Commercial Engines 2013

special REPORt
commercial engines
2013
In association with
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commercial engines 2013
foreword
So far so good is probably the best way to summarise progress on
key commercial engine programmes during the past 12 months.
Prospects for the long-term profitability of many of the worlds
airlines rest on the ability of CFM International and Pratt & Whitney
to deliver the powerplants that should enable the next generation of
narrowbodies to provide a step-change improvement in operating
economics.
Choosing the right engine may never have been more important
or harder than with the Airbus A320neo family. Unlike previous
engine competitions, the choice between the CFM Leap-1A and P&W
PurePower PW1100G is no longer a soft bet on a secondary supplier
to an already chosen airframe.
The A320neo is almost identical to the previous version of the aircraft
except for the choice of engine to power it. The paths taken by both
engine makers to achieve the 15% rise in fuel efficiency Airbus is
seeking for the A320neo, means airlines are not simply acquiring an
engine but tacitly taking sides in an ongoing, furious debate about the
future of gas turbine engine technology.
Gone are the comparatively subtle technical schisms which defined
the differences between the International Aero Engines V2500 and the
CFM International CFM56. In its place is a stark architectural, even
philosophical, dispute with a reliance on new and exotic materials
by the Leap-1A on one side and the introduction of a reduction gear
inside the PW1100G on the other (read more about this debate on
P9).
CFM International in April 2013 started building the first parts for the
common Leap-1A and -1C engines selected to power the A320neo
and Comac C919 families. Design freeze of the CFM Leap-1B for
the Boeing 737 Max means that all three versions of the single-aisle
powerplant have formally entered the assembly stage.
CFMs latest schedule indicates that 12 Leap-1B test engines will form
part of the development programme, complementing 13 Leap-1As
for the Airbus A320neo and three Leap-1Cs. Testing of the -1C, for
Comacs C919, will benefit from -1A commonality. The manufacturer
will start ground testing of the Leap-1A - design of which was frozen
in June 2012 - in autumn this year. Multiple engines will perform
ground-test runs before flight testing starts in 2014.
P&W, meanwhile, scored a significant victory with Embraer opting
in January to equip its planned second-generation E-Jet family with
the US manufacturers geared turbofans. The company has also
announced it is making a design change for the PurePower PW1100G
engine for the A320neo family. The PW1100G which has entered
flight testing was designed with a variable area fan nozzle, but
P&W has decided this can be removed to make the engine lighter
and less complex.
In the widebody sector, the prototype Airbus A350 XWB had its RollsRoyce Trent XWB engines installed and was expected to fly for the
first time by the end of June 2013. The recent grounding of the latest
widebody twinjet to enter airline service - Boeings 787 - means the
A350 will come under unprecedented public scrutiny when customer
deliveries get under way in 2014.
Although the 787s current woes are not powerplant-related, R-R is
well aware that as sole engine supplier to the A350 it has a critical
role in ensuring the European-built widebody enjoys a relatively
trouble-free commercial debut.
The UK manufacturer is understandably endeavouring to leave no
stone unturned as it seeks to demonstrate the maturity and serviceready credentials of the Trent XWB, its most advanced three-spool
large turbofan, which has notched up more than 1,200 sales before
the A350 even gets airborne.
An illustration of this determination is the fact that although all
flight-test work required for certification of the Trent XWB has been
completed, Airbus and R-R decided to extend the campaign using the
airframers A380 flying testbed ahead of the A350s maiden sortie.
Finally, Boeings selection of the General Electric GE9X for all three
proposed variants of the still-unlaunched 777X begins a five-year
campaign for the US engine manufacturer to test and certificate a new
product featuring several new advances in gas turbine technology
and capability.
GEs preliminary development plan for the GE9X calls for certification
in May 2018 on a common core, with a slightly more than 100,000lbthrust variant to power the 777-9X, a roughly 90,000lb-thrust variant
to power the smaller 777-8X and another variant to power the ultralong-range 777-8LX.
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Flightglobal
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engine analysis
Market share
New powerplants
Regional jets
7
9
11
At a glance
Commercial engines: manufacturer market share
Engine market share by market group
Engine options by commercial aircraft
Commercial engine comparison
15
16
17
19
commercial engine manufacturers & TYPES

CFM International
Engine Alliance
General Electric
International Aero Engines
Powerjet
Pratt & Whitney
Rolls-Royce
23
25
26
28
29
30
33
engine census
Operator listing by commercial engine type
36
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Engine analysis
Market share
CFM International and its US
shareholder General Electric are the
lead producers in their respective
markets, delivering a combined 70% of
the 2,416 commercial engines shipped
to the mainline sector in 2012. While
CFM continues to be the overall top
supplier, its share has fallen slightly from
58% in 2011 to 53%. Meanwhile, the
battle in the widebody sector began to
heat up in 2012 as Boeing 787 deliveries
got fully under way. The shape of the
single-aisle and regional jet markets is
also changing as Pratt & Whitney
progressively
grows
the
geared
turbofans market share.
Engine manufacturer ranking

Rank
1
2
3
4
5
6
2012 deliveries
Engines
Share
1,278
53%
422
17%
388
16%
238
10%
56
2%
34
1%
2,416
Manufacturer
CFM International
General Electric
Rolls-Royce
Engine Alliance
Pratt & Whitney
Undecided
Total
Backlog*
Engines
Share
8,742
47%
1,568
8%
1,812
10%
2,214
12%
356
2%
1,228
7%
2,560
14%
18,480
NOTES: *At 31 December 2012. Data for installed engines based on Airbus/Boeing types. Excludes corporate and military
operators. SOURCE: Flightglobal Insight analysis using Ascend Online Fleets
AIRBUS/BOEING
airbus/boeingFLEET
fleetBY
byENGINE
engineMANUFACTURER
manufacturer
9,000
8,000
8,752
Airbus total: 6,931
Boeing total: 10,103
Grand total: 17,034
5,599
7,000
A total of 1,278 CFM engines were fitted 6,000

on commercial Airbus and Boeing 5,000
aircraft in 2012. The manufacturer has
4,000
also taken a 47% share of the order
3,000
3,153
2,111
2,184
1,767
backlog with 8,742 engines. IAE came
2,000
2,175
1,686
1,705
in second place for 2012 deliveries with
1,113
1,000
a 17% share (422 engines) while Rolls45
654
425
479
0
Royce was second in the order backlog
CFM
Pratt &
General
International
Rolls-Royce
Engine Alliance
Electric
International
Whitney
Aero Engines
ranking with a 12% share (2,214 NOTE: In-service & parked fleet at 31 December 2012. Excludes corporate and military operators.
SOURCE: Flightglobal Insight analysis using Ascend Online database
engines). The British company has a
strong position in the A330 order backlog, and also benefits for Airbus and 10,103 for Boeing. CFM International had a
from manufacturing the only engine available for the market share of 51%, with 8,752 aircraft (3,153 with Airbus
A350XWB with the Trent XWB. Deliveries to Airbus and and 5,599 with Boeing).
Boeing totalled 2,416 engines in 2012, while the total backlog
came to 18,480 engines.
The CFM56 is the only engine provided on the Boeing 737NG,
and is an engine option on Airbus A320 family aircraft. The
Airbus and Boeings active commercial fleet at 31 CFM Leap engine is the exclusive engine on the 737 Max
December 2012 was a total of 17,034 aircraft, with 6,931 and is an option on the A320neo. The second option for the
A330 engine manufacturer share
A380 engine manufacturer share
2012 deliveries
Backlog
Aircraft Share Aircraft Share
Manufacturer
General Electric
Pratt & Whitney
Rolls-Royce
Undecided
TOTAL
17
12
68
97
18%
12%
70%
-
34
30
188
44
296
NOTES: At 31 December 2012. Excludes corporate and

military operators. SOURCE: Flightglobal Insight analysis
using Ascend Online Fleets
*
11%
10%
64%
15%
767 engine manufacturer share
2012 deliveries
Backlog
Aircraft Share Aircraft
Share
Manufacturer
Rolls-Royce
Engine Alliance
Undecided
TOTAL
16
14
30
53%
47%
-
56
89
19
164
34%
54%
12%
Manufacturer
General Electric
Pratt & Whitney
TOTAL
2012 deliveries
Backlog*
Aircraft Share Aircraft Share
24
2
26
92%
8%
59
6
65
91%
9%
NOTES: *At 31 December 2012

NOTES: *At 31 December 2012. Excludes corporate and
military operators. SOURCE: Flightglobal Insight analysis using
Ascend Online Fleets
Excludes corporate and military operators

SOURCE: Flightglobal Insight analysis using Ascend Online
Fleets
a320 FAMILY
family -- ENGINE
engineMANUFACTURER
manufacturerSHARE
share
re-engined A320 is the Pratt & Whitney A320
PW1000G geared turbofan.
Backlog
2012 deliveries
The A320 family engine manufacturer

share for 2012 shows that more CFMequipped A320s were delivered (53%)
as opposed to IAE-fitted aircraft (47%).
The order backlog at the end of 2012
showed a 37% share for CFM, 21% for
IAE, 16% for Pratt & Whitney, while
26% were still undecided.

47%
CFM International
53%

21%
Total delieveries: 448
CFM International
37%
Pratt & Whitney

16%
Undecided
26%
Total backlog: 3,620
The Airbus A330 engine manufacturer

NOTES: At 31 December 2012. Excludes corporate and military operators
share table (on previous page) shows SOURCE: Flightglobal Insight analysis using Ascend Online database
that 70% of the deliveries in 2012 were 787 - engine
ENGINE manufacturer
MANUFACTURER SHARE
share
completed with Rolls-Royce engines,
Backlog
2012 deliveries
with its aircraft backlog share standing
at 64% (188 aircraft). General Electrics
General Electric
General Electric
59%
CF6 and Pratt & Whitneys PW4000 are
41%
the other two options for the A330, which
was originally designed to compete with
the Boeing 767.
*
Undecided
31%
A total of 30 A380s were delivered in

2012, 16 of which were fitted with the
Rolls-Royce
Rolls-Royce
41%
Rolls-Royce Trent, and 14 with the
28%
Total backlog: 792
Engine Alliance GP7200. The order
NOTES: At 31 December 2012. Excludes corporate and military operators
backlog stood at 164 by the end of 2012, SOURCE:
Flightglobal Insight analysis using Ascend Online database
with 54% assigned to the Engine REGIONAL AIRCRAFT ENGINE MANUFACTURER MARKET SHARE
regional aircraft engine manufacturer market share
Alliance option.
*
Backlog**
2012 deliveries*
The Boeing 767 can be powered by

either the General Electric CF6 or the
Pratt & Whitney PW4000. The table (on
previous page) shows that 24 GEpowered aircraft, and two equipped by
Pratt & Whitney, were delivered in 2012.
The backlog stood at 65 at the end of
December, with 91% for GE and the
remaining 9% for P&W.
Pratt & Whitney

50%
Pratt & Whitney

43%
General Electric
54%
Powerjet
4%
General Electric
36%
Powerjet
14%
A total of 46 787s were delivered in 2012, Data for firm orders for ATR, Bombardier (including CSeries), Comac, Embraer, Mitsubishi and Sukhoi
59% fitted with the General Electric GEnx
and 41% with the Rolls-Royce Trent. The backlog for the Powerjet follow, with 43% and 4% respectively.
Boeing 787 totalled 792 aircraft at the end of 2012. The split in
market share between General Electric and Rolls-Royce was The total backlog for manufacturers ATR, Bombardier
41% and 28% respectively, with 31% still undecided.
(including CSeries), Comac, Embraer, Mitsubishi and Sukhoi
stood at 1,172 at the end of December 2012. Pratt & Whitney
(including Pratt & Whitney Canada) had the largest market
Regional aircraft
In the regional market, the charts show General Electrics share at 50%, while General Electric and Powerjet achieved
share for 2012 deliveries at 54%. Pratt & Whitney and a market share of 36% and 14% respectively.
NOTES: *Airframe. **At 31 December 2012. Excludes corporate and military operators. ***Including P&W Canada.
8 | Flightglobal Insight
New powerplants
How to power the A320neo is far from a straightforward
decision for airlines, but their choices will help define the
future of gas turbine engine technology.
Choosing the right engine may never have been more important
or harder than with the Airbus A320neo family. Unlike previous
engine competitions, the choice between the CFM International
Leap-1A and the Pratt & Whitney PurePower PW1100G is no
longer a soft bet on a secondary supplier for an already chosen
airframe.
The A320neo is almost identical to the previous version of the
aircraft except for the choice of engine to power it. The paths taken
by both engine makers to achieve the 15% rise in fuel efficiency
Airbus is seeking for the A320neo, means airlines are not simply
acquiring an engine but tacitly taking sides in an ongoing, furious
debate about the future of gas turbine engine technology.
Gone are the comparatively subtle technical schisms which
defined the differences between the International Aero Engines
V2500 and the CFM International CFM56. In its place is a stark
architectural, even philosophical, dispute with a reliance on new
and exotic materials by the Leap-1A on one side and the
introduction of a reduction gear inside the PW1100G on the other.
geared turbofan ARCHITECTURE
Experience offers only partial assistance to airlines as they make
their decisions. P&W has recently received Transport Canada
certification for a smaller variant of the PW1100G which powers
the Bombardier CSeries. However, the geared turbofan
architecture has never been introduced into service, forcing
airlines to rely on test results for key assumptions, including
lifecycle maintenance cost.
Similarly, CFM joint-venture partner General Electric has managed
the thermal cycle of the Leap-1A on the larger GE90 and GEnx
turbofans, but is using new materials, such as ceramic matrix
composites, for the first time.
Before airlines have any say, airframers cast the first vote, and
they seem to be split. While Boeing rejected P&Ws bid to offer a
competitive engine option for the 737 Max, Airbus was pleased to
continue giving airlines a choice by selecting both available
engines to be certificated on the A320neo family.
New entrants Comac and Irkut were also split over the decision,
selecting the Leap-1C and PW1400G respectively. Meanwhile,
P&Ws PurePower engine family has dominated the market for
33%
Share of A320neo
orders that have yet to
have an engine chosen
the new generation of large regional jets and small narrowbodies,
including the CSeries, Embraers second-generation E-Jet and
the Mitsubishi MRJ regional jet.
Airlines differ in their engine choices as much as the airframers. In
two years, Airbus has signed 54 contracts for 1,864 A320neofamily aircraft. Each deal is another opportunity for a referendum
on the different engine options. So far, the orders are almost
evenly split between the Leap-1A (35%) and the PW1100G (31%),
with the remaining yet to be selected (33%). The CFM option
enjoys a clear lead on the smaller of the two variants, including by
far the most popular version with the A320neo. P&W is the strong
favourite so far on the A321neo, but the number of undecided
customers remains strong enough on the A320neo and A321neo
to easily tip the lead on either side.
Gas turbine engines will differ according to the manufacturer but
essentially all work the same way: a gas turbine uses air to
generate thrust to propel the aircraft, and power to drive the
engine. The air flow is ingested by the inlet fan, squeezed by the
compressor section, ignited by the combustor and, finally, diffused
through the turbine, which harnesses the energy of the heated
gases to drive the inlet fan and compressor sections.
For three decades, airlines buying the A320 family had a choice
between the CFM56 and the V2500, with significant differences
between them. CFM freely acknowledges that the CFM56 is
usually the most expensive to buy when all other terms are equal,
but that is only one factor in an airlines engine decision.
A key difference between the CFM56 and V2500 is housed in the
high-pressure section of the turbine, which spins the high-pressure
compressor. It is perhaps the most challenging area of any engine, as
it must survive the hottest temperatures just aft of the combustor and
still perform the hard work of driving the compressor.
On the V2500, IAE decided to use two rings of small airfoils called
turbine stages, allowing each stage to bear only a portion of the
overall load. By contrast, the CFM56 uses only one stage in the
high-pressure turbine, resulting in a slight advantage for the
CFM56 on lifecycle maintenance cost. One less high-pressure
turbine stage means one less trip to the maintenance depot every
few years.
CFM initially attempted to apply the single-stage architecture on the
Leap engine family, but ultimately decided to switch to a two-stage
high-pressure turbine. A likely consequence of this is an erosion in
maintenance cost advantage, at least relative to the single-stage
CFM56 versus the two-stage V2500. However, CFM believes it can
offset the higher cost of maintaining two sets of turbine stages by
using materials that have to be replaced less frequently.
EVOLVING MATERIALS
Materials are another matter of dispute and have been evolving as
temperatures inside the gas turbine core have grown hotter. By
the late 1960s, exhaust gases had grown hot enough to melt metal
in the turbine stages. Engine manufacturers responded by
hollowing the turbine stages and extracting cooler air from
upstream of the combustor to keep the blades just cool enough to
prevent melting. But CFM co-owner GE wants to eventually
eliminate the cooling flow, thus preserving energy. The answer is
switching to new materials that can survive hotter temperatures
and are, ideally, lighter.
Since the mid-1980s, the aviation industry has been working to
introduce ceramic matrix composites (CMCs). It has taken three
decades to invent ways to affordably mass produce CMCs and
overcome challenges such as thermal shock, in which the material
shatters after exposure to extreme fluctuations in air temperature,
such as an in-flight engine shutdown. However, CFM believes
CMCs have finally reached the point where they can be reliably
and affordably used in a non-moving component of the highpressure turbine the shroud which covers the blades in the first
stage of the high-pressure turbine.
The Leap also features a compressor section more advanced
than in any previous GE aircraft engine. The GEnx for the Boeing
787 and 747-8 introduced a combined blade and disc or blisk

