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Eclipse 500 jet), it will begin
production with a backlog of
over 3,000 units,
and one will pop
out the door at
Pratt & Whitney
Canada’s plant in
Montreal every
eight hours.
Turn time for
an overhaul will
be considerably
reduced from the
40-45 days for a
traditional engine, and the hot
section inspection will be performed
on-wing.
“The aftermarket influenced
the design from the beginning
to support the maintainability of
the PW600 engine,” says
Benoît Brossoit, vp for service
centers at P&WC.
“It is very simplified, very
modular, and we found a way to
leverage that modularity in the
aftermarket.”
Maintenance teams have
been “overhauling” a cardboard
mockup under P&WC’s state of
the art Production Preparation
Planning simulation program
with the goal of demonstrating
disassembly, overhaul and
reassembly “in a single digit
number of days,” says Brossoit.
For such a small engine
(its takeoff thrust ranges from
900 to 1,350-lbs. for the Eclipse
and for the Cessna Mustang)
the PW600 is producing some
very large challenges.
For a start, customers
will expect
the same high
quality of maintenance
response as
for any other
P&WC corporate
jet engine.
“The whole
business model is
based on a very
high level of
service at a very low cost,” notes
Brossoit, a concept that is
driving a lot of innovative
thinking at Pratt Canada.
“We believe we can do it; we
certainly don’t intend to lose
money on this.
“We are finding that what
was impossible yesterday suddenly
becomes possible today.” .
Lessons learned on how to
achieve step-change reductions
in maintenance costs, from
initial engine design to field
service, will be driven back into
Pratt & Whitney’s existing lines
wherever possible, making the
company even more competitive,
Brossoit says.
PW600 Sets Pace in MRO
P&W’s Pennito Speaks Here at MRO
www.AviationNow.com Sponsored by Pratt & Whitney April 2005
Jim Pennito, engineering
director for aftermarket services
at Pratt & Whitney, will
speak here Thursday morning
on ways his company is
reducing cost of engine ownership
through innovative repairs.
Pratt scours the world for
new and emerging technologies
to enable new repairs,
and challenges its engineers
to come up with new or better
repairs to return a part to
service, Pennito says.
He is participating in the
panel “Everything you always
wanted to know about engine
MRO” at 10.30 a.m.
PWC’s Benoît Brossoit.
C-17: a watershed contract for military MRO.
Pratt &Whitney MRO
Hard Choices for Delta to Be
‘Right Airline for the New Era’
Delta Air Lines said at the close of March that
it hoped to save $240 million over five years
by having its Technical Operations arm farm its
heaviest airframe work to Miami’s Avborne
(MD-88 and -90 jets) and to Air Canada Tech
Services of Vancouver (757s and 767s).
“Technical Operations,” said senior vp
Tony Charaf, “has been doing its part to determine
how we will help Delta become the right
airline for the new era.”
Delta will continue to
maintain its JT8D-219
engines. “We conducted
the same analysis on the
JT8D-219 engines as
was conducted on heavy
maintenance,”Charaf
said. “After a diligent, fact-based analysis, we
determined that the numbers were not compelling
enough to send outside. Therefore, the
219 engines will be kept in-house.”
Charaf noted that the transition will be a
painful one. The Technical Operations reorganization
will result in the loss of 1,600 to 2,000
jobs out of 6,000 to 7,000 positions being cut
by the carrier as a whole.
“Many airlines have already taken the steps
Delta is taking today, and I believe many more
will follow,” Charaf said. “Our costs must be
reduced and we must remain competitive...
we must not stick our head in the sand and pretend
that the airline business hasn’t changed.”
“We must acknowledge how the industry is
evolving,” Charaf said, “identify trends and
make decisions which contribute to Delta’s
return to viability. “In the end, what must be
　
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