately. The company employs approximately 36,000 worldwide and approximately 10,000 in Connecticut.

“(PRW) continuously assesses staffing levels to ensure they are in line with current business and economic conditions,” a (PRW) spokesperson said, adding that the action has a global impact. “When necessary, we make staffing adjustments required to keep our cost structure competitive.” The spokesperson added, “Our long-term outlook is very bright.”

(PRW) VP Communications & Government Relations, Jay DeFrank on January 4 warned, “Both (PRW) and Connecticut have a lot at stake in how sequestration plays out.” He noted that even the threat of sequestration has had an impact on business, “particularly in the supply chain, by suppressing hiring decisions and capital investments.”

USA Congress on January 1 postponed the sequestration budget cuts, which are now set to take effect March 1.

Engine manufacturers will be busy in 2013 as testing accelerates on the latest commercial turbofans and work advances on the next generation of military powerplants. Production will rise, but more significantly on the commercial side than the military.

The pace is highest at (CFM) and Pratt & Whitney (PRW) as they battle for the single-aisle airliner market with the (Leap-1) and (PW1000G), respectively. While the 2011 and 2012 order levels are unlikely to be sustained in 2013, it will see vital tests for both engines.

Even though they compete head-to-head only on the A320NEO, each powers airliner families competing in the narrow body market, ranging from the 737 MAX and Comac (CCC) C919 (both using the Leap) to the Irkut ­MS-21 (PW1400G) and Bombardier (BMB) CSeries (PW1500G). Overall, General Electric (GE)/Safran joint company (CFM) has logged orders and commitments for more than >4,350 engines across the three models, 1,192 of them (Leap-1A)s for the NEO. Pratt (PRW) has orders and commitments for almost 3,000 engines, of which close to 1,140 are for the new Airbus twin.

Pratt (PRW) began ground tests of the (PW1100G) for the NEO in November 2012 and aims to bolster its market position through its new role as the leading shareholder in International Aero Engines (IAE), maker of the (V2500) engine powering today’s A320 family. Under an arrangement finalized in mid-2012, Pratt (PRW) acquired Rolls-Royce (RRC)’s 32.5% stake in (IAE), while (MTU) Aero Engines’ share grew to 16% and Japanese Aero Engines retained its 23%. Pratt (PRW) and Rolls (RRC), meanwhile, have longer-term plans to form a joint company to develop new engines for the next generation of mid-size airplanes.

The first of the geared turbofans to enter service, the CSeries will use the (PW1500G) on its first flight in mid-2013 and service entry in mid-2014. The (PW1200G) will power the first Mitsubishi Regional Jet in late 2013, while the first (PW1100G) for the NEO will be certified in the third quarter of 2014, to enter service in October 2015.

(CFM)’s (Leap-1) is expected begin ground runs by the end of September 2013. Although the (Leap-1A and -1C) run parallel for much of the time because of their commonality, the first to fly on (GEC)’s Boeing 747 testbed will be the (Leap-1C) engine for the C919, in April 2014. Engine certification is expected in March 2015, and service entry in the second quarter of 2016. The NEO engine is scheduled to fly in September 2014. First flight on the A320NEO is due around the third quarter of 2015, with entry into service (EIS) the following year.

Developments in large commercial turbofans for 2013 will focus on: Rolls-Royce (RRC)’s (Trent XWB), when it powers the first Airbus A350-900 flight around mid-year; progress on upgrading (GEC) and Rolls (RRC) engines for the 787; and production ramp-up to support increased wide body assembly rates at Airbus (EDS) and Boeing (TBC). The greatest uncertainty in the big-fan business, which may be resolved by year-end, is whether Boeing (TBC) will offer its proposed 777X derivative with a choice of engines.

(GEC) is increasing production of the (GE90-115B) to 200 engines a year to support Boeing’s 777 build rate, and it expects to run the first version of a new core for its proposed 777X engine, the (GE9X), as early as 2014. The final design freeze is likely around 2015, with the first engine going into testing in the 2016 time frame. Rolls (RRC) is offering the (RB3025), targeting a fuel burn more than >-10% lower than the (GE90-115B). This would be the first large Rolls (RRC) engine to incorporate composite fan blades and casing. Ground tests of scaled blades are set for 2013 on a (Trent 1000).

As well as developing upgrades for the (Trent 500, 700, 800 and 900) engines, Rolls (RRC) is preparing to test the "Package C" enhancements to the (Trent 1000), the lead engine for the stretched 787-9. Certification is planned for mid-2013, when flight tests will also start on the 787-8, followed by trials on the 787-9. Deliveries of "Package C"-powered 787-9s will begin early in 2014, with 787-8 deliveries commencing in mid-2014. Rolls (RRC) is also preparing for (Trent XWB) production rates of one engine a day eventually. The powerplant, the biggest Rolls (RRC) has produced, cleared its final certification hurdles at the end of 2012.

(GEC) and Boeing (TBC) are starting flight tests of the (GEnx-1B PIP II) upgrade which, from the third quarter of 2013, will be the production standard for the 787 line. Flight tests of the (GEnx-2B PIP) for the 747-8 are to begin on (GEC)’s testbed in early 2013. Production of (GEnx) engines is ramping up, with 200 due for delivery in 2013 and 300 in 2014.

With the supply chain expanding to support commercial-engine production increases, attention will focus in 2013 on changes in second- and third-tier manufacturers. In 2012, (GKN) Aerospace acquired Volvo Aero in a $1.05 billion deal that makes (GKN) the No 3 supplier of engine components, after Avio and (MTU). But this balance may shift again now that (GEC) has acquired Avio.

Embraer (EMB) has confirmed re-engined, upgraded versions of its EMB-170 and EMB-190 family of regional jets will be exclusively powered by Pratt & Whitney (PRW) geared turbofan engines.

(EMB) has not yet officially launched the program for what it is calling its “future, second generation of EMB-Jets.” But in announcing the engine selection, which marked a big win for (PRW) over GE Aviation (GEC), Embraer (EMB) revealed some details of the revamped EMB-Jets set to enter service in 2018.

Pratt (PRW) said (PW1700G) and (PW1900G) models (the same family of engines powering Bombardier (BMB)’s CSeries, among other programs) would be affixed to the upgraded EMB-Jets. The current generation of EMB-Jets is powered by (GE) (CF34) engines.

In addition to the new engines, the next-generation EMB-Jets will feature “new aerodynamically advanced wings, state-of-the-art full fly-by-wire flight controls and other systems evolutions,” Embraer (EMB) said.

(EMB) is promising “double digit [percentage] improvements in fuel burn, maintenance costs, emissions and external noise” compared to EMB-Jets flying today. It added, “The second generation of EMB-Jets will be a significant step in Embraer (EMB)´s commitment to continuously invest in this line of commercial jets. Embraer (EMB)'s objective is to offer the best product and maintain its leadership in the 70 - 120 seat market.”

Pratt & Whitney (PRW) promoted Paul Adams to Chief Operating Officer (COO), a new position. Adams most recently held a leadership position in Engineering & Operations.

Pratt & Whitney (PRW) began construction on an 180,000 sq ft production facility at the Singapore Seletar Aerospace Park. It is slated for completion by 2014. The facility will manufacture commercial engine fan blades beginning in 2015 and high pressure turbine disks by 2016 for geared turbofan engines.

The company said its Singapore Manufacturing facility will help it achieve production capacity required to meet customer demand for commercial engines and will increase its workforce in Singapore (where it now has nine businesses) to more than >2,500 people over the next five years.

“This expansion is a strategic investment for our company, and we are confident the Asia Pacific market is well-positioned for economic growth in 2013 and beyond,” (PRW) President, David Hess said.

(PRW) is also in the process of completing its 160,000 sq ft Singapore Component Repair facility, scheduled to begin production by the end of 2013.

February 2013: Engine Alliance has selected Dean Athans from (GE)’s Power & Water Aero Derivatives business to succeed President, Mary Ellen Jones. Jones has served as President of the GE Aviation (GEC)/Pratt & Whitney (PRW) joint venture (JV) since November 2009 and will now return to a senior leadership position at Pratt (PRW).

Prior to her appointment, Jones led Pratt (PRW)'s Commercial Engines & Global Services Marketing Division.

With 15 years experience in GE Aviation (GEC)’s Commercial Engines Operation, Athans has held leadership roles in Customer Support Operations and Product Support Engineering. He also served as the product leader for the (CF34) engine and most recently as head of the (LMS100) power turbine product line.

March 2013: ST Engineering announced EcoServices has exercised a purchase option with Pratt & Whitney (PRW) for the use and acquisition of its intellectual property assets for an aggregate cost of $25.2 million. EcoServices will now fully own, manage and protect its own portfolio of intellectual property assets.

