The first complete engine tests will begin in August

While Airbus and Boeing are still questioning the opportunity to launch a version equipped with more powerful engines for the B737 and A320, the fight has already begun between the engine manufacturers. French Safran and its partner of CFM, the American General Electric, the British Rolls-Royce and Pratt & Whitney American already each have their new engines, that will provide a consumption of at least 15 gain. But the most advanced and most aggressive seems to be Pratt & Whitney.

While its competitors are intended for a first operational engine by 2015, the subsidiary of UTC is committed to provide its new Pure Power to the future aircraft medium-haul Bombardier's CSeries as early as 2013. "We now have the most advanced engine, which offers the best performance and least technological uncertainties", said David Hess, President of Pratt & Whitney, in an interview with the "echoes". "We have already accumulated more than 400 hours of tests with the demonstrator, with results extremely positive." The first complete engine tests will begin in August.

According to David Hess, the new engine, based on the technology of the turbofan to reducer (WGF), provide a gain of "16 " fuel consumption compared to the current engines for the A320, as soon as the first versions delivered to Bombardier. It will reduce all CO2 emissions, decrease of 50 to 60 of nitrogen oxide emissions and remove half of the noise. And his performance will be still improved thereafter. "Our plan of technological procedures to improve by 1 per year fuel consumption, so as to reach 25 by 2025", says the pattern of Pratt & Whitney.

The solution "more advanced".

This date of 2025 owes nothing to chance. It is contemplated by Airbus for the possible entry into service of the successor of the A320. It is also the one advanced by Snecma and GE for the entry into service of new type engine "open rotor", presented as the only technology to achieve this objective of 25.

That refutes David Hess: "the Leap X of CFM, which pushes the current technologies to their limits, the WGF is a technology for the future, which will allow to match the performance of"open rotor"in ten years.". Provided that "open rotor" track on the day, which I doubt.

Long viewed with suspicion by Airbus, the WGF visibly marked points with the European aircraft manufacturer. Tom Williams, Director of programs, recently declared that the GTF was the "most advanced" technology solution

"There is still less than a year, Airbus was not very favourable to the mtg, recognizes David Hess." But we conducted all tests and they have become more and more confident.

In addition, Pratt & Whitney is also able to accept Airbus the prospect of an end of IAE, the joint company formed with Rolls-Royce, Aero Engine Japanese and German MTU, which produces one of the two current A320 engines.

"Airbus has insisted that we stay in IAE, recognizes David Hess. But finally, they stated that they were ready to work with us. However, we have not yet fully surrendered to along us with Rolls-Royce. "And if they are not with us, we will continue to work with MTU and our Japanese partners," he says.

Remains to await the final decision of Airbus or Boeing to modernize their engines. Airbus will decide at the latest by the end of the year. In contrast, Boeing does not set deadline, evoking even the possibility to give more time to go directly to the successor of the B737. "I think that Airbus will decide re-engine's," said David Hess. The CSerie mark points and Airbus cannot stay without doing anything to 2025. If Airbus moves, Boeing will have to respond in turn, this year or next year.