in the first of the 10-stage high-pressure compressor. CFM also
uses blisks, but expands its use to the first five stages of the 10stage compressor. The blisks, the new materials and the twostage high-pressure turbine allow CFM to vastly improve the
thermal efficiency of the Leap, yielding a double-digit improvement
in fuel efficiency with a conventional architecture for a narrowbody
aircraft engine.
If the Leap architecture is intended to optimise the thermal
efficiency of the engine, P&Ws PW1100G is mostly aimed at
improving propulsive efficiency. There are generally two airflows in
a turbofan engine one that travels through the core of the engine
and one which bypasses the core. The former is used mainly to
drive the engine, although a small amount generates thrust. The
latter, or bypass airflow, generates the majority of thrust.
A simple way to make the engine more efficient in generating thrust is
to increase the amount of airflow that bypasses the engine core, or
the bypass ratio. The only way to increase the bypass flow is to
enlarge the diameter of the inlet fan, which is connected by a shaft to
its power sources in the low-pressure turbine. In a conventional
engine architecture such as the Leap, the low-pressure turbine and
inlet fan rotate at the same speed. As the inlet fan diameter widens,
the tips of the blades spin faster than the speed of sound, reducing
efficiency, and causing noise and vibration problems.
Instead, P&W introduces a reduction gear on the shaft that decouples
the rotation speed of the high-pressure turbine and the inlet fan,
allowing the latter to spin at one-third the speed of the former. As a
result, the PW1100G has a bypass ratio of 12:1, twice the 6:1 ratio of
the V2500. The reduction gear also reduces the load on the lowpressure turbine. The job of spinning the inlet fan and booster stages
on the CFM Leap requires seven stages in the low-pressure turbine.
The PW1100G inlet fan is 10cm (4in) wider than the Leap-1A, but
uses only three stages in the low-pressure turbine.
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Regional jets
The next generation E-Jet gives Embraer an aircraft with
new engine technology. But with service entry not
expected for at least five years, the effect of its arrival
into the regional market is still up for debate.
Prior to Embraers decision to re-engine the E-Jet, Bombardier and
Mitsubishi were sitting pretty in a market where the dominant player no
longer had a product that could effectively compete with newer rivals.
Embraer has established itself as the market leader in the large regional
jet sector, delivering more than 940 E-Jets over the last decade and
holding a backlog for some 220 more. However it has faced a growing
threat from the Canadian and Japanese manufacturers. Powered by the
geared turbofan technology from Pratt & Whitney, the efficiency gains
offered by the all-new Bombardier CSeries and Mitsubishi MRJ regional jet
have seen them take both orders and market share from Embraer.
After evaluating an all-new five abreast design, Embraer decided last
year to go down the re-engining route. Subject to a formal decision
expected by mid-year, it will replace the E-Jets General Electric CF34s
with the same GTF technology that its rivals have (and introduce other
improvements), levelling the playing field.
Along with other revisions such as a new wing design, Embraer says its
re-engined twinjets will benefit from a double-digit improvement in fuel
burn, maintenance costs, emissions and external noise over the current
E-Jet. A stretched derivative is also being studied.
Entry into service is scheduled for 2018-19, around four to five years after
the CS100 in 2014, and around three to four years after the MRJ, but
aerospace consultant Richard Aboulafia of Teal Group believes Embraer
will swiftly make up for lost ground.
In the case of Mitsubishi, whose 70-seat MRJ70 and 90-seat MRJ90
aircraft will compete with the re-engined E-175 and E-190 respectively,
he says delays are eating further into the advantage they had over
Embraer. The MRJ was originally expected to enter flight testing in late
2011, but that was delayed to the second quarter of 2012 and again, to
late 2013. Nothing more is known about service entry, other than it is
scheduled, for the time being, for some time in 2015.
Aboulafia believes that Embraers decision to re-engine the E-Jet will
prove the industrys real appetite for the MRJ. Getting into the market
was impressive, but since they were the only guy with the new generation
of engines, they had a relatively easy job. This is a different story. Well
see how much more traction theyll get, he says.
In his view, the re-engining was announced later than necessary and had
it been done earlier, Embraer could have prevented the MRJ getting its
foot in the door at all.
Mitsubishi has no track record of selling, supporting or financing jets.
That represents a certain degree of risk for customers, he says.
Naturally, the Japanese manufacturer has a different view. Its vicepresident of business planning, Hank Iwasa, says: Were confident that
the newly-developed MRJ will have a lot of technological advantages,
and is designed to extract the best GTF engine performance against the
[re-engined] E-Jet even if Embraer revamps their existing E-Jet system.
He says the advantage of the MRJ is not only based on the GTF engine,
but that the aircraft also
incorporates
next- top five regional customers 2012
generation engineering Rank Operator
Deliveries
Azul
27
technology and an 1
Alitalia Cityliner
13
aerodynamic design 2
3
China Southern Airlines
10
that sets it apart from
4
Tianjin Airlines
9
the competitors.
5= Lufthansa CityLine
5= Aeromexico Connect
5= SpiceJet
5= Eurolot
total number 2012 deliveries: 224
8
8
8
8
STIFF
COMPETITION
Bombardier,
whose
CS100 version of the NOTE: Data for ATR, Bombardier, Embraer and Sukhoi.
Excludes corporate and military operators.
CSeries has 108-125 SOURCE: Flightglobal Insight analysis using Ascend Online
seats depending on Fleets.
configuration, competes
2012 REGIONAL
regional AIRCRAFT
aircraft DELIVERIES
deliveries
with the two largest
Turboprop
E-Jets, the 114-seat
Jet
96
128
E-190 and 124-seat
E-195. Its big brother,
the
130-160-seat
CS300,
competes
more with the smaller
variants of Airbus and
Boeings A320 and 737 NOTES: Data for ATR, Bombardier, Embraer
and Sukhoi.
families. So Bombardier Excludes corporate and military operators
has a product that
REGIONAL
AIRCRAFT BACKLOG
straddles the regional regional aircraft backlog
Mitsubishi
Embraer
Sukhoi
and mainline aircraft
14%
14%
16%
markets.
If Embraer goes ahead
with a re-engined
E-195 stretch that can
seat around 130
passengers, it could
impact the Canadian
ATR
18%
Comac**
11%
Bombardier*
26%
NOTES: *Bombardier's backlog includes CSeries. **Comac ARJ21.

Data at 31 December 2012, exludes corporate and military operators
manufacturers aspirations in the regional marketplace, says Aboulafia. If

the E-195 stretch happens, he does not envisage Bombardier winning
many more sales for the CS100 beyond those it has already achieved.
In the 110-seat zone, the CSeries is living on borrowed time, he says.
Aboulafia adds that while some customers will require the additional
range that the CS100 would likely offer over a re-engined stretch E-195,
most will opt for the E-Jet, which will be a cheaper aircraft that also costs
less to operate.
However, Rob Morris, a senior aviation analyst with Flightglobal Advisory
Service Ascend, says its one thing saying were going to put a GTF on,
but what is important is the variant and how optimised it is for the design
of the aircraft. He says the CS100 is a new design targeted at a market,
while its E-Jet rival would be a stretch version. He adds that not enough is
known about the GTF engines to be used on the new E-Jets to say
whether they will be properly optimised.
In a sense, right now if you look at the variants of the GTF that are being
developed, youve got one that is being developed for the CSeries and a
different engine being developed for the MRJ, he says. Thats effectively
engines developed for the 110-130 seat market and the 70-90 seat
market but when the E-Jet comes along, we need to understand
whether the engines for each product, the E-175 and the E-190/195, are
common or different and how optimised they are.
As such, Morris feels its quite early to understand just how the E-Jet will
stack up in competitive terms.
Bombardiers vice-president of marketing for the commercial aircraft
division, Philippe Poutissou, also says that a newly-designed aircraft
will be superior in a number of areas to a new engine on an inproduction airframe.
The CSeries aircraft clean-slate approach means that we are able to
develop the only

aircraft specifically
designed for the 100to 149-seat market
segment
with
unbeatable
economics
and
passenger comfort,
he says. Poutissou
also points out that
the CS100 aircraft is
the only five-abreast
narrowbody
compared to the
competitions fourabreast
smaller
cabin.
E-JET
e-jet BACKLOG
backlogBY
byDELIVERY
deliveryYEAR
year
80
70
60
50
40
30
20
10
0
2013
2014
2015
2016
2017
2018
SOURCE: Flightglobals Ascend Online database
backlog COMPARISON
Aircraft type
Backlog
Embraer E-Jet
Bombardier CSeries
Mitsubishi MRJ
Grand Total
223
175
165
563
While it might be too

early to assess in
Source: Flightglobals Ascend Online Fleets
detail the impact of
Embraers
reengining decision on Bombardiers CS100, Morris believes it does raise
serious questions over the existing E-Jet family.
If you look at the history of re-engining projects, inevitably after a couple
of years of the entry into service of the new engine variant, the old engine
variant ends production, he says.
Morris says that if the market proposition of the new E-Jet is correct, its
hard to see any logic in the older variant remaining in production.
However he says it is a surprise that theres such a gap between
potential launch and first delivery of the new E-Jet, with a relatively large
intervening period. If you look at their backlog, its just over a couple of
hundred airplanes. At current production rates theyve only got two years
HOW THE RIVALS COMPARE

Aircraft type
Service entry
List price3
Passengers
Engine
Range (nm)
MTOW (t)3
Cabin
Backlog (delivered)
Bombardier CS100
Mid 2014
$62m
100-125
P&W PW1000G
2,950
54.9
5 abreast
61 (0)
Bombardier CS300
End 2014
$76m
130-160
P&W PW1000G
2,950
54.9
5 abreast
114 (0)
Embraer E-1701
March 2004
$38m
70-78
GE CF34-8E
2,100
37.2
4 abreast
10 (186)
Embraer E-1751
July 2005
$41m
78-88
GE CF34-8E
2,000
37.7
4 abreast
82 (164)
Embraer E-1901
Sept 2005
$45m
98-114
GE CF34-10E
2,400
50.3
4 abreast
105 (472)
Embraer E-1951
Sept 2006
$48m
108-124
GE CF34-10E
2,200
48.8
4 abreast
26 (116)
Embraer re-engined E-175
2018
TBA
78-88
P&W PW1000G
4 abreast
2018
TBA
98-114
P&W PW1000G
4 abreast
TBA
TBA
108-124
P&W PW1000G
4 abreast
Embraer re-engined E-195 stretch
TBA
TBA
116-1322
P&W PW1000G
4 abreast
Mitsubishi MRJ90
Sukhoi Superjet 100
2015
$42m
86-96
P&W PW1000G
1,790
39.6
4 abreast
165 (0)
April 2011
$35m
72-98
PowerJet SaM146
2,470
45.9
5 abreast
165 (15)
SOURCE: Ascend Online Fleets and other sources NOTE: 1 Embraer is introducing a package of upgrades which aims to deliver a 5% improvement in efficiency
2
Estimated figure 3 Figures based on highest weight/longest-range versions
of production in the bank, but theyve got fourand-a-half years in between now and the new
product, he says.
Embraers strategy to deal with this gap became
clear in February when it announced a mid-life
update of the E-Jet design. The aerodynamic
makeover, including redesigned winglets and a
longer wingspan, will result in an approximate
5% reduction in fuel burn. American Airlines
regional partner Republic Airways will be the first
to receive the new E-Jet in 2014. The update is
referred to as E-Jet with improvements.
too much choice
Another aircraft for airlines to assess when

making their fleet planning decisions could well
prove too much competition for Chinese
manufacturer Comacs ARJ21, which might not
even be invited for evaluation. Morris says the
ARJ21 is clearly a product to prove the Chinese
can build and certificate a jet aircraft. As such,
he says, its hard to see any additional sales
outside China, beside those already made.
2012
2012 REGIONAL
regionalAIRCRAFT
aircraftDELIVERIES
deliveriesBY
byCATEGORY
category
80
78
70
Regional jet total: 128

Turboprop total: 96
Total deliveries: 224
63
60
51
50
40
30
19
20
11
10
2
0
Europe
Asia-Pacific
Latin America
Africa
Middle East
2012
2012 REGIONAL
regionalAIRCRAFT
aircraftDELIVERIES
deliveriesBY
byMANUFACTURER
manufacturer
80
78
70
Sukhoi: 8
Embraer total: 106
Bombardier total: 50
ATR total: 60
Total deliveries: 224
63
60
51
50
40
30
19
20
11
10
With the attention and resources of regional

manufacturers concentrated on GTF aircraft,
Aboulafia says the possibility of a big turboprop
aircraft is an afterthought, while he feels they
[manufacturers] should be prioritising which is
too bad as I think theres a market.
North America
NOTES: Data for ATR, Bombardier, Embraer and Sukhoi. Excludes corporate and military operators.
Europe
Asia-Pacific
Latin America
Africa
North America
Middle East
NOTES: Data for ATR, Bombardier, Embraer and Sukhoi. Excludes corporate and military operators
When making fleet planning decisions, Aboulafia says, airlines will go for
the guy that offers the total package, good track record of product support
and new-generation engines.
However Embraers switch to P&W for its second-generation E-Jet
breaks the link with GE and will likely result in less financial support from
GE Capital Aviation Services.
GECAS, which is 100% owned by General Electric, is the worlds largest
aircraft lessor and the majority of aircraft in the lessors portfolio and order
book are equipped with GE powerplants.
GECAS accounts for 10.2% of the total E-Jet family fleet, 13.3% of the
stored base and 3.6% of outstanding orders, according to Flightglobals
Ascend Online database. The lessor also holds 13% of all E-Jet options.
This is significant considering these figures exclude any financing or
leases done by the General Electric group, says Bert van Leeuwen, DVB
Banks managing director of aviation research.
Despite this, Aboulafia feels Embraers decision to re-engine the E-Jet
will see it improve its position in the regional marketplace. Its Embraers
market to lose. Theyve finally realised what to do and if they play their
cards right, theyre likely heading for around a 70% share of the regional
jet market, he says.
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At a glance
Commercial engines: manufacturer market share
russia & cis
europe
North america
MANUFACTURER
AIRCRAFT
ENGINES
General Electric
1,929
4,098
CFM International
1,918
3,836
Pratt & Whitney
1,217
2,683
Rolls-Royce
1,040
2,080
516
1,032
12

