Narrowbody Airplane’s Big Engine Challenge
For those of you who have had the opportunity to listen to my interview at the Dubai Air Show 2007 with Boeing’s VP Marketing, Randy Tinseth, you will have heard him speak about the challenges that lie ahead for both Boeing and Airbus when it comes to developing successors to the 737 and A320 families.
Right now, the engine technology is being defined, developed and tested to ensure the right levels of performance and efficiency gains can be attained to making these new next generation narrowbody airplanes more environmentally friendly and more comfortable for the flying public.
“It’s a very tough value proposition because both those airplanes are very, very efficient, so when you take a look at all the technologies that are available on the 787 and you scale those down, its pretty tough to make a convincing argument today both internally with our customers to replace the 737.”
Boeing Commercial Airplanes CEO Scott Carson reaffirmed that the 787 was leading the industry in breakthrough technology for customers and public - harnessing that experience and technology and applying to an all new narrowbody airplane is challenging enough - the engines that will eventually power these new generation narrowbody airplanes can be likened to a much sterner battle in itself.
“The technology suite for those engines….is just not there to make the replacement today.
We’re nominally focussing on mid next decade, 2015 or so, but I’ll tell you that the technology isn’t there today.
Over the next twenty years, thats a $1.2 trillion market and you just can’t get it wrong” Tinseth goes on to say.
Image courtesy of Boeing
US engine maker Pratt & Whitney has already begun work on its geared turbofan (GTF) engine demonstrator. Both the Mitsubishi Regional Jet and the Bombardier CSeries look likely to be powered by the GTF.
It comes as little surprise then that CFM engine partners, Snecma and GE also announced that they would have a new “green” engine available by 2015.
Airbus has stated that they would look at the 2017-2020 time frame for an A320 family replacement.
Both airplane manufacturers have big backlogs of existing A320’s and 737’s, without having to worry too much in the immediate future about new replacements.
However, big Boeing 737 customers like Southwest Airlines have already made their desires known - Air France and United Airlines, both large A320 operators have equally been vocal about the need for a new narrowbody airplane.
Image copyrighted and owned by BOEING777 and FleetBuzz.com
While Airbus’ plans are still quite a while away, Jim McNerney last year commented that “the introduction of composites has raised the ability of the airframe to make a difference . . . and really puts it on a par with the engine development.“
Southwest Airlines CFO, Laura Wright states that “it’s pretty clear what the airlines are looking for“.
In a recent seminar, EADS CEO Louis Gallois revealed his own personal opinion on the challenges faced by replacing the current narrowbody jets on offer.
The next generation of single aisle (airplanes) could be with a new concept of engines. If we want to get 15 percent reduction of fuel burn, we need a new concept of engines. Every engine manufacturer has his own solution. Some concepts are more advanced than others.
The next single aisle (jets) will be in composite. I think it’s partly fashion. But I am sure it will be a composite because everybody is thinking the new airline has to be in composite.
For single aisle, when you see the economics, the composite solution is not evident. Airlines want to have composite airplanes because it’s more modern, but it’s not an official position of EADS, it’s my own personal assessment.
Image courtesy of CFM
Gallois’ comments seemingly echo those of Tinseth - as time goes on, development and greater understanding of composite technology and usage will ultimately dictate whether the new generation of A320 and 737 replacements follow in the steps of the 787 and A350 families.
Regardless of whether the A320RS or 737RS gets into the air and in service first, demand for these two models will hinge largely on the engines being able to deliver at least 15% better all round performance and efficiency over the engines in service today.
Right now, thats a challenge being met by engine makers - the bigger issue may well be whether Airbus continues to offer more than one engine type or whether Boeing sticks to its sole engine supplier for their respective new narrowbody offerings.
Pratt & Whitney’s geared turbofan may not yet be ready for the marketplace, but the race to get under the wings is gearing up to be one of the most eagerly awaited since the three-way engine battle last seen on the Boeing 777.
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