April 2013: Hawaiian Airlines (HWI) placed an order for 16 firm and nine option A321neo airplanes with Airbus (EDS) in March. The agreement with Hawaiian (HWI) keeps Pratt & Whitney (PRW) as the largest engine provider for A321neo airplanes, with more than >3,500 orders currently in its backlog. (CFM) International also offers its (LEAP-1A) engines as an option for the A321neo.

The airplanes are scheduled for delivery beginning in 2017, after the A321neo enters service in 2016.

June 2013: The Pratt & Whitney (PRW) PurePower (PW1100G-JM) engine for Airbus (EDS)’s highly efficient A320neo jetliner is now in flight testing. This powerplant successfully completed its maiden flight on a test bed airplane from (PRW)’s facilities in Quebec, Canada after more than >375 hours of ground performance and operability evaluations. Certification of the (PW1100G-JM) is planned for the third quarter of 2014.

July 2013: Interlease Finance Company (ILF) finalized its order with Embraer (EMB) for 50 EMB-Jets E2 airpanes, comprising 25 EMB-190-E2s and 25 EMB-195-E2s. The firm order has an estimated value of $2.85 billion at current list prices.

The contract, announced as a letter of intent (LOI) at the Paris Air Show in June, also contains options for an additional 25 EMB-190-E2s and 25 EMB-195-E2s, bringing the potential order up to 100 airplanes. Deliveries are expected to begin in 2018 and complete in 2023.

All of the E2 models will be powered by new Pratt & Whitney (PRW) geared turbofan (GTF) engines and have new wings. “This order for the EMB-Jets E2 airplanes is in line with our current fleet strategy, which aims to provide our customers with a diverse mix of airplanes for their market-specific needs,” (ILFC) (CEO), Henri Courpron said. “We will also leverage access to the existing operators of the current version of Embraer (EMB) to offer them the new E2.”

August 2013: LATAM Airlines (LAN)/(TPR) chose Pratt & Whitney (PRW) PurePower (PW1100G-JM) engines to power its order of 42 firm A320neo family airplanes. The agreement includes a 12-year Fleet Management Plan. Engine deliveries are expected to begin in 2016.

The PurePower (PW1100G-JM) engines benefits include double-digit reductions in fuel burn, environmental emissions, engine noise and operating costs.

September 2013: Pratt & Whitney (PRW) and Rolls-Royce (RRC) have mutually agreed not to proceed with plans to form a joint venture (JV), the two companies said. Originally announced in October 2011, the two engine makers intended to form a (JV) with the goal of developing an engine to power next generation mid-size airplanes within the 120 - 230 passenger capacity segment. Both companies said they scrapped the (JV) plans because of the "current regulatory environment."

"Following further discussion and because of the current regulatory environment, the parties have agreed not to proceed with the partnership," Pratt & Whitney (PRW) said.

Both companies said they will continue to independently pursue opportunities for new engines within the mid-size passenger airplane market.

United Technologies Corporation (UTC) announced that Paul Adams, current (COO) of Pratt & Whitney (PRW), will succeed David Hess as President of (PRW) on January 1, 2014, when Hess retires. Adams will report to (UTC) Propulsion & Aerospace Systems President & (CEO), Alain Bellemare.

December 2013: Pratt & Whitney (PRW) has opened a new facility for overhauling (F100) engines on F-15s and F-16s in Columbus, Georgia.

February 2014: (IAE) International Aero Engines reached a new production milestone when it shipped its 6,000th (V2500) engine from the Pratt & Whitney (PRW) Middletown Engine Center.

The engine will be delivered to JetBlue Airways (JBL) under the wing of an Airbus A321ceo airplane in March.” The (V2500) fleet continues to grow with plans to produce approximately 500 engines in 2014,” said Dave Brantner, President, Pratt & Whitney Commercial Engines.

“Long-time customers such as JetBlue (JBL) rely on the reliability and operational efficiency of the (V2500) engine.” (JBL) started operations in February 2000 with a (V2500)-powered A320. They are the largest A320ceo operator powered exclusively by (V2500) engines, with 171 (V2500)-powered airplanes in service or on order. (JBL) was also the first North American operator to order A320neo and A321neo airplanes powered by Pratt & Whitney PurePower® (PW1100G-JM) engines.

“We selected (V2500) engines with our first order in 1999 to power our A320 family,” said Mark Powers, (CFO), JetBlue Airways (JBL). “(IAE) has a well-earned reputation for terrific quality in design, manufacturing and support. At (JBL), we are careful in whom we call our business partners, and (IAE) has earned our highest respect.

We are delighted to take delivery of the 6,000th (V2500) engine, and we congratulate (IAE) International Aero Engines on this significant milestone.”

March 2014: (MTU) Aero Engines has become one of the first companies to use additive manufacturing, producing components for engines. These parts (borescope bosses for the Pratt & Whitney (PRW) PurePower (PW1100G-JM) engine) are made by selective laser melting.

April 2014: The Lufthansa Group has placed an order worth more than >€1 billion/$1.37 billion at list prices for (CFM) International (LEAP-1A) engines for 40 Airbus A320neo airplanes it ordered last year. Delivery of the new airplanes with the new engine will begin in 2021.

Lufthansa (DLH) has also selected Pratt & Whitney (PRW) PurePower (PW1100G-JM) engines for an additional 30 A320neo family airplanes, scheduled for delivery from 2019 through 2021, according to Pratt & Whitney (PRW). The new (CFM) engine is “significantly quieter than conventional (CFM) engines of the type (CFM56-5B),” according to (DLH), and “halves the noise footprint produced by an airplanes during take-off and landing.”

Lufthansa Group Head Group Fleet Management, Nico Buchholz said: “The (LEAP-1A) engine brings us a great step further in our efforts to keep reducing noise and environmental pollution. In aviation, investing in new technologies is the best strategy for protecting the environment and people.”

Buchholz also said (DLH) was "very pleased with the testing to date on [Pratt & Whitney (PRW)'s] Geared TurboFan engine family. "Our early A320neo deliveries will benefit from the technologies in this engine providing us with significant improvements in overall environmental performance and operating cost," he said.

The Lufthansa Group has placed firm orders for 100 Airbus A320neo family airplanes over the last few years, with 60 of the type, ordered in 2011, to be equipped with Pratt & Whitney (PRW) (PW1199G) engines, which promise comparable operational and environmental performance to the (LEAP-1A). (DLH) said its A320neo family fleet will then be operating “the two best and most efficient engines on the market.”

May 2014: News Item A-1: Pratt & Whitney (PRW) has delivered the first (PW1100G) engines designated to power the Airbus A320neo to Airbus (EDS), which is expected to begin flight testing the re-engined narrow body later this year.

(PRW) also announced it is offering an increased thrust rating on the neo program. The 35,000 lb thrust rating will be for A321neo operators at high altitude airports, (PRW) President Paul Adams said at Pratt’s (PRW) East Hartford, Connecticut headquarters. (PRW) had previously offered a thrust rating of 33,000 lb for the A321neo.

(PRW)’s (PW1100G) geared turbofan (GTF) engine competes with the (CFM) International’s (LEAP-1A) on the A320neo family. Adams said (PRW) is “above >50% on market share” on neo family engines.

The delivery of (PW1100G)s to Airbus comes nearly a year after the engine first flew on (PRW)’s Boeing 747 flying testbed.

(GTF) engines are also slated to power the Bombardier (BMB) CSeries, Mitsubishi Aircraft Corporation MRJ, Embraer (EMB) EMB-Jet E2 and Irkut (IKT) MC-21. Adams noted (GTF) engines have achieved 8,900 hours in ground and flight testing.

The CSeries is currently in the midst of flight testing. “The airplane and the engine are doing extremely well,” Adams said.

Later, however, Bombardier (BMB) grounded the CSeries flight test program, while it investigated an engine failure that occurred May 29 on flight test airplane (FTV1) during ground testing. While (BMB) has confirmed “an engine-related incident,” Canada’s Transportation Safety Board (TSB) confirmed that “a Bombardier CS100 airplane experienced an engine failure during ground testing.” The (TSB) dispatched an investigator to (BMB)’s facility in Mirabel, Quebec, where the engine failure occurred.

The CSeries is powered by Pratt & Whitney (PRW) (PW1500G) geared turbofan (GTF) engines. (PRW) spokesman, Ray Hernandez said that (PRW) “is working with (BMB) to understand the incident that occurred on May 29. At this time, it is premature to discuss the incident in detail.”

Bombardier (BMB) said that “the CSeries airplane flight test program will resume once the investigation [into the engine failure] is completed.” Entry into service (EIS) for the CSeries has already been delayed by (BMB) to the second half of 2015. It is unclear how the May 29 engine failure will affect that timeline.

