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Narfish641 wrote:I started to notice that majority of the fleet has switched some (Or most) frames with the Pratts, and it seems like the GEs are getting rarer and rarer within Delta's 763ER fleet. There used to be quite a few frames with the CF6-80 engines, but now it seems like a whole bunch are using the PW4060 engines.
77west wrote:Even on the 787, where it was supposed to be easy to swap motors, the feature never really caught on. There have been a few frames over the years that have been swapped, but usually by the manufacturer after flight testing, or so on. Not on production / operational frames by the airline themselves.
Runway28L wrote:77west wrote:Even on the 787, where it was supposed to be easy to swap motors, the feature never really caught on. There have been a few frames over the years that have been swapped, but usually by the manufacturer after flight testing, or so on. Not on production / operational frames by the airline themselves.
IIRC, the first A330 was originally GE powered, but then converted to RR and delivered to CX after flight testing.
77west wrote:I have a feeling a 747 may have, but am a little more hazy on that one. (or mixing it up with another type)
mmo wrote:77west wrote:I have a feeling a 747 may have, but am a little more hazy on that one. (or mixing it up with another type)
To be honest, I don't think the 747 family had had that done as the pylon mounts are very different for all three engine types. I know NW did a swap with removing Qs from some 200B aircraft and replaced with them with Rs from late build 747Fs. If you are talking about that type of swap, then it could be done, but if it was swapping out totally different engine types, it's a major job. IIRC, I think Atlas did it with one of their aircraft, but can't remember the specifics.
LH707330 wrote:There have been a few engine swaps on 747s. The prototype flew with GE engines in the 70s, and there were a few other PW->GE conversions as well.
mmo wrote:LH707330 wrote:There have been a few engine swaps on 747s. The prototype flew with GE engines in the 70s, and there were a few other PW->GE conversions as well.
I think you might be a little confused. The test 747 flew with PW JT9D-3A engines, first flight was on 9 Feb 1969. The 100B was the first version offered with GE engines. In addition, as I wrote, I know of one PW to GE swap done by Atlas. However, that was the only one I know of which was done to an active aircraft. In addition, there were, as I mentioned several swaps of PW to PW done as the strut was essentially the same.
Runway28L wrote:77west wrote:Even on the 787, where it was supposed to be easy to swap motors, the feature never really caught on. There have been a few frames over the years that have been swapped, but usually by the manufacturer after flight testing, or so on. Not on production / operational frames by the airline themselves.
IIRC, the first A330 was originally GE powered, but then converted to RR and delivered to CX after flight testing.
trex8 wrote:Runway28L wrote:77west wrote:Even on the 787, where it was supposed to be easy to swap motors, the feature never really caught on. There have been a few frames over the years that have been swapped, but usually by the manufacturer after flight testing, or so on. Not on production / operational frames by the airline themselves.
IIRC, the first A330 was originally GE powered, but then converted to RR and delivered to CX after flight testing.
I thought it was a 777.
https://www.thisdayinaviation.com/tag/b-hnl/
The 777 series was the most comprehensively tested airplane in history. Nine aircraft were used in the test program. WA001 was in testing until April 1997, by which time it had accumulated 1,729 flight hours and another 1,033 hours of ground testing.
Purchased by Cathay Pacific, the first “Triple Seven” was completely refurbished and equipped for passenger service, configured as a 777-267. The engines were replaced by two Rolls-Royce RB211 Trent 884B-17 high-bypass turbofan engines. These engines are rated at 85,430 pounds of thrust for takeoff (5 minutes limit). Because of their lighter weight, the empty weight of the airliner was reduced approximately 7,500 pounds (3,400 kilograms). The airliner was rolled out of the factory for the second time 31 October 2000, and was delivered to the Cathay Pacific on 6 December. It is registered B-HNL, and remains in service.
Narfish641 wrote:Hello everyone! As you many know already Delta currently has total of 57 767-300ERs in their fleet. Within the fleet are a mix of frames equipped with either the Pratt & Whitney PW4060s or the General Electric CF6-80 engines. However (And I don't know if it's just me), I started to notice that majority of the fleet has switched some (Or most) frames with the Pratts, and it seems like the GEs are getting rarer and rarer within Delta's 763ER fleet. There used to be quite a few frames with the CF6-80 engines, but now it seems like a whole bunch are using the PW4060 engines. First, I want to ask how many frames as of this year are equipped with the two engines? Airfleets don't normally update their page a lot so that's one reason why I am asking.
And lastly, why has Delta switched most of their frames to the Pratts? Performance wise? Better Maintenance? Etc. Etc.
Anyways thank you for your answers and have a blessed week.