I flew on this exact plane model from this very airline through Germany to London Heathrow, and I had to say it was one of the best experiences I ever had!
This problem is getting serious. It's getting to the point that Pratt & Whitney may have to re-engineer the GTF engine with possibly a new core and then all heck breaks loose.
Or maybe manufactures need to ditch P&W and get small jet engines from CFM who have made smaller jet engines perfected over decades that have appeared on many 737 and a32/1x variants .
@@liambengif7663 the problem is that the Leap 1A/B that General Electric currently makes for the 737 max and A320 neo families is their smallest engine available. The P&W engines used on aircraft such as the A220 and Embraer E2 family are smaller and weaker than the Leap to accommodate the planes being smaller than the 737 and A320 family. So unless General Electric makes a smaller engine option available, the A220 and E2 are stuck with only P&W as a possible engine option.
@@liambengif7663 You do realize there are several different subcompanies of P&W? Its not just the American branch. There's the very reliable Pratt and Whitney Canada making engines for most turboprops and many small light jets. And within the American consortium, they even have sub sectors. Plane manufacturers would be foolish to collectively abandon P&W.
Add Swiss to the evergrowing list with more A220 issues.. Stated the latest engine failure was unrelated to the other Pratt engine problems, which allowed smoke to enter the aircraft, sadly resulting in the passing of a cabin crew member..
When the P&W 'GTF' was announced as Bombarier's 'engine of choice' for the C-Series/A220 it was known that this new engine represented some potential risks - especially related to the gearbox - along with the promised fuel economy. The fuel savings have certainly proven to be solid gains, but, sadly, the engine risks have also proven to be a problem. Hopefully, these can be quickly resolved. Everyone loves the aircraft, as far as I've seen. Companies for the economies, crew members and passengers for the excellent design features and quality.
Just when you think that Airbus is the way to go with all the issues coming out of Bowing, but Pratt & Whitney says, not so fast. No own operated an airline company without complications.
This is not a Boeing or Airbus or Embraer problem. The engine manufaturacturers get their own líability over what they produce, which doesn't matter on which aircraft model their engines are installed. Of course, this is affecting now an Airbus A220 operators worldwide. We have to be serious when creating content in social media.
Passengers seem to love the A220, so I'm sure it is especially disppointing to Baltic that they can't maximize the potential for this plane for the foreseeable future. They do, though, seem to have a strong brand with great prospects for future growth. So, hopefully, passengers will understand that the current situation is not of Air Baltic's making and they are simply doing what they must until the situation can be fully resolved. Best wishes to those Air Baltic employees whose income will be impacted by this unfortunate but necessary decision.
A220 issues are the reason why Delta still flies so many 717s. Delta initially intended to start retiring their 717s this year but they’ve extended it to be 2030 because of the A220 issues and Airbus delivery delays of the type. Is crazy considering Mobile is like 40 minute flight from delta hq so if anyone gets new a220s it should be delta
Boeing took a risk by designing the 777 with 2 engines. Bombardier took a risk by taking less certifying stuff by using one engine option for the A220,and it failed
I’m more familiar with their other 220, which has a poor reputation on the British trains but is apparently preferable to the 180 Adelante. Except for Avanti who have got rid of them.
It didn't fail. The aircraft type is doing incredible, pilots and passengers alike all love it. What other engine was Bombardier suppose to use? There weren't really any other options, the CFM Leap is too big for the A220 and Embraer E2 too. If they used an older engine model it wouldn't be as efficient and hence not desirable to airline economics.
I wonder if Airbus regrets picking this aircraft line up? I understand the circumstances around Bombardier at the time but not sure if they’ll break even with a220.
I have commented on this before and I will comment again; why have we not seen Delta, one of the largest operator of the A-220 say anything? One may think they are leaning on Airbus behind the scenes as one of their biggest customers in the US, but also I suspect because TechOps, because of their ability to fabricate parts locally may be able to cope with the problems, but again, I'm certain there are some heated conversations going between Delta and Airbus.
I was lucky enough to get a tour of the Delta Jet Base 40yrs ago and even then I got the impression that if they wanted to, they could manufacture their own aircraft there. Even the floors were spotless. It's a very Professional Operation.