The CSeries is the first application for (PRW)’s (GTF) program. (GTF) engines are also slated to power the Airbus A320neo, Mitsubishi Airplane Corporation MRJ, Embraer (EMB) EMB-Jet E2, and Irkut (IKT) MC-21.

Briefing reporters last week at (PRW)'s headquarters in East Hartford, Connecticut, (PRW) President, Paul Adams said the CSeries “and the engine are doing extremely well” in flight testing.

There was an apparently minor incident with a (GTF) engine flying on (PRW)’s Boeing 747SP flying testbed airplane on April 29. “That April 29 incident in Mirabel was a minor anomaly with a test engine, which is common during flight testing,” Hernandez said. “Examination of that engine revealed that there was no apparent damage, and we were able to run it again the next day.”

News Item A-2: China Southern Airlines (GUN) the largest operator in both Asia and the People's Republic of China, has signed a purchase agreement for 80 A320 family airplanes, comprising 30 A320ceos and 50 A320neos. The current list value is $7.3 billion. According to Airbus (EDS), the airplanes are slated for delivery from 2016 to 2020.

(GUN) will be leasing 24 Airbus A320neo Family airplanes from AerCap Holdings (DEA). The airplanes are due for delivery between 2016 and 2019 and will be powered by Pratt & Whitney (PRW) (PW1100G-JM) engines. AeroTurbine (AUB), (DEA)'s after-market subsidiary, has also agreed to purchase four older airplanes back from (GUN). These will be disassembled and parted-out.

June 2014: Pratt & Whitney (PRW) has delivered the first (PW1200G) geared turbofan (GTF) engine to Mitsubishi Aircraft Corporation for installation on the (MRJ) jet airplane - - SEE ATTACHED - - "PRW-2014-06-MITSUBISHI MRJ90." Seven test airplanes will make up the (MRJ) program. The (MRJ)’s first flight is targeted for the second quarter of 2015. First delivery is slated for the second quarter of 2017.

“Our new engine architecture complements the various (MRJ) technologies that will offer customers a reduction in fuel consumption, noise and emissions,” Pratt President Commercial Engines, David Brantner said.

The (MRJ) (GTF) engine delivery comes shortly after (PRW) delivered the first A320neo (GTF) engine to Airbus (EDS). The investigation into the recent failure of a (PW1500G) (GTF) engine on a Bombardier (BMB) CSeries flight test airplane during ground testing is ongoing.

Pratt & Whitney (PRW) has made a preliminary determination of the root cause of the (PW1500G) geared-turbofan engine failure during ground tests on a CSeries and is working with Bombardier (BMB) “on a plan to resume testing in the next few weeks,” said Greg Hayes, (CFO) of parent company, United Technologies Corporation (UTC). “We believe we have an understanding of what has occurred. If we are correct in our thinking, it can be rapidly fixed.”

The uncontained failure occurred May 29 at Mirabel, near Montreal, during stationary ground maintenance testing of the first flight-test CSeries, airplane (FTV1). The incident damaged both the engine and the airplane.

Bombardier (BMB) stopped all flying, but has continued ground testing on airplanes (FTV2), (FTV3) and (FTV4). The engine was shipped to (PRW)’s Connecticut plant for tear-down and inspection. While the investigation continues, Hayes said, “We believe we have come to a preliminary root-cause analysis, and it will not have a significant impact on the testing schedule.” Hayes did not detail the suspected cause, but said “it does not relate to anything to do with the fan drive gearbox. It is something much simpler than that.” Some unconfirmed reports have tied the incident to the engine’s oil system.

Bombardier (BMB), meanwhile, has said the airplane is “very repairable.” (FTV1) is the envelope-expansion, handling-qualities and engine test airplane, but (FTV2) is fully instrumented as a backup. (BMB) said it still plans to begin deliveries of the initial 110-seat CS100 variant in the second half of 2015, already a slip of more than >18 months from the original schedule.

Mitsubishi Aircraft Corporation (MRJ) has mounted the Pratt & Whitney (PW1200G) geared turbofan (GTF) engine onto the first MRJ flight test airplane in preparation for first flight in early 2015.

The work was performed at Mitsubishi Heavy Industries’ (MHI) final-assembly factory. This engine mount marks a significant milestone toward the (MRJ)’s completion.

On June 5, Pratt & Whitney (PRW) delivered the first (PW1200G) engine to Mitsubishi Aircraft (MRJ) for installation on the (MRJ).

Seven test airplanes will make up the (MRJ) program. The (MRJ)’s first flight is targeted for the second quarter of 2015. First delivery is slated for the second quarter of 2017.

September 2014: UK-based aerostructures and components company, (GKN) Aerospace has agreed to a risk-and-revenue-sharing partnership (RRSP) with Pratt & Whitney (PRW) on its PurePower (PW1900) Geared Turbofan (GTF) engine.

The agreement, which could potentially be worth $2.5 billion over the life of the program, covers the supply of key components for the engine, which will power the Embraer E190 and E195-E2 regional jets.

As part of the agreement, (GKN) Aerospace will take a 7% share in the engine program.

Under the (RRSP), (GKN) Aerospace Engine Systems will take on design and manufacturing responsibility for the turbine exhaust case and intermediate compressor case for the (PW1900G), as well as the manufacture of the engine’s low pressure turbine shaft and fan case mount rings.

(GKN) Aerospace also takes responsibility for cross-program production of the same set of structures for the (PW1700G) engine that will power the Embraer E175-E2.

Manufacture of all components will be undertaken at (GKN) Aerospace’s facilities in Sweden, Norway and Connecticut. 1st delivery of development parts is scheduled to take place early in 2015.

November 2014: Louis Chenevert, the architect of the biggest aerospace and defense (A&D) acquisition ever and a driving force behind Pratt & Whitney (PRW)’s geared turbofan (GTF) engine, has stepped down as Chairman and (CEO) of United Technologies Corporation (UTC).

(UTC) (CFO) Gregory Hayes is replacing him as (CEO). (UTC) board member Edward Kangas will become Non-Executive Chairman.

In a surprise announcement before the stock market opened November 24, the Hartford, Connecticut-based parent of Pratt, Sikorsky and (UTC) Aerospace Systems said Chenevert was retiring, effective immediately. He has led the company since January 2010, when he replaced longtime (UTC) Chief, George David after a long and carefully scripted succession.

It was not immediately clear what was behind Chenevert’s sudden departure. Bank of America Merrill Lynch analyst, Ronald Epstein, in a note to his clients, said he had spoken with senior management and they “reiterated that there are no underlying financial issues, accounting or otherwise, at the company and that Mr Chenevert’s decision to retire was taken on his own.” But Jefferies analyst, Howard Rubel said the board’s appointment of 1 of its own, Kangas, as Chairman could signal “some re-examination of the company’s strategic direction.”

Chenevert’s signature accomplishment as (CEO) was the record-breaking $18.4 billion acquisition of Goodrich (BFG) in 2012, a deal he personally negotiated in secret for >1 year. During a 2-decade career at (UTC), which began at Pratt & Whitney Canada (PWC), he also was the driving force behind the $1 billion development of the (GTF) engine, a project that re-established (PRW) as a force in the narrow body commercial airplane engine market for the 1st time since the 1980s.

But (PRW) endured its share of ups and downs this year. While its engines are on 2 commercial airplanes that were rolled out or made their 1st flight this fall (the Airbus A320neo and Mitsubishi Regional Jet (MRJ)) problems with its powerplants forced a flight demonstration scrub of the Bombardier (BMB) CSeries airliner at the Farnborough Airshow in July. The CSeries returned to flight November 6. And early last month, the Head of (PRW)’s Commercial Engines Business David Brantner, abruptly left the company.

(UTC)’s new (CEO) Hayes, had been (CFO) for 6 years and has worked for the company for 25 years. Epstein said he is seen as “a no-nonsense leader with a straight-talking style and strong relationships within the investment community.”

Chenevert’s departure comes 4 months after his former mentor and fellow French Canadian, Guy Hachey was ousted as Bombardier’s (BMB) (CEO). Both began their careers in the automotive business at General Motors (GM) in Canada.

December 2014: News Item A-1: Pratt & Whitney (PRW)’s PurePower Geared Turbofan (GTF) engine, the (PW1100G-JM) has received (FAA) type certification for the Airbus A320neo family of airplanes.

(PRW) President Commercial Engine Greg Gernhardt said, “In advance of this accomplishment, our engine has already completed >50 flights on the A320neo flight test airplane and has performed extremely well.”

The A320neo performed its maiden flight powered by (PW1100G-JM) engines on September 25, marking off a key stage for the re-engined twinjet program.

