Posts Tagged ‘GP 7200’

Internecine litigation: Pratt & Whitney counter-sue Rolls Royce

November 5, 2010

Bloomberg reports:

United Technologies Corp.’s Pratt & Whitney jet-engine unit filed patent-infringement complaints against Rolls-Royce Group Plc, a counterpunch in a dispute that may affect delivery of Boeing Co.’s Dreamliner airplanes.

Pratt & Whitney said it filed a complaint today at the U.S. International Trade Commission in Washington that claims the Trent 900 and Trent 1000 model engines made by London-based Rolls-Royce are infringing a patent for a swept-fan blade. A complaint making similar allegations was filed at the U.K. High Court in London, according to the company.

That the timing of the filing is unconnected and entirely coincidental with the current technical issues faced by Rolls Royce on their Trent 900 and 1000 engines is possible but unlikely. I am sure Pratt & Whitney’s lawyers are perfectly aware of the advantages of hitting an opponent when he is down.


File:Great Game cartoon from 1878.jpg

The Great Game: wikimedia


Bloomberg continues:

A ruling in favor of Pratt & Whitney by the ITC would mean Rolls-Royce would be blocked from shipping engines for Boeing’s 787 Dreamliner, now in the final stages of flight testing. The U.K. lawsuit may limit shipments for the Airbus SAS A380, now in use by international carriers including Qantas Airways Ltd., and the Airbus A350XWB model powered solely by another version of the Trent engine.

“Pratt & Whitney’s case is very strong and we were left with no choice but to take these actions in light of Rolls- Royce’s aggression,” said Katy Padgett, a spokeswoman for East Hartford, Connecticut-based Pratt & Whitney. “We regret that these actions are necessary, and we continue to be willing to discuss a mutually acceptable resolution to this dispute.”

The complaints escalate a legal battle that started when Rolls-Royce sued Pratt & Whitney in May, claiming the GP7200 Fan Stage infringed a patent for a design that gives the largest part of a jet engine greater resistance to damage by foreign objects, more stability and lower noise levels. It later added Pratt’s Geared TurboFan engines, as Airbus and Boeing consider getting more efficient engines on the bestselling A320 and 737 planes.

Patent infringements must no doubt be fought but an internecine battle of this kind among the few engine manufacturers left may lead to some immediate competitive advantages to one or the other, but in the long-term could damage the entire industry to the ultimate detriment of the the consumers. The dispute has the potential of delaying engines to a variety of aircraft and to a number of airlines.

Trent 900 vs. GP7200: Competitive pressures getting too hot?

November 5, 2010

There are only two engines suitable for the A 380 – Rolls Royce’s  Trent 900 and its rival the GP7200 manufactured by the General Electric/Pratt & Whitney Engine Alliance.

Nov. 2012- Image updated: from

Engine Alliance GP7200: image

It is highly unlikely that the aircraft industry would ever allow a situation to arise where there was only one supplier of engines. A monopoly is something to be avoided at all costs in any purchaser / supplier arrangement. It follows that for the airlines and the airplane manufacturers that the market (in this case the number of A 380s) be split between the two suppliers such that:

  1. neither supplier gains a dominant market position such that it can dictate the engine price,
  2. each supplier has a large enough market share and sufficient earnings such that their continuation in the market is not jeopardised (for the sake of spares, service, development of new engines and, above all, to avoid a monopoly situation arising by the exit of one supplier).

Trent 900 cut away:

If either engine supplier has an uncompetitive product – whether for price or for performance – the monopoly becomes inevitable and immediately jeopardises the continuation of the market itself. So if only one engine supplier was available, the A 380 itself becomes non-viable.

In this restricted market place, it would seem, a win-win situation should not be impossible. Yet the competition between the protagonists is intense and the technology boundaries are under constant pressure as each supplier tries to gain a competitive edge over the other. Each engine manufacturer knows that he will not be permitted to gain a market-dominant position. But the costs of engine development are so high that every little gain in market share is hotly pursued.

For the airline industry, fuel cost is a dominating cost element and even minute gains in fuel efficiency are well worth pursuing. The intense competition between the two engines for the A 380, is centred around fuel efficiency. The GP7200 is generally thought to have a 1% advantage. It also seems to be the strategy for the U.S. engine makers to constantly maintain this performance gap over their competitor as each tries to improve performance. The Trent 900 has a slightly higher thrust(about 3%) and prices are, of course, a closely guarded secret.

For fuel efficiency therefore it seems that Rolls Royce is playing catch-up. To get a decisive advantage each new improvement must be sufficient to go past the competitor – who in turn will introduce improvements to regain his advantage. But fuel efficiency is not easily gained.

  • Higher temperatures can give improved efficiency but lead to the need for new materials to handle the higher stresses at the higher temperatures,
  • reduced clearances can reduce leakage losses and increase efficiency but require increased manufacturing accuracy and can increase the possibilities of wear
  • more complex designs are devised where component positions can be changed during operation to optimise efficiency at different operating conditions but which increase the possibility of unwanted contacts within the engine.

That this competitive pressure leads to innovation is – I think – beyond doubt. But the Trent 1000 has had an “uncontained” explosion on the test bed. The Trent 900 has had one in flight.

The question that comes to mind is whether the competitive pressure and the quest for fuel efficiency has led to “too much – too quickly” for the Trent ?

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