As long as the Bombardier class 220 trains stay! I think Avanti have got rid of the 221s, my last Avanti train was an 11-car 390 (so A380-level capacity!).
With the global supply chain and the ability to find employees who will be working on repairing those engines and airplanes, I am pretty sure that 10 years from now, the situation will not be better but worse.
I wonder if Airbus will offer a second engine type for future A220’s and the possible A220-500? Having two engine types may alleviate some of these issues. Engine manufacturers are just decimating the aircraft industry these days. Something has to give at some point.
But operates aircraft on lease to either Swiss and Eurowings, so if those weren't being operated, there would be more aircraft for their own operations.
Air Baltic bet the airline on the A220. It's the core of its fleet. And its pilots are trained on it. They can't substitute 737s, or A320 or something else on a dime without retraining pilots. This is different from the 737MAX which was used mostly by existing 737 operators, so fairly easy to bring back some older 737s to replace the grounded ones. Same pilots.
Its not the plane's problem, its the engine. Don't want to risk engine failures, its not just about accidents, its about the fact they would have to divert so many flights if the engine issue persisted.
Could someone who understands the aircraft jet engine market could they explain to me why Rolls Royce does not manufacture engines for aircraft the A220, but they manufacture in the US replacement motors for the B52 ????
How diffidult would it be for Airbus to get CFM to make a LEAP engine for the 220? At the time of launch by Bombardier (RIP), BBD didn't have a history, didn't have mainline airline customer base and no expertise in building such a jet so it was lucky to get 1 engine maker to agree to make an engine for C-Series. There was no way it could have convinced 2 to spend R&D money to get half the market share of a small jet However, today, I am curious if CFM might have an interest in making a LEAP version for C-Series. derating exising 737 or A320 engine is much easier tha building a more powerful version. As I recall first GTF built was 2009. By 2014 they were on the first C-Series test aircaft (and had uncontained failure). This engine isn't new anymore and if P&W still hasn't fixed problems by now, I am not sure they can be fixed. The more GTF engines are delivered, the more spare parts and maintaenant iwll be needed to maintain the world fleet of GTF engines, so problem will get worse untill P*W finds a real and permanent fix for them. Am curious if they have confidence in whatever fix they are working on, or whether they are still "iterating" with possible fixes until they find one that seems to work.
You blame the aircraft for an engine problem. The airline picks the engine and the plane maker supplies a spot on the wing...The rest is up to the engine manufacturer.
@@bobdevreeze4741 ALL this because of the frantic search for "efficiency" so how is it working out for everyone ????? and there may be only one engine manufacture for any given plane !!!! The cost to develop and certify multi engines for each plane is no longer feasible do to time, cost, and availability of more than one engine. sooo how is this efficiency thing working out for everyone ???? Did nobody stop and think of the problems to come from so many engines of one type being delivered, there is a time frame for checks and maintainece on every engine and also the supply chain not being able to handle the demand.........the efficiency thing is really great isn't it ??????
@@jungbolosse3034 Air Baltic are in huge problems. I am an instructor at a Part 147 school and I teach the PW1100 G for the A320 NEO and the problems are extreme with no light in the tunnel.
I flew on this exact plane model from this very airline through Germany to London Heathrow, and I had to say it was one of the best experiences I ever had!
This problem is getting serious. It's getting to the point that Pratt & Whitney may have to re-engineer the GTF engine with possibly a new core and then all heck breaks loose.
Or maybe manufactures need to ditch P&W and get small jet engines from CFM who have made smaller jet engines perfected over decades that have appeared on many 737 and a32/1x variants .
@@liambengif7663 the problem is that the Leap 1A/B that General Electric currently makes for the 737 max and A320 neo families is their smallest engine available. The P&W engines used on aircraft such as the A220 and Embraer E2 family are smaller and weaker than the Leap to accommodate the planes being smaller than the 737 and A320 family. So unless General Electric makes a smaller engine option available, the A220 and E2 are stuck with only P&W as a possible engine option.
@@liambengif7663 You do realize there are several different subcompanies of P&W? Its not just the American branch. There's the very reliable Pratt and Whitney Canada making engines for most turboprops and many small light jets. And within the American consortium, they even have sub sectors. Plane manufacturers would be foolish to collectively abandon P&W.