Airbus (EDS) said the A320neo family will be able to deliver a -15% fuel burn saving from its entry into service (EIS) in the 4th quarter of 2015, increasing to -20% by 2020. This will be achieved through both cabin innovations and further engine enhancements.

News Item A-2: The Russian roubles decline has "unnerved" the MC-21's engine maker! by Flight International's Tom Zaitsev, Moscow.

Aviadvigatel has expressed concern about the cost impact of the Russian rouble's depreciation on its development of the PD-14 alternative powerplant for the Irkut (IKT) MC-21 twinjet.

While the PD-14's design is based solely on domestic technologies, modernization of facilities for the certification campaign and serial production "requires purchasing advanced technological equipment and tools from Western manufacturers" (and a total program investment of Rb85 billion/$1.5 billion according to the Chief Designer Alexander Inozemtsev.

"But the rouble's sharp devaluation both against the dollar and the euro cannot but affect this activity and unnerve us. Over the past 2 years, we've worked out tooling schemes for each of the plants selected as a supplier for the PD-14 program. To date, Western economic sanctions on Russia have not impacted them, yet the rouble exchange rate has become an especially acute issue."

Over the last 6 months, the Russian currency has depreciated by -60% in dollar terms and -44% against the euro.

Adviadvigatel's currency concerns may not impact the MC-21 program significantly, however. The principle engine offer, which will power airplanes for export customers is Pratt & Whitney's (PRW) geared turbofan, a variant of the (PW1500G) as used on the Bombardier (BMB) CSeries airplanes.

April 2015: News Item A-1: Pratt & Whitney (PRW) expects to deliver the 1st (PW1100G) geared turbofan (GTF) production engines to Airbus (EDS) by early in the 2015 3rd quarter for the A320neo, which is slated to enter service in the 4th quarter.

News Item A-2: With 80% of the >6,300 geared turbofan (GTF) engines sold by Pratt & Whitney (PRW) covered by a long-term maintenance service contract with the engine manufacturer, (PRW) is shifting its commercial business model.

The (PW1100G) powering the A320neo will launch the (GTF) family of engines into the market when the re-engined narrow body enters service later this year. But the transition to the (GTF) is about much more for East Hartford, Connecticut-based (PRW) than the engine’s geared architecture that promises to provide a significant fuel burn improvement. “We’re transitioning from a purely transactional market to a service market,” (PRW) President Aftermarket, Matthew Bromberg said during a briefing in East Hartford.

The sale of the engine is merely the starting point. (PRW) now has long-term service agreements on about half of its in-service commercial airplane engines, but in the future, the vast majority of its engines (particularly in the (GTF) family) will be under such contracts. (PRW) will collect “a staggering amount of data” from in-service (GTF) engines and use this information to manage engine performance for its airline customers, Bromberg said.

“We’re going to leverage technology and big data to provide full services to customers,” he explained. “We want to capture every parameter from every engine every second.” On (GTF) engines, 5,000 parameters per hour will be captured, Bromberg said. “We want to anticipate in-flight shutdowns, plus delay and cancellation events, and prevent them,” he said. “The airlines will focus on their operations and we’ll focus on the engines.” Eventually, (PRW) aims to “customize maintenance” for an airline in such detail, that it will manage a given engine, based on which city pair the airplane to which the engine is affixed, flies between.

(PRW) President Paul Adams said, “We see significant upside in being able to leverage both our design knowledge and our data stream” to keep (GTF) engines operating at maximum efficiency with long on-wing lifespans. He indicated that (PRW)’s profits on (GTF) programs will be driven more by aftermarket maintenance services than actual engine sales.

(PRW) VP (PW1000) (GTF) Engine Programs, Graham Webb said, “The aftermarket is probably the strongest area of the overall business.”

Adams noted that the airline business has become highly focused on operational efficiency and profitability, driving a desire by carriers to maximize the value of assets such as engines. “We think the [airline] industry has changed systemically and will be long-term profitable,” he said.

May 2015: Pratt & Whitney (PRW) has named Christchurch Engine Center, New Zealand as one of the 1st facilities in its Geared Turbofan engine Maintenance Repair & Overhaul (MRO) network to provide maintenance & overhaul services for the (PW1100G-JM). Christchurch is a joint venture (JV) between (PRW) and Air New Zealand (ANZ).

October 2015: Pratt & Whitney (PRW) has signed 5-year maintenance services agreement with El Al Israel (ELA) covering 17 (PW4000)s.

November 2015: Pratt & Whitney (PRW) has commenced flight testing on the (PW1900G) engine designated to power the Embraer (EMB) E190-E2 and E195-E2 aircraft.

The geared turbofan (GTF) engine completed its 1st flight affixed to (PRW)’s Boeing 747SP flying testbed airplane. The flight occurred from (PWC)’s flight testing center in Mirabel, Quebec.

“The start of engine flight testing is an important milestone for us as we bring the E-Jets second generation from concept to reality,” Embraer Commercial Aviation President & (CEO) Paulo Cesar Silva said.

The (PW1900) is the 4th engine in (PRW)’s (GTF) family of engines. (PRW) has already delivered (GTF) engines to Bombardier (BMB) for the CSeries, Airbus for the A320neo and Mitsubishi Aircraft Corporation for the Mitsubishi Regional Jet (MRJ).

January 2016: News Item A-1: Pratt & Whitney’s (PRW) 2015 Profit Falls; (UTC) Reiterates Confidence in (GTF)" by (ATW) Aaron Karp, January 27, 2016.

Pratt & Whitney (PRW)’s 2015 operating profit was more than cut in half compared to 2014 as (PRW) took a significant 1-time charge and reported a slight revenue decrease, but parent, United Technologies Corporation (UTC) reiterated its confidence in (PRW)’s geared turbofan (GTF) engine.

(PRW), a (UTC) subsidiary, posted operating income of $861 million in 2015, down from a +$2 billion operating profit in 2014. The drop can be mostly attributed to an $867 million charge associated with royalty payments (UTC) and (PRW) have agreed to pay the Canadian government related to engine sales by Pratt & Whitney Canada (PWC). (UTC) also reported that (PRW) took a $142 million charge resulting from customer contract negotiations. (PRW)’s 2015 revenue was down -3% year-over-year to $14.08 billion on lower engine deliveries versus 2014.

(UTC) President & (CEO) Greg Hayes, speaking to analysts and reporters on January 27, said he remains “extremely confident in the technology of the geared turbofan,” adding that a needed fix to the (PW1100G) powering the Airbus A320neo is “pretty minor” and will be completed in the 1st half of 2016.

Qatar Airways (QTA) backed out as the planned 1st A320neo operator in December, citing engine-related operational restrictions, and the first (PW1100G)-powered A320neo wasn’t delivered to Lufthansa (DLH) (the new launch operator) until January 20, missing a year-end 2015 delivery target. Owing to a cooling issue, the (GTF) has to idle for 3 minutes following startup before it can taxi under its own power.

“The (PRW) team has identified the fixes” needed to solve that issue, Hayes said. “It’s a software fix and a minor hardware fix [that are] relatively simple to do.” Engines with the fix will start being delivered by the end of the 2nd quarter and the small number of engines delivered before then will be retrofitted with the fix.

Otherwise, Hayes emphasized the (GTF) is “rock solid” and “meeting our commitments on day 1 for fuel burn, emissions and noise.”
Hayes also provided more color on the surprise change in leadership at (PRW) earlier this month, implying that Paul Adams’s retirement as the company’s President was not anticipated or driven by (UTC). “Paul’s retirement was sudden. It wasn’t expected,” Hayes said. He noted that Adams, who was (PRW)'s (COO) prior to his 2-year tenure as President, had been “working nonstop for the last 6 years” to spearhead the development, certification and delivery of the (GTF).

News Item A-2: The Pratt & Whitney (PRW) (PW1100G)-powered Airbus A320neo’s handover to the Lufthansa Group marked the public debut of new (PRW) President Robert Leduc, who is replacing Paul Adams as (PRW)’s top executive, just as the geared turbofan (GTF) engine enters service.

News Item A-3: (Pratt & Whitney), a United Technologies Corporation company, has developed a new modeling and predictive tool to enhance its maintenance service offerings and increase customer value. Expanding its data analytics capabilities, (PRW)’s Big Data project leverages its deep engine design understanding with broad operational, maintenance and environmental data, such as flight length and the environment, in which the engine is operated, to determine the impact of these combined factors to refine the predictability of average time between heavy maintenance shop visits.

News Item A-4: Pratt & Whitney (PRW) and joint venture (JV) partner, China Eastern Airlines (CEA) signed an agreement to incorporate (V2500) engine overhaul capability in their facility in Shanghai, China. The (PRW) Shanghai Engine Center will begin overhauling (V2500) engines in 2017.