Other
MANUFACTURER
AIRCRAFT
ENGINES
CFM International
2,440
5,070
General Electric
838
1,903
Rolls-Royce
547
1,350
486
972
Pratt & Whitney
168
373
Other
152
567
MANUFACTURER
AIRCRAFT
ENGINES
CFM International
421
842
Aviadvigatel
201
651
Ivchenko Progress
162
473
General Electric
143
335
71
160
117
259
Rolls-Royce
Other
middle east
MANUFACTURER
africa
MANUFACTURER
CFM International
General Electric
south america
MANUFACTURER
AIRCRAFT
ENGINES
CFM International
558
1,148
General Electric
249
500
218
436
Pratt & Whitney
161
354
Rolls-Royce
71
142
Other
25
89
Pratt & Whitney
AIRCRAFT
345
ENGINES
728
134
272
114
263
Rolls-Royce
81
182
39
78
Other
62
223
AIRCRAFT
ENGINES
General Electric
337
706
CFM International
227
484
Rolls-Royce
185
427
Pratt & Whitney
108
216
91
232
Other
72
270
asia-pacific
MANUFACTURER
AIRCRAFT
CFM International
2,460
5,000
836
1,672
General Electric
775
1,796
Rolls-Royce
603
1,400
Pratt & Whitney
430
1,103
54
190
Other
ENGINES
Other
International Aero
Engines
world commercial aircraft

MANUFACTURER
AIRCRAFT
ENGINES
CFM International
8,369
17,108
General Electric
4,405
9,610
Rolls-Royce
2,598
5,741
Pratt & Whitney
2,250
5,160
2,234
4,468
750
2,520
20,606
44,607
Other
TOTAL
(4,468)
Pratt & Whitney

(5,160)
(2.520)
6%
CFM International
10%
(17,108)
38%
12%
13%
Rolls-Royce
(5,741)
22%
General Electric
(9,610)
NOTE: Information for active commercial aircraft in operation with airlines. Information includes narrowbody, widebody, regional and Russian jets in
passenger, freighter, combi and quick change roles. CIS countries include Armenia, Azerbaijan, Belarus, Kazakhstan, Kyrgyzstan, Moldova, Tajikistan
and Uzbekistan. SOURCE: ACAS database (May 2013).
Engine market share by market group

commercial narrowbody aircraft
commercial widebody aircraft
MANUFACTURER
AIRCRAFT
ENGINES
MANUFACTURER
CFM International
8,185
16,372
2,234
Pratt & Whitney

Rolls-Royce
TOTAL
commercial regional jets
AIRCRAFT
ENGINES
General Electric
2,188
5,176
General Electric
4,468
Rolls-Royce
1,018
2,581
Rolls-Royce
1,257
2,665
Pratt & Whitney
993
2,495
644
1,288
CFM International
184
736
12,320
24,793
47
188
4,430
11,176
Engine Alliance
TOTAL
MANUFACTURER
AIRCRAFT
4,434
935
1,870
Lycoming
97
388
Honeywell
83
332
Pratt & Whitney Canada
18
36
Powerjet
13
26
3,363
7,086
TOTAL
CFM International
Rolls-Royce
Pratt & Whitney
(2,665)
(188) 2%
Honeyell
Lycoming
Rolls-Royce
5%
(388)
7%
11%
Pratt & Whitney
CFM International
(4,468)
EA
5%
CFM
Rolls-Royce
46%
Powerjet
(26) 0.4%
5%
(5,176)
22%
18%
(36) 1%
(332)
General Electric
Pratt & Whitney
(2,495)
International
Aero Engines
Pratt & Whitney

Canada
Engine Alliance
(736)
(1,288)
ENGINES
2,217
(1,870)
P&W
26%
R-R
66%
63%
GE
23%
CFM International
(16,372)
Rolls-Royce
(2,581)
NOTE: Information for active commercial aircraft in operation with airlines. SOURCE: ACAS database (May 2013).
General Electric
(4,434)
Engine options by commercial aircraft

AIRBUS
Aircraft type
Number of engines
Engine option 1
Engine option 2
Engine option 3
A300*
CF6
PW4000
JT9D
A310*
CF6
PW4000
JT9D
A318
CFM56
PW6000
A319/A320/A321
CFM56
V2500
A319neo/A320neo/A321neo
Leap
PW1000G
PW4000
A330
CF6
A340-200/300*
CFM56
A340-500/600*
Trent 500
A350
Trent XWB
A380
GP7200
Trent 900
Number of engines
Engine option 1
Engine option 2
BAe 146*
ALF502
LF507
Avro RJ*
LF507
Trent 700
bae systems
Aircraft type
boeing
Number of engines
Engine option 1
Engine option 2
727*
Aircraft type
JT8D
Tay
737-200*
JT8D
737-300/400/500*
CFM56
737NG (-600/700/800/900)
CFM56
737 Max (-7/8/9)
Leap
747-100/SP*
JT9D
747-200/300*
CF6
JT9D
RB211
747-400*
CF6
PW4000
RB211
747-8
GEnx
767-200/300*
CF6
PW4000
JT9D
767-200ER/400ER*
CF6
PW4000
767-300ER/300F
CF6
PW4000
RB211
777-200/200ER/300
GE90
PW4000
Trent 800
777-200LR/300ER/F
GE90
787 Dreamliner
GEnx
Trent 1000
DC-8*
JT3D
JT4A
DC-9*
JT8D
DC-10*
CF6
JT9D
PW4000
MD-11*
CF6
MD-80*
JT8D
MD-90*
V2500
Engine option 3
RB211
BOMBARDIER
Aircraft type
Number of engines
Engine
CSeries
PW1000G
CRJ (all variants)
CF34
COMAC
Aircraft type
Number of engines
Engine
C919
Leap
ARJ21
CF34
Number of engines
Engine
EMBRAER
Aircraft type
E-170/175/190/195
CF34
ERJ 145 family
AE 3007
E-Jet G2 family
PW1000G
Number of engines
Engine
F28*
Spey
Fokker 70/100*
Tay
Number of engines
Engine option 1
Engine option 2
PS-90
PW2000
Number of engines
Engine option 1
Engine option 2
PD-14
PW1000G
fokker
Aircraft type
ilyushin
Aircraft type
II-96
iRKUT
Aircraft type
MS-21
LOCKHEED
Aircraft type
L-1011*
Number of engines
Engine
RB211
MITSUBISHI REGIONAL JET

Aircraft type
Number of engines
Engine
MRJ70/90
PW1000G
Aircraft type
Number of engines
Engine
Superjet 100
SaM146
Number of engines
Engine option 1
Engine option 2
PS-90
RB211
SUKHOI
tupolev
Aircraft type
Tu-204
NOTE: Aircraft listed are narrowbody, widebody and regional jets currently in service and/or in development, in a commercial role.
* Aircraft no longer in production.
Commercial engine comparison

Aviadvigatel
PD14
Thrust
28,000-34,000 lb
Diameter
190 cm
Weight
2,770-2,850 kg
Service entry
due in 2016
Aircraft
MS-21
CFM International
CFM56
Thrust
18,500-34,000 lb
Length
250 cm
Diameter
Weight
Service entry
Aircraft
155-175 cm
2,360 kg
1982
737 family, A320 family, A340, DC-8
LEAP
Thrust
Diameter
Service entry
Aircraft
~30,000 lb
190.5 cm
due in 2015
737 Max, A320neo, C919
Engine Alliance
GP7200
Thrust
70,000-81,500 lb
Length
475 cm
Diameter
Weight
316 cm
6,725 kg
Service entry
2008
Aircraft
A380
General Electric
CF34
Thrust
9,220-20,000 lb
Length
260-368 cm
Diameter
124-145 cm
Service entry
Aircraft
1992
ARJ21, CRJ, E-Jet
CF6
Thrust
40,000-72,000 lb
Length
424-477 cm
Diameter
266-289 cm
Weight
4,067-4,104 kg
Service entry
Aircraft
1971
A300, A310, 747, 767, DC-10, MD-11
GE90
Thrust
Length
Diameter
Weight
Service entry
Aircraft
76,000-115,000 lb
729 cm
312-325 cm
7,550-8283 kg
1995
777
GEnx
Thrust
53,000-75,000 lb
Length
430-470 cm
Diameter
265-280 cm
Weight
Service entry
Aircraft
5,816 kg
2011
747-8, 787
IAE
V2500
Thrust
22,000-33,000 lb
Length
320 cm
Diameter
160 cm
Weight
Service entry
Aircraft
2,359 kg
1989
A319, A320, A321, MD-90
Powerjet
SaM146
Thrust
15,400-17,800 lb
Length
220 cm
Diameter
122 cm
Weight
4,980 lb
Service entry
Aircraft
2011
Superjet 100
Pratt & Whitney

JT8D
Thrust
14,000-21,700 lb
Length
304-391 cm
Diameter
101-125 cm
Service entry
Aircraft
1964
727, 737-100/200, DC-9, MD-80
JT9D
Thrust
45,800-56,000 lb
Length
325-355 cm
Diameter
Service entry
Aircraft
235 cm
1970
A300, A310, 747, 767, DC-10
PW2000
Thrust
37,000-43,000 lb
Length
360 cm
Diameter
200 cm
Service entry
Aircraft
1984
757, Il-96M
PW4000
Thrust
Length
Diameter
Service entry
Aircraft
52,000-90,000 lb
414 cm
240-255 cm
1987
A300, A310, A330, 747,
767, 777, MD-11
PW6000
Thrust
18,000-24,000 lb
Length
275 cm
Diameter
145 cm
Weight
2,245 kg
Service entry
2007
Aircraft
A318
PW1000G
Thrust
Diameter
Service entry
Aircraft
15,000-32,000 lb
140-210 cm
2013 (expected)
A320neo, CSeries, MRJ, MS-21
Rolls-Royce
AE 3007
Thrust
6,495-8,917 lb
Length
270 cm
Diameter
98 cm
Weight
720 kg
Service entry
1995
Aircraft
ERJ-145 family
BR700
Thrust
14,750-21,000 lb
Length
340-373 cm
Diameter
121-147 cm
Weight
1,632-2,792 kg
Service entry
1994
Aircraft
717
RB211
Thrust
7,264-9,874 lb
Length
300-320 cm
Diameter
188-220 cm
Weight
3,300-4,490 kg
Service entry
1972
Aircraft
747, 757, 767, L-1011, Tu-204
Tay
Thrust
13,850-15,100 lb
Length
238 cm
Diameter
114 cm
Weight
1,501 kg
Service entry
1984
Aircraft
Fokker 70/100
Trent
Thrust
53,000-115,000 lb
Length
390-455 cm
Diameter
250-455 cm
Weight
4,700-6,550 kg
Service entry
Aircraft
1995
A330, A340, A350, A380, 777, 787
NOTE: Engines listed are currently in production and or in service for commercial narrowbody, widebody and regional aircraft.
commercial engines
Overview by engine manufacturer & type
CFM INTERNATIONAL
CFM International is a 50:50 joint venture between General Electric and Snecma (Safran), founded
in 1974. The company is most famous for building CFM56 turbofans, an engine that now powers
more than 10,000 commercial and military aircraft including the Airbus A320 and Boeing 737
families. More than 25,000 CFM56s have been built since its introduction to the market in 1982.
The CFM56 core engine is derived from the F-100 turbofan, developed by General Electric for
military applications. The CFM56 first ran at the companys Evendale plant on 20 June 1974 and the
first production models, installed in a re-engined DC-8-70 airframe, entered service in April 1982.
General Electric is responsible for design integration, the core engine and the main engine control
of the CFM56, while Snecma is responsible for the low-pressure system, gearbox, accessory
integration and engine installation.
CFM56
The CFM56 was first contracted to re-engine DC-8s,
military 707s and Boeing C-135s. It has a thrust
range of 18,500-34,000lb-thrust and first ran in 1974.
It is now one of the most common turbofan aircraft engines
in the world.
In the early 1980s, Boeing selected the CFM56 to exclusively
power its latest 737-300 variant, what is now called the 737
Classic. The CFM56 was first delivered on the Boeing 737 in
1984 and has powered all versions of the 737 since.
The CFM56 was first delivered on the Airbus A320 in 1988
and powers all models of the A320 family, including the
A318, A319, A320, A321, as well
as A340-200 and A340-300 aircraft.
The CFM56 is the most widely-used
engine on commercial narrowbodies,
with a current market share of more
than 65%.
With more than 600 737s in its fleet in 2013, Southwest

Airlines is the carrier with the largest number of CFM56powered aircraft in the world.
Ryanairs 737-only fleet consists of a total of 303 aircraft,
while United Airlines in-service fleet of more than 700
aircraft includes 243 737s. EasyJet is the operator with the
largest number of CFM56-fitted Airbus aircraft, with a fleet of
188 A320s in service.
CFM56
Thrust
18,500-34,000 lb
Length
250 cm
Diameter
Weight
Service entry
Aircraft
155-175 cm
2,360 kg
1982
737 family, A320 family, A340, DC-8
LEAP
The Leap turbofan is the successor to the CFM56 line, which
CFM has been working on since 1999. Leap (Leading Edge
Aviation Propulsion) technology draws on developments
made in previous years by GE and Snecma with engines
such as the GE90 and GEnx.
Launched at the 2005 Paris air show as a possible CFM56
replacement, the Leap programme was at that time intended
to supply the next generation of turbofans for all-new singleaisle aircraft by Airbus and Boeing. At that time, a few
industry players expected a replacement for the A320 or 737
to appear before 2020.
Over the next six years, the single-aisle market evolved
rapidly. A competitor, Pratt & Whitney, introduced a new
innovation in propulsion called a fan-drive system, the
Chinese entered the market with a new single-aisle airframe
and Airbus and Boeing deferred plans for an all-new singleaisle. Instead, the US and European airframers settled for
re-engining and updating their products within this decade.
The Leap is the only engine on all three narrowbodies in
development with at least 160 seats (Airbus A320neo,
Boeing 737 Max and Comac C919). The first Leap-1A is
scheduled to be assembled in August 2013 and be ready for
testing by the end of September.
The Leap fan will have a 198cm diameter for the Airbus
A320neo and Comac C919 and 175cm diameter for
the Boeing 737 Max. All Leap fans will have 18 blades,
significantly less than the CFM56-Bs 36 titanium blades and
the CFM56-7Bs 24 blades. Combined with a new lighter fan
containment structure, total weight savings will be 455kg per
aircraft compared with a same-sized fan using metal blades
and case.
The Leap engine will be the first commercial turbofan to
incorporate ceramic matrix composites, which are installed
as the shroud encasing the first stage of the high-pressure
turbine. CMCs are a lightweight material that can survive
temperatures that would cause even actively-cooled metal
blades to melt.
Operators can expect 15% fuel burn improvements compared
with the CFM56 engines currently in production. Noise levels
will also be cut in half and NOx levels will meet CAEP/6
requirements with a 50% margin. These improvements will
not sacrifice the reliability and maintenance costs of the
CFM56.
The Leap-1A is one of

