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UAbsolutely correct. The Engines are sourced separately. On paper PW are brilliant. A lot of factors come into play when an airline opts for the OEM PowerPlant. For a large airline like indigo, its not just about unit cost but each engine is put on a Engine Maintenance Program where repair and overhaul costs are fixed when procuring the engine. It is based on an amptitude of variables depending on the nature of operations. PW probably offered the best deal when the first 100 A320 neo order were made. But subsequently Indigo migrated to the Leap from PW. There are specific teams who handle these High level procurement which usually run into 100s of millions of dollars.UWell I was management also and handled QA. I don’t know about how IGO is today. But back when I was there pre pandemic especially. Did you see MEL Dispatch ratio of IGO vs other carriers? Also not to mention the maintenance stock order. Not to mention the availability of replacement aircraft. The coordination between NOC and MCC all were seamless. Indigo had (again I can’t speak for today) one of the best dispatch reliability. AOG time was one of the lowest in the world (minus the PW issues) beyond their control.UEx indigo employee here. I hate traveling by indigo and they probably have the worst seats in the world. BUT their maintenance is world class. Yes airplanes are complex machines and sometimes snags hit when you least expect them. However the engineering team ensures a phenomenal dispatch reliability and best of it all, the replacement aircraft availability. I am comparing them with some of the best airlines in the world.
Ps. I am not comparing any cabin experience or cleanliness. Purely from technical stand point only.
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