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Aviation History
1983
1983 - 2103.PDF
Big funding approved for P&WC MONTREAL The Canadian Government is to pump $468 million into Pratt & Whitney (Canada) as part of a $1,700 million investment programme aimed at quadrupling sales over the next ten years. The money will be spent on; advanced versions of the PT6, development of the new PW100 turboprop, more versions of the JT15D turbofan, and the recently announced 500 s.h.p. turboshaft (Flight, November 5, p. 1208). Up to 5,000 jobs will be created, pushing the workforce to more than 10,000. An immediate input of $164 million has been approved. P&WC president Elvie Smith says that the Federal money will be repaid by future engine sales, which are expected to generate $1,900 million over the programme period. The Government will also receive a 2 per cent royalty on engine sales. On the funding decision, Smith comments, "now we'll be able to keep up with competition such as that now emerging in the small turbine field through 100 per cent US military funding for a General Electric engine". This is a clear reference to the CT7 turboprop which competes with the PW100 to power new commuter aircraft. The CT7 was developed from the military T700 turboshaft. Pratt & Whitney defends spares record EAST HARTFORD ~ Pratt & Whitney has been defending its record on spare parts pricing. The company is one of many that have come under considerable criticism by US defence secretary Caspar Weinberger for over charging. Pratt & Whitney's presi dent Arthur Wegner says that there have been misunder standings, and that the issue "has become much more controversial than it should be". Many of the alleged, or apparent increases weren't increases at all, he claims, noting that spare parts procurement is an extremely complex issue. "People in the industry and government who are hard working and dedi cated have been maligned," says Wegner. Wegner points to Pratt & Whitney's record on F100 pricing. "The price of an F100 increased by only 13-8 per cent between 1973 and 1982, while the Consumer Price Index rose by 117 per cent over the same period." Prices for F100 spares rose only 39 per cent against the US Commerce Department's index of 81 per cent for engines and spares, he says. "Across the board, our parts rose 62 per cent, or nearly 20 per cent less than the index." Weinberger's recent spare procurement initiatives, says Wegner, "provide a guide for all of us in the industry. Help ing to improve the defence acquisition process com mands top priority through out Pratt & Whitney". The initiatives recognise current shortcomings; "There must be a disciplined, joint approach to making the procurement system better. Any system can be improved, especially one like the military's which has suffered for years from a lack of adequate funding, anti quated computer systems, and too few well-trained and skilled people." The second prototype Aermacchi MB.339 seen over the Severn Bridge, near Bristol. The aircraft is flight-testing the Rolls-Royce Viper 680, which will power the single-seat variant - - • " PROPULSION Certification near for rival 15-Tonners DERBY Rolls-Royce's advanced engine for the Boeing 757, the RB.211-535E4, is heading for its December certification along a problem-free path. Assembly of the first batch of engines is proceeding on schedule for first deliveries to Boeing, also in December. Flight-tests aboard Boeing's company 747 ended in September. Sixteen flights were carried out, amounting to 34hr in the air. Starting and handling has been praised by Boeing's test pilot, who flew the E4 at Mach 0-82 and 42,000ft. Engine re-lighting and thrust reverser operation were also checked. The two engines used for the CAA's 150hr endurance test have been stripped for examination and pronounced fit. The tests were completed in a much shorter time than normal; 12 days for one engine and 13 for the other, equating to around 12hr running per day. Hot end temperatures were set at 1,400°C—150°C more than the normal running temperature. Rolls-Royce says that flight-testing has confirmed the fuel consumption improvement predicted for the new engine—which is that it will burn up to 15 per cent less fuel than the -535C. The rival engine to the -535E4, Pratt & Whitney's PW2037, is also due to get its ticket in December. The engine finished its flight- testing last April. Pratt & Whitney also claims reduc tions in fuel burn of up to 15 per cent over the -535C. Both engines will embark on Boeing 757 certification programmes early next year, leading to deliveries of -535E4 and PW2037-powered aircraft to airlines in the last quarter of 1984. Sales of Boeing 757s now total 129, 70 of which are engined with the PW2037. Of the remaining aircraft, 36 will eventually be equipped with the -535E4 (after Eastern and Monarch have updated their engines from -535C configu ration). FLIGHT International, 19 November 1983 1357
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