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Name: PRATT & WHITNEY CANADA
7JetSet7 Code: PWC
Status: Operational
Region: NORTH AMERICA
City: LONGUEUIL
Country: CANADA
Employees 9000
Web: pwc.ca
Email: communications@pwc.ca
Telephone: +1 (450) 468-7780
Fax: +1 (450) 468-7801
Sita:
Background
(definitions)

Click below for data links:
PWC-2006-03-UPGRADE PLAN
PWC-2008-08-707 RE ENGINE8
PWC-2009-11-PRES ENG ALLIANCE
PWC-LOGO
PWC-MRO
PWC-MRO-A

PRIVATE CORPORATE JET AIRPLANE OPERATOR AND ENGINE TEST FACILITY. CONDUCTS NON-COMMERCIAL TESTING & TRANSPORTATION JET AIRPLANE FLIGHTS FOR THE PRATT & WHITNEY (PRW) ENGINES GROUP.

ADDRESS:
7007 CHEMIN DE LA SAVANE
SAINT-HUBERT, QUEBEC J4G 1A1, CANADA

CANADA WAS ESTABLISHED IN 1867, IT COVERS AN AREA OF 9,976,139 SQ KM, ITS POPULATION IS 30 MILLION, ITS CAPITAL CITY IS OTTAWA, AND ITS OFFICIAL LANGUAGES ARE ENGLISH & FRENCH.

DECEMBER 1995: MEMBER OF PRATT & WHITNEY (PRW) GROUP. IS A SUBSIDIARY OF UNITED TECHNOLOGIES CORP.

OPERATES OUT OF MONTREAL-ST HUBERT, QUEBEC & PLATTSBURG-AIR FORCE BASE (AFB), NEW YORK.

2 720-023B'S (JT3D-3) (18021, N720PW; 18024, C-FETB), EX-MIDDLE EAST AIRLINES (MEA).

OCTOBER 1998: 3 747-100'S (20015; 20767; 20881), EX-AIR CANADA (ACN).

FEBRUARY 1999: PLANS TO CONVERT 720-023B (18021) INTO (PW6000) FLYING TESTBED, BY INSTALLING NEW PYLONS, AND TEST EQUIPMENT, WITH TEST FLIGHTS PLANNED FOR FEBRUARY 2000.

SEPTEMBER 1999: (PW6000) (FOR A318), ACHIEVED FULL 24,000 LB THRUST RATING ON 720 FLYING TEST BED.

OCTOBER 1999: 3 737-200'S (21195; 21226; 21227), EX-EGYPTAIR (EGP). 4 747SP'S (JT9D-7J) (21932; 21933; 21934; 22302), EX-AIR CHINA (BEJ).

DECEMBER 1999: JOINT VENTURE WITH CHINA NATIONAL, SOUTH AERO-ENGINE CO (SAEC), CHINA'S LEADING MANUFACTURER, OF SMALL GAS TURBINE ENGINES, AT ZHUZHOU. PRATT & WHITNEY CANADA (PWC) TO HAVE 49% SHARE.

APRIL 2000: GILLES OUIMET, PRESIDENT & (CEO).

JUNE 2000: FORMS SERVICE CENTRE ORGANIZATION WITH 3 DIVISIONS: REPAIR & OVERHAUL; AEROSPACE COMPONENT SERVICES (SPACE AGE AVIATION/GREAT LAKES TURBINES/WICHITA FALLS REFURBISHMENT), AND FLEET SERVICE (FLEET MANAGEMENT, & EAGLE "PAY-BY-HOUR" MAINTENANCE PROGRAMS, & PRATT & WHITNEY CANADA (PWC) LEASING).

AUGUST 2000: COMPLETES 1ST FLIGHT OF (PW6000) (16 TO 24,000 LB), ON 720B TEST BED AIRPLANE FOR A318, LATER PLANNED FOR 2002, WITH 7 OF 9 A318 CUSTOMERS SELECTING IT FOR 100 AIRPLANES.

OCTOBER 2000: WILL INVEST AN AVERAGE OF $10 MILLION/YEAR OVER NEXT 5 YEARS, IN RUSSIA'S AEROSPACE SECTOR.

DECEMBER 2000: 1 747-312 (23244) SOLD TO PRATT & WHITNEY CANADA (PWC), LEASED TO AIR ATLANTA ICELANDIC (AID), FOR WET-LEASED AIR ASIA (ASW), FOR HADJ, UNTIL END OF APRIL 2001.

JANUARY 2001: 2ND 747-312 (23245) EX-SINGAPORE AIRLINES (SIA), LEASED TO AIR ATLANTA ICELANDIC (AID).

DECEMBER 2001: ACQUIRES ALTAIR AVIONICS, MA (AIRPLANE/ENGINE MONITORING; DATA MANAGEMENT).