Add Swiss to the evergrowing list with more A220 issues..
Stated the latest engine failure was unrelated to the other Pratt engine problems, which allowed smoke to enter the aircraft, sadly resulting in the passing of a cabin crew member..
When the P&W 'GTF' was announced as Bombarier's 'engine of choice' for the C-Series/A220 it was known that this new engine represented some potential risks - especially related to the gearbox - along with the promised fuel economy. The fuel savings have certainly proven to be solid gains, but, sadly, the engine risks have also proven to be a problem. Hopefully, these can be quickly resolved. Everyone loves the aircraft, as far as I've seen. Companies for the economies, crew members and passengers for the excellent design features and quality.
Just when you think that Airbus is the way to go with all the issues coming out of Bowing, but Pratt & Whitney says, not so fast. No own operated an airline company without complications.
Boy if this was Boeing this would be breaking news around the world
You already know lol
This is not a Boeing or Airbus or Embraer problem. The engine manufaturacturers get their own líability over what they produce, which doesn't matter on which aircraft model their engines are installed. Of course, this is affecting now an Airbus A220 operators worldwide. We have to be serious when creating content in social media.
No
Passengers seem to love the A220, so I'm sure it is especially disppointing to Baltic that they can't maximize the potential for this plane for the foreseeable future. They do, though, seem to have a strong brand with great prospects for future growth. So, hopefully, passengers will understand that the current situation is not of Air Baltic's making and they are simply doing what they must until the situation can be fully resolved. Best wishes to those Air Baltic employees whose income will be impacted by this unfortunate but necessary decision.
I flew the AirBaltic's A220 from Zürich to Rome-Fiumicino. Great plane great experience
If it’s not one plane it’s another.
A220 issues are the reason why Delta still flies so many 717s. Delta initially intended to start retiring their 717s this year but they’ve extended it to be 2030 because of the A220 issues and Airbus delivery delays of the type. Is crazy considering Mobile is like 40 minute flight from delta hq so if anyone gets new a220s it should be delta
Well at least that's good news for avgeeks who want to fly the 717 before its gone
Why is it always the engine manufacturers man
Boeing took a risk by designing the 777 with 2 engines.
Bombardier took a risk by taking less certifying stuff by using one engine option for the A220,and it failed
I’m more familiar with their other 220, which has a poor reputation on the British trains but is apparently preferable to the 180 Adelante. Except for Avanti who have got rid of them.
TheInventorOfTruthBeyondReason
😂
It didn't fail. The aircraft type is doing incredible, pilots and passengers alike all love it. What other engine was Bombardier suppose to use? There weren't really any other options, the CFM Leap is too big for the A220 and Embraer E2 too. If they used an older engine model it wouldn't be as efficient and hence not desirable to airline economics.
Jabberjarks now is at flight level ‐1500
Thanks Dj!!
Phew 😮💨😮💨😮💨
Just flew them yesterday from Tallinn to Zurich. Love the leg room as someone who is over 6 feet!!
Could you call Pratt & Whitney for an interview please ?❤
I wonder if Airbus regrets picking this aircraft line up? I understand the circumstances around Bombardier at the time but not sure if they’ll break even with a220.
I have commented on this before and I will comment again; why have we not seen Delta, one of the largest operator of the A-220 say anything? One may think they are leaning on Airbus behind the scenes as one of their biggest customers in the US, but also I suspect because TechOps, because of their ability to fabricate parts locally may be able to cope with the problems, but again, I'm certain there are some heated conversations going between Delta and Airbus.
I was lucky enough to get a tour of the Delta Jet Base 40yrs ago and even then I got the impression that if they wanted to, they could manufacture their own aircraft there. Even the floors were spotless. It's a very Professional Operation.
As long as the Bombardier class 220 trains stay! I think Avanti have got rid of the 221s, my last Avanti train was an 11-car 390 (so A380-level capacity!).
With the global supply chain and the ability to find employees who will be working on repairing those engines and airplanes, I am pretty sure that 10 years from now, the situation will not be better but worse.
Excellent grounding performance by PW & ex Bombardier Canadian team!
