1. Evaluate Pratt & Whitney’s attempts to re-enter the commercial aviation engine market. What was successful and what would you have done differently? (25%)
2. Do you think Rolls-Royce should accommodate or prevent Pratt & Whitney’s re-entry as a stand-alone firm in the commercial aviation engine market? What about GE? (40%)
3. Given Rolls-Royce’s and GE’s possible actions/reactions to P&Ws new engine, what should P&W do now to provide itself with options for future competitive moves? (35%)
For
questions 1 and 2, consider how financial pay-offs have influenced the behavior
of these firms in selecting their competitive actions.
Pratt &
Whitney:
With the changing dynamic in the aviation industry,
Pratt & Whitney is not merely attempting to re-enter the commercial
aviation market, it is hoping to completely re-carve its position in order to influence
the direction of the industry. The
company’s attempt to renter the market hinges on three main factors: (i) adoption on the 737 and A320 (ii) buy in from Airlines and Leasing
companies (iii) long term service contracts. If success for Pratt & Whitney is
measured purely by the number of engine order in 2010, then their 210 orders of
PurePower® engine would be considered
abysmal. Players such as Bombardier,
Mitsubishi, and Irkut who have committed to adopting the engine do not have the
volume to drastically improve Pratt & Whitney’s market share position. In addition, the lack of support from major
plane manufactures (Boeing & Airbus) and commitment to adapt PurePower® by major airlines and leasing
companies is hurting P&W. Out of total 3,474 A320 & 7373 orders, it is
unclear if they will be using the technology.
However, rather than judging Pratt & Whitney based
on the number of engines orders thus far, the technology and its effect on overall
industry players must be considered. The
company has been extremely effective in communicating the advantages of the new
technology to the key buyers in the industry, Airlines and Leasing
companies. The fact that the engine is
fuel efficient, has high emissions standards, and is quieter could potentially present
a very lucrative option to airline industry as they try to cope with rising
fuel prices and more stringent government regulation. In the ingenuity of the engine lies Pratt
& Whitney’s greatest success, the technology itself. While there are multiple aspects that make it
appealing to airlines from an operational standpoint, the simpler design could
allow airlines to reduce maintenance costs in the future. Considering that many airlines are switching
to or replacing their A320 and 737’s, having a more efficient, lower
maintenance engine could be a competitive advantage in a volatile
industry. In addition, the timing of the
engine launch not only give Pratt a competitive advantage over GE’s Leap-X
technology, it begins a debate in the industry regarding the redesign or re-engineering
of the Boeing 737 and Airbus A320.
While Pratt & Whitney has been able to enter the
market with what appears to be a great deal of reserved optimism from major
airlines and leasing companies, they have taken some risks in the process. In developing the technology on their own and
attempting to go into the market on their own, they have taken the risk of
upsetting the norms of the engine industry. Currently, the three main
manufacturers have joint alliances that span the entire 20,000 lb to 120,000 lb
thrust range. The PurePower® technology
is moving into the realm that has been dominated by the V2500, a joint effort
through IAE between Rolls and Pratt. In
addition, they on trying to also take down the Engine Alliances CFM56 engine
while trying to maintain their development on the GP7000 with GE. By not taking the partnership approach and
joining forces with GE or Rolls- Royce, Pratt & Whitney has taken a risk in
getting the industry to adopt the technology.
GE and Rolls Royce are left in a difficult position
as they see Pratt & Whitney trying to re-carve its position in the
commercial space. It appears that Rolls
is seeing the partnership that they have with Pratt for the V2500 at risk in
the future. The lawsuit filed in 1999
was either a play to prevent the engine from reaching market or a warning shot
to Pratt & Whitney to reconsider their intentions. Either way, Rolls Royce
is left in a difficult position. Their
Trent900 engine suffered from a major design flaw that caused the grounding of
the Quantas A380 flight. In addition, Engine Alliance (between P&W and GE) has
secured the majority of A380 engine order in the near future. With the market
shift towards Engine Alliance, Rolls also sees its position on the 787
deteriorating due to GE’s GEnx engine technology. Due to current advances, Rolls would be left
at a competitive disadvantage without the V2500 and with only a major position
in the Trent700 and XWB. The long term
maintenance contract for V2500 are also at stake assuming P&W decides to
provide services for V2500 engines.
Considering that PurePower® engine
was not a joint venture, mass adoption of the PurePower® engine will put Rolls at
a very disadvantageous position. In
engine services industry P&W has already set the precedent by undercutting
GE on 200 of their CFM-56 engines (with United Airlines), thus it is likely
possible that P&W may be able to carve out maintenance contracts that cater
both to the V2500 and PW1000G family.
GE’s Position: At present GE is the market leader in commercial
engine market with their CFM engines, with 11,786 engines already in service
and approximately 4,070 engines†
on order (Exhibit 4 & Exhibit 20 of the case). GE is not reacting at the
launch of PurePower®. Apart being the market leader in the commercial aircraft
industry, GE has secured a sound financial standing. GE spent approximately
$4.4 billion on their R&D efforts, approximately 23.5% (Exhibit A) of their
total GE Aviation’s revenue. Considering GE has secured a significant portion
of future supply of CFM-56 (for 2,035 Boeing 737 planes) and has LEAP-X in pipe
line (scheduled to complete in 2016) that can potentially compete with PurePower®.
