From various articles what I gathered is, there are total 45 engines delivered in service (lets call it faulty lot), in Europe and in India. While in Europe, the EASA grounded only those jets which has both engines from the faulty lot, and allowed aircrafts with one faulty engine, DGCA grounded all the jets having faulty engines, having one or both engines from faulty lot. So DGCA was more conservative than EASA in this matter.JayS wrote:Not all Saar. Only those which have engines with certain serial number (not clear from news but I suppose only those NEOs which have both engines from the grounded engines' lot).
Some 55 engines were delivered to Airbus for aircrafts under assembly. Those are being repaired first. The already in service faulty lot will not be taken up for repair until April end it seems. This year alone PW loss on this engine program is $1.2B. Out of which this recent issue contributes $50M.
The exact issue is with HPC aft knife edge seal. There was some problem with it which required frequent inspections. PW came up with modification in Dec 2017, which aggravated the issue - it would not shut down the engine if the issue is sensed. So they are reverting back to old config. So the original problem is yet to be solved. But better inspection than in air shut down.
On a side note, Just the other day I saw a person (an Aerospace engineer at that) who was doing some lateral thinking - "This is happening in Indian only rights..? One engine failure every week right?? (well he is blissfully unaware of the whole story) perhaps there is something that Indian airliners doing wrong (after all they are Indian companies, right? and how can goras be at fault..?). Why the airlines did not take out all faulty engines out of service..? why wait until regulatory directive..?" Its so disgusting to see SDREs being so condescending to their own brethren. aak thoo on such Indians.