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Pratt & Whitney has filled engine agreement for 2025,

executive

says

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Company talking to Airbus about engine needs for next

three

years

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Pratt has seen improvement in engine repair times,

executive

says

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Executive defends existing engine architecture for next

portfolio of jets

By Tim Hepher

DUBAI, Nov 16 (Reuters) - Pratt & Whitney is in

discussions with Airbus about engine supplies over the

next three years as the planemaker looks to increase production

of its best-selling A320neo model, the engine maker's top

commercial executive said on Sunday.

Rick Deurloo, president of commercial engines at the RTX

subsidiary, said its current factory set-up covers its

share of existing output of 63 airplanes a month.

The comments to reporters on the eve of the Dubai Airshow

indicate further discussions are needed to prepare industrially

for plans to boost production to 75 jets a month.

PRATT & WHITNEY SAYS IT HAS IMPROVED ENGINE REPAIR TIMES

Airbus has said it is aiming to increase production of its

best-selling jet to that level in 2027.

"We are talking to Airbus on a daily basis," Deurloo said.

Pratt & Whitney competes with GE Aerospace-Safran

joint venture CFM International to supply engines for

the A320neo family of jets. CFM is the sole engine supplier for

Boeing's competing 737 MAX family of aircraft.

Engine supplies are under scrutiny as planemakers look to

increase production of new jets while airlines are facing delays

in repairs of engines on existing planes, causing hundreds of

Pratt-powered Airbus jets to be grounded for lack of engines.

In the aftermarket, Pratt has seen a significant improvement

in repair times and output at maintenance shops, Deurloo said.

For new planes, Deurloo said Pratt had already delivered the

agreed number of engines to Airbus for 2025.

Analysts are closely watching shipments as Airbus strives to

reach a target of delivering 820 jets in 2025, up 7% from 2024,

following a weak start blamed on engine delays and other snags.

NEXT GENERATION

Airlines have protested about long engine repair times that

have restricted the use of their planes as they wait for scarce

maintenance slots. In turn, the price of spares and parts has

risen sharply, airline officials say.

The shortages have also triggered some friction with

planemakers as parts are diverted from new assembly to the

aftermarket. Deurloo said Pratt was constantly juggling the

various sources of demand in close consultation with Airbus.

He declined to comment on prices, but said Pratt had

invested significantly in new equipment and production on top of

the cutting-edge innovations required to develop engines.

"With that investment comes value into the market," Deurloo

said.

For the next generation of airplanes, he said Pratt &

Whitney was committed to keeping its existing geared turbofan

architecture as well as the traditional airplane installation

that includes an engine housing or nacelle to contain fan

blades.

The approach contrasts with that of rival CFM, whose RISE

engine concept includes designs for an open fan that it says

would safely lead to higher savings in fuel and emissions.

The obscure engineering debate is set to shape aerospace and

airline board discussions in coming years as planemakers pick

engine makers for successors to the A320neo and 737 MAX,

decisions that can influence air travel for decades.

Deurloo said he expected the next generation of aircraft to

enter service closer to 2040 than 2035 - a time window widely

mentioned as the target date for future narrow-body models.