two engine options for
the Airbus A320neo,
due to enter service
in 2015. In December
2010, Virgin America
ordered 30 re-engined
A320neo
aircraft,
the first airline to do so. Since its launch, the aircraft has
received more than 2,000 orders, making it the fastestselling commercial aircraft in history. The A320neo backlog
stood at 2,083 in May 2013, with 693 to be equipped with the
Leap-1A and 778 still undecided.
The Leap-1B engine is exclusive to the Boeing 737 Max.
In December 2011, Southwest Airlines became the launch
customer for the re-engined narrowbody, placing a firm order
for 150 737 Max aircraft. At $19 billion at list prices, this was
the largest firm order in Boeings history. The Dallas-based
airline, which was also the launch customer for both the
Boeing 737 Classic and 737 Next Generation series, will
take delivery of its first 737 Max in 2017.
AirAsia stood as the leading customer as of May 2013 with
an order backlog of 264 aircraft followed by Lion Air with
201. The other significant customers for the 737 Max include
American Airlines, Norwegian and United Airlines. The firm
backlog for the aircraft stood at 1,285 in May 2013.
The Leap-1C has been chosen by Chinas Comac as the
exclusive powerplant for its C919, a 168-190 passenger
single-aisle twinjet. It will be the largest commercial airliner
ever to be designed and built in China. In October 2011,
Chinese lessor ICBC Leasing announced an order for 45
C919s, as well as an agreement to be the launch customer
for the aircraft. The C919s first flight is expected to take
place in 2014, with initial deliveries scheduled for 2016. The
C919 order backlog stood at 275 aircraft in May 2013.
Accompanying the Leap-1C engine is an integrated
propulsion system (IPS) built by Nexcelle, a joint venture
between GE and Safran.
LEAP
Thrust
Diameter
Service entry
Aircraft
24,500-32,900 lb
175-198 cm
due in 2015
737 Max, A320neo, C919
ENGINE ALLIANCE
Engine Alliance is a 50:50 joint venture between General Electric and Pratt & Whitney which was
formed in August 1996 to develop, manufacture, sell and support a family of engines for new highcapacity, long-range aircraft.
In mid-1996, Boeing announced it was beginning development of new growth derivatives of the 747,
the 747-500/600. Neither GE Aircraft Engines nor Pratt & Whitney had engines in their own product
lines in the necessary 70,000-85,000lb-thrust range. Each company had independently forecast
worldwide demand for aircraft in this market segment, and had determined that it might not be large
enough to justify the approximate $1 billion expense of developing a new centerline engine. A joint
venture between these otherwise aggressive competitors seemed the logical solution and so, on
28 August 1996, GE and Pratt & Whitney established the joint venture company GE-P&W Engine
Alliance, to develop the GP7000 engine.
The idea was to use the core competencies of each parent company to design, develop, certify and
manufacture a state-of-the-art high bypass turbofan engine for 450-seat and larger four-engined
aircraft. Boeing later shelved its immediate plans for a growth 747 version while Airbus began
to consider development of an aircraft called the A3XX, planned as the largest-ever commercial
transport aircraft.
Airbus approached Engine Alliance about powering the new airplane, and received preliminary
development support in the form of various GP7000 engine designs for the A3XX between 1998
and 2000. Airbus made the commercial relationship official on 19 December 2000 with the launch
of the A380 programme, and on 19 May 2001, the GP7000 programme was fully established when
Air France selected the GP7270 to power the 10 A380-800 passenger aircraft it had on order.
GP7200
The main application for Engine Alliances first engine
was originally the Boeing 747-500/600X projects, before
these were cancelled as a result of a lack of demand from
airlines.
The GP7000 family is derived from the GE90 and PW4000
series. It is built on the GE90 core and the PW4000 low
spool heritage.
The GP7200 engine was brought into service on the Airbus
A380 in August 2008 by Emirates. The GP7200 is one of
the two engine options for this aircraft and was designed
specifically for it.
The GP7200 engine is certificated at 76,500lb-thrust and
81,500lb-thrust.
In May 2013, a total of 103 A380s were in service, of which
45 were powered by the GP7200, while the order backlog
stood at 159 aircraft, with 87 assigned to the GP7200.
GP7200
Thrust
70,000-81,500 lb
Length
475 cm
Diameter
Weight
316 cm
6,725 kg
Service entry
2008
Aircraft
A380
GENERAL ELECTRIC
General Electrics aerospace division, GE Aviation, is part of GE Technology Infrastructure itself
part of the conglomerate General Electric. GE Aviation operated under the name of General Electric
Aircraft Engines (GEAE) until September 2005.
The General Electric Company built its first turbine engine in 1941 when it began development of
Whittle-type turbojets under a technical exchange arrangement between the British and American
governments. GEs first entry into the civil engine market was in the late 1950s, with a commercial
version of the J79 designated CJ805. In 1967, GE announced the development of the CF6 highbypass turbofan for future widebody airliners.
GEs presence in the widebody engine market has expanded steadily since the early 1970s, and the
manufacturers engines now power the largest proportion of the worlds active commercial widebody
fleet, with a share of 46%, and regional aircraft, with a 62% share.
CF34
CF6
The CF34 turbofan is a derivative of the GE TF34 which

powers the US Air Force A-10 and US Navy S-3A. The
CF34 is installed on regional jets including the Bombardier
CRJ series, the Bombardier Challenger, the Embraer
E-Jets and the Chinese Comac ARJ21, which is currently
under development.
The CF6 engine entered the commercial widebody market

in 1971 on the DC-10.
The CF34 was first used on business jets in 1983 and on

regional jets in 1992.
There are five models of the CF6: CF6-6, CF6-50,

CF6-80A, CF6-80C2 and CF6-80E1. The first model, the
CF6-6, was developed with 40,000lb-thrust, while the newest
CF6-80E1 model, designed specifically for the Airbus A330,
produces 72,000lb-thrust.
Since the first CF34-3A1 engine entered service in

1992, its dispatch reliability rate has remained at
99.95%, with more than 80 million flight hours and 65 million
cycles completed.
There are three models of the CF34 engine: CF34-3, CF348 and the latest CF34-10.
As of May 2013, there were
more than 2,200 CF34powered active commercial
aircraft worldwide.
The CF6 is currently in service on the 747, 767, A300, A310,

A330 and MD-11. The CF6-80C2 (military designation:
F103) was selected to re-engine the C-5 RERP.
The engine family has completed

over 325 million flight hours with
more than 260 customers since
it entered commercial revenue
service.
More than 1,400 CF6-powered
airliners are still active.
CF6
CF34
Thrust
40,000-72,000 lb
Length
424-477 cm
Diameter
266-289 cm
Thrust
9,220-20,360 lb
Length
260-368 cm
Diameter
124-145 cm
Weight
Service entry
Aircraft
1992
ARJ21, CRJ, E-Jet
Service entry
Aircraft
4,067-4,104 kg
1971
A300, A310, 747, 767, DC-10, MD-11
GE90
GEnx
The GE90 turbofan series is

physically the largest engine in
aviation history. It was specifically
designed for the Boeing 777
and was introduced into service
in November 1995 with British
Airways.
It
was
originally
certificated at 84,700lb-thrust.
The GEnx (General Electric Next-generation) is the successor

to the CF6 and is based on the GE90s architecture.
The GEnx is intended to replace the CF6 in GEs production
line and will deliver 15% better specific fuel consumption
than the engines it replaces.
The engine comes in two models: the GE90-94B and GE90115B. Snecma of France, Avio of Italy and IHI of Japan are
participants in the GE90 development programme.
The latest Boeing 777 variants the -200LR/300ER and 777F
are exclusively powered by the GE90-115B. It has a fan
diameter of 325cm and, with a nominal rating of 115,000lbthrust, is the most powerful aircraft engine in the world.
On 10 November 2005, the GE90-110B1 powered a 777200LR during the worlds longest flight by a commercial
airliner. The aircraft flew 21,601km in 22h 42min, flying
from Hong Kong to London over the Pacific, then over the
continental US, and finally over the Atlantic to London.
In March 2013, Boeing announced that it had selected the
GE9X to exclusively power the 777X to extend the engine
makers propulsion monopoly to the next generation of the
widebody type. The 777X is expected to compete with the
Airbus A350-900 and A350-1000 over a wide span of the
market, stretching from about 330 seats to more than 400,
and offering ultra-long range.
GEs preliminary development plan for the GE9X calls for
certification in May 2018 on a common core, with a slightly
more than 100,000lb-thrust variant to power the 777-9X, a
roughly 90,000lb-thrust variant to power the smaller 777-8X
and another variant to power the ultra-long-range 777-8LX.
In May 2013, a total of 693 GE90-powered 777s were in
service while the order backlog stood at 351.
GE90
It is designed to stay on wing 30% longer while using 30%

fewer parts, greatly reducing maintenance time and cost.
The GEnxs emissions are expected to be as much as 95%
below regulatory limits.
The GEnx is an option on the Boeing 787 and is exclusively
used to power the 747-8.
GE is in partnership with Pratt & Whitney through the
Engine Alliance, which is responsible for the GP7200 engine
designed for the Airbus A380. GE is also a partner with
Snecma in CFM International.
There are two models of the GEnx: the GEnx-1B (used on
the 787-8 and 787-9) and the GEnx-2B (used on the 747-8
Intercontinental and Freighter).
In October 2011, Cargolux was the first customer to receive
a GEnx-powered aircraft, fitted to its 747-8. As of May 2013,
there were 37 GEnx-powered 747-8s in service.
From 16 January to the end
of April 2013, the global 787
fleet was grounded following
battery failures.
Of the 50 787s that were still
parked at the end of April, a
total of 28 were fitted with
GEnx engines.
In May 2013, the GEnx order backlog stood at 370 aircraft
for 787s and 57 for 747-8s.
GEnx
Thrust
76,000-115,000 lb
Thrust
53,000-75,000 lb
Length
729 cm
Length
430-470 cm
Diameter
265-280 cm
Diameter
Weight
Service entry
Aircraft
312-325 cm
7,550-8283 kg
1995
777
Weight
Service entry
Aircraft
5,816 kg
2011
747-8, 787
INTERNATIONAL AERO ENGINES

International Aero Engines is a joint venture that was originally set up between Pratt & Whitney, RollsRoyce, MTU Aero Engines and Japanese Aero Engine Corporation (JAEC). IAE was formed in 1983 to
develop an engine for the 150-seat single-aisle market. In October 2011, Rolls-Royce agreed to leave
the consortium, making P&W the majority shareholder. The remaining members of IAE have agreed to
extend their partnerships to 2045.
V2500
The V2500 powerplant was introduced into service in
May 1989 on Airbus A320s operated by Adria Airways.
The engine also powers the A319 and A321 variants and the
Boeing MD-90.
There are three models of the V2500 engine the V2500-A1,
V2500-A5 and V2500-D5 and each IAE partner contributes
an individual module to the engines construction.
Pratt & Whitney provides the combustor and high-pressure
turbine, Rolls-Royce the high-pressure compressor, JAEC
the fan and low-pressure compressor and MTU the lowpressure turbine.
IAE unveiled the SelectOne performance improvement
package for the V2500 in 2005 with launch customer IndiGo,
with which it also signed an aftermarket agreement.
The next package of improvements, dubbed SelectTwo,
should make its operational debut in the first quarter of 2014.
IAE is offering the SelectTwo package as a sales order option
on V2500-A5 SelectOne engines, but has not announced a
launch customer.
The SelectTwo engine should trim fuel burn costs by 0.58%
for an Airbus A320 on a 930km leg. This represents savings
of roughly $4.3 million over a 10-year period for a 10-aircraft
fleet of A320s completing 2,300 flights per year.
Although IAE promises smaller fuel burn savings than

next-generation engines such as the Leap and PW1000G,
SelectTwo shows that the joint venture is committed to
providing support and continued investment in the engine.
The core and low-pressure spool of the two-shaft V2500
was left untouched by the upgrade. SelectTwo comprises
software improvements for the electronic engine control and
a new data entry plug.
IAE continues to work with its airline customers to define the
requirements for the SelectThree improvements scheduled
for service entry around 2015.
There are more than 2,200 V2500-powered airliners in service
around the world, and approximately 800 aircraft in the A320
family that are on order have been assigned the engine.
V2500
Thrust
22,000-33,000 lb
Length
320 cm
Diameter
160 cm
Weight
Service entry
Aircraft
2,359 kg
1989
A319, A320, A321, MD-90
powerjet
PowerJet is a 50:50 joint company which was formed by Snecma of France and NPO Saturn of Russia
in July 2004. Snecma and NPO Saturn began to work together in 1997, when Snecma sub-contracted
the production of CFM56 engine parts to NPO Saturn. PowerJet is responsible for the development
and commercialisation of the SaM146, an engine purpose-designed for regional jets. PowerJet has one
operational unit in France and a second in Russia.
SAM146
The SaM146 engine powers the new Sukhoi Superjet 100
family of regional jets. The engine is a complete propulsion
system comprising engine, nacelle and equipment, featuring
a single-stage high-pressure turbine and a high-pressure
compressor with a reduced number of stages and parts.
PowerJet is responsible for all aspects of the SaM146 engine
programme including the design, production, marketing,
sales and services.
Snecma is responsible for the core engine, control systems,
transmission (accessory gearbox, transfer gearbox), overall
engine integration and flight testing.
NPO Saturn is responsible for the components in the lowpressure section and engine installation on the Superjet 100.
The engine underwent its first ground tests in July 2006
and its first engine flight tests began in December 2007. In
May 2008, the first flight test of the SaM146 on the Sukhoi
Superjet 100 was carried out and in May 2010, PowerJet
completed all tests required for certification.
The type certificate for the SaM146 engine was issued by
the European Aviation Safety Agency in June 2010 and by
the Russian certification body in August the same year. As
of 31 July 2011, the engine had logged 10,400h of testing,

including 5,700h with a 99% dispatch reliability rate.
Depending on the model (1S15, 1S17 or 1S18), the
SaM146 develops between 15,400lb-thrust and 17,800lbthrust to meet thrust requirements for the 70- to 120-seat
regional jet class. The SaM146 meets the most stringent
environmental standards both in terms of emissions as well
as noise.
The first Sukhoi Superjet 100 was delivered to Armenian
carrier Armavia in April 2011. Aeroflot Russian Airlines has
since received the seven others currently in service.
As of May 2013, the order backlog for the Superjet 100 stood
at 165. Kartika Airlines and Pearl Aircraft Leasing both had
order backlogs of 30 aircraft, UTair followed with 24 while
Aeroflot Russian Airlines and Interjet had backlogs of 20
aircraft each.
Superjet International
SaM146
Thrust
15,400-17,800 lb
Length
220 cm
Diameter
122 cm
Service entry
Aircraft
2011
Superjet 100
PRATT & WHITNEY

Pratt & Whitney was established in 1925 by Frederick Rentschler as part of United Aircraft and Transport
Corporation (which later became known simply as the United Aircraft Corporation, and from 1975 as United
Technologies). P&W manufactures products widely used in both civil and military aircraft.
P&W began producing commercial jet engines in the late 1950s for the Boeing 707 and the Douglas DC8, with models including the JT3 and the JT4A. The 727, 737 and DC-9 were later powered by the JT8D.
P&W commercial engines have logged more than 1 billion hours of flight powering both the narrowbody and
widebody aircraft that fly passengers and cargo around the world. In October 2011, P&W and Rolls-Royce
unveiled plans to form a new joint venture for the development of new engines powering future mid-size
aircraft in the 120- to 130-seat segment.
JT8D
JT9D
There are eight models

in the JT8D family
covering a thrust range
of 14,000lb-thrust to
21,700lb-thrust
and
powering 727, 737-100/200, MD-80 and DC-9 aircraft. Since
the JT8D was first introduced to commercial aviation in
1964, more than 11,800 JT8D standard engines have been
produced. The newer JT8D-200 series entered service in
1980, offering 18,500 to 21,700lb-thrust. It is exclusively
used in MD-80 series aircraft.
The JT9D represented P&Ws entry into the high-thrust,

high-bypass ratio engine market. It was developed to power
the Boeing 747, which entered service in 1970.
To ensure that the JT8D-200 stays current with environmental

regulations, a low-emissions combustion system known
as the E-Kit was developed. The E-Kit is FAR-25 certified
and reduces JT8D-200 NOx emissions by 25%, unburned
hydrocarbons by 99% and smoke by 52%. It exceeds all ICAO
standards for newly-produced engines and it also qualifies
for the Swiss Class 5 (cleanest) emissions category.
P&W and Aviation Fleet Solutions have jointly developed a
noise reduction kit for JT8D-200-powered MD-80 aircraft,
which was certified in 2006.
As of May 2013, more than 850 JT8D powered aircraft were
still in service.
JT8D
The JT9D family of engines comprises three distinct series.

