How are the Pratt motors?
02-05-2021, 03:38 PM
#1
Gets Weekends Off
Thread Starter
Joined APC: Nov 2012
Position: 1900D CA
Posts: 3,486
How are the Pratt motors?
Frontier guy here.
We are switching from the CFM Leap to the Pratt GTF for our future Airbus orders.
I want to hear from you guys what your experience has been with them? How much has the reliability improved since the initial teething issues?
Do you know about engine changes, failures, fuel burns? Just curious. A little surprised that Frontier switched. I believe the switch had to do with making a common order with the other Indigo airlines.
We are switching from the CFM Leap to the Pratt GTF for our future Airbus orders.
I want to hear from you guys what your experience has been with them? How much has the reliability improved since the initial teething issues?
Do you know about engine changes, failures, fuel burns? Just curious. A little surprised that Frontier switched. I believe the switch had to do with making a common order with the other Indigo airlines.
02-05-2021, 03:46 PM
#2
That/It/Thang
Joined APC: Aug 2020
Posts: 2,954
Frontier guy here.
We are switching from the CFM Leap to the Pratt GTF for our future Airbus orders.
I want to hear from you guys what your experience has been with them? How much has the reliability improved since the initial teething issues?
Do you know about engine changes, failures, fuel burns? Just curious. A little surprised that Frontier switched. I believe the switch had to do with making a common order with the other Indigo airlines.
We are switching from the CFM Leap to the Pratt GTF for our future Airbus orders.
I want to hear from you guys what your experience has been with them? How much has the reliability improved since the initial teething issues?
Do you know about engine changes, failures, fuel burns? Just curious. A little surprised that Frontier switched. I believe the switch had to do with making a common order with the other Indigo airlines.
02-05-2021, 04:15 PM
#3
Gets Weekends Off
Joined APC: Oct 2017
Posts: 3,283
Frontier guy here.
We are switching from the CFM Leap to the Pratt GTF for our future Airbus orders.
I want to hear from you guys what your experience has been with them? How much has the reliability improved since the initial teething issues?
Do you know about engine changes, failures, fuel burns? Just curious. A little surprised that Frontier switched. I believe the switch had to do with making a common order with the other Indigo airlines.
We are switching from the CFM Leap to the Pratt GTF for our future Airbus orders.
I want to hear from you guys what your experience has been with them? How much has the reliability improved since the initial teething issues?
Do you know about engine changes, failures, fuel burns? Just curious. A little surprised that Frontier switched. I believe the switch had to do with making a common order with the other Indigo airlines.
but haven’t had to do a V1 cut in real life so I guess they are working good.
02-05-2021, 05:39 PM
#4
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Joined APC: Feb 2007
Position: Airplanes
Posts: 1,405
2000 lbs/hour a side vs 2500 on the IAE's if I remember on a 320
Quieter for sure but they growl like a prop slightly out of sync
Take awhile to start. About half our FO's know how to dual cool and half don't
I think the reliability is up but like the previous posters I haven't been flying so who knows
Quieter for sure but they growl like a prop slightly out of sync
Take awhile to start. About half our FO's know how to dual cool and half don't
I think the reliability is up but like the previous posters I haven't been flying so who knows
02-05-2021, 05:57 PM
#5
Gets Weekends Off
Joined APC: Jun 2019
Posts: 1,279
2000 lbs/hour a side vs 2500 on the IAE's if I remember on a 320
Quieter for sure but they growl like a prop slightly out of sync
Take awhile to start. About half our FO's know how to dual cool and half don't
I think the reliability is up but like the previous posters I haven't been flying so who knows
Quieter for sure but they growl like a prop slightly out of sync
Take awhile to start. About half our FO's know how to dual cool and half don't
I think the reliability is up but like the previous posters I haven't been flying so who knows
02-05-2021, 08:21 PM
#6
Gets Weekends Off
Joined APC: Jan 2018
Posts: 1,796
They burn about a gallon a minute less than the CEO’s. Dual cooling is easy. Turn the Start/Ignition knob to ... Start, wait for dual cooling to pop up on the upper ECAM and then press the Dual Cooling Switch on the over head before moving a master switch. Very quiet.
02-06-2021, 03:25 AM
#7
Gets Weekends Off
Joined APC: Jun 2006
Posts: 489
I don’t single engine taxi NEOs after pushing off the gate because it takes so long to get the engine started. The push crew is disconnecting and waved off and the engine is still cooling and hasn’t started the engine start process yet.
soirit plans us with less fuel for a NEO than the CEOs that would normally make you squirmy. that takes some getting used to, because mentally you’re looking for a certain number. But the lower number is sufficient for a NEO just not a CEO.
First time you go from THR CLB / CLB to MACH / ALT CRZ you’ll swear you just had a dual engine failure because the engines sound like they just spooled down and shut down as if you parked at the gate and turned the engine masters off. Either that or it sounds like the prop sync failed on a turbo prop.
