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Aviation History
1995
1995 - 1177.PDF
HEADLINES KAL sees growth as key to 777 PAUL LEWIS/SINGAPORE KOREAN AIR'S (KAL) selec tion of an engine for its fleet of Boeing 777s was due before 1 May, with future growth poten tial and commonality likely to be the major deciding factors. KAL has ordered eight 777s for delivery between February 1997 and June 2000 and has taken options on a further eight aircraft. The decision will mark another key battle in the fight for big-fan orders. Engines on offer are the General Electric GE90, Pratt & Whitney PW4000 and Rolls- Royce Trent 800. The airline's initial require ment is for a 400kN (90,0001b)- thrust engine to power its first GUY NORRIS/LOS ANGELES GENERAL ELECTRIC is "working with Boeing and customers" on the possible devel opment of a 467kN (105,0001b)- thrust GE90 which could be derated to suit the growing weight requirements of the stretch Boeing 777. Latest estimates put the project ed aircraft's gross take-off weight at around 300,000kg, although this could reach almost 311,000kg, according to some sources. Both Pratt & Whitney and Rolls-Royce have revealed plans to meet the growth. P&W has launched a 436kN derivative of its PW4000, called the PW4098. "We think that as thrust con tinues to grow, the weight is not going to stay there for long. We'd rather go to a higher thrust and de-rate at entry-into-service to meet the requirements, although nothing is cast in concrete," says GE90 marketing development manager, Vince DiGiovanni. To achieve the higher thrust, GE is considering "de-staging" die core to give a power range of between 467kN and 480kN. While the engine would retain the four 777 B-Market aircraft. KAL has the option of converting its remaining order to the higher- gross-weight 777 Stretch and is asking manufacturers for a 42 3 kN engine. In addition to its requirement for a different thrust rating, KAL is keen to maximise commonality between die two engines. The first delivery of the airline's final four 777s is scheduled for June 1999. Boeing has been pressing KAL to finalise its engine choice, but agreed to extend die cut-off date, from February to 1 May. KAL is understood to have wanted time to consider die P&W-proposed 435kN derivative of the PW4090. P&W has traditionally sup plied the bulk of KAL's engines, including the PW4056 for its Boeing 747-400 fleet, and is con sidered by many to be the front runner for the 777 order. P&W is proposing a de-rated version of the PW4098, with a different data plug for the electronic engine control. The company faces strong competition from R-R, which is pushing hard for a Korean sale, after losing die Japan Airlines 777 engine competition to the PW4084 in 1994. GE is also keen to make a new sale, following its recent setback with the cancella tion of Gulf Air's order for six GE90-powered 777s. Both companies are offering higher-growth engines with min imal modifications. The Trent 800 has already been certificated at 400kN, while GE is developing a 410kN version of its GE90, recently certificated at 377kN. KAL is also required to decide shortly on an engine for its seven Airbus A3 30s, the first of which will enter service in February 1997. The A3 30 engine selection is being treated separately from that of the 777 and will not be made at the same time, according to KAL. Competing for the A3 30 order are GE, offering its CF6-80E1; P&W, with its PW4168; and R-R, offering the Trent 700. Dividing the A330 and 777 engine order between two different manufactur ers is being considered for "politi cal reasons", says an industry source. • ...as GE looks at increasing GE90 thrust levels k existing fan, low-pressure system and casing, die core would differ widi the removal of "...one, or pos sibly two, stages of die high-pres sure compressor. If we launched a programme like diis, it would take around 42 months to certify, or something of that order of magni tude," says DiGiovanni. GE's more immediate plans for the engine cater for potential thrust requirements up to almost 423kN. A modi fied GE90 will be tested in the first quarter of 1996. The turbofan will form the basis for its bid to power heavier B- mar ket versions of the Boeing 777 now being discussed. The initial B-market 410kN GE90 will be cer tificated in May 1996 and enter service on the first aircraft for British Airways in December 1996, de rated to 400kN. GE says that the 410kN engine development "...gives a cushion" enabling an easy throttle-push transition to almost 42 3kN. DiGiovanni says that GE90 more than 80% of the certification tests already completed for the 377kN GE90 cover the planned power range. "The blade-off test is valid up to 423kN, for example." The higher thrust is being achieved by using the higher- temperature-resistant Rene material used in the CF6-80C2 in the first two low-pressure-turbine stages of the GE90. Additionally, the first stage of the high-pres sure turbine (HPT) will be made from a higher-temperature-resis tant advanced mono-crystal material. Bleed air from the core will also be increased to boost HPT cooling levels. • may grow for 111 customers looking for a stretch 6 FLIGHT INTERNATIONAL 26 April - 2 May 1995
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