The JT9D-7 engine covers the 46,300lb-thrust to 50,000lbthrust range, and the JT9D-7Q series has a 53,000lb-thrust
rating. The later -7R4 series, introduced in 1982, covers the
48,000lb-thrust to 56,000lb-thrust range. These three engine
types power 747, 767, A300, A310 and DC-10 aircraft.
P&W continues to invest in and support the JT9D family
of engines. Upgrade programmes are in place to enable
operators to improve durability, increase thrust and reduce
noise. These update programmes are provided as JT9D
Reduced Cost of Ownership Kits.
The JT9D has flown more than 169 million total hours to
date. More than 600 aircraft
take-offs are accomplished
with JT9Ds every day.
JT9D production ended in
1990. A total of 66 JT9D
powered aircraft were still
active in May 2013.
JT9D
Thrust
14,000-21,700 lb
Thrust
46,300-56,000 lb
Length
304-391 cm
Length
325-355 cm
Diameter
101-125 cm
Diameter
Service entry
Aircraft
1964
727, 737-100/200, DC-9, MD-80
Service entry
Aircraft
235 cm
1970
A300, A310, 747, 767, DC-10
PW2000
PW4000
The PW2000 was developed for the Boeing 757 in order to

compete with Rolls-Royces RB211.
The PW4000 was built as the successor to the JT9D in the

high-thrust engine market and is certificated for a range of
52,000lb-thrust to 98,000lb-thrust. First delivered in 1987,
the powerplant is now fitted on the 747, 767, 777, A300,
A310, A330 and MD-11.
The engine entered service with Delta Air Lines, which was
the civil aviation launch customer for the new engine type
in 1984.
The PW2000 covers a range of 37,000lb-thrust to
43,000lb-thrust. It was the first commercial engine
with full authority digital electronic control (FADEC)
technology. An improved version of the PW2000, the
Reduced Temperature Configuration (RTC), was introduced
in 1994.
The PW2000 is certified to operate 180min extended twinengined operations (ETOPS) and meets all current and
proposed noise and emissions regulations around the world.
There are three models of the PW2000 engine: PW2037,
PW2040 and PW2043. Introduced into service in 1991 as
the F117-PW-100, the PW2040 is exclusively used on the
four-engined Boeing C-17 Globemaster III military transport.
The model also powers the US Air Force C-32A, the military
version of the 757.
The current build standard, launched in 1994, is the PW2043
which provides 43,000lb-thrust. This model is the latest in
the series to power the 757 and the 757-300. The improved
model is known as the PW2000 RTC.
MTU Aero Engines holds a 21.2% stake in the engine, having
developed the low-pressure turbine and turbine exit casing
as well as critical parts
of the turbine exhaust
casing,
high-pressure
compressor and highpressure turbine.
There are three PW4000 families, based on fan diameters:

94in, 100in and 112in fans. The PW4000 94in fan covers
52,000lb-thrust to 62,000lb-thrust. Approved for 180min
ETOPS, equipped with FADEC and featuring single-crystal
superalloy materials, it powers the 747-400, 767-200/300,
MD-11, A300-600 and A310-300.
The PW4000 100in fan has a capability of 64,500lb-thrust to
70,000lb-thrust and was specifically developed for the A330.
It entered service in 1994 with 90min ETOPS approval and
was approved for 180min ETOPS in 1995.
The latest version the PW4170 Advantage 70 received
US Federal Aviation Administration certification on
22 December 2008 and entered service in 2009 with the
A330-200 Freighter. It is offered both as a new engine and
as an upgrade to existing engines.
The PW4000 112in fan entered service in 1995 as the launch
engine for the 777. It is the largest P&W commercial engine
offering 74,000lb-thrust to 98,000lb-thrust. The PW4098,
with 84,000lb-thrust, was the first engine to enter service
already approved for 180min ETOPS, and was subsequently
approved for 207min, the maximum allowable, along with all
other PW4000 112in models.
A higher-thrust version of the engine, the 90,000lb-thrust
PW4090, powers an increased gross-weight 777. The
98,000lb-thrust
PW4098
powers the 777 up to
660,000lb take-off weight.
More than 900 PW4000powered aircraft were in
service in May 2013.
More than 350 PW2000powered 757s were in

service in May 2013.
PW2000
PW4000
Thrust
37,000-43,000 lb
Thrust
Length
360 cm
Length
Diameter
200 cm
Diameter
Service entry
Aircraft
1984
757, Il-96M
Service entry
Aircraft
52,000-98,000 lb
414 cm
240-255 cm
1987
A300, A310, A330, 747, 767, 777, MD-11
PW6000
The high-bypass PW6000 turbofan was designed for
the Airbus A318 and was first delivered in 2007 after
development delays. It has a design range of 18,000lbthrust to 24,000lb-thrust. The PW6000 currently powers a
total of 15 A318s, 12 of which are operated by Avianca Brazil
and three by LAN Airlines. Overall, the engine has a small
market share and there have been no orders for it since its
last deliveries in 2008. MTU
has been responsible
for
assembling
the
PW6000 under licence
in Hannover, although
there are no engines
currently on order.
PW6000
Thrust
18,000-24,000 lb
Length
275 cm
Diameter
Weight
145 cm
2,245 kg
Service entry
2007
Aircraft
A318
PW1000G
PW1000G is the designation for P&Ws new high-bypass
geared turbofan, previously known as the Advanced
Technology Fan Integrator (ATFI). The engine has been
in development for many years and the manufacturer has
invested more than $1 billion in the technology.
P&W claims that the PW1000G delivers a 12-15% reduction
in fuel burn, with up to 15% reduction in CO2 emissions
and up to 50% in NOx emissions and engine noise. The
powerplant uses an advanced gear system which allows the
engines fan to operate at a different speed from the lowpressure compressor turbine.
MTU is responsible for supplying the PW1000Gs high speed,
three-stage low-pressure turbine and half of the powerplants
eight-stage high-pressure compressor. The engine was
tested on the P&W-owned 747SP, and the second phase of
flight testing was conducted on an A340-600.
The testbed aircraft, with the engine in the number two
pylon position, flew for the first time from Toulouse in
October 2008.
The PW1000G was chosen by Airbus to power the

re-engined A320neo after P&W failed to reach an agreement
with Rolls-Royce to offer the engine jointly through the IAE
venture, which also includes JAEC and MTU Aero Engines.
The engine has also been selected for the Mitsubishi
MRJ regional jet (PW1200G), Bombardier CSeries airliner
(PW1500G) and is offered as an option on the United Aircraft
(UAC) Irkut MS-21 (PW1400G).
In January 2013, Embraer announced that it had selected
the PurePower geared turbofan as the exclusive engine for
its new second generation E-Jet aircraft family. Scheduled to
enter service in 2018, the Embraer E-Jets will be equipped
with the PW1700G and PW1900G engines.
In March 2011, Indian low-cost carrier IndiGo selected the
PW1000G to power up to 150 updated A320s. The operator
signed a memorandum of understanding with Airbus,
becoming the launch customer for the new variant, which is
due for entry into service in October 2015.
P&W completed the first flight of the PW1217G for the MRJ
on P&Ws 747SP on 30 April 2012, beginning the year-long
flight testing phase for engine certification. The first delivery
of the 78-92 passenger MRJ aircraft has been delayed until
the summer of 2015.
Bombardier has commenced systems tests and simulations
of the engine with its 100-150 passenger CSeries aircraft.
The Canadian manufacturer plans to install the engines
and fly the first test aircraft by the end of 2012, looking to
bring them into service in late 2013. P&W has also initiated
certification testing for the PW1524G.
As of May 2013, the PW1000G order backlog stood at
590, 165, 145 and 128
for the A320neo, MRJ,
CSeries and MS-21 aircraft
respectively. There were
also 835 A320neo family
aircraft on order for which
an engine selection had yet
to be announced.
PW1000G
Thrust
Diameter
Service entry
Aircraft
15,000-32,000 lb
140-210 cm
2013 (expected)
A320neo, CSeries, MRJ, MS-21
Rolls-Royce
Rolls-Royce was founded in 1906 by Henry Royce and Charles Rolls, and produced its first aircraft engine in
1914. The company has produced commercial jet engines since the 1950s, beginning with the Avon for the
de Havilland Comet and the Sud Aviation Caravelle. The Conway engine came to prominence in the early
1960s and was fitted to the 707, DC-8 and the Vickers VC10. The Spey engine, also produced in the 1960s,
was designed for the BAC One-Eleven and the three-engined Hawker Siddeley Trident.
The development of a high-bypass turbofan engine forced Rolls-Royce into bankruptcy and it was nationalised
by the British government in 1971. However, the company survived and, thanks to the RB211 the first true
three-spool engine it became a global player in the airline industry.
RB211
The RB211 family of high-bypass turbofan engines are
capable of generating 37,400lb-thrust to 60,600lb-thrust and
are divided into three series: RB211-22, RB211-524 and
RB211-535.
The RB211-22 came into service in 1972 on the Lockheed
L-1011 TriStar aircraft, a year later than originally planned. It
was officially superseded by the Trent series in the 1990s.
The RB211-524 entered service in 1977 with British Airways
on the 747-200. The RB211-524G, rated at 58,000lb-thrust,
and the RB211-524H, certificated at 60,600lb-thrust, were
developed in response to the larger 747-400. They were the
first versions to feature FADEC. The -524H model entered
service with British Airways in 1990 and achieved 180min
ETOPS approval on the 767 three years later.
In 1997, the RB211-524G/H engines were upgraded with
high pressure (HP) turbine systems technology developed
on the Trent 700 engine family. These variants (designated
as RB211-524G/H-T) are 200lb lighter, offer 40% lower NOx
emissions and 2% lower fuel burn. The RB211-524 is the
first engine to achieve more than 27,500h on wing. The
-524 fleet has now logged nearly 66 million flying hours, and
almost 12.5 million flight cycles.
The RB211-535 entered service in 1983 as a launch engine
on the new 757. In 1988, American Airlines ordered 50 757s
powered by the RB211524E4. It is more
reliable and quieter than
its direct competitor the
PW2037, but is not as
efficient. The engine
was also selected to
power the Tupolev Tu-204-120. It entered service in 1992 and

was the first western engine to power a Russian airliner. In
1990 it achieved 180min ETOPS approval on the 757.
The RB211-535 is currently in service with more than 40
operators and powers more than 450 Boeing 757 aircraft
around the world. It has accumulated over 60 million flying
hours and around 24 million cycles.
RB211
Thrust
37,400-60,600 lb
Length
300-320 cm
Diameter
188-220 cm
Weight
Service entry
Aircraft
3,300-4,490 kg
1972
747, 757, 767, L-1011, Tu-204
Trent
The Trent is a development of the RB211 and, like its
predecessor, it uses a three-spool design. It was first delivered
in 1995 on the A330, and on the 777 the following year. The
Trent is now the exclusively fitted to the A340-500/600, with
its first deliveries on
that aircraft taking place
during 2002.
It is also one of the
two engine options for
the A380 and the 787.
In addition, the Trent
is currently the only
engine available on the
A350 XWB.
There are six variants, including the Trent 500, 700, 800,
900, 1000 and the XWB.
Trent 700 was the first engine in the family. Optimised for the
A330 family to deliver power requirements for all weights of
that aircraft, it entered service in 1995 with Cathay Pacific.
It is rated at 72,000lb-thrust and received 180min ETOPS
approval in 1996.
Designed for the 777 family, the Trent 800 entered service in
1996. It provides between 75,000lb-thrust to 95,000lb-thrust
and is the lightest engine in its class.
The Trent 500 came into service in August 2002 with Virgin
Atlantic. The variant is optimised for the A340 aircraft to
deliver requirements of 53,000lb-thrust and 56,000lb-thrust
for the A340-500 and A340-600 respectively.
The Trent 900 is an engine option on the A380 family and is
certified at 70,000lb-thrust, 72,000lb-thrust, 76,000lb-thrust
and 80,000lb-thrust.
The Trent 1000 was selected in April 2004 by Boeing as one
of the two engine options to power the 787 Dreamliner. On
26 October 2011, the first Trent-powered 787 entered into
service with ANA on a flight from Tokyo to Hong Kong.
The Trent XWB was designed specifically for the A350 XWB
family. It will be the sixth member of the Trent family and have
the largest fan yet designed for a Rolls-Royce engine.
The Trent XWB will power the A350-800 and -900, the A350900 Freighter and the ultra-long-range A350-900R, providing
a single engine type across the aircraft family.
Certification of the Trent XWB was awarded by the European
Aviation Safety Agency in February 2013. Fully-fledged flowline assembly of the XWB should begin by mid-2014, in time
for the planned ramp-up in A350 production.
Singapore Airlines is the largest operator of Trents, with 84
active aircraft in its fleet equipped with the type.
Trent
Tay
Derived from the Spey, the
Rolls-Royce Tay was first
run in 1984. The Tay family
powers the Fokker 70 and
100 regional jets as well as
business jets including the
Gulfstream IV family. It was
also used to re-engine the
727 but is no longer used on this aircraft.
In May 2013, there were 200 active Tay engines in
commercial application in the world, all powering Fokker 70
and 100 aircraft.
Tay
Thrust
13,850-15,100 lb
Length
238 cm
Diameter
114 cm
Weight
Service entry
Aircraft
1,501 kg
1984
Fokker 70/100
AE 3007
The Rolls-Royce AE 3007 entered into service in 1995 and
is used on regional, corporate and military aircraft. Regional
aircraft powered by this engine include the Embraer ERJ
family, with more than
1,400 in operation.
The ERJ fleet continues
to grow, with more than
23 million flight hours
accumulated
on
the
AE 3007A series of
powerplants, contributing to the total 32 million flight hours
on the engine.
AE 3007
Thrust
53,000-115,000 lb
Thrust
6,495-8,917 lb
Length
390-455 cm
Length
270 cm
Diameter
250-455 cm
Diameter
Weight
Service entry
Aircraft
4,700-6,550 kg
1995
A330, A340, A350, A380, 777, 787
Weight
Service entry
Aircraft
98 cm
720 kg
1995
ERJ-145 family
BR700
R-R & P&W partnership
The BR700 engine family

was developed by BMW
and Rolls-Royce through
the joint venture company
BMW Rolls-Royce to power
regional and corporate jets.
In October 2011, Rolls-Royce and Pratt & Whitney unveiled

plans to form a new joint venture for the development of new
engines powering future mid-size aircraft in the 120- to 130seat segment.
Rolls-Royce
took
full
control of the company in 2000. The first BR700 entered
service on the Gulfstream V in 1997 and entered service
on the Boeing 717 in 1999.
The manufacturers stated that the new joint venture aims to

focus on high-bypass ratio geared turbofan technology. RollsRoyce and Pratt & Whitney agreed to restructure IAE, with
Rolls-Royce agreeing to sell its 32.5% equity stake in the
engine company to Pratt & Whitney, receiving $1.5 billion.
Production of the 717 ceased in 2006 and there were more

than 140 BR700-powered 717s in service in May 2013.
BR700
Thrust
14,750-21,000 lb
Length
340-373 cm
Diameter
Weight
Service entry
Aircraft
121-147 cm
1,632-2,792 kg
1994
717
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engine census
Operator listing by commercial engine type
explanatory notes
This census data covers all engines powering commercial
jet aircraft in service or on firm order with airlines
worldwide.
The information has been compiled by Flightglobal
Insight using the Ascend Online Fleets database.
The information is correct up to 1 May 2013 and
excludes non-airline operators, such as leasing companies
and the military. Engines are listed in alphabetical order,
first by manufacturer and then type.
Operators are listed by region. Fleet data comprises the
Aviadvigatel PS-90
Asia, Australia & Middle East
Air Koryo
Jordan International Air Cargo
Total 122
Total 12
4
8
Europe
Total 90
Aeroflot Russian Airlines

Aviastar-TU
Polet Airlines
Silk Way Airlines
Transaero Airlines
Vladivostok Air
Volga-Dnepr Airlines
North/South America
Cubana
24
6
12
8
8
12
20
Total 20
20
number of installed engines on the in-service fleet and,

where applicable, the number of installed engines for the
outstanding firm aircraft orders in parentheses in the
right-hand column. The census does not include any
parked aircraft/engines at the time of the data extraction
(1 May 2013).
The region is listed by operator base and does not
necessarily indicate the area of operation. Options and
letters of intent (where a firm contract has not been signed)
are not included. Orders by, and aircraft with, leasing
CFM International CFM56