I wonder if Airbus will offer a second engine type for future A220’s and the possible A220-500? Having two engine types may alleviate some of these issues. Engine manufacturers are just decimating the aircraft industry these days. Something has to give at some point.
But operates aircraft on lease to either Swiss and Eurowings, so if those weren't being operated, there would be more aircraft for their own operations.
Air Baltic bet the airline on the A220. It's the core of its fleet. And its pilots are trained on it. They can't substitute 737s, or A320 or something else on a dime without retraining pilots. This is different from the 737MAX which was used mostly by existing 737 operators, so fairly easy to bring back some older 737s to replace the grounded ones. Same pilots.
Boeing aircraft are either crashing or falling apart in midair. Why are we discussing the A220 being grounded which have yet to have a accident.
Its not the plane's problem, its the engine. Don't want to risk engine failures, its not just about accidents, its about the fact they would have to divert so many flights if the engine issue persisted.
What a great shame that what seems to be a fantastic aircraft is now affected by substandard engines.
So is this a problem with the engine or delivery rates?
Could someone who understands the aircraft jet engine market could they explain to me why Rolls Royce does not manufacture engines for aircraft the A220, but they manufacture in the US replacement motors for the B52 ????
Will Air Baltic be compensated for all the flights cancelled due to PW’s engine quality control problems?
Imagine. Coco. 24. Years of separation!!!!!
How diffidult would it be for Airbus to get CFM to make a LEAP engine for the 220? At the time of launch by Bombardier (RIP), BBD didn't have a history, didn't have mainline airline customer base and no expertise in building such a jet so it was lucky to get 1 engine maker to agree to make an engine for C-Series. There was no way it could have convinced 2 to spend R&D money to get half the market share of a small jet
However, today, I am curious if CFM might have an interest in making a LEAP version for C-Series. derating exising 737 or A320 engine is much easier tha building a more powerful version.
As I recall first GTF built was 2009. By 2014 they were on the first C-Series test aircaft (and had uncontained failure). This engine isn't new anymore and if P&W still hasn't fixed problems by now, I am not sure they can be fixed.
The more GTF engines are delivered, the more spare parts and maintaenant iwll be needed to maintain the world fleet of GTF engines, so problem will get worse untill P*W finds a real and permanent fix for them.
Am curious if they have confidence in whatever fix they are working on, or whether they are still "iterating" with possible fixes until they find one that seems to work.
The operators reiterate/ reinstate A320neo fleets w/ Leap-1A engine
Is the leap engine standard for most airlines who have the a220 now?
@alexh2665 A220 & E2 exclusively powered by PW1000G
A320neo Family has the better choice to pick PW1000G or Leap-1A
At this point the A319 Neo with the leap engine could be a good idea
Fly safe or don’t fly.
It could be bad,
Why grounded ??
Ji
Pratt may go bankrupt at this rate
yo
The good ol GTF eh
Hey Canada, eh…
Yet many UA-camrs sell the 220 as amazing. This is a great aircraft if you want to bankrupt your airline.
You blame the aircraft for an engine problem. The airline picks the engine and the plane maker supplies a spot on the wing...The rest is up to the engine manufacturer.
@@bobdevreeze4741 You are correct! I teach the PW1100G for the A320 NEO to aviation technicians and it also sucks and very little hope of solutions.
@@bobdevreeze4741 ALL this because of the frantic search for "efficiency" so how is it working out for everyone ????? and there may be only one engine manufacture for any given plane !!!! The cost to develop and certify multi engines for each plane is no longer feasible do to time, cost, and availability of more than one engine. sooo how is this efficiency thing working out for everyone ???? Did nobody stop and think of the problems to come from so many engines of one type being delivered, there is a time frame for checks and maintainece on every engine and also the supply chain not being able to handle the demand.........the efficiency thing is really great isn't it ??????
@@jonassvensson1819i flew the A220 on Air Austral and it’s a great aircraft and i don’t sell a220’s and UU is not bankrupt
@@jungbolosse3034 Air Baltic are in huge problems. I am an instructor at a Part 147 school and I teach the PW1100 G for the A320 NEO and the problems are extreme with no light in the tunnel.