P&W’s
Position:
P&W’s PurePower®
can potentially be used in place of CFM-54 (especially in Boeing 737) with
reengineered or new planes. Due to its superior fuel savings capabilities (15%)
and noise reduction PurePower® can be an obvious choice of airline
manufacturers. Apart from above capabilities P&W also has a sound financial
position. P&W spends $3.6 billion on their R&D efforts, approximately
29% of their total revenue (Exhibit A). Although there could be some potential
advantages of partnership with Rolls, yet it should be carefully evaluated as
Rolls does not have best possible financial standing in the industry.
Rolls-Royce’s
Position:
At present Rolls has
somewhat struggling position in the industry. It is third player in the
industry only 17% shares in terms of revenue (Exhibit D). Also, Rolls has very
small R&D budget (Exhibit C). With this over all position of Rolls, P&W
should be very careful in making strategic alliance with Rolls-Royce.
While Rolls-Royce initiated a patent lawsuit against
Pratt & Whitney, it would appear to be in their best interest to create a
partnership and help spur the adoption of the technology. If Pratt’s technology isn’t adopted, than GE
will maintain a competitive position in the marketplace. However, the projected rising fuel prices (22.5%
of total operating expense in 2009) and stricter emission control indicate that
if they don’t have the technology, then they need to be aligned with someone
who does.
Although financial side does not clearly indicates
the alliance possibility, yet joint venture can be justified by some other
arguments. For example, once the PurePower® is launched and Pratt’s technology
isn’t adopted, than GE will maintain a competitive position in the
marketplace. However, the projected
rising fuel prices (22.5% of total operating expense in 2009) and stricter
emission control indicate that if they don’t have the technology, they will
either develop it or collaborate with someone who has it. Considering Rolls
Royce doesn’t have a direct partnership with GE, even if Pratt & Whitney’s PurePower®
engine play fails, GE, is poised to
introduce their Leap X engine technology which will only create the same
difficulties for them. Thus, it appears
that a partnership is in their best interest to grab a share of not only slim
engine profits, but aftermarket maintenance contracts that are extremely
valuable.
For GE, their play on the PurePower technology is
completely different. Since they are
already in development of introducing a competing engine in the form of a Leap
X, it is in their best interest to prevent the adoption of the PW1000G
family. Considering that they operate a
leasing company for aircraft, it is in their best interest to us the Leap X
technology and to be the number one choice for both a redesign A320 and
737. GE has already tried to send Pratt
& Whitney a clear signal by entering into their turboprop market that
generates $4B in sales annually for P&W.
While GE would like to be the dominant player in the 737 and A320
market, they also understand that there are typically two engines qualified to
high volume commercial planes. If there
appears that the PW1000G is adopted, GE will have to ultimately compete with
them anyway. However, the key for GE
will be to delay the installation of the P&W engine so that they do not get
such a significant first mover advantage in the market. Considering that they also have a vested
stake in the GP7000, it would be in there best interest to maintain that
relationship to prevent the engine manufacturers from becoming specialized.
While GE and Rolls Royce will most likely take
competitive actions, P & W strategically has the upper hand along the
entire commercial aircraft chain. There
appears to be significant divergence in strategy between Boeing and Airbus in
terms of their most popular commercial aircraft offerings. Airbus has indicated that they will be
adopting new engine technology on a slightly modified A320 to meet fuel, emissions,
and noise requirement. This is a
strategic play by Airbus to win more business for the A320 at a time when
Boeing is considering whether to stop production of the 737 and replace it with
another aircraft. Since Boeing has
struggled with the completion of the 787, the announcement of a new 737 which
could take up to 20 years to get into the market place could shift airlines
towards purchasing the A320. By
providing the PurePower® family of engines to Airbus, the two companies are
effectively communicating to the industry that they have a cost effective
solution now, rather than in an unforeseeable time in the future. This play puts a considerable amount of
pressure on Boeing to meet Airlines demands now, knowing fully well that they
could lose a considerable amount of market share if they decide to redesign the
737.
By forming a partnership with Airbus and getting
their engines qualified for the A320, P&W will provide itself with considerable
amount of leverage. That leverage will
not only be in the engine technology that they offer, but the service contract
for the V2500 that they’ll be replacing.
By becoming the dominant player in that segment, they would carve out a
profitable niche and build strong relationships that could help them prove the
technology to the industry for decades to come.
In addition, the partnerships that Pratt & Whitney has already
formed with Bombardier for the CS class of commercial planes will only enhance
its reputation in that segment. As
indicated, Bombardier expects to become a major player in that market if Boeing
opts for a redesign. The leverage of
already having the P & W engine technology would only enhance their
offering and allow them to steal market share from the big two. P & W should direct their efforts
directly towards Airlines who have this unmet need and are still using older
V2500 and CFM56 engines. Ultimately, the
airlines purchasing decisions will influence the direction of the broader
industry and with those purchasing decisions will come the lucrative
maintenance contracts.
[1] We are assuming only three biggest players in the industry. Revenue in the table 6 is the revenue of the corresponding aviation departments of respective companies.