Africa
AeroContractors
Afriqiyah Airways
Air Algerie
Air Arabia Egypt
Air Arabia Maroc
Air Austral
Air Cairo
Air Cote dIvoire
Air Madagascar
Air Mauritius
Air Namibia
Alexandria Airlines
Allied Air Cargo
Almasria Universal Airlines
AMC Airlines
Arik Air
ASKY Airlines
Badr Airlines
Buraq Air
CAA - Compagnie Africaine d'Aviation
Camair Co
Chanchangi Airlines
Comair (South Africa)
ECAir
EgyptAir
Eritrean Airlines
Ethiopian Airlines
Fastjet Tanzania
flyCongo
Gambia Bird
Ghadames Air Transport
Jubba Airways
Kenya Airways
Korongo Airlines
Kulula
Libyan Airlines
Linhas Aereas de Mocambique
Total 17,054 (4,152)
Total 762 (56)

24
18
44
4
10
4
8
4
14
28
16
4
2
2
2
26 (16)
6
2
10
4
4
2
32 (8)
4
48
2
26 (10)
6
2
4
2
2
28
2
24
16
2
companies and holding companies such as China Aviation

Supplies are excluded, unless a confirmed end-user is
known in which case the aircraft is shown against the
airline concerned.
Operators fleets include leased aircraft/engines.
Aircraft/engines being operated on wet-lease are generally
listed with the company for which they are being operated,
and not the airline flying the aircraft on their behalf.
The outstanding firm orders information includes airline
holding companies.
Mango
Marsland
Mauritania Airlines International
Med-View Airline
Midwest Airlines (Egypt)
Nasair (Eritrea)
Nouvelair Tunisie
Nova Airways
Precision Air
Royal Air Maroc
RwandAir
Safair
Senegal Airlines
SonAir
South African Airways
Star Air Cargo
Sudan Airways
Syphax Airlines
TAAG Angola Airlines
TACV - Cabo Verde Airlines
Tarco Air
Tassili Airlines
Trans Air Cargo Services
Trans Air Congo
Tunisair
Westair Benin

Air Arabia
Air Bishkek
Air Busan
Air China
Air Do
Air Incheon
Air India
Air India Express
Air New Zealand
Air Niugini
Air Tahiti Nui
Air Vanuatu
14
4
6
4
(2)
2
20
2
4
74 (10)
10
6
6
4
66
2
2
4
10
4
2
8
4
6
58 (10)
2
Total 5,562 (1,766)

52 (54)
4
10
376 (92)
16
2
96
42
22
4
20
2
AirAsia
AirAsia Japan
AirAsia Philippines
Airblue
Airwork (NZ)
ANA - All Nippon Airways
ANA Wings
Ariana Afghan Airlines
Asiana Airlines
Australian Air Express
AVE.COM
Avia Traffic Company
Batik Air
Biman Bangladesh Airlines
Capital Airlines
Cardig Air
Cathay Pacific
CDI Cargo Airlines
Cebu Pacific Air
Chang An Airlines
Chengdu Airlines
China Airlines
China Aviation Supplies
China Eastern Airlines
China Eastern Airlines Jiangsu
China Eastern Yunnan
China Postal Airlines
China United Airlines
China Xinhua Airlines
Chongqing Airlines
Citilink
City Airways
Dalian Airlines
Donghai Airlines
Druk Air
East Air
Eastar Jet
Eastern Express
Eastern SkyJets
El Al
Emirates Airline
Etihad Airways
Eva Air
Express Air
Fiji Airways
FireFly
FlyDubai
Gading Sari Aviation Services
Garuda Indonesia
Global Jet Airlines
GoAir
Grand China Air
Gulf Air
Hainan Airlines
Hebei Airlines
Hong Kong Airlines
Hong Kong Express Airways
Indonesia Air Transport
Indonesia AirAsia
Iran Air
Iran Aseman Airlines
Iraqi Airways
JAL Express
Japan Airlines
Japan TransOcean Air
Jazeera Airways
Jeju Air
Jet Airways
JetConnect
JetKonnect
Jin Air
Jordan Aviation
Juneyao Airlines
Kalstar
Korean Air
132 (148)
8 (6)
4 (6)
20 (30)
4
114 (18)
32
4
4
8
2
6
4
4 (4)
32
6
44
4
70 (36)
8
20
46 (6)
(12)
290 (124)
54
88
36
362 (108)
26
16
2
42 (38)
4
10
14
6 (2)
6
16
2
8
34 (12)
20
2
8 (16)
8
8
4
56 (46)
4
124 (42)
6
30 (10)
6
32
174 (26)
16
16 (32)
4
2
46 (18)
6
4
10
76
22 (2)
28
14 (6)
24 (10)
108 (84)
16
32
18
16
58 (14)
2
80 (4)
Kunming Airlines
Kuwait Airways
Kyrgyzstan
Lao Airlines
Lao Central Airlines
Lion Air
Lucky Air
Mahan Air
Malaysia Airlines
Maldivian
Malindo Air
Mena Aerospace
Merpati
MIAT - Mongolian Airlines
Middle East Airlines
Mongolian Airlines
Myanmar Airways International
Nasair
Neptune Air
Nok Air
Okay Airways
Oman Air
Orient Thai Airlines
Our Airline
Pakistan International Airlines
PAL Express
Peach
Pegasus Airlines Asia
Petra Airlines
Philippine Airlines
Qantas
Qeshm Airlines
RAK Airways
Royal Falcon Airlines
Royal Jordanian
Royal Wings
Safi Airways
Saudia
SCAT
SF Airlines
Shaheen Air International
Shandong Airlines
Shanghai Airlines
Shenzhen Airlines
SilkAir
Sky Aviation
Skymark Airlines
Solaseed Air
Solomon Airlines
Somon Air
SpiceJet
Spring Airlines
Spring Airlines Japan
SriLankan Airlines
Sriwijaya Air
Star Flyer
Tajik Air
Thai AirAsia
Thai Airways International
Tianjin Airlines
Tibet Airlines
Toll Priority
Tri MG Airlines
Trigana Air
Turkmenistan Airlines
T'way
Uzbekistan Airways
VietJet Air
Vietnam Airlines
Virgin Australia
Virgin Australia (New Zealand)
Virgin Samoa
Xiamen Airlines
Yangtze River Express
Europe
Aer Lingus
20 (4)
22
4
8
4
174 (240)
40 (2)
4
136 (54)
2
4
4
16
4 (6)
6
4
4
22 (40)
4
20
18 (18)
34 (12)
10
6
6
28
16 (24)
4
4
56
128 (22)
2
4
4
16
2
4
108
12
8
12
116 (16)
96 (14)
182 (30)
(46)
2
58 (2)
24 (4)
2
12
74 (66)
72 (6)
2
34
66
18 (8)
6
58 (10)
10
4
12 (6)
10
2
6
14 (6)
10
18
12 (6)
8
120 (84)
20
2
162 (34)
28
Total 5,726 (860)
72

Aerosvit Airlines
Aigle Azur
Air Berlin
Air Bucharest
Air Contractors
Air Corsica
Air Europa
Air France
Air Italy
Air Malta
Air Mediterranee
Air Moldova
Air One
Air Onix Airlines
AirBaltic
AirExplore
Airzena - Georgian Airways
AlbaStar
Alitalia
Alrosa Mirny Air Enterprise
Anadolu Jet
Arkefly
Atlantic Airlines
Atlantic Airways (Faroe Islands)
Atlasjet Airlines
Atran
Aurela
Austrian
Aviatrans K
Avion Express
Azerbaijan Airlines
B&H Airlines
Belair
Belavia
Belle Air Europe
BH Air
Blue Air
Blue Panorama Airlines
Bluebird Airways
Bluebird Cargo
Blu-Express
British Airways
Brussels Airlines
Bulgaria Air
Cargo Air
Carpatair
Condor
Corendon Airlines
Corendon Dutch Airlines
Croatia Airlines
CSA Czech Airlines
Donavia
EasyJet
EasyJet Switzerland
Edelweiss Air
Enter Air
Europe Airpost
Finnair
FlyGeorgia
Freebird Airlines
Germania
Germanwings
Globus
Hamburg Airways
Hamburg International
Hi Fly
Holidays Czech Airlines
Iberia
Iberia Express
JAT Airways
Jet Time
Jet2
Jetairfly
KLM Royal Dutch Airlines
LOT Charters
170 (134)
(10)
26
180 (90)
2
8
10
36 (34)
330 (10)
14
22
20
2
18
6
26
4
4
6
184 (4)
2
48
10
4
2
8
4
2
58
2
2
20
(4)
16
22
2
4
12
4
2
10
8
42
38
8
6
2
28
12
6
14 (8)
30 (14)
16
376 (28)
44
8
24
30
78
6
6
24 (4)
24
26
8
(4)
4
4
150 (10)
34 (2)
12
26
70
30
92
2
LOT Polish Airlines

Lufthansa
Luxair
Meridiana fly
Mistral Air
MNG Airlines
Monarch Airlines
Moskovia Airlines
Neos
Niki
Nordavia - Regional Airlines
Nordwind Airlines
Norwegian
Olympic Air
Orbest
Orenair
Pegasus Airlines
Primera Air Scandinavia
Rossiya - Russian Airlines
Ryanair
S7 Airlines
SAM Air
SAS
SAT Airlines
SATA International
Sky Airlines
Small Planet Airlines (Italy)
Small Planet Airlines (Lithuania)
Small Planet Airlines (Poland)
Smartlynx
Smartlynx Estonia
Smartwings
Solinair
SunExpress
SunExpress Germany
Swiftair
Swiss
Tailwind Airlines
Taimyr Air - NordStar
TAP Portugal
TAROM
Tatarstan Air
Thomas Cook Airlines
Thomas Cook Airlines Belgium
Thomas Cook Airlines Scandinavia
Thomson Airways
Titan Airways
TNT Airways
Transaero Airlines
Transavia Airlines
Transavia France
Travel Service Airlines
Travel Service Hungary
Travel Service Poland
Travel Service Slovakia
TUIfly
TUIFly Nordic AB
Turkish Airlines (THY)
Ukraine International Airlines
Ural Airlines
UTair
UTair Ukraine
Virgin Atlantic Airways
Vladivostok Air
Vueling Airlines
Wind Rose Aviation Company
WOW air
XL Airways France
Yakutia Airlines
Yamal Airlines
North/South America
Aerocaribbean
Aerogal
Aerolineas Argentinas
Aeromexico
Air Canada
4
354 (38)
10 (2)
8
12
2
16
6
12
40 (4)
18
4
146 (128)
4
4 (2)
48
80 (10)
14
50
606
72 (64)
2
196 (6)
2
8
10 (2)
2
4
2
4
2
8
2
46
14
12
136 (2)
8
20
94
26
12
22 (12)
8
16 (24)
64
8
28
80 (24)
66 (4)
22
8
4
2
2
42 (16)
14
164 (32)
48
50 (14)
96 (120)
6
24
12
102
12
4
4
12
24
Total 5,004 (1,470)

2
16
92 (14)
88 (14)
168
Air Canada Jetz

Air Jamaica
Air North
Alaska Airlines
Allegiant Air
American Airlines
Avianca
Avianca (Brazil)
AviancaTaca Group
Bahamasair
Boliviana de Aviacion
Canadian North
Canjet Airlines
Caribbean Airlines
Cayman Airways
Conviasa
Copa Airlines
Copa Airlines Colombia
Cubana
Delta Air Lines
Enerjet
Estafeta Carga Aerea
Estelar Latinoamerica
Flair Airlines
Frontier Airlines
GOL Linhas Aereas Inteligentes
Interjet
LAN Airlines
LAN Colombia
Magnicharters
Miami Air International
Northern Air Cargo
PAL Airlines
Peruvian Airlines
PopBrasil
Sideral Air Cargo
Sky Airline
Sky King
Southwest Airlines
Sun Country Airlines
Sunwing Airlines
Surinam Airways
Taca Costa Rica
Taca International Airlines
TAM Linhas Aereas
TAME
Tiara Air
United Airlines
US Airways
Varig - VRG Linhas Aereas
Virgin America
Vision Airlines
VivaAerobus
VivaColombia
WestJet
Xtra Airways
10
8
6
254 (62)
4
412 (200)
104 (8)
20
(36)
4
18
10
22
22
8
8
112 (58)
8
8
414 (214)
6
8
2
6
108
214 (152)
74 (8)
72 (104)
12
14
14
4
2
8
2
4
18
6
1226 (324)
32
42 (2)
8
4
6
98 (4)
4
2
484 (178)
284 (8)
40
106 (20)
6
44
10
206 (64)
10
CFM International LEAP

Air China
AirAsia
Citilink
Hainan Airlines
Jetstar
Lion Air
Sichuan Airlines
SilkAir
Virgin Australia
Europe
Icelandair
Norwegian
SAS
North/South America
Aeromexico
Alaska Airlines
American Airlines
AviancaTaca Group
Frontier Airlines
GOL Linhas Aereas Inteligentes
Southwest Airlines
United Airlines
Virgin America
Engine Alliance GP7200

Africa
Air Austral

Emirates Airline
Etihad Airways
Korean Air
Qatar Airways
Europe
Air France
Total (2,916)
Total (1,324)
(10)
(528)
(10)
(10)
(20)
(40)
(156)
(402)
(40)
(62)
(46)
Total (292)
(32)
(200)
(60)
Total (1,300)
(120)
(74)
(200)
(66)
(160)
(120)
(300)
(200)
(60)
Total 180 (356)

Total (8)
(8)
Total 148 (332)

124 (236)
(40)
24 (16)
(40)
Total 32 (16)
32 (16)
General Electric CF34

Africa
Ceiba Intercontinental
Egyptair
Ethiopian Airlines
Kenya Airways
Libyan Airlines
Royal Air Maroc
Services Air
Tradecraft Air Nigeria
Tristar Air
Tunisair
2
2
10
12
(8)
12
2
2
2
4
Total 1,276 (12)
Total 924 (120)
Air Astana
Air Do
Air Hong Kong
Air Japan
Air New Zealand
Air Niugini
AirAsia X
AirCalin
Asiana Airlines
Business Air
Cargo Air Lines
China Airlines
China Cargo Airlines
Emirates Airline
Etihad Airways
Eva Air
Express Freighters Australia
Garuda Indonesia
Global Charter Services
Global Jet Airlines
Iran Air
Iraqi Airways
Japan Airlines
Jet Airways
Jetstar
Jordan Aviation
Kuwait Airways
Mahan Air
Mega Maldives Airlines
Midex Airlines
Nasair
Nippon Cargo Airlines
Philippine Airlines
Qantas
Qatar Airways
Rayyan Air
Royal Jordanian
Saudia
TMA
4
8
16
18
18
2
2
4
122
4
72
6
6
8
132
8
12
12
8
102
2
8
2
4
34
10
82
28 (10)
20
6
16
50
4
(2)
12
4
28
10
6
36
112
58
8
6
74
6
72
2
12
18 (2)
22
22
4
70 (50)
8
26
40
12
-8
28
12
10 (2)
8
(6)
14
Aer Lingus
Air Europa
Air France
Air Italy
AirBridgeCargo
Airbus Transport International
Alitalia
Alpha Express Airlines
Arkefly
Azerbaijan Airlines
Brussels Airlines
Cargolux Italia
Condor
DHL Air
4
(4)
4
8
2
2
24
4
34 (6)
14
6 (2)
4
6
2
4
30
2
Total 452 (288)
Air Astana
Air India Regional
Airnorth
Arkia
Chengdu Airlines
China Express Airlines
Felix Airways
Fuji Dream Airlines
Garuda Indonesia
Hebei Airlines
Henan Airlines
Ibex Airlines
Iraqi Airways
J-Air
Mandarin Airlines
Myanma Airways
Nasair
Oman Air
Royal Jordanian
Saudia
SCAT
Shandong Airlines
Shanghai Airlines
Star Aviation
Tianjin Airlines
Virgin Australia
14 (4)
6
8
2
(60)
18 (4)
40
4 (12)
12 (4)
16 (20)
8 (26)
(100)
18
12
42
16
4
(4)
14 (14)
8
16
30
10
14 (20)
6 (10)
(10)
100
34
Adria Airways
Air Dolomiti
Air Europa
Air Moldova
Air Nostrum
Airzena - Georgian Airways
AK Bars Aero
Alitalia Cityliner
Augsburg Airways
Azerbaijan Airlines
BA CityFlyer
Belavia
Brit Air
Bulgaria Air
Dniproavia
Estonian Air
46
46 (52)
28
2
122
10
4
44
6
56
120
6
8
2
28
40
6
4
26
4
6
16
Total 4,432 (768)

