Date: 16 Apr 97 01:55:56 From: Chuanga@cris.com (H Andrew Chuang) Organization: Concentric Internet Services References: 1 2 3
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In article <airliners.1997.946@ohare.Chicago.COM>, matt weber <firstname.lastname@example.org> wrote: > >I don't think it is any secret that a lot of airlines got very ticked off at >PW's attitude in the mid 1980's. I know JAL was very public about it, and that >is why JAL's 747-400's have CF6's. JAL also got burned on the D10-40's, which >NW has. They just never provided the high/hot performance JAL wanted, and PW >promised. OTOH, JAL did go back to the PW4000 for the MD11 and B777. >If you talk to mechanics, given the choice between working on a GE >or a PW engine, all the ones I talk to pick the GE every time. In terms of >fuel economy, according to the specific fuel consumption figures published in >Aviation Week and Space Technolgies 1997 Source Book, GE is the leader in both >medium (CFM56) and large (CF6) categories. I have not seen published figures >for any of the current RR, or PW or GE-90 series engines however. For aircraft that are still in production: The CF6 leads in the A300/310, MD11, B747-400, and B767 markets. The PW4000 leads in the A330 and the B777 markets. The RB211 leads in the B757 market. The CFM56 leads in the A319/320/321 market, and of course, it owns the B737 and the A340 markets. Nevertheless, it will still be a while before it can catch up with the JT8D in terms of total installed engines. The IAE's V2500 is not in a good shape. Delta's retirment of its MD90 fleet is not helping IAE at all.