Engines (Was Re: Boeing in the WSJ)

From:         chuanga@wis.com (Andrew Chuang)
Organization: International Internet Association.
Date:         04 Oct 95 22:57:23 
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Karl Swartz (kls@ohare.Chicago.COM) wrote:

: The GE90 problems are temporary, predictable, teething problems, at
: least from a technical standpoint.  (From a marketing standpoint, the
: GE90 problems have cost GE dearly, and the loss of sales to PW and RR
: now will make life exceedingly difficult for the GE90 program in the
: long run.)  Once all the bugs are worked out, the GE90 should have
: plenty of growth room, and there's no reason to believe other engine
: manufacturers won't be able to match or beat the GE90 with their own
: new designs.

Historically, the late comer or the new engine doesn't do well.  For
example, the CF6 on the B747-200 (mostly powered by the JT9D), the JT9D
on the DC-10 (mostly powered by the CF6), the PW4000 on the A300/310 and
the B767 (mostly powered by the CF6), the PW2000 on the B757 (mostly
powered by the RB.211), and the V2500 on the A320 (mostly powered
by the CFM56).  Many of the late comers in the above examples are much
better engines, but they fail to capture the majority of their respective
market.  However, the introduction of PW2000 forced R-R to upgrade their
RB.211-535 engine also forced GE (which was going to offer the CF6-32) to
drop out of the market.  Similarly, the V2500 forced CFMI to upgrade their

Ironically, when GE introduced the CF6-80C2 for the B767, GE bragged
about the advantage of derivative engine over Pratt & Whitney's then
brand-new PW4000.  Now, it's P&W's turn to claim the same advantage that
the PW4000 has over the GE90.  With all the problems that the GE90 program
is facing, the only bright spot for the GE90 is that the GE90 does have
the majority of the B-market B777 share.

  H Andrew Chuang   chuanga@iia2.org