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Comment by metalliqaz | Hacker News Reader

The article seems to be describing a regular engine test stand, though one that is big and shiny and new. What's the big deal?

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Something I think was left unsaid here is that airlines are starting to take over more of their own engine maintenance to reduce costs. The engine makers have secured huge margins with their maintenance contracts for years and the airlines are looking to bring this in-house.

This is not the case with Delta. Delta techops is one of the world's largest airplane repair organizations

The margins are not as huge as you imply. The engines are sold at a loss, with profit only being made up later in maintenance. If the airlines want to cut in on that business, they should be prepared to pay a lot more for the engines.

I'm not sure it is that big of a deal, but I read elsewhere that the stand is capable of supporting engines with up to 150,000 pounds of thrust. This is significantly more than any engine currently flying. The GE90 used on the 777-300ER is rated up to 115,000 pounds.

And yet is only half what is required to test a single SpaceX Raptor engine.

https://www.spaceflightinsider.com/wp-content/uploads/2019/0...

It’s probably more about sensor packages and planned airflow requirements that the physical strength of the test stand.

They are going vertical. It will impact UTC, Airbus, Boeing, etc.

United Technologies once owned United Airlines in a vertical play, before anti-trust pressure led them to split up:

>The origin of UTC lies with the company formed in 1928 by William E. Boeing as Boeing Airplane & Transport Corporation, which held controlling interests in Boeing Airplane Company, Boeing Air Transport Inc., and Pacific Air Transport (see Boeing Company). Within a year the company was renamed United Aircraft and Transport Corporation and acquired a number of aircraft- and aircraft-component-manufacturing companies including Sikorsky Aviation, Stearman Aircraft, Avion (later Northrop Aircraft), Chance Vought (aircraft), Hamilton (propellers and aircraft), and Pratt & Whitney (engines). In another two years it consolidated four smaller airlines into United Airlines and made it a subsidiary. In response to legislation prohibiting the affiliation of airlines with aviation manufacturers, United Aircraft and Transport Corporation was dissolved in 1934, resulting in three separate companies. Manufacturing facilities west of the Mississippi River became Boeing Airplane Company, those east of it became United Aircraft Corporation, and all transportation services were unified as United Airlines. United Aircraft Corporation retained, among other companies, Pratt & Whitney, Sikorsky, Hamilton Standard (later Hamilton Sundstrand), and Chance Vought. The first three companies remained core units of United Aircraft and then UTC until the early 21st century.

from: https://www.britannica.com/topic/United-Technologies-Corpora...

I remember The Museum of Flight (aka The Boeing Museum) in Seattle has a large display showing the family tree of Boeing, McDonnellDouglas and others. Everything is coming full circle with consolidation.

First one of this size/scope built in 20 years, according to the article.

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