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This question is perhaps motivated by Indigo’s current problems with the PW 1100G series GTF engines.No? Well, then, I’m wrong, but the problem is agitating a lot of people right now.I am confident that these problems will be history in no time. These are temporary glitches that any new design could face; they have been resolved in the past and they will be resolved now.I have full faith in the abilities of Pratt and Whitney to overcome these essentially technical problems.Pratt & Whitney is reverting to a previous configuration of its PW1100G geared turbofan (GTF) engine’s high pressure compressor (HPC) aft hub knife-edge seal to get its production line moving again and fix in-service engines affected by issues with the modified design. Pratt on Feb. 21 issued a statement saying it “released a revised configuration” to correct the A320neo-family engine’s latest issues “based on a design with which the company has significant experience.”Pratt & Whitney Resumes GTF ProductionBut, coming to your question, financially it will be a great burden. Re-engining has been done long, long, long, long, long ago in the past, due to noise compulsions (the US military had other reasons for the KC-135 re-engining) but is an expensive proposition.A re-engine program affects just about every system of the aircraft: electrical, hydraulic, pneumatic, aerodynamic flight controls, avionics, and structural).In addition to modifications to the aircraft, a significant effort is required to revise required technical manuals (performance, aircrew, maintenance, training, and repair) as well as to update support equipment, initial spares, maintenance concepts, and engineering substantiation analyses.Even engines of the same thrust range will require a significant analysis and certification effort, whether it is a certification to civilian or military standards. Because a re-engine program impacts so many aircraft systems, obsolete and line replaceable units having short mean time between failures are also replaced with newer alternatives and add to the cost and planning burden for the modification.Aircraft, engines, and weapons systems are designed as an integrated system to provide optimum performance and characteristics for planned missions.It is highly probable that unexpected costs and/ or operational implications are likely to accrue from any change to the engines no matter how much planning and analysis have been committed to the development of such a program.These risks can be mitigated by the involvement of all of the organizations, including engineering, maintenance, material, flight operations, technical publications, training, and finance, affected by the program.This multi-organizational approach will help to forestall program surprises but is an impediment to rapid action in the face of high-priority economic, operational, or regulatory action demands.For various reasons, the US Air Force was unable to take advantage of optimum schedules or quantities for the acquisition and installation during the KC-135 re-engine program. Yearly purchases were less than best economic quantity, and schedule stretchouts increased total program costs. Multiple changes to production quantities and schedules further increased costs. These, in turn, led to increased acquisition costs, a longer payback period, and fewer modified aircraft.Airline experience has demonstrated that it is unlikely that next-generation commercial aircraft will lend themselves to re-engining campaigns in the near term, because the engines and airframes are so highly optimized to meet service requirements, the benefits of engine technology is not improving sufficiently to justify significant expense, and the structural and certification constraints impose a significant cost burden that will be difficult to overcome.In addition, commercial users routinely modify their engines to take advantage of new technology, making a new engine less beneficial than it would otherwise be.To re-engine an aircraft the old engines nave to be removed and replaced with modern engines. This is the most efficient, but also the most expensive, solution. It is therefore restricted to aircraft, that still have sufficient potential flying hours available to amortize a high investment.The oldest example. which was already mentioned. was the re-engining project for a hundred DC-8s. many of which were the convertible or cargo version.The delivery of the The Super Sixty marked the end of the DC-8 line after 556 aircraft had been produced. The Super Sixty also provided the foundation for one final chapter in the DC-8 story, the Series 70. The onset of new noise legislation and the availability of modern, higher-bypass-ratio turbo- fans, prompted Douglas to look at re-engining the DC-8-60s in 1977. The company considered the Pratt & Whitney JT8D-209 engine, then being studied for the upcoming MD-80, and the CFM International CFM56.In 1974, collaboration between General Electric and SNECMA, the leading French aircraft engine manufacturer, resulted in establishing the CFM International, which received the first order for CFM56-2 turbofan engine in 1979 for a re-engining program! CFM56-2 was chosen to re-engine DC-8 Series Super 70s and its military version designated F108, to re-engine the tanker aircraft KC-135. Since then the General Electric and SNECMA CFM56 engines have powered Boeing 737-300/400/500 series, Airbus Industries' A318, A319, A320, A321, and the long-range four-engine Airbus 380. DC-8-63s were re-engined. Having obtained 13 and 29 DC-8-7ls respectively in 1982-83, Delta and United became the main operators of passenger-configured Super 70s. The principal operator of cargo-configured aircraft was United Parcel Service.With the retrofit of the new CFM-56 engines, the DC-8 had literally received a new lease on life.The DC-8 re-engining deal was a life saver for CFM which, incredibly, was within two weeks of official cancellation when the order came through in March 1979. Although formed by General Electric and Snecma in 1974 amid great expectations of twin-jet projects, it was the unexpected re-engining of the noisy, quad-jet DC-8 and KC-135 that became the joint venture’s salvation.▲The Series 70 DC-8. The Super 70 Series of DC8 came about when Camacorp got FAA approval for an STC (supplemental type certificate) to replace the JT3D engines with SNECMA/CFM International CFM56-2 engines. These conversions were carried out in Tulsa, Oklahoma. Delta had Camacorp do one -71 conversion and accomplished the remainder of the conversions in their Atlanta overhaul base. First flight of a DC8-61 converted to a DC8-71 was 15 August 1981. Converted DC8s had their type numbers advanced by 10. In other words, -61s became - 71s, -62s became -72s, and so on. The -72s and -73s have strakes on the nose cowls similar to those on the DC10. Here, a United DC8-71, N8070U, lands at San Diego.The American express parcel carrier UPS soon afterwards carried out an exemplary modernization campaign.After buying a fleet of over 40 medium-haul Boeing 727-100 aircraft at a low price, it decided in 1990 to re-engine them completely with Rolls-Royce Tay 651 engines with a noise level appreciably lower than the minimum for stage III.A UPS executive commented as follows regarding his company's choice:"We launched the 8727 QF or Quiet Freighter (as now known) because it makes good business sense and offers environmental benefits. We want customers to know that their shipments are moving on aircraft that will always be welcomed at any airport in the world”.The modification and re-engining program for the B727-100 fleet was completed at the beginning of I997.The following information appeared in the trade press: "All UPS jets now fulfill the requirements of stage III. Hence UPS is setting a good example, since the regulation will only become compulsory in the United States in three years' time, on 31st December 1999. ... In addition, fuel consumption has been reduced by I8% and exhaust gases by 22%”.UPS officially on 8 May 1990, launched a major reengine programme for 39 B727-100 airplanes, with 70.28kN (15,800lb) RR Tay 65154 engines. At a cost per airplane of $10 million and options were placed for a further 41 to be converted.