That seems like a complicated way to sell airplanes - why is that ???.
It is like me buying a car from Ford and saying I don't want the Ecoboost turbo 4 but rather that V8 from the Raptor.
It is like me buying a car from Ford and saying I don't want the Ecoboost turbo 4 but rather that V8 from the Raptor.
The engines are still type rated for the specific aircraft. Some aircraft might only have one engine type rated so there isn’t much choice. Others might have multiple engines to choose from, from multiple manufacturers. That’s the case with many commercial airliners.
> These days, the engines are often leased, not bought, as part of a "power generation package"...The only physical difference between two "different versions" of a particular engine type, with different advertised power ratings, may [be] the electronic engine control system. In that situation, the airline might negotiate a "total power generation" deal where they only pay for the "higher rated" engine when they actually use it.
So they payed Unisys a not so small chunk of money to "unlock" the second CPU board which was always present inside the mainframe that was installed.
As a PC guy I was gobsmacked.
If x carrier standardized on PW or Rolls engines, it makes sense to try and keep their fleet on that engine. It simplifies maintenance, what parts need to be kept in stock etc.
If you have a fleet of rolls engines and one batch of planes running PW then you have to set aside entire storage, training and supply chains for a single batch.
From Boeing’s perspective, they can sell more airframes with a modular setup that allows the carriers to choose their powerplants. Especially in a worldwide setup where a rolls Royce may be cheaper in one market and a PW cheaper in another across a pond
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[0]: https://www.bangkokpost.com/thailand/general/1181845/rolls-r...