There are one or two blinkered views being expressed here.
I have no axe to grind, however one thing that hasn't been mentioned is the line maintenance friendlyness of the different engines. For my part the RB211/Trent has always been easier due to the ancilllary equipment being hung on the outside of the fan case. The GE and PW engines have the equipment hung against the core. It's a hell of a lot quicker on a tight turn round to lift a fan cowl than it is to pump open the T/Rev halves. Admittedly, the PDOS helps with the bigger GE engines but it still has caused delays.
I also remember the first time I saw a CF6 with the cowls off, compared to the '211 it looked incredibly complex with all those VSVs and control linkages. Works very well though and lasts a long time.
Regarding the DC10/Tristar spat. The No.2 engine on both was right royal pain in the backside. But at least the '10 had a platform to work from, in the Tristar one would be sliding around in a pool of oil all night.
Happy days.