News Item A-5: Engine Alliance (EA) has named Pratt & Whitney (PRW)’s Eagle Services Asia (ESA) as a center of excellence for (GP7200) low pressure compressor (LPC) overhauls. (ESA) will support Airbus A380 operators around the globe with the first shop visits scheduled for (LPC) performance restoration.

February 2016: News Item A-4: "(CALC) (CHD) Signs Strategic Cooperation Framework Agreement with China Construction Bank" by China Aviation Daily, January 29, 2016.

China Aircraft Leasing Group Holdings Limited ("CALC" or the "Group"), the largest independent aircraft operating lessor in China, has entered into a strategic cooperation framework agreement (the "Agreement") with China Construction Bank Corporation, Shanghai Branch ("CCB") on asset realisation and debenture issuances, including sales of aircraft lease receivables for up to 15 aircraft, within a term of 2 years.

"The Agreement with (CCB) will allow (CALC) to secure various privileged financing services from the professional team of the bank. In particular, (CCB) has expressed its interests in our dollar-denominated aircraft lease receivables realisation projects, and intends to adopt innovative and diversified product structures to facilitate us in reducing the overall financing costs of those products," said Ms Winnie Liu, (CALC)'s Deputy (CEO) & Chief Commercial Officer (CCO). "As China's pioneer in aircraft financing, (CALC) introduced and completed one of the nation's first realisation of lease receivables, demonstrating our innovation in business and financing. We completed realisation of lease receivables for 2 aircraft in 2015, and are seeing stronger demand for such products as yuan devaluation has boosted the demand for dollar-denominated fixed-income assets. Going forward, the Group will step up our efforts in capturing the opportunities in the aircraft securitisation market."

"The Agreement with (CCB) fosters a closer cooperation between us, further to the (MOU) we've signed for 4.4 billion yuan of intent credit line in June 2015. Over the years, we have established our unique advantages in asset capitalisation and diversification of financing channels through realisation and financing agreements with different financial institutions. We will continue to develop other innovative financing methods actively, in order to stay financially flexible to support our continuous fleet expansion and further development in offering all-rounded aircraft solutions in the value chain" Ms Liu continued.

(CALC)'s current portfolio consists of 65 current generation Airbus and Boeing airplanes with an average age of less than <4 years. It is estimated that the Group will expand its fleet to 172 aircraft by 2022. The Group is speeding up its international expansion plans, while strengthening its cooperation with Chinese carriers, and targets to build a balanced portfolio of Chinese and non-Chinese airlines client by 2020.

February 2016: News Item A-1: Air Canada (ACN) announced that it has entered into a Letter of Intent (LOI) with Bombardier (BMB) for the acquisition of up to 75 Bombardier CS300 aircraft powered by Pratt & Whitney PurePower® (PW1500G) engines as part of its narrow body fleet renewal plan. The (LOI) contemplates 45 firm orders plus options to purchase up to an additional 30 aircraft and includes substitution rights to CS100 aircraft in certain circumstances.

"Why Air Canada (ACN)’s CSeries Deal is Good News for All Airlines"
by Karen Walker in ATW Editor's Blog, February 19, 2016.

Air Canada (ACN)’s announcement that it intends to buy up to 75 CSeries aircraft is good news that extends beyond the airframe maker Bombardier (BMB) and engine supplier Pratt & Whitney (PRW). It’s also good news for airlines.

While Bombardier (BMB) still has a critical year ahead, this letter of intent (albeit from a Canadian airline) is significant. The number of aircraft, the aircraft type it will replace, and the fact that the customer is a major, international network carrier that has already committed to buying Boeing 737 MAXs, add up to a deal that could be a tipping point for the CSeries.

For the 1st time in far too long, airlines will have a 3rd option in the all-important narrow body market. It’s an option that is solid (the CSeries is a well-designed and well-built aircraft; highly fuel efficient with excellent seat-mile costs; and it’s produced by an Original Equipment Manufacturer (OEM) that is highly experienced in delivering and supporting airliners on a global basis.

Airbus (EDS) and Boeing (TBC) are agreed on the importance and future growth of the narrow body market. As Boeing (TBC) says in its 2015 Current Market Outlook, “over the past 20 years, the single-aisle airplane has become the mainstay of many airlines fleets, composing 65% of all commercial airplanes flying.”

Emerging markets and low cost carriers (LCC)s are driving much of this demand, which Boeing (TBC) describes as the “fastest-growing, largest overall segment, requiring 26,730 airplanes over the coming 2 decades. These aircraft are the foundation of the world's airline fleet, carrying up to 75% of passengers on >70% of the world’s commercial aviation routes.”

So while it is understandable that Airbus (EDS) and Boeing (TBC) would like to maintain a duopoly (and are competing aggressively for neo and MAX sales), it is better for the world’s airlines if there is a third choice. (ATW) is convinced this desire for a third competitor was an important strategic factor in the Lufthansa Group’s decision to urge Bombardier (BMB) into CSeries development.

To be clear, Bombardier (BMB) (and Pratt (PRW)) are not blameless in the CSeries’ tepid sales performance. The program has been beset with delays and cost increases that have undermined confidence and prompted even keen potential customers to wait and see. But (ATW) also believes that Airbus (EDS) and Boeing (TBC) have contributed to the CSeries weak orders list, working behind the scenes to keep out a third competitor in the lucrative single-aisle market.

If the Air Canada (ACN) deal helps to turn round the CSeries’ order book and secure Bombardier (BMB)’s place in the efficient, 110 to 135 seat-range narrow body market, then the winner will be the airline industry.

News Item A-2: "Singapore Airshow - (CALC) Signs Definitive Agreement for (V2500) Engine to Power A320ceo Family Aircraft Order"
by China Aviation Daily, February 18, 2016.

China Aircraft Leasing Group Holdings Limited (CALC) (CHD) has signed a Definitive Agreement for the (V2500) engine to power 8 firm +15 option A320ceo family aircraft of the aircraft that (CHD) has on order. This deal was originally announced as a Memorandum of Understanding at the 2015 Paris Air Show.

Deliveries occur in 2016 and 2017. The (V2500) engine is offered through International Aero Engines AG, a multinational aero engine consortium, whose shareholders comprise (Pratt & Whitney) (PRW), Pratt & Whitney Aero Engines International GmbH, Japanese Aero Engines Corporation, and (MTU) Aero Engines.

(CALC)'s portfolio is currently made up of 65 current generation Airbus and Boeing aircraft with an average age of <4 years. The lessor has recently purchased +4 additional A320 aircraft from Airbus (EDS), on top of its large order of 100 A320 aircraft placed in December 2014, bringing its order book to 144 A320 series aircraft.

To date, nearly 7,000 (V2500) engines have been delivered to nearly 190 customers in 80 countries.

News Item A-3: "Could Akbar Al Baker Dump the (GTF) for the (LEAP)?"
by Aaron Karp in his AirKarp Blog, February 25, 2016.

Qatar Airways (QTA)’s (CEO) threatens to “cancel the entire Pratt & Whitney (PRW) order.”

The Airbus A320neo is particularly fascinating because, in a commercial aircraft manufacturing era that is mostly about engine technology, it offers a direct "mano a mano" duel between the Pratt & Whitney (PRW) geared turbofan (GTF) and the (CFM) International (LEAP) engine programs. With airlines able to choose between the (PW1100G) and the (LEAP-1A) to power their A320neo family aircraft, we will be able to see which next-generation engine performs better under which circumstances. But most observers figured it would be some time, after multiple aircraft with the engine options were in service for a quantifiable period, before any definitive conclusions could be reached.

Qatar Airways (QTA) (CEO) Akbar Al Baker, never one to shy away from a controversy, is already threatening to throw a burning ember on the (GTF) vs (LEAP) fire. (QTA) was supposed to be the A320neo launch customer, but backed out late last year because of operating restrictions related to startup time on the (PW1100G)s powering the A320neos designated for (QTA). Lufthansa (DLH) took the 1st A320neo instead, and it’s now unclear when (QTA) will begin taking the 50 (GTF)-powered A320neos it has on order.

At the recent Singapore Airshow, Al Baker said (QTA) will refuse to accept any A320neos until the (PW1100G) is “very much corrected,” according to "Reuters." He said he wanted to be “very clear” that Airbus (EDS) is not at fault, but “no airplane can fly without an engine.” Al Baker is happy with the A320neo and is not considering cancelling any of the 50 re-engined Airbus (EDS) narrow body aircraft (QTA) has on order. But “we could cancel the entire Pratt & Whitney (PRW) order” and may have “no alternative” but to switch to the (LEAP-1A), he said, adding that (PRW) has “months” to get the (PW1100G) up to Qatar (QTA)’s standards.

