Last week Emirates A380 A6-EDD had a technical fault on one of it's engines, the aircraft could not be fixed and had to perform a 3 engine flight back to Dubai

Yesterday 02/02 seen another Emirates A380 ,A6-EDC go tech, does anyone know if this was also engine related, strange that it seems to be the GP7270 engines that are giving problems, should Emirates have gone for RR Trent 970? 

They certainly should have. Apparently there was a certain amount of US political pressure for Emirates to choose the Engine Alliance engine over the Rolls Royce engine. Emirates tend to order Rolls Royce engines where available (The 777-200LR and 777-200ERs only have GE90s as an option) and if they had ordered Rolls Royce engines for the A380 then it would have meant they the Engine Alliance would have struggled to get any big orders.

The Rolls Royce engine is not the greatest either, Singapore Airlines has already performed five engine changes so far, Qantas has also performed an engine change! Traditionally being a brand new aircraft and engine there will be some minor hiccups along the way! My personal choice would be the engine alliance engine. Rolls Royce Do not make the best engines, they have reliability issues, they are not meeting fuel consumption figures by a long shot and they are a dog to work on! GE and Pratt and Whitney (the main engine manufacturers for the Engine Alliance group) are much better manufacturers, Ge being in general the most efficient and Pratt and Whitney the most reliable! Although technical issues are plaguing it at this stage I'am sure it will prove to be the better engine of the two in the long run! Plus the Engine Alliance engine is already meeting and exceeding fuel consumption figures quoted! In these troubled times that is the logical option! I have to however congratulate both the Rolls and the engine alliance on making these engines really quiet! That is a step forward that will make a lot of people that live closeby to a major airport very happy!

Source, please. I'm working on the project and I have only heard about problems with oil consuption and pressure, but no engine changes for the moment. There is another aditional advantage of T900 over GP7200. T900 can be ferried in 747 without dismantling the fan, GP7200 no.

Saludos

"Rolls Royce Do not make the best engines, they have reliability issues, they are not meeting fuel consumption figures by a long shot and they are a dog to work on!"

First one, only a matter of opinions, second and third are completely false, we have improved our efficiency figures against the garanteed and we haven't got reliability issues for the moment, the delay in the project have helped a lot. Last sentence, well, work with R&R engineers is not  my sweetest dream, but not much worse then work with GE ones

It really isn't so simple. RR Trent 3-shaft design gives a lower moving parts count, lower spares requirements and less degradation in performance over engine life. (Fewer variable stators are required because the fan and the IP shafts rotate at optimal speeds)

At the time of the GE-90 vs Trent competition on the early 777's, the Trent was 3 tons lighter and the GE-90 had a year of failed bird strike problems. The P&W engine was heavier than RR and lighter than GE. On the A330 the RR and P&W engines offer significantly better performance than GE.

Clearly the GE-90 was rubbish and after the initial orders it struggled. So GE paid Boeing huge money for the privilege of being exclusive GE-115 supplier on the -200LR and -300ER. The EA GE/P&W hybrid for the A380 is also heavy, but since it woud have been a financial disaster without the Emirates order, they gave Emirates a hell of a deal. The GenX seems much better, but its weight saving has partly been achieved at the expense of changing the blade-off test to favour GE, allowing them to use a lightweight fan shroud. Meanwhile RR had been complacent in its assumed engineering advantage over GE and has had to redesign the IP section of the 787 Trent to get close to EIS consumption targets. And P&W has responded to losing out big time on big engines to advance the GTF. Competition is a wonderful thing!

Previous comments re very interesting, as a very fortunate person to fly and both legs of the very first A380 October 2007 and on the flight back speaking with the chairperson of SIA he was full of praise for what RR had delivered to SIA and how the engine was beating their specifications.

Also fuel consumption figures have been impacted by a heavier A380 delivered than envisaged.  Re EMIRATES and the Alliance engine, one passenger on the Sydney - Singapore leg was an employee of the Alliance and was speculating that SIA would buy the Alliance for their second tranche, funny the contract went to RR.  But the same person went white when I challenged him that they had only won the EMIRATES and probably the AIR FRANCE contract by supplying the engines at less than cost price!!!!!

EA faces a big problem that we are suffering in Europrop. Being a consortium. There is an automatic increase of decision times, and in case of problems, the members tend to throw reponsability from each to other, so solutions for those problems are harder to find (you only start to search for a solution when YOU have a problem).

And off the record, SIA didn´t choose inmediatly RR after the follow on order beucase they didn´t want the original Trent 900 engine but the Trent 900 Extended Performance instead, the same one BA signed in their engine contract.
Saludos

I doubt the customers ordering huge quantities of GE90's think it is rubbish. After the initial rebuilds of the BA GE90's they run beautiful.

Just see how many are buying the A340-600 with RR power and77-300ER with GE90 power and you see.

RR did really well on the RB211-535E4 (partly thanks to GE help) but any owner today can tell about the shop bills for this engine,

The Trent 700's are cheap to buy and the RR cost per hour is not too bloody but the engine by itself is not that great bedides

the advantage of beeing light weight.

 "Just see how many are buying the A340-600 with RR power and77-300ER with GE90 power"

Perhaps that is apples to pears? The A340 is four engined and the other a twin. The airlines seem to go for two engines instead of four whenever they have the choice.

 

Indeed and there were very few NEW customers indeed for the GE90 once the Trent was in Service.

Because having "no problems beside the weight" is a very big problem indeed.

Hence the huge money paid by GE to Boeing for exclusivity for the GE115 on 777-200LR and 300ER.