FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
2001
2001 - 3640.PDF
Directory: civil engines Model Max thrust (lb) Power max (SL) (shp) Notes/Description (inc submodel) Harbin-based Dongan, which makes the WJ5A turboprop, a derivative of the Progress AI-24. WZ6 (Cbangzhou) WZ6 - 1,551 Turboshaft - Jingdezhen Z-8 WJ6 (China National South Aero Engine Co) WJ6 WJ5A (Dongan - Harbin) WJ5A-1/1G 4,264 2,791 Turboprop - Shannxi Y8/Y8C .• Turboprop - XAC Y7-100/Y7-200B 738 738-1-1B 6,000 Turbofan - Dassault Falcon 2000, CFE738-2 28.6kN thrust CFM INTERNAT10 With deliveries of CFM56-7s for Boeing's Next Generation 737 and CFM56-5s for the Airbus A320 and A340 families expected to slow significantly in coming months, CFM International remains focused on ensuring the future of the line by completing and exploiting further Tech56 test work. It is also continuing the hunt for Tech56 upgrade opportunities, while adding new customers to the CFM56 upgrades now being launched or developed. These include the CFM56-3 core upgrade by Southwest Airlines in May, and the imminent first run of the initial CFM56-5C/P upgrade for the A340 Enhanced. The certification of this engine is due to coincide with first flight of the improved A340 variant late next year. The package incorporates the 3D core of the -5B/P and -7B engines with the larger fan and low-pressure system of the -5C4, as well as a new high-pressure turbine and low-pressure turbine nozzle. Upgrades for the -5A/5B powering the A320/321 are also due to be available by mid-2002. In a separate move, the introduction of the noise-reducing chevron nozzle design, developed through the Tech56 initiative, is being studied as a means of making high-gross weight CFM56-5B-powered Airbus A321s compliant with upcoming Stage 4 rules. The first CFM56-5B powered Airbus A318 is expected to fly at the end of next year, with entry-into-service with Air France due in 2003. Leadership of the joint GE-Snecma company is under Pierre Fabre who took over from Gerard Laviec in June. CFM56- CFM56-2C1/C3/C5/C6 CFM56-3B-1 (3C1) CFM56-5A1/A3/A4/A5 CFM56-58/B1-B9/P CFM56-5C-2/-3/-4 CFM56-7B 18,500 18,500 25,000 29,900 31,200 19,550 iliHWimiMHMIEMIMMIIIIIII1 Turbofan - Douglas DC-8 Super 71,72 and 73 Turbofan - Boeing 737-300/500 (3C1 on 737-400) Turbofan - Airbus A320, A319 Turbofan - Airbus A318 (-5B8/P and 9/P), A319, A320, A321 Turbofan - Airbus A340-200/300 Turbofan - Boeing 737-600/700/800/900 (available with DAC) Development of the most powerful jet engine ever designed, the 115,000lb-thrust rated GE90-115B for the Boeing 777-300ER, is entering the final stages, with initial runs set to begin in November. The company's 747-100 flying testbed is also being modified to accept the huge powerplant, with first flight still scheduled for February. The start of tests marks the build-up to first flight of the 777-300ER, due for the end of next year. GE also continues to study a modified derivative based on the -94B for the standard 777-300. The move is based largely on the -94B's growing market penetration into the -200ER sector, the highlight of the year being the selection of the engine by Japan Airlines for eight new 777s. This overturned incumbent 777 engine supplier, P&W, giving GE 37% of the overall 777 market. The engine maker suffered a setback, however, when Boeing announced the freezing of the 777-200LR programme, sister effort to the -300ER, following the September attacks. The latest version of GE's CF6, the 72,000lb-thrust rated CF6-80E1A3 for the Airbus A330-200, began test flights on 5 September, a fortnight before the engine family celebrated its 30th anniversary. Since entering service on the McDonnell Douglas DC-10-10 in 1971, more than 6,000 CF6s have been used in commercial operation, amassing over 212 million flight hours. The newest -80E1A3 version obtained US certification in June, and is due to enter service with Air France by the end of the year. The French airline has also become launch customer for a CF6-50 hot-section upgrade kit, part of a growing selection of upgrades being developed by GE for application across the product range. GE-specific kits now available or under development include a CF6-6 high-pressure turbine upgrade, CF6-6/50 fan-speed modifier kit, CF6-50 combustor and liner kit, as well as CF34-3 and GE90 upgrades. The engine maker believes the projected $2.5 billion upgrade market is still viable despite September's events, and work continues on developing upgrade kits for the CF6-80C2 family. Development of the CF34-8 growth series, embracing the -8C5, -8D and -8E for the next wave of regional jets, continues with certification targeted for the second quarter next year. The first family member, the 13,790lb-thrust-8C1, has entered service with Bombardier CRJ700 launch customer Brit Air, while more than 10 others have placed orders for engines valued at almost $3 billion. Testing of the -8C5 for the CRJ900 began in May and is set to enter service with Mesa Airlines in 2003. The CF34-8E powered ERJ-170 is still due to enter service with Crossair next year, while the first Fairchild Dornier 728JET powered by the -8D is on track to do so with Lufthansa Cityline in 2003. Tests of the 18,500lb-thrust CF34-10 family for the 928JET and ERJ-190 are set to commence in May, with certification expected in March 2003. Although the regional market was showing signs of slowing even before the September attacks, the long-term prognosis remains good, with GE predicting deliveries of more than 5,000 new regional airliners over the next 20 years with a quadrupling of the company's installed CF34 base. A major development in the CT7 turboprop arena is the start of flight tests on 4 September of the -9B- powered Sukhoi S-80 regional transport. The test effort is expected to run up to 100 sorties, and is due to lead to full-up production of the 30-seater, twin-boom utility aircraft at AVPK Sukhoi's KnAAPO factory in Komsomolsk- upon-Amur from next year onwards. A more unusual win for the CT7 this year was the selection of the -8 by German-based Cargolifter for its CL160 airship, winning over competition from the R-R Turbomeca RTM322. CF34-3A/A1/B/B1 CF34-8C1/8D CF34-10D/10E cH>ia CF6-6D, 6K CF6-50C2B, 2R CF6-50E/E1 9,200 13,800 18,500 Turbofan - Bombardier CL601, 604, CRJ100, 600 Turbofan - Bombardier CRJ-700, -900, Embraer ERJ-170, Fairchild Dornier 728JET, Envoy 7 Turbofan - Embraer ERJ-190, Fairchild Dornier 928JET 40,000 •• 52494 Turbofan - Douglas DC-10-10 Turbofan - Douglas DC-10-30, Airbus A300B Turbofan - Boeing 747-200 68 13-19 NOVEMBER 2001 FLIGHT INTERNATIONAL www.flightinternational.com
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
