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Aviation History
1975
1975 - 0037.PDF
FLIGHT International, 2 January 1975 Directory !9 J MP i- • -iCllTO^^iSSI f«*M*Bi The P&W JT10D is a joint development with MTU, Alfa Borneo and Fiat Applications and projects. Aerospatiale Caravelle 10B, 10R. 11R (2 X 14,0001b JT8D-1 or -7); Boeing 727-100 and -200 (3 X 14,0001b JT8D-1 or -7); Boeing 727-200 (3 X 14,5001b JT8D-9); Boeing 727-200 and Advanced 727-200 (3 X 15,5001b JT8D-15 or 3 X 18,0001b JT8D-II7); Boeing 727-300 (3 X 16,0001b JT8D- 17 or 3 X 18,0001b JT8D-117); Boeing 737-100 and -200 (2 X 14,0001b 727-1 or -7); Boeing Advanced 737-200 (3 X 16,0001b JTSD-17); Boeing 737- 200 (2 X 14,5001b JT8D-9); Boeing 737- 200 (2 X 15,5001b JT8D-15); Boeing T-43A (2 X 14,5001b JT8D-9); Dassault-Breguet Mercure (2 x 15,5001b JT8D-15); Kawasaki XC-1 (2 X 14,5001b JT8D-9); McDonnell Douglas DC-9-10 and -30 (2 X 14,0001b JT8D- or -7); McDonnell Douglas DC-9-10 (2 X 12,2501b JT8D-5); McDonnell Douglas DC-9-20, -30 and -40 (2 x 14,5001b JT8D-9); McDonnell Douglas DC-9-50 (2 X 16,0001b JT8D-17); McDonnell Douglas C-9A and -9B (2 X 14,5001b JT8D-9); McDonnell Douglas YC-15 (4 X 16,0001b JT8D-17). JTSD-109 Single-stage fan and six-stage i-p compressor, seven- stage li-p compressor, cannular combustor, single-stage h-p turbine, three-stage l-p turbine. Take-off 16,6001b; bypass ratio 2-03:1; length 127in; fan diameter 49-2in; weight 3,7881b. JT9D (F105) Two-shaft turbofan. By mid-1974 some 1,364 JT9Ds had been delivered for 247 747s and DC-10-40s with 38 operators; total flying time was then in excess of nine million hours. Despite these successes, all further orders for JT9D- powered aircraft are being contested against intense competition from the GE CF6-50. To date, P&W has succeeded in being chosen for Japan Air Lines' six DC-10-40s ordered early last year with 53,0001b JT9D-59As, and in keeping Qantas as a customer with the JT9D-7F which was ordered in July last year to power all the Australian airline's 747Bs, both new and in service. The 48,0001b JT9D-7F, rated at 50,0001b with water injection for Qantas, is an advanced version of the JT9D-7 and -7A engines powering existing Qantas 747Bs (all of which will be modified to -7F standard). Against these successes, the CF6-50 has been selected for KLM's order last year for 747B freighters and the USAF's AANCP E-4A (military 747-300) aircraft in preference to the JT9Ds already in use. Important to P&W's continuing competitive status has been the development of the 53,0001b JT9D-59A and -70A for the DC-10-40 and 747. These are growth versions of the JT9D-20 and -7 respectively, and their certifica tion and delivery is imminent. Northwest Orient's DC-10-40s, at present with -7s, will also be re-engined with the JT9D-59A. Proposals have also been made for the -59A as an alternative to the CF6-50 for powering the A-300B. A further source of future business for the JT9D is the new 747SP, scheduled to fly in July this year and powered by four 46,9501b JT9D-7As or 48,0001b JT9D-7Fs. The F105-PW-100 is the military version of the JT9D-7. Applications and projects. Boeing 747-100 (4 X 43,5001b JT9D- 3A); Boeing 747-100A (4 x 46,9501b JT9D-3A(W));'Boeing 747-200B (4 X 46,9501b JT9D-7 or 4 X 48,0001b JT9D-7F); Boeing 747-200C and 747F (4 X 48,5701b JT9D-7A(W)); Boeing 747F, 747-200C, -400B and -400F (4 x 52,0001b JT9D-70); Conroy Colossus (3 X 59,0001b JT9D-59A); McDonnell Douglas DC-10-40 (3 X 48,5001b JT9D-20W or 3 X 52,0001b JT9D-59A); McDonnell Douglas DC-10-30AF and stretched DC-10 (3 X 53,0001b JT9D-59A). JT9D-7 Single-stage fan plus three-stage i-p compressor, eleven-stage h-p compressor, annular combustor, two-stage h-p turbine, four-stage l-p turbine. Take-off 46,9501b; bypass ratio approximately 5:1; length 128-2in; diameter 95-6in; weight 8,7701b. JT10D Two-shaft turbofan. Phase 1 development of the company-financed JT10D started in January 1972, and a full- scale compressor rig was run in February that year. In May 1973 P&W announced development of the new turbofan in collabora tion with MTU and Fiat. The JT10D first ran on August 28 last year, when it attained 87 per cent of its 23,0001b initial-rated thrust. Full thrust was reached within 6hr 20rnin. In addition to this wholly P&W-built unit, there is a back-up engine and spares. Following this brief initial venture, P&W plans to run a more advanced version during 1975 for which a new higher-rated com pressor was tested last September. This engine will embody an advanced l-p turbine developed by MTU and gearbox developed by Fiat. Combined share of the two European companies in the JT10D programme is 10-15 per cent. Total launch costs are estimated to be under $700 million, £300 million. The JT10D is a completely new design and the emphasis is on reducing the s.f.c. by 20 per cent compared with current in- service engines such as the JT8D, and on very low noise. Long life and low running costs are further important goals. There is built-in growth potential to 28,0001b. P&W is following a deliber ate policy of extensive component testing before the complete engine itself is put up for test. Likely applications are the same as those for the CFM56, but with the added benefit of P&W's long association with Boeing installations. P&W sees a worldwide market for the JT10D category of around 9,000 engines.
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