Airlines are increasingly turning away from Rolls-Royce engines in favor of General Electric’s GEnx, primarily due to ongoing issues with the Trent 1000 engines that have plagued many Boeing 787 operators. British Airways, among others, has openly criticized Rolls-Royce for the engine shortages affecting their operations. This trend has prompted several airlines to switch to General Electric’s GEnx engines for their new Boeing 787 Dreamliner orders, signaling a potential shift in the competitive landscape of aircraft engines.
Airlines Opt for GEnx Engines
Recent developments reveal that several airlines, including those currently operating Trent 1000 engines, are placing orders for GEnx-powered Dreamliners. For instance, Air New Zealand currently has 14 Trent 1000-powered 787s but has ordered three GEnx-powered models. All Nippon Airways operates 78 Rolls-Royce-powered 787s and has seven GEnx engines in its fleet, with 15 more on order. British Airways, which has a fleet of 41 Trent 1000-powered 787s, has similarly chosen to add six GEnx-powered Dreamliners to its future operations.
This shift marks a significant change for British Airways, which has traditionally maintained a close relationship with Rolls-Royce. In 2007, the airline emphasized its commitment to Rolls-Royce engines by ordering more Boeing 777s powered by Trent 800 engines. Mike Terrett, former President of Civil Aerospace at Rolls-Royce, previously noted the strength of their partnership, stating that the selection of the Trent engine reflected British Airways’ confidence in its performance.
Smaller airlines are also moving towards GEnx engines. Air Tanzania, for example, operates two Trent 1000 and one GEnx-powered Dreamliner, having opted for GEnx engines on its new order. Currently, only about 34% of the flying Dreamliners are equipped with Rolls-Royce engines, while only approximately 8% of the existing engine option orders are for Rolls-Royce.
Comparing Engine Performance
The GEnx-1B engine stands out as a strong competitor in the aviation market, particularly for its operational efficiency and reliability. It outperforms the Trent 1000 in terms of operating expenses and carbon emissions. The GEnx is renowned for its fewer unscheduled removals, which translates to more reliable flight schedules.
Key specifications highlight the advantages of the GEnx-1B over the Trent 1000:
– Fan diameter: GEnx 111.1 in (282 cm) vs. Trent 112 in (285 cm)
– Takeoff thrust: GEnx 74,100 lbf (330 kN) vs. Trent 59,600–81,000 lbf (265.3–360.4 kN)
– Bypass ratio: GEnx 9.1 vs. Trent 10:1
– Dry weight: GEnx 13,552 lb (6,147 kg) vs. Trent 13,087–13,492 lb (5,936–6,120 kg)
The GEnx is particularly appealing to carriers with a mixed fleet, as it also powers the Boeing 747-8. This compatibility can simplify maintenance and operational challenges.
Reliability issues continue to plague the Trent 1000, leading many airlines to seek alternatives. Notable problems include blade cracking, which initially affected All Nippon Airways and later impacted Air New Zealand and Virgin Atlantic, forcing them to ground several 787s. High-pressure turbine wear and compressor fatigue have compounded these challenges, resulting in costly maintenance. While Rolls-Royce has attempted to address these issues with the introduction of the Trent 1000 TEN in 2016, the effectiveness of those upgrades remains a concern for customers.
General Electric’s Continued Dominance
In the context of the upcoming Boeing 777X, General Electric’s dominance in the widebody aircraft engine market becomes even clearer. The 777X will be powered exclusively by the GE-9X, which is poised to be the largest commercial jet engine ever built. This engine has undergone extensive testing, including 27,000 cycles and 17,000 hours of rigorous evaluations, more than any previous GE Aerospace engine before entering service.
Tyler-Blair Sheppard, Head of Marketing for the GE9X, expressed confidence in the engine’s capabilities and durability, noting the successful dust ingestion tests that simulate harsh operating environments.
While the 777X has faced delays, with deliveries now expected in March 2027, the GE9X engine’s design and testing position it as a formidable choice for airlines seeking reliability and performance.
Challenges Ahead for Airlines
Despite the advantages of the GEnx-1B engine, airlines must consider the potential drawbacks of shifting away from Rolls-Royce. The transition to General Electric engines requires significant investment in new maintenance infrastructure for many carriers. Additionally, some airlines have reported performance declines when operating in high-temperature environments, which could complicate operations in regions such as the Middle East.
General Electric has undertaken extensive testing to address these concerns, including 400 hours of ‘sandstorm’ testing aimed at improving engine performance in harsh environments. GEnx Engineering Leader Shawn Pearson highlighted the importance of these tests for customers operating in severe environments, stating, “Sand can degrade the cooling muscle in our hot section components, leading to early engine removals.”
As the aviation landscape evolves, airlines must weigh the immediate benefits of switching to GEnx engines against the potential long-term challenges. The decisions made today will shape the future of airline operations and engine preferences in a rapidly changing industry.