Total 150 (12)
Air Burkina
Air Nigeria
Air Uganda
Arik Air
CemAir
DAC Aviation East Africa
Egyptair Express
Fly540
Kenya Airways
Libyan Airlines
MGC Airlines (Matekane Air)
Nova Airways
Petroleum Air Services
RwandAir
SA Express
Tunisair Express
Europe
Eurowings
Flybe
Flybe Nordic
FlyNonstop
Hop
Iraero Airlines
Jetairfly
KLM cityhopper
LGW
LOT Polish Airlines
Lufthansa CityLine
Montenegro Airlines
Niki
People's Vienna Line
Rusline
SAS
Severstal Aircompany
UTair
UTair Ukraine
West Air Europe
Yamal Airlines
North/South America
Aerolineas Sosa
Aeromar Airlines
Aeromexico Connect
Air Canada
Air Wisconsin
Amaszonas
American Eagle Airlines
Austral Lineas Aereas
Azul
Compass Airlines
Conviasa
Copa Airlines
Copa Airlines Colombia
Estafeta Carga Aerea
ExpressJet Airlines
Go!
GoJet Airlines
Jazz
JetBlue Airways
Mesa Airlines
Pinnacle Airlines
PSA Airlines
Regional 1 Airlines
Republic Airlines
Satena
Shuttle America
Sky Regional Airlines
SkyWest Airlines
TAME
TRIP
United Airlines
US Airways
Voyageur Airways
Total 2,906 (348)

2
4
44
114
142
8
94
40 (4)
98 (44)
84
14 (6)
24
28
4
346
10
94
88
112 (56)
120
374 (80)
98
4
138 (94)
2
134
6
562
24
8
30 (4)
(60)
40
16
Europe
General Electric CF6

Africa
Afriqiyah Airways
Air Algerie
Air Mauritius
Allied Air Cargo
AV Cargo Airlines
Total 3,654 (178)

Total 81 (14)
4 (6)
16
4
6
3
Total 855 (44)

14
19
12
70
6
32
10
24
2
6
4
6
4
6
8
European Air Transport

Finnair
Georgian Star International
Hellenic Imperial Airways
Hi Fly
Iberia
Jetairfly
Jet-Star
LOT Polish Airlines
Lufthansa
Lufthansa Cargo
Martinair
MNG Airlines
Monarch Airlines
MyCargo Airlines
Neos
Nordic Global Airlines
Nordwind Airlines
Pullmantur Air
S7 Airlines
SATA International
Silk Way Airlines
Solinair
Star Air
TAP Portugal
The Cargo Airlines
Thomson Airways
Titan Airways
TNT Airways
Transaero Airlines
TUIFly Nordic AB
ULS Airlines Cargo
UTair
White
XL Airways France
North/South America
ABX Air
Aeromexico
AeroUnion
Air Canada
Air Transat
American Airlines
Amerijet International
ATI - Air Transport International
Atlas Air
Cargojet Airways
Centurion Air Cargo
Delta Air Lines
Evergreen International Airlines
FedEx
First Air
Florida West International Airways
Hawaiian Airlines
Kalitta Air
Kelowna Flightcraft
LAN Airlines
LAN Argentina
LAN Cargo
LAN Cargo Colombia
LAN Colombia
2
16
4
4
4
6 (10)
4
4
138
6
72
54
12
8
6
16
4
12
12
4
6
6
4
4
2
22
10
4
6
16
2
8
62
4
20 (34)
10
6
48
2
2
Total 1,442 (108)

64
2
8
42
20
140
6
10
76
4
12
118
4
433 (92)
2
4
8
28
12
66 (6)
4
4
4
6
MasAir
National Airlines
North American Airlines
Omni Air International
Polar Air Cargo
SBA Airlines
Solar Cargo
Southern Air
TAB Airlines
TAM Cargo
TAM Linhas Aereas
Tampa Cargo
United Airlines
UPS Airlines
US Airways
General Electric GE90

Africa
Air Austral
Ceiba Intercontinental
Egyptair
Ethiopian Airlines
Kenya Airways
Total 1,382 (588)

Total 44 (24)
6
2
12
14 (14)
(4)
10 (6)
Total 816 (414)
Air China
Air India
Air New Zealand
Cathay Pacific
China Airlines
Emirates Airline
Etihad Airways
Eva Air
Garuda Indonesia
Hong Kong Airlines
Iraqi Airways
Japan Airlines
Jet Airways
Korean Air
Kuwait Airways
Philippine Airlines
Qatar Airways
Saudia
Singapore Airlines
Vietnam Airlines
Virgin Australia International
26 (12)
38 (6)
10 (4)
38
4 (4)
62 (54)
(20)
12
28 (12)
210 (138)
32 (10)
30 (12)
2 (20)
(12)
2
48
10
28 (14)
4
18 (10)
10 (2)
68 (16)
58 (28)
38 (16)
18 (20)
(4)
12
10
TNT Airways
North/South America
Aeromexico
Air Canada
American Airlines
Delta Air Lines
FedEx
LAN Cargo
Southern Air
TAM Linhas Aereas
United Airlines
General Electric GEnx

Africa
Arik Air
Ethiopian Airlines
Kenya Airways
Royal Air Maroc

Air China
Air India
Cathay Pacific
Etihad Airways
Hainan Airlines
Japan Airlines
Korean Air
Nippon Cargo Airlines
Qantas
Qatar Airways
Royal Jordanian
Saudia
Uzbekistan Airways
Europe

AeroLogic
Air France
Alitalia
Austrian
British Airways
Lufthansa Cargo
Nordwind Airlines
Total 324 (86)

8 (32)
16
128 (6)
20
8
66 (4)
44 (4)
(10)
4
6
24 (30)
Total 198 (64)

8
36 (10)
12 (28)
20
46 (18)
8
8
16 (8)
44
Total 158 (936)

Total 2 (66)
(22)
2 (18)
(8)
(8)
Total 56 (494)
(20)
(2)
32 (20)
(20)
(82)
(20)
(76)
12 (56)
8 (48)
(30)
(50)
(22)
4 (4)
(4)
Total 80 (146)
Air Berlin
AirBridgeCargo
Azerbaijan Airlines
Cargolux
Global Supply Systems
Lufthansa
Thomson Airways
(36)
12 (8)
(4)
32 (20)
12
24 (52)
(26)
North/South America
Total 20 (230)
Aeromexico
Air Canada
American Airlines
Atlas Air
Polar Air Cargo
United Airlines
Europe
4
8
10
14
28
2
3
8
3
8
14
8
42
193 (10)
20
(30)
(74)
(84)
12 (4)
8
(38)
Honeywell LF507
Africa
Air Botswana
Air Libya
Airlink

Mahan Air
National Jet Express
Tajik Air
Uzbekistan Airways
Europe
Atlantic Airways (Faroe Islands)
Brussels Airlines
Cityjet
Khors Aircompany
Malmo Aviation
Swiss European Air Lines
Titan Airways
North/South America
Aerovias DAP
IAE V2500
Africa
Almasria Universal Airlines
Egyptair
Nesma Airlines
Nile Air
Sudan Airways
Tarco Air

Air Astana
Air Bishkek
Air Busan
Air China
Air India
Air Macau
Air New Zealand
AirCalin
Asiana Airlines
ATA Air
Bangkok Airways
Cambodia Angkor Air
Capital Airlines
Chongqing Airlines
Citilink
Dragonair
Etihad Airways
Eva Air
Golden Myanmar Airlines
Total 384
Total 52
8
8
36
Total 56
16
28
4
8
Total 272
8
52
76
4
48
80
4
Total 4
4
Total 4,460 (1,410)

Total 82 (40)
8
34
6
4
26 (40)
2
2
Total 1,932 (812)

22 (6)
2
8
64 (16)
40
32
34 (20)
2
64 (6)
4
26
8
54
118 (82)
286 (72)
16
12
42 (2)
36 (34)
10
2
Gulf Air
IndiGo
Iran Air
Iraqi Airways
Israir
Jetstar
Jetstar Asia
Jetstar Hong Kong
Jetstar Japan
Jetstar Pacific Airlines
Kam Air
Kingfisher Airlines
Mahan Air
Mandala Airlines
Mihin Lanka
Nasair
Philippine Airlines
Qatar Airways
Royal Brunei Airlines
Royal Jordanian
Saudia
Seair
Shenzhen Airlines
Sichuan Airlines
SilkAir
Skywest Airlines (Australia)
Skywings Asia Airlines
SriLankan Airlines
Syrianair
Thai Smile
Tianjin Airlines
Tiger Airways
Tiger Airways Australia
TransAsia Airways
U Airlines
UNI Air
ValuAir
Vietnam Airlines
West Air (China)
Yemenia
Zagros Airlines
Zest Air
Europe
Adria Airways
Aegean Airlines
Air Moldova
Air VIA
Astra Airlines
Atlasjet Airlines
Belle Air
Belle Air Europe
BH Air
Bingo Airways
British Airways
Cyprus Airways
EasyJet
Finnair
Freebird Airlines
Germanwings
Khors Aircompany
Kolavia - MetroJet
Livingston Compagnia Aerea
Lufthansa
Meridiana fly
Monarch Airlines
Nordwind Airlines
Novair
Onur Air
SAS
Small Planet Airlines (Poland)
Thomas Cook Airlines Belgium
Transavia Airlines
8
132 (44)
4
4
4 (2)
118 (48)
32
(34)
22 (30)
10
2
(134)
2
14 (52)
22
6
10
4
(68)
90 (2)
12
28
4
10
4
48 (8)
136 (28)
46 (2)
4
4
6
10
12 (28)
4
42 (30)
22 (16)
18 (12)
2
12
8
88 (20)
18
4 (16)
2
22
Ural Airlines
Vueling Airlines
Wizz Air
Wizz Air Ukraine
WOW air
Yamal Airlines
North/South America
Delta Air Lines
FlyAruba
JetBlue Airways
LAN Airlines
LAN Argentina
LAN Colombia
LAN Ecuador
LAN Peru
Mexicana
Sky Airline
Spirit Airlines
Taca Costa Rica
Taca Peru
TAM Linhas Aereas
TAME
United Airlines
US Airways
Volaris
2
28 (10)
8
78 (64)
6 (2)
4
8
Total 1,462 (418)

112
2
254 (88)
22
24
10
12
44
(8)
10
98 (46)
24
30 (26)
8
154 (80)
10
304 (84)
260 (76)
84 (10)
Total 984 (140)

6
58 (10)
2
2
2
22
8
2
2
4
218 (20)
18
(2)
(10)
10
48 (4)
4
12
10
124 (4)
6
38 (4)
10
6
42
36
6
2
2
150 (10)
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Ivchenko-Progress AI-25
Bek Air
East Kazakhstan Region Air Enterprise
Euro-Asia Air
Semeyavia
Syrianair
Zhetysu Aviakompania
Zhezair
Europe
Aerobratsk
AK Bars Aero
Amur Airlines
Bylina
Center-South Airlines
Constanta Airlines
Khabarovsk Airlines
Petropavlovsk-Kamchatsky Air Enterprise
Severstal Aircompany
Tulpar Air
UTair
Yuzhmashavia
North/South America
Aerocaribbean
Ivchenko-Progress D-18
Europe
Antonov Airlines
Maximus Airlines
Polet Airlines
Volga-Dnepr Airlines
Ivchenko-Progress D-36
Africa
Badr Airlines
Green Flag Aviation
Tarco Air

Irtysh Air
SCAT
Yas Air
Europe
Antonov Airlines
Ayk Avia
Cavok Air
FGUAP MCHS Rossii
Grozny-Avia
Izhavia Udmurtia
KrasAvia
Motor Sich Airlines
Saravia
Shar Ink
Total 120
Total 48
9
6
6
6
12
6
3
Total 69
3
3
9
3
3
3
12
9
9
6
6
3
Total 3
3
Total 94
Total 94
34
4
16
40
Total 153
Total 16
2
2
12
Total 10
3
3
4
SKYnet.aero
South Airlines (Armenia)
Tatarstan Air
Tulpar Air
Uktus Avia Company
UTair
UTair Cargo
Ivchenko-Progress D-436-148
Air Koryo
Europe
Angara Airlines
Polet Airlines
North/South America
Cubana
Kuznetsov Design NK-8

Air Koryo
Kaz Air Trans JSC
3
6
3
6
2
12
12
Total 32 (12)
Total 2 (4)
2 (4)
Total 28 (4)
6 (4)
4
12
6
Europe
Total 96
Astra Airlines
Bulgaria Air
Pan Air
Titan Airways
TNT Airways
WDL
8
4
32
4
32
16
North/South America
Total 48
Aerovias DAP
North Cariboo Air
Star Peru
8
4
36
2 (4)
Total 9
Total 9
6
3
Total 308
Total 60
Air Annobon
Air Botswana
Air Libya
Cronos Airlines
Daallo Airlines
Fly Tanzania
Regional Air Services
Starbow
4
8
8
12
4
4
4
16
Avia Traffic Company

Aviastar Mandiri
Mahan Air
Manunggal Air
32
8
4
4
Total 2 (4)
Lycoming ALF502
Africa
National Jet Express

Nusantara Air Charter
Skyjet Airlines
Vincent Aviation
Total 104
8
12
24
12
Powerjet SaM146
Kartika Airlines
Lao Central Airlines
Sky Aviation
Europe
Transaero Airlines
UTair
Yakutia Airlines
North/South America
Interjet
Total 26 (234)
Total 4 (86)
(60)
2 (4)
2 (22)
Total 22 (108)
18 (40)
(8)
(12)
(48)
4
Total (40)
(40)
Total 127
2
6
2
7
18
15
3
2
24
4
Pratt & Whitney JT3D

Africa
Total 44
Total 32
Airlift International of Ghana

Meridian Airways
Stars Away Aviation
Trans Air Cargo Services
12
8
4
8

Expo Aviation
North/South America

Africa
Africa Charter Airline
Africa West Cargo
African Express Airways
Air Burkina
Air Libya
Air Memphis
Air Tanzania
Air Uganda
Air Zimbabwe
Allegiance Airways - Gabon
Allied Air Cargo
Ariella Airlines
Armi Global Business Airways
Associated Aviation
Astral Aviation
Avstar Aviation
Blue Sky Airways
Canadian Airways Congo
Daallo Airlines
DANA Air
D-Connection
Emirate Touch Aviation Services
Exclusive Alliance
Ghadames Air Transport
Gomair
Interair
JedAir
Jubba Airways
Karinou Airlines
Mistral Aviation
Pegase Aviation
Services Air
Star Air Cargo
Sun Air
Tango Airways
Trans Air Congo
WDA - Wimbi Dira Airways
Will Airlift