A day after Al Baker came down hard on (PRW), I was at a press briefing in Singapore given by (PRW) President Commercial Engines, Greg Gernhardt, who was read back Al Baker’s quotes by reporters and asked to reply.

Gernhardt maintained a polite, even tone. “We all realize Al Baker is a very demanding customer,” he said, later adding, “We all know Al Baker. He’s a demanding customer.”

Gernhardt said (PRW) has “been working very closely with (QTA),” adding, “We agree there are some minor tweaks we have to make.” He said the engines would be ready for (QTA) in the “June timeframe. At that point, the engines with all the fixes for the minor teething issues will be delivered.”

Just prior to traveling to Singapore for the air show, Gernhardt told me that “minor hardware changes and minor software changes” are all that is needed to resolve the (PW1100G)’s startup restrictions. “We’re extremely pleased with the way the aircraft and engine are performing in service [with Lufthansa (DLH)],” Gernhardt said. “Fuel burn is spot on.” He emphasized that “the basic architecture of the engine is fine. We don’t see any major retrofits or redesigns required.”

My take is that everyone involved (certainly Airbus (EDS) and (PRW), but also (QTA) (would very much like to avoid the complications of switching from (GTF)s to (LEAP)s for (QTA)’s 50 A320neos. (Though, of course, (GE) Aviation (GEC) and Snecma, which make up the (CFM) joint venture, wouldn’t mind!)

(PRW) is on the clock. It better have the fixes implemented on the (PW1100G) by June, not just for (QTA) but for the other initial A320neo customers who have ordered the (GTF). Airbus (EDS) said this week that A320neo deliveries would be “back-loaded” this year, which is interpreted as meaning that a number of the (PW1100G)-powered A320neos that were supposed to be delivered in the 2016 1st half will be moved to the year’s 2nd half. Spirit Airlines (SPR), which has 5 (PW1100G)-powered A320neos scheduled for delivery this year, has publicly stated it has been told to expect delays of up to several months.

Any additional delay tied to the (PW1100G) that pushes 2016 A320neo deliveries into 2017 could be disastrous for (PRW). There are still a lot of airlines deciding which engine choice to make for the A320neo. And if Al Baker were to follow through on his threat of dumping the (GTF) for the (LEAP), would other airline (CEO)s feel empowered to follow? (PRW) absolutely does not want to find out.

March 2016: News Item A-1: Airbus (EDS) completed the 1st A321neo test flight on (Pratt & Whitney) (PRW) PurePower Geared Turbofan (GTF) engines. The (PW1135G-JM) engine, a 35,000 thrust class engine is the most powerful engine on the A321neo, according to the engine manufacturer.

(PRW) is a United Technologies Corporation company. “The PurePower engine continues to meet commitments for fuel burn, emissions and noise, and this 1st flight on the A321neo is another milestone achievement for this innovative engine,” (PRW) President Commercial Engine Programs, Greg Gernhardt said.

(PRW) said the 35,000 thrust rating gives airlines the capability to fly longer routes, while carrying more passengers or payloads. The (PW1135G-JM) engine also allows an A321neo operator to benefit from increased payload/range, when flying out of high-altitude airports at elevations >4,000 feet, such as Mexico City.

“The Geared Turbofan engine architecture also allows room for growth, as demonstrated by the additional +2% fuel burn enhancement offered to operators to further reinforce the A321neo’s -20% fuel burn savings by 2020,” (PRW) said.

The (PW1100G-JM) engine for the A320neo was certified in 2014 and the A321neo received certification in November 2015. Lufthansa (DLH) began flying its 1st A320neo powered by (PRW) PurePower engines, in January 2016.

(PRW) said the PurePower engine family has completed >50,000 cycles and 32,000 hours of testing.

News Item A-2: "Lufthansa Said A320neo Engine Was Improving But Not There Yet" by Victoria Bryan, "Reuters" March 17, 2016.

Lufthansa (DLH) said issues with the new engine of its A320neo plane are not fully fixed and as a result it was not ready to put more of the revamped Airbus (EDS) jets into commercial service. "The engine issues are slowly improving, we're not there yet. That's why we have not agreed to take the 2nd aircraft into the fleet," (DLH) (CEO), Carsten Spohr said after (DLH) reported its annual results.

Airbus (EDS) missed an end of 2015 target for the 1st delivery of the new version of its best-selling plane after it was found the engines, made by (UTC)'s Pratt & Whitney (PRW), needed longer than usual to start properly.

Lufthansa (DLH), which stepped in as the 1st operator when Qatar Airways (QTA) refused to take the plane, took delivery of its 1st A320neo in January. For now, the jet is only flying on routes within Germany, where (DLH) has a large base of Engineers (MT) at its Maintenance division. "We could fly to other places, but we would need more Engineers (MT) in those locations," Spohr said.

He said (DLH) was receiving compensation from Airbus (EDS) until it could make full use of the A320neo and that the jet was showing a -20% reduction in costs compared with the earlier model. Software issues, where the engine sends erroneous messages to the cockpit, are also about 50% resolved, Spohr said.

Pratt & Whitney (PRW) said this month the new geared turbofan jetliner engine had logged high reliability at (DLH) and that it was delivering software and hardware fixes.

(DLH) is due to take delivery of 52 new planes this year, including 5 A320neo jets.

May 2016: Pratt & Whitney (PRW) (PW1400G-JM) engine receives (FAA) Certification.

The (FAA) has certified Pratt & Whitney (PRW))’s (PW1400G-JM) engine to power Russian aircraft manufacturer Irkut (IKT)’s MC-21 aircraft.

July 2016: Pratt & Whitney (PRW) announced (PW1100G) engine orders at the Farnborough Air Show to power at least 145 A320neo family aircraft: Lessor AerCap (DEA) selected (GTF)s to power 10 A320neos; Berlin-based Germania (GER) ordered (GTF) engines to power 25 A320neos; and Wizz Air (WZZ) selected (GTF)s to power 110 A321neos.

(PRW) also said it signed a deal with an undisclosed lessor for a mix of (PW1100G) and (V2500) engines to power up to 32 Airbus A320neo family aircraft/A320ceo family aircraft. (PRW) did not break down the mix of A320neos and A320ceos.

September 2016: News Item A-1: "More Than Half of 2016 CSeries Deliveries Delayed by (GTF) Ramp-up Issue" by (ATW) Aaron Karp aaron.karp@penton.com, September 6, 2016.

Bombardier (BMB) said it will deliver 7 CSeries aircraft in 2016 instead of 15 as planned, citing Pratt & Whitney (PRW) (PW1500G) geared turbofan (GTF) engine delivery delays.

Both (BMB) and (PRW) emphasized that the (PW1500G)-powered CS100, which entered service with Swiss International Air Lines (SWISS) (CSR) in July, is performing well. But ramping up production of the (GTF), another variant of which also went into service on the Airbus A320neo earlier this year, is proving to be a challenge for East Hartford, Connecticut-based (PRW).

“In terms of production, we’ve made significant headway in the supply chain, but there is some pressure on new engine deliveries for this year,” a (PRW) spokesperson said. “We are working closely with our customers on the delivery schedule, and we are keeping them apprised of the progress being made.”

Bombardier (BMB) Commercial Aircraft President Fred Cromer said, “We are working very closely with Pratt & Whitney (PRW) to quickly address this supplier ramp-up issue and to ensure we have a strong supplier base to support our long-term growth objectives. We are very confident in our production ramp-up plan, including our ability to meet our production goal of 90 to 120 aircraft per year by 2020.”

Montreal-based Bombardier (BMB) has already delivered 2 CS100s to SWISS (CSR). Those aircraft combined have flown nearly 400 revenue flights, accumulating nearly 600 hours of in-service flight time, according to (BMB).

“Since day one, the (GTF) engine has met or exceeded every performance specification (16% fuel burn [improvement], minus -50% emissions and a -75% reduction in noise footprint,” the (PRW) spokesperson said.

(BMB) plans to deliver a 3rd CS100 to SWISS (CSR) in October. (CSR) had planned to take delivery of 9 CSeries aircraft in 2016, with deliveries rising from 1 per month from July through September to two monthly from October through December. The larger variant of the CSeries, the CS300, remains on schedule to enter service with airBaltic (BAU) in the 4th quarter of this year, (BMB) said.

The CSeries delivery delays are a setback for a program that had gained momentum after experiencing multiple program delays, including flight testing being grounded for >3 months in 2014 following a (PW1500G) engine fire. But Bombardier (BMB) executives have been touting significant program progress in recent months. Prior to the service entry with SWISS (CSR), (BMB) booked two major orders for the narrow body aircraft (75 firm CS100s from Delta Air Lines (DAL) and 45 firm CS300s from Air Canada (ACN).