JANUARY 2002: ARTHUR LUCAS, SENIOR VP ENGINEERING.

June 2003: Made 1st run of (PW980A) (APU) for the A380. Certification is expected in March 2005.

July 2003: (P&W) 2nd Quarter operating = +$269 million (+$335 million) (net profit).

April 2004: (P&W) 1st Quarter = +$221 million (+$276 million).

November 2004: (ICAO) Code: PWC (Callsign - PRATT).

(communications@pwc.ca).

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 five 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/-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 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 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'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.

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.

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.

May 2012: Last active 720, 720-023B (JT3D-1) (189-18027, /61 59 34 C-FETB), last operated as a flying testbed for Pratt & Whitney Canada (PWC), ferried from Montreal (YHU) to Trenton for preservation.

January 2013: 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.

May 2014: 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 CSeries, Mitsubishi Aircraft Corporation MRJ, Embraer EMB-Jet E2 and Irkut 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.

At the end of the month, however, things changed somewhat, when Bombardier Aerospace (BMB)’s President & (COO), Guy Hachey had to report he believed (BMB) would soon have a better understanding of the possible cause of an engine failure that occurred May 29 on the CSeries flight test airplane (FTV1) during ground testing at Bombardier (BMB)’s Mirabel, Quebec, facility.

Guy Hachey said the Pratt & Whitney (PRW) (PW1500G) geared turbofan (GTF) engine was delivered to (PRW)’s Connecticut factory, with dismantling due to begin soon after, “So they would have a better understanding of the possible cause. (PRW) has some ideas,” Hachey said. “In a few days he was hoping to narrow down the potential cause.”

Bombardier (BMB) grounded the CSeries flight test program while the engine failure is being investigated. Hachey said this was a safety precaution. There are four flight-test airplanes and they have so far accumulated just under <300 flight hours of a planned 2,400 flight-hour program. (FTV1) was damaged during the engine incident.

Hachey said ground testing will continue and he was confident that the planned entry-into-service (EIS) date of the second half of 2015 would still be met. (BMB) has 203 firm orders from 18 customers for the CSeries as well as 447 commitments. (BMB) wants to have 300 firm orders and 20 customers by entry-into-service (EIS).

“We talked to customers immediately [after the incident] and gave them as much information as we had at the time,” Hachey said. “We are keeping them informed on our progress and Pratt & Whitney (PRW)/(PWC) is doing the same. None of [our customers] is overly excited. While you don’t want an incident, a flight test program is where you make sure the technology is per your expectations. We have some room in our plan for things to happen. We are still targeting and confident of (EIS) in the second half of 2015.”

The CSeries is the first application for (PRW)’s (GTF) program. (GTF) engines are also slated to power the Airbus A320neo, Mitsubishi Aircraft Corporation MRJ90, Embraer EMB-Jet E2 and Irkut (IKT) MC-21.

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." 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.

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 one 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 more than a year. During a two-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 first time since the 1980s.

But (PRW) endured its share of ups and downs this year. While its engines are on two commercial airplanes that were rolled out or made their first 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 six 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 four 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.

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 >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.

June 2015: News Item A-1: (MTU) Maintenance Berlin - Brandenburg has now repaired 4,000 Pratt & Whitney Canada (PWC) engines.

October 2015: Vector Aerospace will support the new (PW100 SMARTSM) service offerings introduced by Pratt & Whitney Canada (PWC) for (PW100) turboprop operators. (PW100 SMARTSM) keeps aircraft flying with predictable maintenance costs, improved dispatch availability and enhanced time-on-wing performance.

November 2015: News Item A-1: 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 2nd generation from concept to reality,” Embraer Commercial Aviation President & (CEO) Paulo Cesar Silva said.

The (PW1900) is the fourth 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).

News Item A-2: Pratt & Whitney Canada (PWC) is expanding support in the Middle East, including on-site and on-wing mobile repair teams and line-maintenance options. Customer feedback is collected by a team of (PWC) employees based in the region. A regional manager and four field support representatives deal with 185 (PWC) customers.

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.

(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 1st (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 second quarter and the small number of engines delivered before then will be retrofitted with the fix, he said.

Otherwise, Hayes emphasized, the (GTF) is “rock solid” and “meeting our commitments on day one 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.

March 2016: StandardAero and Pratt & Whitney Canada (PWC) are offering fixed-rate pricing on (PT6A) overhauls. This is a limited-time offer, valid for engines inducted between March 1 and December 31, 2016. The offer applies to (PT6A) models -114, -21, -27, -28, -41 and -42. In addition to a fixed rate, operators will not receive extra charges for typical corrosion, sulphidation, expired life-limited parts and non-genuine (PWC) parts.

