if you listen closely, it stays at the same pitch for a long time. Apparently I found out that is called "cranking" and it is made so the engine gets warmed up a little bit.
Depending on the thermal state of the engine the fadec can command a dry crank to cool the rotor shaft . This is done to prevent bowed rotor phenomenon due to unequal cooling of the shaft ... this is not unique to the leap1a . Also the pw1100g also does something similar .
matinphal only for a week but pw1000 on a320neo problem since last year some airlines have to detach the engine until the problem solve qatar airways and royal brunei have to change from pw1000 to cfm leap bcause of the delay and problem
CFM/GE beats the PW GTF any day, Pratt and Whitney tried to market their radical new geared turbofan as being basically superior and more fuel efficient to a normal turbofan engine and well the technology is too much in its infancy to be any good at the present time. However airlines being cheapskates heard less fuel used and wanted to get it, what a massive mistake! They should have just stuck to a normal design for now, P&W will never be in the same league as GE anymore.