AIRFAST Indonesia
ATA Air
AVE.COM
Caspian Airlines
East Air
Express Air
Far Eastern Air Transport
Gading Sari Aviation Services
Iran Airtours
Iraqi Airways
Jayawijaya Dirgantara
Total 4
4
Total 8
8
Total 1,841
Total 163
11
2
9
4
5
4
2
6
2
2
9
2
2
3
4
2
2
4
2
6
2
3
4
2
7
2
2
4
2
2
4
2
12
2
8
4
4
2
8
2
2
Total 279
8
9
12
4
10
2
4
14
4
22
12
6
2
Kam Air
Kish Air
K-Mile Air
Lankan Cargo
Neptune Air
Omega Aircompany
RPX Airlines
Safi Airways
Seair International
SKA Air & Logistics (SkyLink Arabia)
SNAS Aviation
Sriwijaya Air
Star Air Aviation
Taban Air
TAC Airlines
Transmile Air
Tri MG Airlines
Trigana Air
United Airways
Vision Air International
Zagros Airlines
Europe
Aviatrans K
Bulgarian Air Charter
DAT - Danish Air Transport
Khors Aircompany
Medallion Air
Meridiana fly
SAS
SAT Airlines
Swiftair
Tend Air
Transavia France
North/South America
Aeronaves TSM
Aeropostal
Aerosucre Colombia
Air Class Lineas Aereas
Air Inuit
Air North
Allegiant Air
Aloha Air Cargo
American Airlines
Amerijet International
Ameristar Charters
Andes Lineas Aereas
ARjet Airlines
Aserca Airlines
Asia Pacific Airlines
Avior Airlines
Canadian North
Cargojet Airways
Conviasa
CV Cargo
Delta Air Lines
Dutch Antilles Express
Estelar Latinoamerica
Everts Air Alaska
Falcon Air Express
FedEx
First Air
Global Air
Gulf & Caribbean Air
InselAir
InselAir Aruba
Kalitta Charters II
Kelowna Flightcraft
LASER
Lineas Aereas Suramericanas
Magnicharters
Nolinor Aviation
Northeast Bolivian Airlines
Northern Air Cargo
PAL Airlines
PanAir Cargo
10
16
9
3
3
3
6
4
2
2
3
12
22
2
10
2
23
8
6
6
2
16
Total 94
4
16
2
4
4
20
22
4
8
8
2
Total 1305
12
10
14
3
4
4
114
8
368
15
10
10
2
22
9
12
16
27
4
3
268
8
6
6
2
51
14
4
9
10
2
28
36
16
24
4
6
2
6
4
3
Perla Airlines
Peruvian Airlines
Rio Linhas Aereas
Rutaca
Sierra Pacific Airlines
Sinami
Sky Airline
SkyWay Enterprises
Total Linhas Aereas
USA Jet Airlines
Venezolana
Vensecar Internacional
World Atlantic Airlines

Africa
Eritrean Airlines
FlyCongo
Interair
Kabo Air
MaxAir

Deta Air
Iran Air
Japan Airlines
Jet Asia Airways
Jordan Aviation
Kam Air
Safi Airways
Solitaire Air
Uni-Top Airlines
Vision Air International
Europe
Transaero Airlines
North/South America
Atlas Air
FedEx
Kalitta Air
Pratt & Whitney PW1000G

Cebu Pacific Air
GoAir
IndiGo
Korean Air
Qatar Airways
TransAsia Airways
Europe
airBaltic
Lufthansa
Malmo Aviation
Norwegian
Swiss
North/South America
2
10
18
12
4
4
16
2
18
16
12
9
6
Total 189
Total 34
2
2
2
12
16
Total 83
3
24
14
6
2
2
12
2
2
12
4
Total 8
8
Total 64
8
8
48
Total (1,530)
Total (678)
(30)
(60)
(144)
(300)
(20)
(100)
(24)
Total (360)
(100)
(20)
(60)
(20)
(100)
(60)
Total (492)
Hawaiian Airlines
JetBlue Airways
Republic Airways Holdings
SkyWest Airlines
Trans States Holdings
Pratt & Whitney PW2000

Africa
Ethiopian Airlines
TACV - Cabo Verde Airlines

Shanghai Airlines
Tajik Air
Uzbekistan Airways
Europe
Air Bashkortostan
Finnair
Nordwind Airlines
OpenSkies
UTair
VIM Airlines
North/South America
(32)
(80)
(80)
(200)
(100)
Total 718
Total 14
12
2
Total 38
4
20
4
10
Total 60
6
8
14
4
12
16
Total 606

Delta Air Lines
DHL Aero Expreso
FedEx
United Airlines
UPS Airlines
6
324
6
22
178
70

Total 24
Total 2
Express Air
Europe
Air Vallee
Sun-Air of Scandinavia
North/South America
Calm Air
Key Lime Air

Africa
Air Madagascar
Air Zimbabwe
AV Cargo Airlines
Camair Co
Egyptair
Ethiopian Airlines
Sudan Airways

Air Astana
Air China
Air China Cargo
Air Hong Kong
Air India
Air Niugini
Total 18
4
14
Total 4
2
2
Total 2282 (72)

Total 39
2
2
3
2
6
20
4
Asiana Airlines
Business Air
Cathay Pacific
China Airlines
El Al
Etihad Airways
Fiji Airways
Hainan Airlines
Hong Kong Airlines
Iraqi Airways
Japan Airlines
Jet Asia Airways
Jordan Aviation
Kingfisher Airlines
Korean Air
Lion Air
Mahan Air
Malaysia Airlines
Maximus Air
Nasair
Qatar Airways
Royal Jordanian
Saudia
Shanghai Airlines
Silk Road Cargo Business
Singapore Airlines Cargo
TMA
United Airways
Uzbekistan Airways
Vietnam Airlines
Yemenia
Europe
Air Greenland
Air Berlin
Arkefly
Austrian
Brussels Airlines
Cargolux
Condor
Corsair
Edelweiss Air
EuroAtlantic airways
Hi Fly
Ifly
LOT Polish Airlines
Martinair
MNG Airlines
Nordwind Airlines
Orenair
Pullmantur Air
SATA International
TAP Portugal
TAROM
Transaero Airlines
48 (4)
4
4
48
36
12
6
30 (4)
44
2
8
6
12
4
44
2
2
(30)
242 (12)
8
2
42 (6)
6
4
8
6
2
6
26
8
2
48
40
2
4
18 (4)
26
6
North/South America
Total 993
ABX Air
Aeromexico
Air Canada
Air Caraibes
Atlas Air
Boliviana de Aviacion
Caribbean Airlines
Delta Air Lines
Evergreen International Airlines
FedEx
Hawaiian Airlines
LAN Airlines
Omni Air International
SBA Airlines
Sky Lease Cargo
Southern Air
TAM Linhas Aereas
United Airlines
UPS Airlines
US Airways
World Airways

North/South America
Avianca (Brazil)
4
10
18
10
16
2
4
196
8
144
22
2
4
4
15
8
28
270
187
18
23
Total 20
Total 20
20
Total 240
2
26
4
12
6
8
8
18
16
2
4
28
2
2
2
22
2
2
6
12
2
12
2
36
4
Total 1010 (72)

(8)
54
44
4
20
4
66 (4)
Rolls-Royce AE 3007
Africa
Africa World Airlines
Air 26
Air Namibia
Air Taraba
Airjet Angola
Airlink
ALS Limited
Associated Aviation
Diexim Expresso
Equaflight Service
Mocambique Expresso
Punto Azul
Solenta Aviation
Swaziland Airlink
Total 1,446
Total 70
4
6
8
2
2
22
6
2
2
2
4
2
6
2
Total 92

China Eastern Airlines Jiangsu
JetGo Australia
NovoAir
Rotana Jet
Tianjin Airlines
10
10
12
6
4
4
46
Europe
Air Europa
bmi Regional
Dniproavia
Eastern Airways
Hop
Luxair
Pan Europeenne Air Service
PGA - Portugalia Airlines
Regional
Total 132
2
36
6
10
40
12
4
16
2
4
North/South America
Total 1152
Aeromexico Connect
American Eagle Airlines
Chautauqua Airlines
ExpressJet Airlines
IBC Airways
Satena
Trans States Airlines
66
384
140
502
4
4
52
Rolls-Royce Tay
Africa
CAA - Compagnie Africaine d'Aviation
IRS Airlines
Skyward International Aviation

Air Bagan
Air Niugini
Alliance Airlines
Bek Air
Caspiy
Iran Air
Iranian Naft Airlines
Kish Air
Network Aviation Australia
Pelita Air Service
Qeshm Airlines
Skywest Airlines (Australia)
Transwisata Air
Vietnam Airlines
Europe
26
12
Europe
Total 38
Blue1
Volotea
North/South America
Hawaiian Airlines
Southwest Airlines
18
20
Total 212
36
176
2
12
42
4
4
24
34
8
6
20
4
8
2
20
2
4
Total 148
North/South America
Total 38
Air Panama
Avianca (Brazil)
Dutch Antilles Express
Mais Linhas Aereas
4
26
6
2
QantasLink
Total 196
6
2
12
52
10
12
6
48
Cairo Aviation
ECAir
Ethiopian Airlines
MaxAir
Total 288
Total 38
2
10
2
Carpatair
Excellent Air (Malta)
Helvetic Airways AG
KLM cityhopper
Montenegro Airlines
PGA - Portugalia Airlines
Trade Air
Tyrolean Airways
Rolls-Royce RB211
Africa
Rolls-Royce BR700
Total 396
Total 14
Air Astana
Air China
Air China Cargo
Air Hong Kong
Arkia
Askari Aviation
Barq Aviation
Blue Dart Aviation
Cathay Pacific
DHL International Aviation EEMEA
Mega Maldives Airlines
Total 1,469 (8)

Total 14
2
2
6
4
Total 275 (8)

10
8
(8)
12
4
6
3
10
64
24
6
2

Nepal Airlines
Qantas
Safi Airways
Saudia
SCAT
SF Airlines
Sunday Airlines
Tasman Cargo Airlines
Xiamen Airlines
Europe
Azerbaijan Airlines
British Airways
Cargolux
Condor
DHL Air
Gestair Cargo
Icelandair
Ifly
Jet2
Monarch Airlines
OpenSkies
Privilege Style
Silk Way Airlines
Thomson Airways
Titan Airways
TNT Airways
Transaero Airlines
UTair
Yakutia Airlines
4
4
2
16
46
2
8
6
14
2
2
8
12
Total 582
8
250
32
26
44
22
4
38
10
22
6
2
4
12
28
2
32
4
4
16
6
10
North/South America
Total 598
Allegiant Air
American Airlines
Cargojet Airways
FedEx
Fly Jamaica
Morningstar Air Express
National Airlines
SBA Airlines
United Airlines
UPS Airlines
US Airways
12
202
2
110
2
10
2
6
124
80
48
Rolls-Royce Spey
Africa
Safari Air Express

Myanma Airways
Pelita Air Service
Rolls-Royce Trent
Africa
Afriqiyah Airways
Air Namibia
Air Seychelles
Arik Air
Egyptair
Ethiopian Airlines
Kenya Airways
Libyan Airlines
Total 8
Total 2
2
Total 6
2
2
2
Total 2,106 (2,060)

Total 90 (70)
(20)
(4)
4
8
22 (2)
(24)
8
(8)
48
Tunisair

Air Astana
Air China
Air New Zealand
AirAsia X
Arkia
Asiana Airlines
Cathay Pacific
Cebu Pacific Air
China Airlines
China Eastern Yunnan
Dragonair
El Al
Emirates Airline
Etihad Airways
Fiji Airways
Garuda Indonesia
Gulf Air
Hainan Airlines
Hong Kong Airlines
Kingfisher Airlines
Malaysia Airlines
Oman Air
Philippine Airlines
Qantas
Qatar Airways
Royal Brunei Airlines
Saudia
Scoot
Shanghai Airlines
Sichuan Airlines
Singapore Airlines
Skymark Airlines
SriLankan Airlines
TransAsia Airways
Vietnam Airlines
Virgin Australia
Yemenia
Europe
Aer Lingus
Air Europa
Alitalia
Azerbaijan Airlines
British Airways
Corsair
Edelweiss Air
euroAtlantic airways
Finnair
Iberia
Icelandair
LOT Polish Airlines
Lufthansa
MNG Airlines
Monarch Airlines
Norwegian
SAS
(12)
Total 1,264 (1,264)

(6)
72 (64)
16 (20)
18 (54)
(76)
(4)
(84)
108 (118)
(8)
(28)
72 (12)
4
48
36
12
128 (140)
92 (32)
2 (4)
32 (38)
12 (12)
40
16 (36)
(10)
56
8
14 (12)
(40)
48 (32)
22 (160)
8 (10)
18 (8)
8
4
10 (4)
216 (126)
(30)
14
108 (48)
4
(28)
12
2
4 (20)
Total 540 (370)

(18)
44 (44)
10 (16)
(24)
8
38 (96)
8
4
2
(22)
68
(2)
2 (12)
172 (30)
(6)
4
(16)
8
Swiss
TAP Portugal
Transaero Airlines
XL Airways France
North/South America
Air Canada
Air Transat
American Airlines
Avianca
Avianca (Brazil)
Conviasa
Delta Air Lines
Hawaiian Airlines
LAN Airlines
Taca Peru
TAM Linhas Aereas
Tampa Cargo
United Airlines
US Airways
26 (2)
(24)
8
6
18
28 (4)
80 (54)
6
Total 212 (356)

16
22
94
18 (36)
(20)
2
16 (36)
24 (32)
(58)
2
(54)
4 (10)
(50)
14 (60)
soloviev D-30
Africa
Total 621
Total 52
Alfa Airlines
Almajara Aviation
Badr Airlines
El Dinder Aviation
Global Air
GR Avia
Green Flag Aviation
Lina Congo
Victoria Air
4
4
8
8
4
12
4
4
4

Air Almaty
Air Koryo
Air Trust Air Company
Al Naser Airlines
Asia Airways
Click Airways
East Wing
Eastern Express
Jordan International Air Cargo
Kaz Air Trans JSC
Khatlon Air
Kyrgyzstan
Pouya Air
SAT Airlines (Kazakhstan)
Sayakhat
SilkLine Air
Skybus
Syrianair
Tajik Air
TAPC Aviatrans
Uzbekistan Airways
Total 203
4
28
16
4
8
4
4
12
4
3
20
9
8
2
3
12
3
16
3
8
12
20
Europe
Total 366
Abakan-Avia
Aerotranscargo
Air Armenia
Alrosa Mirny Air Enterprise
Aviacon Zitotrans
Azal Avia Cargo
Belavia
Center-South Airlines
FGUAP MCHS Rossii
Grixona Air
Jet-Star
KAPO - Gorbunova
Katekavia
Kosmos Airlines
Maximus Airlines
Ruby Star
Russian Sky
Shar Ink
Silk Way Airlines
Tatarstan Air
Trans Avia Export Cargo Airlines
Turan Air
UTair
UTair Express
Yakutia Airlines
Yuzhmashavia
ZetAvia
12
12
8
30
24
4
9
12
4
4
16
16
4
14
8
4
12
12
28
6
20
6
45
12
12
8
24
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special REPORt

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Engine manufacturer ranking

A total of 1,278 CFM engines were fitted 6,000

A380 engine manufacturer share

NOTES: At 31 December 2012. Excludes corporate and

767 engine manufacturer share

NOTES: *At 31 December 2012

Excludes corporate and military operators

commercial engines 2013

The A320 family engine manufacturer

International Aero Engines

International Aero Engines

Total delieveries: 448

Pratt & Whitney

Total backlog: 3,620

The Airbus A330 engine manufacturer

A total of 30 A380s were delivered in

The Boeing 767 can be powered by

Pratt & Whitney

Pratt & Whitney

commercial engines 2013

commercial engines 2013

787 and 747-8 introduced a combined blade and disc or blisk

commercial engines 2013

Total backlog: 1,172

NOTES: *Bombardier's backlog includes CSeries. **Comac ARJ21.

commercial engines 2013

manufacturers aspirations in the regional marketplace, says Aboulafia. If

develop the only

SOURCE: Flightglobals Ascend Online database

While it might be too

HOW THE RIVALS COMPARE

Embraer re-engined E-175

Embraer re-engined E-190

Embraer re-engined E-195

Embraer re-engined E-195 stretch

commercial engines 2013

too much choice

Another aircraft for airlines to assess when

Regional jet total: 128

With the attention and resources of regional

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Pratt & Whitney