IndiGo Has Just 13 Weeks To Replace 196 A320neo Engines

India’s Directorate General of Civil Aviation (DGCA) has ordered IndiGo to replace every single engine on its Pratt & Whitney powered A320neo family aircraft in just 13 weeks. This means that, across its fleet of 98 neos, 196 engines must be replaced by the end of January, otherwise those aircraft will be grounded.

indigo A320neo engine
All IndiGo’s P&W powered neos must have engine changes. Photo: IndiGo

13 weeks to replace 196 engines

Following on from the news that both IndiGo and GoAir had 15 days to replace at least one engine on a handful of their Pratt & Whitney powered A320neos, the DCGA has now ruled that all the engines must be replaced in just 13 weeks. This comes just days after IndiGo placed a massive order for more A320neo family jets, solidifying its position as Airbus’ largest customer of the type.

The Financial Express reports that, as a result of several recent incidents involving IndiGo’s P&W powered A320neo family jets, the DGCA has now instructed IndiGo to replace all the engines on all its neo jets, which number 98. With 196 engines across the fleet to replace, this sounds like a tough ask by the operator.

IndiGo Airbus order
IndiGo is the biggest operator of the neo variant. Photo: Airbus

IndiGo reportedly has until January 31st, 2020, to comply, otherwise it could be faced with a grounding of any that have not had the modified engine installed. The DGCA apologized to IndiGo for the inconvenience, but stated that it needed ‘desperate measures to put things in order’.


In addition to this, the airline has been asked to change at least one engine on a number of planes more urgently. As well as the 16 that it was directed to attend to earlier this week, a further seven have been added to the list, making a total of 23. These must be dealt with by November 19th.

Four failures in a week

The DGCA ruling comes in the wake of a week of issues on the neo aircraft for IndiGo. The Times of India reported yesterday on the latest incident, which involved an A320neo stalling on takeoff when traveling from Kolkata to Pune. The aircraft, registered VT-ITM, returned safely to the airport and is now grounded there. A senior DGCA spokesperson told the Economic Times,


“On Wednesday, IndiGo A320neo, operating as 6W-862 saw engine 1 stall and experience high vibration while climbing through 10,000 feet. Crew reduced thrust of this engine to idle and vibration reduced. The affected engine was not shut down in flight. The aircraft returned to land safely in Kolkata and is grounded there.”

IndiGo Airbus order
Four problems in one week spells trouble for IndiGo. Photo: Airbus

Ground crews confirmed that the third stage low pressure turbine (LPT) on this engine was damaged. This is a known issue with the P&W engine, and one which the supplier has developed a fix for. However, in light of the number and frequency of incidents, India’s civil aviation regulator has said that enough is enough.

The incident on Wednesday was the latest of four in a week for IndiGo. On October 24th, VT-IVX had an engine stall amid high vibration during its climb at around 27,000 feet. On the 25th, VT-ITA experienced the same problem. And then on October 26th, VT-IZT flying from Delhi to Goa had a very similar problem when coming out of the airport.

Clearly, this is an issue requiring urgent attention. Engines affected seem to develop problems after 2,900 hours, so as IndiGo’s extensive fleet of neos begins to age, so these incidents will become more frequent. While losing one engine is not too much of an issue for a jet, losing both could have disastrous consequences.

Although there is likely to be some disruption to the IndiGo schedule, the airline has told CNBC that it is working closely with P&W as well as Airbus, and that its schedule, at least for now, remains intact.


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This is a shocker…though I can understand that the Indian authorities are taking this action.
What’s really worrying is that PW is the sole supplier of engines for the (wonderful) A220 program….


The A220 has a the PW1400G whereas the A320 has the far more powerful PW1100G.
The PW1400G has its own different but relatively minor incidents.


Yes, I know that the engine on the A220 is different…but its still a geared turbofan, and that’s very difficult technology. IndiGo seem to have lost faith in the PW1100G (A320 neo), because they switched to the CFM Leap 1A for future A320/A321 deliveries. Let’s hope that the PW1400G doesn’t (A220) start to develop similar problems as time progresses. It’s interesting (and encouraging) to note in this regard that, in the case of RR widebody engines, although the Trent 1000s on the 787 have caused severe headaches, the related Trent XWB (A350) and Trent 7000 (A330neo) seem to have avoided… Read more »


The biggest difference between the 2 engines is how they mount to the pylon.
The 1100G mounts via intermediate case & exhaust case and the 1400G mounts via the fan case &
exhaust case with 2 bis ass struts attaching to the exhaust case mount & the intermediate case.

Anthony Biddulph

“ The Times of India reported yesterday on the latest incident, which involved an A320neo stalling on takeoff ”

No, an engine stalled, not the aircraft. Big difference


Less plagiarism may remove such mistakes.

Azman Shah

Why not change to RR engines which is more reliable and efficient. While changing engines is a must, please ensure all computer software and system are in order. Replace those faulty one before its too late.

Hein Vandenbergh

Surely, you are kidding. It’s either GE/Safran, or P&W. RR makes no engines suitable for the A320. And their reputation has suffered almost insurmoutable damage after their recent design and manufacturing disasters. RR is a spent force.

Nate Dogg

The troubles of the Trent 1000 will soon become a midgets penis in comparison to the troubles that are heading in the direction of so many A320neo and A220 operators with the GTF. There has been a US media combined effort to tarnish RR. The damage to their reputation is not insurmountable. The A330neo and A350 would have ZERO sales if the reputation of Rolls is in question. Now it is P&W turn to have the heat turned up on them along with GE on the 777x programme that is increasingly looking non viable in the face of the new… Read more »


There are only two engine choices for the neo GE LEAP 1A or P&W PW1100G. The V2500 is only available on the ceo and has 15% worse fuel consumption. Negotiations with RR broke down for a neo engine.

Hein Vandenbergh

Another example of aero companies promising much, and delivering problems instead. Insufficient development time so as to get ahead of the competition, and delivering dangerously underdeveloped hardware. Reminiscent of Douglas, as it was then, hurrying the DC10 into production in order to beat Lockheed’s Tristar. Douglas never recoveted, became McDonnel Dougas and eventually Boeing. The Tristar, a far more competent design and a super aircraft, sadly never made much headway as its design intrinsically was not amenable to flexibilty in further development. But it was safe, and a delight to fly. Unlike the DC10 – the last derivative of which,… Read more »


So no aircraft stalled and no engine compressor stalled but one engines vibration sensors experienced vibration and was set to idle.


I hope they know what they are doing. By forcing Indigo to Rush the replacements they may make the quality so poor they may cause crashes.