There were (GTF)-powered A320neo delivery delays in the first half of this year related to an engine startup restriction issue that (PRW) characterized as “teething problems,” for which (PRW) has provided a fix. The CSeries delivery delays are not connected to that issue, according to Bombardier (BMB) and Pratt & Whitney (PRW).

October 2016: (MTU) Aero Engines inaugurated a (PW1100G-JM) assembly line in Munich, Germany.

February 2017: Pratt & Whitney (PRW) has named United Technologies Corporation (UTC) executive Christopher Calio President Commercial Engines, effective immediately.

East Hartford, Connecticut-based (PRW) is a (UTC) subsidiary. Calio, who fills the position formerly held by Greg Gernhardt, will report directly to Pratt President Bob Leduc.

The move comes as (PRW) works to overcome production ramp-up challenges on the geared turbofan (GTF) engine.

Leduc said that Calio will be charged with “integrating all commercial engines program management, sales, customer support and aftermarket services into one organization.” He added that Calio “brings significant depth of commercial aerospace experience to this role.”

Calio has been with (UTC) since 2005 and his roles have included leading (UTC)’s Commercial Engines Legal department. He most recently was Chief of Staff for (UTC) Chairman & (CEO) Greg Hayes.

March 2017: "Engine Shortage, Airframe Tweaks Prompt CSeries Delivery Pause" by Flightglobal Pro, Stephen Trimble Washington DC, March 3, 2017.

Bombardier (BMB) has halted deliveries of the CSeries aircraft for 2 months to refine the production system and upgrade the aircraft configuration, while the supply of Pratt & Whitney (PRW)’s geared turbofan engines remains a bottleneck, (BMB) (CEO) Bellemare told Flightglobal.

The last CSeries aircraft delivered (a CS300) was delivered to Air Baltic (BAU) on December 31. A month ago, (BMB) officials said the delivery of the 6th CS100 (and 8th CSeries overall) to Swiss (CSR) would occur “shortly”, but the aircraft remains parked outside the final assembly line in Mirabel, Canada.

The ongoing delivery hiatus increases pressure on (BMB) to meet a commitment to ramp CSeries deliveries this year to 30 - 35 aircraft, a +428 - +500% jump compared to the 7 deliveries made last year.

On the sidelines of the USA Chamber of Commerce Aviation Summit on March 2, Bellemare explained the delivery stoppage was planned. “We’re taking advantage of this lateness in engines to take the opportunity to upgrade the aircraft, upgrade the assembly line and get ready for more volume,” Bellemare said.

Bombardier (BMB) originally planned to deliver 15 CSeries aircraft in 2016, but in September reduced the forecast to 7 while blaming a shortage of engine deliveries from (P&W).

The ramp-up of the (P&W)’s geared turbofan engine family has been slowed by a critical shortage of several parts, including the unique hybrid metallic fan blades. In comments made last year, United Technologies (CEO) Greg Hayes said the fan blades have proved harder to make than (P&W) expected.

But the opening of new fan blade factories in Japan and Michigan is expected to eliminate the parts shortage, allowing (P&W) to meet its goal of delivering 350 - 400 engines in 2017. Hayes has explained that about 50 of those engines will be needed as customer spares. Bombardier (BMB) will need at least 60 - 70 engines to meet its goal of delivering 30 - 35 aircraft. That leaves 230 - 290 engines left over for (P&W)’s other geared turbofan customers, which includes the Airbus (EDS) A320neo now in service and the Embraer E190-E2 that remains in testing.

While Bombardier (bmb) waits for more engines, the company is improving aircraft on the assembly line to avoid taking delivered units out of service as improved components become available. “Instead of producing aircraft that would actually need a lot of retrofit in the field, we could manage that because, like we said, the engine delivery schedule was back-end loaded,” Bellemare said. Bellemare described the aircraft and production system improvements as minor tweaks that fall short of a block-point upgrade, which is scheduled to come later.

August 2017: If perception is reality, then avionics and cabin interiors leader Rockwell Collins (RCO) is “in play” to be acquired, with multi-industrial conglomerate United Technologies Corporation (UTC) (PRW) the 1st contender. That was the talk within industry the weekend following late-breaking news August 4 that (UTC) (PRW) was looking to buy Rockwell (RCO).

November 2017: Pratt & Whitney (PRW) Turkish Engine Center has a 5-year Turkish Airlines (THY) contract to perform (V2500) and (CFM56-7B) overhauls under its EngineWise program.

December 2017: News Item A-1: Pratt & Whitney (PRW) has an EngineWise Fleet Management contract with (S7) Airlines (SBR) for its (PRW) geared turbofan (GTF) engines.

January 2018: News Item A-1: Embraer (EMB)’s newest generation of E-jets, powered by Pratt & Whitney (PRW)’s Geared Turbofan (GTF) engine, will enter into service on schedule this April. Launch customer Widerøe, the largest regional airline in Scandinavia, will take delivery of the 1st E2-190. The E2 family promises to deliver +15% better fuel efficiency through streamlined and lighter airframe design combined with the most fuel-efficient, latest-technology engine architecture (the Pratt & Whitney Geared Turbofan engine).

Built on (EMB)’s highly successful 1st generation E-jet program, the E2 program completely redesigned the wing, and introduces new pylons, landing gear, horizontal stabilizers, cabin, cabin air system, air cycle machine, bleed air system, and a new fly-by-wire system, beating the original performance targets for the aircraft. The (PRW) Geared Turbofan engine was selected as the exclusive powerplant for the E2 family. “This aircraft is the culmination of (EMB)’s long expertise in continuously improving performance through innovation,” said Embraer Commercial Aviation (CEO) John Slattery. “Combined with the power of the (PRW) Geared Turbofan engine, this is the future of commercial aviation, and we look forward to celebrating the launch of our E2 program with Widerøe this April.”

The E2’s entry into service marks the 3rd platform for (PRW)’s Geared Turbofan (GTF), an option on the Airbus (EDS) A320neo family and sole-sourced for Bombardier (BMB)’s C Series. The GTF offers better fuel burn, lower emissions, and a smaller noise footprint. In addition to the innovative gear design, which allows the fan and turbine to spin at their optimal speeds, the engine contains a suite of new state of the art technologies including lightweight composites for the fan module airfoils and cases, the highest efficiency low-pressure turbine currently fielded, and advanced thermal barrier coatings, powder metal disk alloys and turbine airfoil cooling technologies for the high pressure turbine.

“The (PRW) family is excited to join Embraer (EMB) in the launch of their E2 program,” said Pratt & Whitney (PRW) Commercial Engine President, Chris Calio. “This is a significant milestone for both companies, and we are honored to power and support Widerøe’s new fleet with our (GTF) engines."

(PRW) has 8,000 (GTF) orders with >80 customers world wide and will double its 2017 production of 350 engines in 2018.

February 2018: "The (FAA) Warns About Pratt & Whitney (PW-1100) Engine Shutdown Risk on Airbus A320neo Jets" by Rob Vogelaar of
"Reuters" February 14, 2018.

The (FAA) formal warning follows a similar action by European regulators on February 9 and cites a "knife edge seal fracture" in the engine that could lead to an engine stall and consequent in-flight shutdown and rejected takeoffs, the (FAA) said in an Airworthiness Directive (AD).

The warnings mark the latest in a string of issues that have clouded the rollout of (PRW)'s new engines, which compete with market-leader (CFM) International, a joint venture of the General Electric Company (GEC) and Safran S A of France.

A total of 98 engines could be affected with 43 confirmed to have the problem and the rest possibly affected, (PRW) said.

(PRW) has not halted production or delivery of engines, not similar (PRW) engines for Bombardier (BMB), Embraer (EMB) or Mitsubishi (MSG) jets.

Airbus (EDS) has halted delivery of A320neos after delivery of 113 of them. It was not clear which airlines had the largest A320neos fleets. Industry sources did say 20 A320neos had been grounded by airlines because of the problem.

News Item A-2: "Pratt & Whitney Finds Fix for A320neo (GTF) engine Issues" by Sean Broderick (ATW) Plus, February 21, 2018.

Pratt & Whitney (PRW) is reverting to a previous configuration of its (PW1100G) geared turbofan (GTF) engine’s high pressure compressor (HPC) aft hub knife-edge seal to get its production line moving again and fix in-service engines affected by issues with the modified design.

March 2018: News Item A-1: United Technologies (UTC), which is in the process of buying Rockwell Collins, has signed an agreement with ultra-important customer Boeing (TBC), representing a green light for (UTC)’s acquisition and consolidation of major aerospace and defense suppliers. (UTC) Aerospace Systems President Dave Gitlin announced the agreement March 16 at (UTC)’s annual investor conference and said the companies signed the deal that morning.