Have to learn to wait for the COOLING numbers to come up after turning the switch to IGN / START before pushing DUAL COOL. Then the dual cooling will work. Otherwise you’ll get the DUAL COOL NOT AVAIL ecam that directs you to turn it off.
I think for the first two years we had our 5 NEOs they did 58 engine changes and some planes were parked for a year due to engine supply shortages. Have no idea if we’re still doing the same rate of engine changes but the replacement engine supply is greater now that there are more Pratt 320 NEOs out there. It appears the A220 Pratt’s are having the same issues.
the lowest burn I’ve seen was at 390 with 70 pax on board burning 1600-1700lbs per engine at M0.80. That’s like RJ fuel burns. But the norm seems to be 2000-2200lbs per engine.
soirit plans us with less fuel for a NEO than the CEOs that would normally make you squirmy. that takes some getting used to, because mentally you’re looking for a certain number. But the lower number is sufficient for a NEO just not a CEO.
First time you go from THR CLB / CLB to MACH / ALT CRZ you’ll swear you just had a dual engine failure because the engines sound like they just spooled down and shut down as if you parked at the gate and turned the engine masters off. Either that or it sounds like the prop sync failed on a turbo prop.
Have to learn to wait for the COOLING numbers to come up after turning the switch to IGN / START before pushing DUAL COOL. Then the dual cooling will work. Otherwise you’ll get the DUAL COOL NOT AVAIL ecam that directs you to turn it off.
I think for the first two years we had our 5 NEOs they did 58 engine changes and some planes were parked for a year due to engine supply shortages. Have no idea if we’re still doing the same rate of engine changes but the replacement engine supply is greater now that there are more Pratt 320 NEOs out there. It appears the A220 Pratt’s are having the same issues.
the lowest burn I’ve seen was at 390 with 70 pax on board burning 1600-1700lbs per engine at M0.80. That’s like RJ fuel burns. But the norm seems to be 2000-2200lbs per engine.
Last edited by bruhaha; 02-06-2021 at 03:44 AM.
02-06-2021, 07:43 AM
#8
Gets Weekends Off
Joined APC: Oct 2018
Posts: 180
I don’t single engine taxi NEOs after pushing off the gate because it takes so long to get the engine started. The push crew is disconnecting and waved off and the engine is still cooling and hasn’t started the engine start process yet.
soirit plans us with less fuel for a NEO than the CEOs that would normally make you squirmy. that takes some getting used to, because mentally you’re looking for a certain number. But the lower number is sufficient for a NEO just not a CEO.
First time you go from THR CLB / CLB to MACH / ALT CRZ you’ll swear you just had a dual engine failure because the engines sound like they just spooled down and shut down as if you parked at the gate and turned the engine masters off. Either that or it sounds like the prop sync failed on a turbo prop.
Have to learn to wait for the COOLING numbers to come up after turning the switch to IGN / START before pushing DUAL COOL. Then the dual cooling will work. Otherwise you’ll get the DUAL COOL NOT AVAIL ecam that directs you to turn it off.
I think for the first two years we had our 5 NEOs they did 58 engine changes and some planes were parked for a year due to engine supply shortages. Have no idea if we’re still doing the same rate of engine changes but the replacement engine supply is greater now that there are more Pratt 320 NEOs out there. It appears the A220 Pratt’s are having the same issues.
the lowest burn I’ve seen was at 390 with 70 pax on board burning 1600-1700lbs per engine at M0.80. That’s like RJ fuel burns. But the norm seems to be 2000-2200lbs per engine.
soirit plans us with less fuel for a NEO than the CEOs that would normally make you squirmy. that takes some getting used to, because mentally you’re looking for a certain number. But the lower number is sufficient for a NEO just not a CEO.
First time you go from THR CLB / CLB to MACH / ALT CRZ you’ll swear you just had a dual engine failure because the engines sound like they just spooled down and shut down as if you parked at the gate and turned the engine masters off. Either that or it sounds like the prop sync failed on a turbo prop.
Have to learn to wait for the COOLING numbers to come up after turning the switch to IGN / START before pushing DUAL COOL. Then the dual cooling will work. Otherwise you’ll get the DUAL COOL NOT AVAIL ecam that directs you to turn it off.
I think for the first two years we had our 5 NEOs they did 58 engine changes and some planes were parked for a year due to engine supply shortages. Have no idea if we’re still doing the same rate of engine changes but the replacement engine supply is greater now that there are more Pratt 320 NEOs out there. It appears the A220 Pratt’s are having the same issues.
the lowest burn I’ve seen was at 390 with 70 pax on board burning 1600-1700lbs per engine at M0.80. That’s like RJ fuel burns. But the norm seems to be 2000-2200lbs per engine.
F9 plans us to land around 5k fuel for NEO vs 7K fuel with the CEO, is that similar to what you guys are landing with?
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