August 2017: Pratt & Whitney Canada (PWC) appointed Brazil-based (ABA) Manutencao de Ltda as its 1st designated maintenance facility (DMF) under (PWC)’s new global network expansion model. The new (DMF) will serve the agricultural aerial application industry in Brazil, helping to enhance availability and accessibility to a wide range of (PWC) maintenance services, tools and spare parts designed to deliver faster service.

Fleet:
(definitions)

October 2017:

Commercial Engines:

"PUREPOWER" (PW1000G) ENGINE FOR:

BOMBARDIER (BMB) CSERIES AIRPLANES
MITSUBISHI REGIONAL JET MRJ90
AIRBUS A320NEO
IRKUT (IKT) MC-21 AIRPLANES

(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

EXAMPLES OF PRATT & WHITNEY ENGINES ON JET AIRPLANES:

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

0 720-23B (JT3D-1) (189-18027, /61 59 34), GROUNDED FOR SPARES AT MOJAVE, EX-(AAL). FERRIED MONTREAL (YHU) - TRENTON FOR PRESERVATION AS LAST ACTIVE 720 AIRPLANE.

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

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

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

1 747-312 (JT9D-7R4) (626-23245, /85 N125KL), EX-(SIA), LST (AID) 2001-01, WET-LST (ASW) FOR HADJ TIL END 2001-04.

1 EMBRAER EMB-120ER BRASILIA (PW118) (018, /86 C-FPAW), CORPORATE.

1 CESSNA 560XL CITATION EXCEL (PW545A) (5078, /00 C-FPWC), CORPORATE.

Management:
(definitions)

Click below for photos:
PWC-AUX-2009-11
PWC-KALLMAN-PRES-OCT08

EDWARD KANGAS, NON-EXECUTIVE CHAIRMAN, UNITED TECHNOLOGIES CORPORATION AND PRATT & WHITNEY (PRW) (2014-11).

GREGORY HAYES, CHIEF EXECUTIVE OFFICER (CEO) UNITED TECHNOLOGIES CORPORATION AND PRATT & WHITNEY (PRW) (2014-11).

GILLES OUIMET, CHAIRMAN PRATT & WHITNEY CANADA (PWC) (2002-05).

JON BEATTY, PRESIDENT OF (IAE) (2006-12).

GREG GERNHARDT, PRESIDENT (PRW) COMMERCIAL ENGINES.

DAVID BRANTNER, PRESIDENT (PRW) COMMERCIAL ENGINES.
David left the company in (2014-10).

TODD KALLMAN, PRESIDENT (PRW) COMMERCIAL ENGINES & GLOBAL SERVICES DIVISION (2008-10).

JOHN SAABAS, PRESIDENT (PWC) (2009-01).

PAUL ADAMS, PRESIDENT, PRATT & WHITNEY (PRW) (2014-01).

MATTHEW BROMBERG, PRESIDENT AFTERMARKET.

MS MARY ELLEN JONES, PRESIDENT ENGINE ALLIANCE (SEE PHOTO - - "PWC-AUX-2009-11) (2009-11).

BILL BLAIR, EXECUTIVE VP ENGINE ALLIANCE (SEE PHOTO - - "PWC-AUX-2009-11" AND HE IS 2ND ON LEFT).

BENOIT BROSSOIT, SENIOR VP SERVICE CENTERS & OPERATIONS.

JIM KEENAN, SENIOR VP & GENERAL MANAGER GLOBAL SERVICES PARTNERS.

GRAHAM WEBB, VP (PW1000) (GTF) ENGINE PROGRAMS.

ALAN EPSTEIN, VP TECHNOLOGY & ENVIRONMENT.

MATTHEW BROMBERG, VP & GENERAL MANAGER GLOBAL MATERIAL SOLUTIONS (GMS).

MIKE FIELD, VP OPERATIONAL COMMERCIAL ENGINES (2006-12).

JEAN COLPIN, VP COMMERCIAL ENGINE PROGRAMS.

BOB SAIA, VP NEXT GENERATION PRODUCT FAMILY.

BOB KEADY, VP SALES, MARKETING & CUSTOMER SUPPORT (2006-12).

DELLA POSTA, VP CUSTOMER SUPPORT.

TOM MAYES, VP GLOBAL ENGINE CENTERS.

JIM MORAVECEK, VP MARKETING (PRW) (SEE PHOTO - - "PWC-AUX-2009-11" AND HE IS STANDING IN THE CENTER) (2009-11).

PIERRE TREPANIER, MANAGER FLIGHT OPERATIONS (2002-09).

BRYAN THOMPSON, MANAGER PRODUCTION PLANNING & CONTROL (bryan.thompson@pwc.ca).

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).

IAN BELL, FLIGHT ENGINEER/MAINTENANCE ENGINEER.

ALEX TATULESCU, ENGINEERING PLANNER (alex.tatulescu@pwc.ca).

 
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