While we do expect significant improvements from CFM and GE with their advanced coatings, we expect that PW will also utilize the advanced technology to generate significant improvements in durability for its components. But, ceteris paribus, we would expect the GTF to have an advantage in maintenance costs over LEAP based on two factors – fewer parts and slightly lower temperatures.The real question is whether either engine can really deliver on their goals of matching the maintenance cost of the CFM56-5B or being 20% lower than the V2500, the benchmarks on which their projections are based. The CFM LEAP will be the replacement for the CFM 56, offered on the Airbus A320neo, Boeing 737Max and the Chinese COMAC C919. While these gas path temperatures are 60-130 degrees lower than LEAP, these higher temperatures can still impact wear. While neither engine is totally final, designs are reasonably well established at this point in the development process, and the information we’ve gleaned indicates a significant difference between the two engines in airfoil counts.

By adding a gearbox, PW was able to reduce the number of engine stages while achieving its fuel burn goal, while LEAP adds stages to achieve its fuel burn goal. GE has indicated that its count of airfoil difference is in the 1,500 range, based on their comparative estimates, but was unable to provide us with projected airfoil counts for the LEAP, citing the proprietary nature of an engine still in design. I am not aware of any advances in bearing technology that would warrant this increase. Leap 1B engine start - Duration: 2:08. PW has designed a durable reduction gear system, with no life-limited parts, capable of handling the higher thrust of a commercial engine without a significant weight penalty.A new core also contributes to increased efficiency. At equivalent temperatures, I would expect about a net 2-3% differential in fuel burn between the engines, given the difference in bypass ratio and fan efficiency, and thereby conclude that to provide equivalent fuel burn performance, the LEAP will need to run at hotter temperatures and have higher pressure ratios than the GTF.The GTF is expected to run about 70 degrees hotter than the CFM56, and PW believes it can maintain reliability while keeping metal temperatures equivalent to its design. The majority of maintenance costs, as with all turbofans, will come from the core:We have been provided data on operating temperatures and pressure ratios from both Airbus and Pratt & Whitney that do not match with respect to the PW1000G engine and will utilize data provided by Pratt & Whitney in our analysis. We don’t see a break from this trend in either new engine, particularly since both will utilize two-stage rather than a single-stage high-pressure turbines to generate thermal efficiency.Our comparison begins at the front of the engine, working rearward.Comparing the two approaches,  composites materials will be slightly more expensive than the bi-metallic blades, but will also be lighter, and potentially more durable.LEAP also incorporates foreign-object damage (FOD) reduction technology in its design, with a centrifugal design that ejects FOD through doors. Regards, ErnieYou need to recount the number of LLPs for each engine.My counts, based on info from CFM and PW are different than you suggest. The GTF is in engine testing for a 2013 introduction, and the first LEAP engine has not yet been fully built, so things can, and likely will, change. One of the most notable is the 18-blade 3-D woven composite fan and composite fan case, which reduce weight, extend durability and using more advanced aerodynamics, reduce both fuel burn and noise.

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