FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
2000
2000-1 - 1792.PDF
ENGINE DIRECTORY to power a batch of A3XXs, is expected to mass its considerable resources to win impending decisions at Emirates and Qantas. Although both are existing Rolls- Royce users, recent experiences, such as SIAs 777 engine selection, show that brand loyalty is fast becoming an outdated concept. In the meantime, the GP7000 development schedule is being accelerated in the run-up to the start of detailed design in August 2001. The immediate target, iron ically, is neither of the big quad designs it was originally conceived for, but Boeing's longer range 767- 400X, which is due in service more than two years earlier than either the A3XX or 747X. Rolls-Royce is offering the Trent 600 for the Boeing twin jet application as well as the 7474X and begins detailed design of the engine this month. The dynamics of the higher- thrust arena have also changed following Boeing's selection, in July 1999, of the GE90-115B as the exclusive powerplant for the longer range 777-200LR and -300ER derivatives. The first 115,0001b- thrust engine is due to begin tests in the fourth quarter of 2001, with entry-into-service target ed for late 2003. GE's pursuit of the longer range 777s, which dramatically reversed its pol icy of writing-off the GE90, appears to be reap ing rewards. By October, an Air France order for up to 20 new 777 derivatives had boosted the GE90-115B firm order book to 98 engines, val ued at more than $1.5 billion. Similar improve ments in the GE90-powered 777-200ER orderbook have also seen GE's market share gradually improve to include 16 customers with 185 firm and 46 option GE90-powered 777s. Rolls-Royce, which began the year with firm orders for more than 250 Trent 800-powered 777s from 11 customers, expects to see further growth in 2001 as it seeks to expand its 44% marketshare. Although acknowledging the overall cap now sitting over the marketshare battle as a result of GE's exclusivity deal, conservatively estimated at more than 500 long-range 777s over the next 20 years, Rolls-Royce is keen to capitalise on its success with the big Boeing twin. Rolls-Royce also marked the first flight of its Trent 500 engine for the Airbus A340-500/600 in June, and is confident of gaining certification on schedule in December. The Trent 500 enjoys de facto exclusivity on the long-range A3 40 variants, and which has attracted orders worth almost $6 billion to the engine maker. The A340-600 is scheduled to enter service with Virgin Atlantic in 2002's second quarter, followed by the A340-500 with Air Canada later that year. Pratt & Whitney's difficulties meanwhile continue, with slow sales of the PW4000 and Honeywell's 9,000lb-thntstAS900fits nicely into the GE engine line-up problems with a high-pressure module replace ment kit that caused surges after installation on versions powering 747 and 767s. The company started the year by announcing plans to cut its workforce, but saw a brighter summer with PW4000 selections for A3 30s ordered by LTU and ILFC. The PW4168 continues to be a workhorse engine for the company, having won almost 50% of all orders for the A3 30 against the GE CF6-80E2 and R-R Trent 700. P& Ws biggest civil engine highlights of the year to date have revolved around new technol ogy initiatives it hopes hold the key to the future. The most evident of these was the first flight of the PW6000 on its Boeing 720B testbed on 21 August. Despite the initial uncer tainty over the final choice of high pressure compressor design, the engine remains on track for certification in October 2001 and for first flight on the A318 the followingjanuary. P&W pins a lot on the engine's success, because of its market potential on the A318 and as the tech nology basis for new generation engines to suc ceed its PW2000 and PW4000 models. It is committed to supporting its share in the International Aero Engines V2500 which continues its battle with CFM International's CFM56 on the Airbus A3 2 0 family. The success of Boeing's Next Generation 737, meanwhile, underwrites the continuing success of the CFM56, the world's fastest selling commercial engine. Orders for 2000 broke the 732 mark by July, dispelling fears that this year would see the start ofan anticipated slow down in sales for the ubiquitous CFM56. LOWER THRUST ARENA Pratt & Whitney's most encouraging move appears to be a decision to shift research and development for a future geared fan engine to the lower thrust arena. This was confirmed at this year's Farnborough air show when, with P&WC and MTU, it revealed plans to develop an Advanced Technology Fan Integrator geared -fan demonstrator aimed at the business and regional market. The goal of the project, now designated the GTF (geared turbofan), is a range of engines from 10,0001b-19,0001b thrust. A 12,0001b demonstrator is to run in 2001's first quarter. Although P&WC admits that the current and planned generation of regional jets is spoken for, the com pany believes the economics of the new-technology GTF will ensure its viability as a leading contender for third generation regional jets and even re-engining. At the bottom of the thrust bracket, P&WC is starting detailed design of the first of a series of new engines covering the 1,0001b to 2,5001b thrust range. Dubbed the PW600, the family will also spin off turboprop derivatives, and fill the power gap at the lower end of the market. In the meantime, GE and Rolls-Royce still reap the rewards of early positioning in the regional market. GE, in particular, is seeing dramatic gains with the CF34 orderbook, which now exceeds $10 billion in firm orders and options for the CF34-3, -8 and -10 family. The bulk of these are for Bombardier's CRJ series, orders and options for which stand at almost 2,540, while the balance is from future deliveries of the Fairchild Dornier 72 8/92 8JET and Embraer ERJ-120/190. Rolls-Royce's AE3007A engine, tied to the success of the Embraer ERJ 135/145 family, is also witnessing record business with orders and options for it approaching 1,200. The first example of Honeywell's new regional engine contender, the AS900, is to be delivered to BAE Systems in December for installation on the first Avro RJX. The military propulsion spotlight continues to shine on P& Ws JSF119 engines which suc cessfully powered the maiden flights of Boeing's and Lockheed Martin's Joint Strike Fighter concept demonstrator aircraft in September and October respectively. The first runs of the JSF119 engine for Boeing's X-3 2 B short take off and vertical landing (STOVL) variant began on 21 September, marking the start of a build-up which should see both companies fly the first vertical landing sorties in 200l's first quarter. GE, which continues development of its Fl 20-based JSF alternative engine, launched its 32,5001b-thrust Fl 10-132 derivative in March on the back of the long-awaited United Arab Emirates order for 80 Block 60 F-16s. GE claims more than 80% of the world market for the F-16C/D, but admitted significant losses to P&W which had successive victories with follow-on campaigns with the F100-220/229 in Singapore, Israel and Korea. P&W also won a major order from Greece to power 50 F-16s with the-229. In Europe, the focus remains on the Eurojet EJ200 which is now into its first full year of production for the Eurofighter Typhoon. J 52 FLIGHT INTERNATIONAL 14 - 20 November 2000
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
