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Aviation History
2001
2001 - 3644.PDF
Model PW123-A/B/C/D/E PW124B PW124B-125B/126B PW127 PW127 Max thrust (lb) Power max (SL) (shp) Notes/Description (inc submodel) 2,502 Turboprop - DHC Dash-8-200,300B/E, Bombardier CL-215/415 Turboprop - ATR 72; PW125B powers Fokker 50-100; PW126A powers Bae ATP Turboprop - ATR 72-210; PW127B powers Fokker 50-300/Fokker 60; PW127C powers Y7-200A PW127D powers Jetstream 61; PW127E powers ATR 42-500; PW150 Bombardier Dash 8-400 PW150A PW150A PW200 PW200-206A/B/C/D/207 PW305 PW305-305A/B/306A/B PW308 PW308-B PW530A PW530A PW545A 5,075 Turboprop - Dash 8-400 550 5,258 Turboshaft - Bell 427 NLT, MD Explorer, Agusta A109 Power, Eurocopter EC. 135 Turbofan - 305A Learjet 60, Gulfstream G200, 305B powers Raytheon Hawker 1000 8,089 Turbofan - Larger fan variant Fairchild 428JET 2,748 Turbofan - Cessna Citation Bravo PW545A-545A PW600 PW645 3,784 2,500lb Turbofan - Cessna Citation Excel wmmmmmmmmm Turbofan - proposed for Cessna Citation CJ3 R-R's extensive market penetration strategy received a boost on 30 October when it was granted European Commission approval for a UK Government loan of £250 million ($363 million) to support development of the Trent 600 for future Boeing 747X developments, and the Trent 900 for the Airbus A380-800. The Trent 900 order book has been bolstered this year with several significant victories including Qantas, Singapore Airlines and Virgin Atlantic. The 747X continues to be a moving picture, with R-R tailoring its Trent 600 studies to suit a smaller powerplant derivative of the Trent 500 rather than a Trent 900-based solution. The engine maker is focusing attention on the 63,000lb-thrust range, rather than the 68,000-72,000lb range studied earlier. The move reflects Boeing's decision to scale back the proposed 747X developments in the wake of its recently launched sonic cruiser studies, and allows R-R to capitalise on Trent 500 technology, including the 2.48m-diameter swept fan. Trent 500 activity is centred around adjusting initial production rates to match post-September 11 revisions by Airbus to the A340-500/600 delivery schedule, and to continuing performance enhancement. The improvement is aimed at reducing specific fuel consumption, and will focus on an upgraded low-pressure turbine with possible introduction in 2003. Although affected as part of R-R's drastic cutback plans, production of Trent 700s for the Airbus A330-200/300 and Trent 800s for the Boeing 777-200/300 continues to form a major portion of the company's large civil engine business. Together with A340 engines originally scheduled for delivery next year, R-R had planned to deliver more than 130 Trent 500s, 700s and 800s. A Trent 800 mounted on an American Airlines 777-200ER was also used by R-R and Boeing in late this year as a Quiet Technology Demonstrator to verify the predicted performance of noise-reduction features such as chevrons and extended acoustic lining. The technology could form part of a noise suppression package to be offered from mid-2003 to operators of RB.211-524-powered 747s to ensure Quota Count 2 noise-performance levels at London Heathrow. Production of one of R-R's most consistently successful engines, the RB.211-535E4, continues steady for the Boeing 757-200/300. However, with the 757 order backlog thinning, R-R welcomed the signing of a Sirocco-brokered deal to supply China with up to 15 RB.211-535E4B-powered Tupolev Tu-204s. Before 11 September, production of the engine type was expected to amount to 46 powerplants next year. Sirocco has also agreed with Kazan Aircraft Production to install RB.211-535E4Bs on the higher- weight extended range Tupolev Tu-214 version built in Kazan. The work is due to be completed by mid-2002. While rates for older engines like the -524 and Tay 611 (for the 747-200/400 and Gulfstream IV respectively) are negligible, the focus is increasingly shifting to further support of the V2500 (see IAE), and former Allison and BMW R-R engine lines. Production of the AE3007 has shifted into high gear to support the Cessna Citation X, Embraer ERJ-135/140 and -145 lines, though imminent workforce cutbacks at Indianapolis reflect the slowdown in the Brazilian manufacturer's planned rates for next year. Fluctuations on the AE3007 are offset to some extent by the BR700 which is consolidating its hold on the long-haul corporate market by giving R-R sole source position on Gulfstream's GV and Bombardier's Global Express. The engine is also standard on Bombardier's super-large Global 5000, a shortened version of the Global Express expected to enter service in late 2004. Against this, however, the long-term future of the more powerful BR715 remains uncertain. The engine powers the Boeing 717-200, production of which is under review and may be terminated as early as the end of 2003. In other areas, production of the ubiquitous 250 turbine received a boost in August when Russian gas company Gazprom secured options on up to 50 R-R 250-C20R powered Kamov Ka-226A helicopters. Certification of the machine is to be completed next year. 250 250-B17C/D/F/1/2 - 400 Turboshaft - Partenavia AR68.0&N Cessna 210 conversion, Tradewinds Turbines A36 Bonanza, Turboshaft - Bell 206A JetRanger, 206L LongRanger, 47G conversion, Explorer Turboshaft - Model 250-C20R powers the Bell 206BIII JetRanger and 206LT TwinRanger, MD Helicopters MD500E and MD520N, Agusta A109C and Kamov KA-226 Turboshaft - AS350 Allstar conversion, Sikorsky S-76, MD530G; C30G Heli-Air Bell 222; C30G2 Bell 230,430; C-30L Bell 406CS; -C30M AS.350; -C30P LongRanger III and IV Turboshaft - Bell 430 Turboshaft - Bell 407, Boeing MD600N 250-C20-B/J/JN/F/W 250-C20-R 250-C30 250-C40-B 250-C47-B/M T56 Si T56-A-14 AE2100 AE2100-A 451 420 651 4,915 Turboprop - 501-D22A L-100; 501-D22C NASA Super Guppy 4,155 Turboprop - Saab 2000 AE3007 AE3007-A3 7,400 Turbofan - Embraer ERJ-135 72 13-19 NOVEMBER 2001 FLIGHT INTERNATIONAL www.flightinternational.com
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