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Aviation History
2001
2001 - 3642.PDF
Directory: civil ei Model Max thrust (lb) Power max (SL) (shp) Notes/Description (inc submodel) derivatives dubbed the A5+ and -A7. The first is aimed at improving the existing 33,000lb-thrust engine's specific fuel consumption through improvements to the high- pressure compressor and low-pressure turbine, such as 3D aerofoils. The more ambitious -A7 would increase thrust towards the 40,0001b range by adopting a revised fan; it is contingent on the development of either a viable business case to boost the A320 family performance or finding a new application. Other potential enhancements include the use of the P&W developed TALON low-emissions combustor, a new gearbox, active noise control and blisks. Having just delivered the first of 10 V2500-A5 powered A321-200s to China Northern Airlines, IAE has delivered more than 700 V2500-powered aircraft and amassed more than 16 million flight hours. V2500-A1 V2530-A5 V2533-A5 V2527E-A5 V2525/2528-D5 Turbofan - Airbus A320-100 Turbofan - Airbus A321-100 Turbofan - Airbus A321-200 Turbofan - Airbus A320 Turbofan - Boeing MD-90-30 Spurred on by constant incursions into its territory, Klimov is actively developing, promoting or upgrading a wide range of turboshafts and turboprops for several key domestic competitions. It faces the Progress/Motor SiCh AI-450 with its VK-800 for future-build Kamov Ka-226s, and is developing an 8,000h life extension programme for its TV2-117VMA-SBMI turboprop. Potential platforms for the extended life powerplant range from the Antonov An-140 and llyushin 11-114 to the Tupolev Tu-130 and MiG-110. The 2,500shp rated engine is also made at Zaporozh's Motor SiCh. It continues to push development of its VK-2500 turboshaft for medium helicopter upgrades, which was certificated at the start of the year, and which will replace the TV3-117 on the Klimov line. It is working on the VK-3000 which is derived from the TV7-117S turboprop. The VK-3000 is rated up to 3,750shp. The experimental VK-3500 turboshaft is a fifth-generation, low parts count engine in the 3,000-4,000shp power class. Klimov is also working on another TV3-117 derived engine dubbed the VK-1500 for potential application on the Beriev Be-32K and an upgraded Antonov An-2. TV7 TV7-117S TV2 TV2-117 TV3 TV3-117 ivj-nr TV3-117VMA-02 - . 2,467 1,480 2,195 3,221 Turboprop - llyushin 11-114 Turboshaft - Mil Mi-8, 38 Turboshaft - Mil Mi-8, 4, 7 Turboshaft - Kamov Ka-32 HHHHHI mmmmmmm mmmsmmmmF^ mmmmmmmm Newly formed Saturn, a merger of Rybinsk Motors, Lyulka-Saturn and Ufa Engine Building Association (UMPO), is a product of the consolidation process under way throughout the Russian aerospace industry. It is immediately focusing on the immediate need to develop viable Stage 3 compliant hushkits for the D-30KP turbofan powering the llyushin II-62 and II-76. Technical design changes have been identified but the llyushin-led nacelle modifications are still required before implimentation can start. The II-76 kit will be available before that of the II-62. The Rybinsk element of Saturn is also working with Aviakor manufacturing plant on a Stage 3 hushkit for the D30KU powered Tupolev Tu-154M. In another strategic move Saturn has also become involved with Snecma in developing the SM146 for the proposed Russian Regional Jet project between Boeing, llyushin and Sukhoi (see Snecma). The link was built on established connections between Snecma and Rybinsk, manifested in parts manufacture for the CFM56 and GE CT7 since 1995. Development of the RD-600V turboshaft for the Kamov Ka-60/62 is also accelerating, with output expected to reach 1,500 powerplants by 2005. D-30KU D-30KU 23,100 Turbofan - 154 version on Tu-154M, llyushin IL-62M, KP on IL-76 RD-600V TVD-1500 1,302 1,302 Turboshaft - Kaman Ka-62 Turboprop - Antonov An-38 Faced with contracting market share, anxious to expand its after-market work and in urgent need of new applications, P&W instituted a radical revamp of its civil engines organisational structure in late August. Bob Leduc, executive vice president and chief operating officer since September last year, was given the added role of Large Commercial Engines president. His new job now includes responsibility for after-market services. This brings control of large engine operations and the growing services business under a single management structure. Although new business remained scarce for the PW4084/90 family powering the Boeing 777-200/300, valuable PW4168A deals were sealed with ILFC on the Airbus A330-200 and Hainan Airlines, which selected PW4056S for its newly ordered Boeing 767-300s. Thanks to the ILFC deal and earlier contracts, P&W claims around 50% of the A330 market in competition with GE and R-R. In other areas P&W continues to tackle troublesome compressor surge issues on the 2.4m (94in) diameter fan version of the PW4000 on more than 630 A300, A310, Boeing 747, 767 and MD-11 aircraft. The company is also introducing a revised high pressure compressor stator design into the PW2000 fleet to counter vibratory-related cracking issues experienced on Boeing 757s.The bulk of its PW2000 work is now associated with the military variant (Lockheed Martin F117) for the Boeing C-17, though plans continue to develop a civil version of the airlifter, dubbed the BC-17. Certification testing of the PW6000 for the Airbus A318 is continuing with entry-into-service scheduled for November next year, and FAA certification expected to be achieved by the end of this year. Nine test engines will ultimately be involved in the extensive pro gramme, which was launched in 1998 and entered flight test on P&W's Boeing 720 flying testbed in August last year. As well as the A318 market, for which it competes with the CFM56, P&W is evaluating possible re-engining opportunities ranging from Boeing 727, 737 and McDonnell Douglas DC-9s to Boeing MD-80s and CFM56-pow ered 737 Classics. The results of the studies are expected by year-end. One of the most unusual company-related developments was the start of P&W-supported flight tests in August of the JT8D-219 re-engined Seven Q Seven Boeing 707-300. The Texas-based flight-test effort, due to be completed in February, is aimed at FAA certification by mid-2002. P&W is also studying technical packages to hushkit the JT9D to Stage 4 levels using acoustic liners and a range of other options, such as swept stators and tabs on the primary exit nozzle. Work on the package is due to begin next year with deliveries starting in 2006. 70 13-19 NOVEMBER 2001 FLIGHT INTERNATIONAL www.flightinternational.com
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