Jetrader - September/October 2010 - 22

ENGINE IMPROVEMENTS OVER THE DECADES
SFC* (the lower the better) 1960s Generation PW JT8D RR SPEY 0.8 0.802 6,000 5,000 Typical Time on Wing (hours) (the higher the better)

1980s Generation CFM56-3 (early) IAE V2500 A1 (early) 0.667 0.600 Better by 10-15% from the 1960s 10,000 10,000 Better by 20-25% from the 1960s

2000 Generation CFM56-7 IAE V2500 AS 0.603 0.55 Better by 20% from the 1980s 18,000 17,500 Better by 60-70% from the 1980s

The Future GTF Open Rotor LEAP X

Better by 20%?

Better by 20%?

?

?

*Speciﬁc fuel consumption is the amount of fuel burnt (lbs) per hour (hr) per amount of thrust produced (lbs)

will factor in the replacement program as part of their normal base value “curve.” Let us not forget that the replacement aircraft and/or the reengining will not happen overnight. In recent years both Airbus and Boeing have been reminded that “quantum” leaps in design and production of new aircraft such as the A380 and B787 can be extremely costly in both direct costs as well as reputation when delays occur. The current engines are capable of delivering improvements as material technology, manufacturing techniques and repairs of existing parts are developed. The IAE V2500 engine has been through several iterations from the early A1’s that powered the early build aircraft to today’s upgrades. The same applies to the CFM56-5 engines that power the A320 as well as the exclusive “choice” (CFM56-7) on the B737NG. Whether the initiatives that are used in the B787 and A350 are easily transferred into the narrowbody market remain a mystery to me and probably to the manufacturers at this

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Jetrader - September/October 2010

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