News Item A-2: "Pratt: (GTF) Knife Edge Seal Design Fix Cost $50 million" by Guy Norris (ATW) Plus, March 19, 2018.

Pratt & Whitney (PRW) aims to complete re-delivery to Airbus of the last of 55 rectified (PW1100G) geared turbofans affected by the recent knife edge seal issue by the end of April, but acknowledges the problem has cost the engine maker $50 million. Commenting at the United Technologies’ annual investor conference, (PRW) President Bob Leduc said the seal issue impacted around 100 engines, of which 55 had been delivered to Airbus.

May 2018: "(EU) Commission (EC) Approves Rockwell Collins Sale to (UTC) After Divestitures" by "Aviation Week" Michael Bruno (michael.bruno@aviationweek.com), May 9, 2018.

The European Commission (EC) has cleared the way for United Technologies Corporation (UTC) to buy Rockwell Collins (RCO), assuming the divestiture of businesses in actuators, pilot controls, ice protection and oxygen systems.

The May 4 announcement (which was largely expected) removes one of the last requirements for the US aerospace companies to clear before merging their operations, expected this summer.

Rockwell Collins (RCO) is a USA-based avionics, Information Technology (IT) and aircraft interiors provider, while (UTC) is the parent company of engine manufacturer Pratt & Whitney (PRW) and (UTC) Aerospace Systems.

“(UTC) and Rockwell Collins (RCO) are 2 of the biggest suppliers of these components to aircraft makers worldwide,” Commissioner Competition Policy Margrethe Vestager said. “We need to ensure that competition is preserved for all of them. We can allow this merger to go ahead because in all the markets where we raised concerns, (UTC) has committed to divest activities covering the entire overlap between the 2 companies.”

The Commission had been concerned that the $30 billion tie-up would have reduced competition for trimmable horizontal stabilizer actuators (THSAs), throttle quadrant assemblies and rudder brake pedal systems, pneumatic wing ice protection and oxygen systems. In (THSAs), there already were limited competitors, and in oxygen masks, (RCO) was a leader, while (UTC) had planned earlier to enter the market.

To address concerns, (UTC) offered to divest (RCO)’s entire global business in ice protection, located in a single US facility, and (UTC)’s 2 research projects in oxygen systems.

Otherwise, there were no major worries. “The Commission concluded that other overlaps and vertical links between (UTC) and (RCO)'s activities did not lead to any competition concerns, mainly because of the existence of a sufficient number of alternative suppliers.”

The divestitures are being closely watched by the investment community, which has been anticipating merger and acquisition activity since (UTC) leaders this year started talking about reviewing the multi-industrial conglomerate’s business portfolio after the (RCO) acquisition closes. Besides potentially spinning off non-aerospace elements of (UTC), analysts have questioned how much of (RCO), and specifically Interiors, (UTC) would want to keep long-term since the deal was announced in September.

October 2018: News Item A-1: Pratt & Whitney (PRW) was selected by Greece's Aegean Airlines (CRM) to supply (GTF) engines for up to 62 Airbus A320neo family aircraft; the deal includes "EngineWise" comprehensive service agreement.

News Item A-2: Pratt & Whitney (PRW) earned $109 million on $4.8 billion sales in (3Q) 2018 vs $188 million on $3.9 billion in (3Q) 2017, and delivered 198 large commercial engines vs 129 a year ago. (PRW) delivered 546 engines vs 476.

November 2018: News Item A-1: "(UTC) Closes Rockwell Collins Deal; will Divest Non-aero Companies" by Michael Bruno (michael.bruno@aviationweek.com), November 27, 2018.

United Technologies (UTC) closed on its record-making $30 billion acquisition of Rockwell Collins on November 26, and announced it will spin off non-aerospace business units Carrier & Otis Elevator Company and become a pure-play, potentially $50 billion Tier 1 aerospace parts, engines and services provider.

Long expected by Wall Street, (UTC)’s breakup heralds an end to an era of industrial conglomerates participating in aerospace and defense, as Honeywell (RGC), General Electric (GEC) and others also have sold off non-aero units.

The remaining (UTC) will focus on aerospace and defense (A&D) with 2 surviving brands: Collins Aerospace and Pratt & Whitney (PRW). Collins Aerospace is the new mashup of (UTC) Aerospace Systems and Rockwell.

“Our decision to separate United Technologies (UTC) is a pivotal moment in our history and will best position each independent company to drive sustained growth, lead its industry in innovation and customer focus, and maximize value creation,” (UTC) Chairman & (CEO) Greg Hayes said in an early November 27 teleconference. “There’s no weak sister going forward that we’re worried about.”

First announced in September 2017, the Rockwell deal was initially not guaranteed because of the price and potential Boeing (TBC) opposition. Later, Wall Street feared the deal would be caught up in political tensions inside and between Washington and Beijing.

But Kelly Ortberg, the former Rockwell Chief who is now Collins (CEO), said the real hang-up was the size and complexity of the merger of (UTAS) and Rockwell for antitrust regulators to review. He also asserted that Boeing (TBC) was not a problem. “There’s been a lot of speculation that this merger is about bulking up so we could go fight [Boeing] that couldn’t be further from the truth, and I hope you print that,” he said.

According to Hayes and (UTC) (CFO) Akhil Johri, the new (A&D)-focused (UTC) should reach $50 billion by 2020.

(UTC)’s expected cash-generation should be enough to fund any new (P&W) engine, Johri said. Detailed forecasts were not provided and will not be until (UTC)’s annual financial report in January 2019.


December 2018:

Commercial Engines:



(PW2000) FOR BOEING (TBC) 757;
(PW4000) FOR BOEING (TBC) 747, 767, AND 777, PLUS AIRBUS (EDS) A300, A310, AND A330.

(PW6000) FOR AIRBUS (EDS) A318;
(GP7000) FOR AIRBUS (EDS) A380;
(IAE) (V2500) FOR AIRBUS (EDS) A319, A320, A321.


2 720-23B (JT3D-1)/PW6000) (173-18021, /60 N720PW; 177-18024, /61 C-FETB), EX-(AAL)/(MEA), FLYING TESTBED (PW6000).


0 747-133 (JT9D-7A) (20015; 20767; 20881), EX-(ACN), SCRAPPED.

4 747SP (JT9D-7J) (21932; 21933; 21934; 22302), EX-(BEJ) 1999-10, OPERATES BY (UTC).

1 747-312 (JT9D-7R4) (621-23244, /85), EX-(SIA), LEASED TO (AID) 2001-01, WET-LST (ASW) FOR HADJ UNTIL THE END OF 2001-04.

1 747-312 (JT9D-7R4) (626-23245, /85 N125KL), EX-(SIA), LEASED TO (AID) 2001-01, WET-LEASED TO (ASW) FOR HADJ UNTIL THE END OF 2001-04.




Click below for photos:
PRW-1-GREG HAYES - 2013-07
PRW-3-Matthew Bromberg 2018-01.jpg
PRW-7-Paul Finklestein 2018-10.jpg


Greg was formerly the (UTC) & (PRW) Chief Financial Officer (CFO).




Calio, who fills the position formerly held by Greg Gernhardt, will report directly to Pratt President Bob Leduc. The move comes as (PRW) works to overcome production ramp-up challenges on the geared turbofan (GTF) engine. Leduc said that Calio will be charged with “integrating all commercial engines program management, sales, customer support and aftermarket services into one organization.” He added that Calio “brings significant depth of commercial aerospace experience to this role.”

Calio has been with (UTC) since 2005 and his roles have included leading (UTC)’s Commercial Engines Legal department. He most recently was Chief of Staff for (UTC) Chairman & (CEO) Greg Hayes.





Matthew was VP & General Manager Global Material Solutions (GMS).



















Paul Finklestein was appointed Director Marketing for Pratt & Whitney (PRW)’s Commercial Engines division in 2009. He has Marketing responsibility for all (PRW) products world wide. Paul joined (PRW) in 1979 and has held numerous positions in Engineering, Program Management and Customer Service organizations. Prior to leading the marketing activity, Paul was the Program Manager for the (PW4000) engine family, and then most recently the Regional Director of Customer Service in the Asia Pacific region.

Paul holds a bachelors degree in Mechanical Engineering from Boston University, a masters degree in Engineering from Rensselaer Polytechnic Institute and a master degree in Business Administration from the University of Connecticut.



CAPTAIN PAUL PEDEN, CHIEF PILOT (paul.peden@pwc.ca).

LARRY TROW, CHIEF INSPECTOR (lawrence.trow@pwc.ca).

PIERRE DESJARDINS, CHIEF QUALITY ASSURANCE (QA) (2002-09) (pierre.desjardins@pwc.ca).

GUY MASSE, PLANNER, AIRPLANE MAINTENANCE (2002-09) (guy.masse@pwc.ca).



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